Vehicle control method and vehicle control apparatus

Abstract

A vehicle control method and a vehicle control apparatus, which relate to the technical fields of smart mining, autonomous driving and unmanned vehicles. The method comprises: when a vehicle (110) is in a coasting mode, acquiring a target acceleration of the vehicle (110); determining an acceleration range within which the target acceleration is located; when the acceleration range within which the target acceleration is located is a first acceleration range, controlling the vehicle (110) to switch from the coasting mode to a braking mode; when the acceleration range within which the target acceleration is located is a third acceleration range, controlling the vehicle (110) to switch from the coasting mode to a driving mode; and when the acceleration range within which the target acceleration is located is a second acceleration range, controlling the vehicle (110) to maintain the coasting mode, and on the basis of a comparison result between a vehicle speed in the coasting mode and a speed threshold, controlling the vehicle to exit the coasting mode or not to exit the coasting mode.

Description

Vehicle control method and vehicle control device

[0001] Cross-reference

[0002] This disclosure claims priority to the Chinese patent application filed with the China Patent Office on November 22, 2023, with priority number 202311566632.X and invention name “Vehicle Control Method and Vehicle Control Device”, the entire contents of which are incorporated by reference into this disclosure. Technical Field

[0003] The present disclosure relates to the fields of smart mines, autonomous driving, and unmanned vehicle technology, and in particular to a vehicle control method and a vehicle control device. Background Art

[0004] At present, unmanned vehicles (also known as autonomous vehicles) need to use multiple sensors such as lidar and cameras to determine information such as the speed and position of the vehicle in front, and then use this information to make decisions and plans about their own driving behavior in order to achieve high-precision speed following.

[0005] However, traditional speed-following methods are significantly affected by the driving environment. Harsh driving conditions can lead to frequent alternating accelerator and brake cycles. For example, mining areas often feature roads with numerous potholes and slopes. This frequent alternating accelerator and brake cycles complicates autonomous vehicle control. This frequent alternating accelerator and brake cycles not only increases fuel consumption but also wears out the chassis, ultimately impacting vehicle lifespan.

[0006] Summary of the Invention

[0007] In view of this, the present disclosure provides a vehicle control method and a vehicle control device.

[0008] In a first aspect, a vehicle control method is provided, comprising: when the vehicle is in a coasting mode, obtaining a target acceleration of the vehicle; determining an acceleration interval in which the target acceleration is located, the acceleration interval comprising a first acceleration interval, a second acceleration interval, and a third acceleration interval, the interval lengths of the acceleration intervals being adjusted according to scene information of a scene in which the vehicle is located, the scene information comprising: uphill and downhill information, slope information, and / or load conditions; when the acceleration interval in which the target acceleration is located is the first acceleration interval, controlling the vehicle to switch from the coasting mode to the braking mode; when the acceleration interval in which the target acceleration is located is the third acceleration interval, controlling the vehicle to switch from the coasting mode to the driving mode; when the acceleration interval in which the target acceleration is located is the second acceleration interval, controlling the vehicle to maintain the coasting mode, and controlling whether the vehicle exits the coasting mode based on a comparison result between the vehicle speed in the coasting mode and a speed threshold.

[0009] In combination with the first aspect, in certain implementations of the first aspect, before determining the acceleration range in which the target acceleration is located, the method further includes: when it is determined based on uphill and downhill information that the vehicle is on flat ground or in an uphill stage, determining a second acceleration range based on load information and slope information.

[0010] In combination with the first aspect, in certain implementations of the first aspect, determining the second acceleration interval based on the load information and slope information includes: determining a first threshold and a second threshold, and determining the second acceleration interval based on the first threshold and the second threshold, wherein the first threshold is the threshold for exiting the second acceleration interval and entering the first acceleration interval, the second threshold is the threshold for exiting the second acceleration interval and entering the third acceleration interval, and the first threshold is determined based on the load information and slope information.

[0011] In combination with the first aspect, in certain implementations of the first aspect, the first threshold is determined in the following manner, including: obtaining a basic glide threshold corresponding to the vehicle; determining a compensation amount corresponding to the vehicle based on load information and slope information; calculating the sum of the compensation amount and a first specified constant, calculating the product of the sum and the basic glide threshold, and determining the opposite number corresponding to the product as the first threshold; preferably, the second threshold is zero.

[0012] In combination with the first aspect, in certain implementations of the first aspect, the compensation amount corresponding to the vehicle is determined based on the load information and the slope information, including: determining the load status of the vehicle and the numerical value corresponding to the load status based on the load information, preferably, the load status includes an empty state and a heavy load state; determining the uphill slope percentage based on the slope information; calculating the quotient of the uphill slope percentage and a second specified constant, and determining the sum of the quotient and the numerical value corresponding to the load status as the compensation amount corresponding to the vehicle.

[0013] In combination with the first aspect, in certain implementations of the first aspect, before determining the acceleration interval in which the target acceleration is located, the method further includes: when it is determined based on uphill and downhill information that the vehicle is in a downhill phase, determining a second acceleration interval based on slope information.

[0014] In combination with the first aspect, in certain implementations of the first aspect, determining the second acceleration interval based on the slope information includes: determining a first threshold and a second threshold, and determining the second acceleration interval based on the first threshold and the second threshold, wherein the first threshold is the threshold for exiting the second acceleration interval and entering the first acceleration interval, the second threshold is the threshold for exiting the second acceleration interval and entering the third acceleration interval, and the second threshold is determined based on the slope information.

[0015] In combination with the first aspect, in certain implementations of the first aspect, the second threshold is determined by: determining the downhill slope percentage based on the slope information; calculating the sine value of the downhill slope percentage, and determining the product of the sine value and the acceleration of gravity as the second threshold; preferably, the first threshold is zero.

[0016] In combination with the first aspect, in certain implementations of the first aspect, whether the vehicle exits the coasting mode is controlled based on a comparison result between the vehicle speed in the coasting mode and a speed threshold, including: when it is determined based on uphill and downhill information that the vehicle is in a flat or uphill stage, if the target acceleration is a negative value and the vehicle speed is greater than a first speed threshold, controlling the vehicle to exit the coasting mode and enter the braking mode; and / or, when it is determined based on uphill and downhill information that the vehicle is in a downhill stage, if the target acceleration is a positive value and the vehicle speed is less than a second speed threshold, controlling the vehicle to exit the coasting mode and enter the driving mode.

[0017] In combination with the first aspect, in certain implementations of the first aspect, the first speed threshold is calculated by: obtaining the relative distance between the vehicle and the obstacle; obtaining the relative speed of the vehicle relative to the obstacle; determining the first speed threshold based on the relative distance and the relative speed; and / or, the second speed threshold is calculated by: calculating a first product result of a first constant and the current vehicle speed; calculating a second product result of a sine value of the downhill slope percentage and the acceleration of gravity; and determining the second speed threshold based on the sum of the first product result and the second product result.

[0018] In a second aspect, a vehicle control device is provided, comprising: an acquisition module configured to acquire a target acceleration of the vehicle when the vehicle is in a coasting mode; a determination module configured to determine an acceleration interval in which the target acceleration is located, the acceleration interval including a first acceleration interval, a second acceleration interval, and a third acceleration interval, the interval length of the acceleration interval being adjusted according to scene information of a scene in which the vehicle is located, the scene information including: uphill and downhill information, slope information, and / or load conditions; a first control module configured to control the vehicle to switch from the coasting mode to the braking mode when the acceleration interval in which the target acceleration is located is the first acceleration interval; a second control module configured to control the vehicle to switch from the coasting mode to the driving mode when the acceleration interval in which the target acceleration is located is the third acceleration interval; and a third control module configured to control the vehicle to maintain the coasting mode when the acceleration interval in which the target acceleration is located is the second acceleration interval, and to control whether the vehicle exits the coasting mode based on a comparison result between the vehicle speed in the coasting mode and a speed threshold.

[0019] In a third aspect, an electronic device is provided, comprising: a processor; and a memory configured to store executable instructions of the processor; wherein the processor is configured to execute the vehicle control method provided in the first aspect above by executing the executable instructions.

[0020] In a fourth aspect, a computer-readable storage medium is provided, on which a computer program is stored, characterized in that when the computer program is executed by a processor, the vehicle control method provided in the first aspect is implemented.

[0021] The vehicle control method provided by the embodiment of the present disclosure determines whether to control the vehicle to switch to other modes based on the acceleration interval in which the vehicle's target acceleration is located (the length of the acceleration interval is adjusted according to the scene information of the scene in which the vehicle is located) when the vehicle is in the gliding mode, thereby achieving the purpose of setting a dynamic acceleration interval adjusted according to the scene information, and then providing partial power or resistance to the vehicle based on the vehicle's gliding rolling resistance and the downward component of gravity. In addition, determining whether to enter the braking or driving mode based on the acceleration interval in which the vehicle's target acceleration is located can reduce the frequent braking and / or driving of the vehicle in the speed following mode, thereby achieving the purpose of saving fuel consumption and reducing vehicle chassis wear. Furthermore, the embodiment of the present disclosure can monitor the speed of the vehicle in the gliding mode, thereby ensuring safety and reliability. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The above and other purposes, features, and advantages of the present disclosure will become more apparent through a more detailed description of the embodiments of the present disclosure in conjunction with the accompanying drawings. The accompanying drawings are intended to provide a further understanding of the embodiments of the present disclosure and constitute a part of the specification. Together with the embodiments of the present disclosure, they are used to explain the present disclosure and are not intended to limit the present disclosure. In the drawings, the same reference numerals generally represent the same components or steps.

[0023] FIG1 is a schematic diagram showing a scenario to which an embodiment of the present disclosure is applicable.

[0024] FIG2 is a flow chart showing a vehicle control method according to an embodiment of the present disclosure.

[0025] FIG3 is a schematic flow chart showing a method for calculating a first threshold value according to an embodiment of the present disclosure.

[0026] FIG4 is a schematic diagram showing a flow chart of determining a corresponding compensation amount for a vehicle based on load information and slope information provided by an embodiment of the present disclosure.

[0027] FIG5 is a schematic flow chart showing a method for calculating a second threshold value according to an embodiment of the present disclosure.

[0028] FIG6 is a flow chart showing a method for calculating a first speed threshold according to an embodiment of the present disclosure.

[0029] FIG7 is a schematic flow chart showing a method for calculating a second speed threshold according to an embodiment of the present disclosure.

[0030] FIG8 is a schematic structural diagram of a vehicle control device provided in an embodiment of the present disclosure.

[0031] FIG9 is a schematic structural diagram of an electronic device provided by an embodiment of the present disclosure. DETAILED DESCRIPTION

[0032] The following will clearly and completely describe the technical solutions in the embodiments of the present disclosure in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present disclosure, not all of them. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present disclosure without making any creative efforts shall fall within the scope of protection of the present disclosure.

[0033] Application Overview

[0034] Speed ​​following control plays a crucial role in autonomous driving technology. It enables autonomous vehicles to maintain a relatively stable speed and distance from surrounding vehicles, thereby reducing collision risk and improving road efficiency. Specifically, speed following control measures the autonomous vehicle's own speed, compares it with the desired speed, calculates the error, and then adjusts the vehicle controller output based on the calculated error, bringing the vehicle's actual speed closer to the desired speed, thereby achieving the purpose of speed following control.

[0035] To achieve safer and more efficient unmanned driving, related technologies often focus on improving the accuracy and response speed of speed following control, enabling autonomous vehicles to better follow the desired speed and reducing traffic accidents caused by sudden speed changes or lane changes. However, in mining scenarios, when unmanned mining vehicles are navigating alternating slopes and potholed mining roads, traditional speed following control methods cause them to frequently enter braking and driving modes. The vehicle's frequent back-and-forth accelerator and brake application results in high fuel consumption, wear and tear on the vehicle chassis, and a shortened vehicle lifespan.

[0036] Furthermore, for extended-range hybrid mining vehicles, the inverter can be used to change the conduction phase of the excitation current during braking, causing the motor to rotate in the opposite direction. This generates a large reverse electromotive force in the coil winding, transforming the motor into a generator and outputting power to the battery pack for brake energy recovery. However, frequent braking and throttle cycles, as well as sudden, heavy braking during downhill driving, can affect the effectiveness of brake charging.

[0037] In response to the above technical problems, the present disclosure provides a vehicle control method, which obtains a target acceleration of the vehicle when the vehicle is in coasting mode; determines an acceleration interval in which the target acceleration is located, wherein the acceleration interval includes a first acceleration interval, a second acceleration interval, and a third acceleration interval, and the length of the acceleration interval is adjusted according to scene information of the scene in which the vehicle is located, wherein the scene information includes: uphill and downhill information, slope information, and / or load conditions; when the acceleration interval in which the target acceleration is located is the first acceleration interval, controls the vehicle to switch from coasting mode to braking mode; when the acceleration interval in which the target acceleration is located is the third acceleration interval, controls the vehicle to switch from coasting mode to driving mode; when the acceleration interval in which the target acceleration is located is the second acceleration interval, controls the vehicle to maintain coasting mode, and controls whether the vehicle exits coasting mode based on a comparison result of the vehicle speed in coasting mode and a speed threshold. The present disclosure can reduce the frequent braking and / or driving of an autonomous vehicle in speed following mode, thereby achieving the purpose of saving fuel consumption and reducing vehicle chassis wear.

[0038] Example scenarios

[0039] FIG1 is a schematic diagram of a scenario applicable to embodiments of the present disclosure. As shown in FIG1 , the scenario is a mining operation scenario, which includes an autonomous vehicle 110. Autonomous vehicle 110 can be an unmanned mining vehicle, or other autonomous vehicle operating in a mining environment.

[0040] The autonomous driving vehicle 110 further includes a sensor 111 and a computing device 112 , and there is a communication connection relationship between the sensor 111 and the computing device 112 .

[0041] Sensor 111 may be a laser radar, a level, a speedometer, an accelerometer or the like installed on the autonomous driving vehicle 110 , and is configured to collect the speed and / or acceleration of the autonomous driving vehicle 110 and scene information around the vehicle.

[0042] Computing device 112 may be an intelligent driving domain controller onboard autonomous vehicle 110, or a computing device comprised of a dedicated integrated circuit. Alternatively, it may be any other computing device capable of implementing the methods provided in the embodiments of this disclosure. Computing device 112 is configured to receive its own speed and / or acceleration, as well as scene information, collected by sensor 111, and execute the vehicle control methods provided in the embodiments of this disclosure, thereby enabling the autonomous vehicle to achieve fuel savings and reduce chassis wear in speed-following mode.

[0043] Exemplary Methods

[0044] The vehicle control method provided by the embodiment of the present disclosure is illustrated below with reference to FIG. 2 to FIG. 7 .

[0045] Figure 2 is a flow chart of a vehicle control method according to an embodiment of the present disclosure. As shown in Figure 2, the vehicle control method according to an embodiment of the present disclosure includes the following steps.

[0046] S210: When the vehicle is in a coasting mode, obtain a target acceleration of the vehicle.

[0047] Coasting mode is when the vehicle exits drive mode after accelerating and begins coasting by inertia. When the vehicle's coasting speed slows to a certain level, the engine restarts and the vehicle re-enters drive mode. Alternatively, when the vehicle's coasting speed exceeds a certain level, the vehicle enters braking mode and decelerates.

[0048] To determine the appropriate time to enter driving or braking mode, the vehicle's speed and desired speed must be monitored in real time, and the target acceleration calculated. The target acceleration refers to the vehicle's desired acceleration under the current circumstances and can be positive, zero, or negative.

[0049] The target acceleration can be calculated using the following equation:

[0050] Among them, F 合 represents the force on the vehicle, m represents the mass of the vehicle; a represents the target acceleration, which is calculated based on the expected speed of the vehicle; α represents the slope of the road on which the vehicle is located; C d represents the air resistance coefficient, A represents the frontal area, and can be an empirical value. For low-speed mine carts, air resistance accounts for a small proportion of all resistances, and the error in the calculation result has little effect on the calculation of the final resistance resultant. g represents the acceleration due to gravity and can be a fixed value.

[0051] S220: Determine the acceleration range in which the target acceleration is located.

[0052] The acceleration ranges include the first, second, and third acceleration ranges. Specifically, when the vehicle's target acceleration is in the first acceleration range, it indicates that the vehicle is currently moving too fast and requires braking to decelerate. When the vehicle's target acceleration is in the second acceleration range, it indicates that the vehicle's speed remains within a reasonable range and can continue in coasting mode. When the vehicle's target acceleration is in the third acceleration range, it indicates that the vehicle is currently moving too slowly and requires driving to accelerate.

[0053] The vehicle's acceleration range changes dynamically, and its length needs to be adjusted based on the vehicle's scenario information. Scenario information includes: uphill / downhill slope information, slope information, and / or load information. Uphill / downhill slope information includes whether the vehicle is traveling uphill, downhill, or on flat ground; slope information reflects the gradient of the road surface; and load information indicates whether the vehicle is currently loaded. Scenario information may also include factors such as air resistance, road roughness, and the vehicle's frontal area.

[0054] Specifically, when a vehicle is coasting on flat ground, it is subject to external forces (such as friction and air resistance), generating acceleration. When the vehicle is traveling uphill or downhill, it is additionally affected by gravity. For example, when the vehicle is traveling downhill, the downward component of gravity provides additional acceleration. Therefore, if the additional acceleration meets the vehicle's acceleration requirements, the vehicle can remain in coasting mode without entering driving mode. When the vehicle is traveling uphill, the downward component of gravity provides additional acceleration. Therefore, if the additional acceleration meets the vehicle's deceleration requirements, the vehicle can remain in coasting mode without entering braking mode.

[0055] S230: When the acceleration interval of the target acceleration is the first acceleration interval, control the vehicle to switch from the coasting mode to the braking mode.

[0056] As mentioned above, when the vehicle's target acceleration is within the first acceleration range, it indicates that the additional acceleration provided by the vehicle's current environment is insufficient to meet the vehicle's deceleration requirements. Therefore, it is necessary to control the vehicle to switch from coasting mode to braking mode so that the vehicle travels at the target acceleration.

[0057] S240: When the acceleration interval of the target acceleration is the third acceleration interval, the vehicle is controlled to switch from the coasting mode to the driving mode.

[0058] When the vehicle's target acceleration falls within the third acceleration range, the additional acceleration provided by the vehicle's current environment is insufficient to meet the vehicle's acceleration requirements. Therefore, the vehicle must be switched from coasting mode to driving mode, using vehicle-side power to propel the vehicle forward and maintain the target acceleration.

[0059] S250: When the acceleration interval of the target acceleration is the second acceleration interval, the vehicle is controlled to maintain the glide mode, and whether the vehicle exits the glide mode is controlled based on a comparison result between the vehicle speed in the glide mode and the speed threshold.

[0060] When the target acceleration is within the second acceleration range, the vehicle remains in coasting mode. Meanwhile, the vehicle's speed is monitored and, based on a comparison of the vehicle speed with a speed threshold, the system controls whether to exit coasting mode and enter braking or driving mode.

[0061] The speed thresholds specifically include a safe speed threshold and a speed following threshold. When the vehicle speed exceeds the safe speed threshold and the expected acceleration is negative, it is considered that there is a safety risk if the vehicle remains in glide mode and it is necessary to immediately exit glide mode and enter braking mode for deceleration. When the vehicle speed is less than the speed following threshold and the expected acceleration is positive, it is considered that there is a risk of lagging behind the vehicle and it is necessary to immediately exit glide mode and enter driving mode for acceleration.

[0062] Compared to the precise speed-following control methods used in related technologies, which immediately enter braking mode when the vehicle's target acceleration is negative and drive mode when it is positive, the vehicle control method provided by the disclosed embodiments sets a dynamic acceleration range that adjusts according to scenario information. The method determines whether to enter braking or drive mode based on the acceleration range in which the vehicle's target acceleration falls. This reduces the frequent braking and / or driving of the vehicle in speed-following mode, thereby saving fuel and reducing chassis wear. Furthermore, monitoring the vehicle's speed in coasting mode ensures the safety and reliability of the method provided by the disclosed embodiments.

[0063] The specific implementation method for determining the acceleration range is further introduced below.

[0064] In some embodiments, before the step of determining the acceleration interval in which the target acceleration is located provided in the embodiment of the present disclosure, it also includes: when it is determined based on the uphill and downhill information that the vehicle is on flat ground or in an uphill stage, determining a second acceleration interval based on the load information and the slope information.

[0065] Based on uphill and downhill slope information, it's possible to determine whether the vehicle is on flat ground or in the process of ascending a slope. When on flat ground or ascending a slope, the vehicle's rolling resistance is relatively high due to factors such as the downward component of gravity, resulting in negative acceleration. Therefore, this rolling resistance can be used to provide negative acceleration to decelerate the vehicle and appropriately delay its entry into braking mode. Since the vehicle's rolling resistance can be determined based on load and slope information, the second acceleration range can be determined based on these two information.

[0066] In the disclosed embodiment, when the vehicle is on flat ground or on an uphill slope, the rolling resistance of the vehicle is used to slow down the vehicle, appropriately delaying the vehicle from entering the braking mode, avoiding frequent braking of the vehicle, and reducing wear on the vehicle chassis.

[0067] In some embodiments, the above-mentioned step of determining the second acceleration interval based on the load information and the slope information specifically includes: determining a first threshold value and a second threshold value, and determining the second acceleration interval based on the first threshold value and the second threshold value. The first threshold value is the threshold value at which the vehicle exits the second acceleration interval and enters the first acceleration interval. In other words, the first threshold value is the right boundary of the first acceleration interval, and the first threshold value is the left boundary of the second acceleration interval; when the target acceleration is less than the first threshold value, the vehicle enters the braking mode. Similarly, the threshold value at which the vehicle exits the second acceleration interval and enters the third acceleration interval is referred to as the second threshold value below; when the target acceleration is greater than the second threshold value, the vehicle enters the driving mode. When the target acceleration is between the first threshold value and the second threshold value, the vehicle maintains the gliding mode. Among them, the first threshold value is determined based on the load information and the slope information.

[0068] At the same time, when the vehicle is on flat ground or going uphill, only the vehicle-side power can provide the vehicle with forward momentum. To quickly achieve the vehicle's response to acceleration, the second threshold can be set to zero or a value close to it, allowing the vehicle to enter drive mode earlier. Preferably, the second threshold can be set to zero.

[0069] In the disclosed embodiment, a first threshold is obtained based on load information and slope information. By determining the first threshold and the second threshold, a suitable second acceleration range can be determined, so that when the vehicle is on flat ground or uphill, the vehicle is decelerated by the rolling resistance of the vehicle, and the vehicle is appropriately delayed from entering the braking mode, thereby avoiding frequent braking of the vehicle and reducing wear on the vehicle chassis.

[0070] The specific implementation method of determining the first threshold is further described below with reference to FIG3 .

[0071] As shown in FIG3 , the calculation method of the first threshold includes the following steps.

[0072] S310: Obtain a basic coasting threshold corresponding to the vehicle.

[0073] In vehicle speed following control, the basic coasting threshold is the parameter threshold used by the vehicle control system to determine whether coasting control is necessary. Setting the basic coasting threshold takes into account various factors, such as vehicle dynamics, road conditions, and environmental information.

[0074] S320: Determine a corresponding compensation amount for the vehicle based on the load information and the slope information.

[0075] The compensation amount for a vehicle refers to the rolling resistance caused by factors such as gravity and air resistance. For autonomous vehicles such as mine trucks traveling at low speeds in mining environments, air resistance has a minimal impact on the vehicle. Therefore, the disclosed embodiments ignore the impact of air resistance on the vehicle and determine the compensation amount based on load and slope information.

[0076] S330 , calculating a sum of the compensation amount and a first specified constant, calculating a product of the sum and a basic coasting threshold, and determining the opposite of the product as a first threshold.

[0077] Specifically, the calculation formula of the first threshold can be expressed as: a s =-(1+a gain )a basic

[0078] Among them, a s represents the first threshold, a basic Indicates the basic coasting threshold of the vehicle; a gain It represents the compensation amount determined according to the slope information and the load status; 1 is a preset first specified constant, and the specific value of the first specified constant can be set according to actual conditions, and the present disclosure does not impose any specific restrictions on this.

[0079] In the disclosed embodiment, a reasonable first threshold value can be calculated through the scene information of the vehicle, so that the vehicle can enter the braking mode at an appropriate time.

[0080] The specific implementation of determining the compensation amount is further described below in conjunction with Figure 4. As shown in Figure 4, the steps of determining the compensation amount corresponding to the vehicle based on the load information and the slope information provided by the embodiment of the present disclosure include the following steps.

[0081] S410: Determine the vehicle's load status and a value corresponding to the load status based on the load information.

[0082] For example, the load state may include an empty state and a heavy load state, the empty state corresponds to a value of 0, and the heavy load state corresponds to a value of 1. Alternatively, multiple gears may be specifically set based on the load capacity of the vehicle, and corresponding values ​​may be set for each gear.

[0083] S420: Determine the uphill slope percentage based on the slope information.

[0084] Specifically, the gradient information can reflect the gradient of the road on which the vehicle is located, and thus the uphill gradient percentage of the road on which the vehicle is located can be determined based on the gradient information.

[0085] S430, calculating the quotient of the uphill slope percentage and the second specified constant, and determining the sum of the quotient and the value corresponding to the load state as the compensation amount corresponding to the vehicle.

[0086] Specifically, the calculation formula of the compensation amount can be expressed as:

[0087] Where pitch represents the uphill slope percentage; s load Indicates the load status; 5 is a preset second specified constant, the specific value of the second specified constant can be set according to actual conditions, and the present disclosure does not make specific restrictions on this.

[0088] In the embodiment of the present disclosure, the corresponding compensation amount for the vehicle can be calculated through the vehicle's load information and slope information, fully considering the operating scenarios of the embodiment of the present disclosure and the conditions of the vehicle being empty or loaded, so that the vehicle can enter the braking mode at the appropriate time.

[0089] The above embodiments have described in detail the method for determining the acceleration range when the vehicle is on flat ground or in an uphill process. The following specifically describes the method for determining the acceleration range when the vehicle is in a downhill process.

[0090] In some embodiments, before the step of determining the acceleration interval in which the target acceleration is located provided in the embodiment of the present disclosure, the method further includes: when it is determined that the vehicle is in a downhill phase based on uphill and downhill information, determining a second acceleration interval based on slope information.

[0091] Based on the uphill and downhill information, it is possible to determine whether the vehicle is in a downhill process. When the vehicle is in a downhill process, the vehicle is affected by factors such as the downward component of gravity. The sliding rolling of the vehicle provides resistance to the vehicle's travel, and the downward component of gravity provides power for the vehicle's travel; therefore, the downward component of gravity can be used to provide a positive acceleration to accelerate the vehicle, and appropriately delay the vehicle from entering the driving mode. At the same time, the downward component of gravity can be determined based on the slope information, and therefore, the second acceleration interval can be determined based on the vehicle's slope information. At the same time, when the vehicle is in a downhill process, the vehicle's braking force can be used more to achieve energy recovery and charge the vehicle-side battery, and in order to quickly achieve the vehicle's response to deceleration, the first threshold can be set to zero or a value nearby, so that the vehicle enters the braking mode earlier. Preferably, the first threshold can be set to zero.

[0092] In the disclosed embodiment, when a vehicle is descending a slope, the downward component of gravity accelerates the vehicle, appropriately delaying the vehicle's entry into drive mode and saving fuel. Furthermore, the aforementioned early braking and late driving approach allows the vehicle to fully utilize continuous braking during the descent to achieve efficient energy recovery.

[0093] In some embodiments, determining the second acceleration interval based on the slope information specifically includes: determining a first threshold and a second threshold, and determining the second acceleration interval according to the first threshold and the second threshold.

[0094] As mentioned above, the second threshold is the threshold at which the vehicle exits the second acceleration range and enters the third acceleration range. In other words, the second threshold is the right boundary of the second acceleration range and the left boundary of the third acceleration range. When the target acceleration is greater than the second threshold, the vehicle enters drive mode. When the target acceleration is between the first and second thresholds, the vehicle remains in coasting mode.

[0095] The downward component of gravity, which provides propulsion for vehicle movement, is determined based on the slope of the road on which the vehicle is traveling. Therefore, based on this slope information, it is possible to roughly determine when the vehicle should enter drive mode. The specific implementation of determining the second threshold is further described below with reference to Figure 5.

[0096] As shown in FIG5 , the calculation method of the second threshold includes the following steps.

[0097] S510: Determine a downhill slope percentage based on the slope information.

[0098] Specifically, the gradient information can reflect the gradient of the road on which the vehicle is located, and thus the downhill gradient percentage of the road on which the vehicle is located can be determined based on the gradient information.

[0099] S520: Calculate the sine value of the downhill slope percentage, and determine the product of the sine value and the acceleration of gravity as a second threshold.

[0100] Specifically, the calculation formula of the second threshold can be expressed as: m =g*sin(pitch)

[0101] Among them, a m represents the second threshold; g represents the acceleration due to gravity; and pitch represents the percentage of the downhill slope.

[0102] In the disclosed embodiment, a reasonable second threshold value can be calculated by the slope of the road on which the vehicle is located, so that the vehicle can enter the driving mode at an appropriate time.

[0103] In the above-described embodiment, the vehicle's rolling resistance and the downward component of gravity provide partial power or resistance to the vehicle, appropriately delaying the vehicle's entry into braking or driving mode and extending the duration of the vehicle's coasting mode. However, in coasting mode, to ensure vehicle safety and avoid the risk of lagging, a corresponding enforcement mechanism is also required to prevent the vehicle from overspeeding or slowing down.

[0104] The following example illustrates how to control whether the vehicle exits the coasting mode based on a comparison result between the vehicle speed in the coasting mode and the speed threshold.

[0105] In some embodiments, if the vehicle is determined to be on flat ground or uphill based on uphill and downhill information, and the target acceleration is negative and the vehicle speed is greater than a first speed threshold, the vehicle is controlled to exit coasting mode and enter braking mode. If the vehicle speed is greater than the first speed threshold, the vehicle's current speed may be considered excessive, and maintaining coasting mode may pose a safety risk. If the target acceleration is negative, the vehicle may be deemed to have a strong desire to brake, requiring immediate exit from coasting mode and entry into braking mode to decelerate.

[0106] In other embodiments, if the vehicle is determined to be in a downhill phase based on uphill and downhill information, and the target acceleration is positive and the vehicle speed is less than a second speed threshold, the vehicle is controlled to exit coasting mode and enter drive mode. If the vehicle speed is less than the second speed threshold, it can be considered that the vehicle's current speed is too slow, and the gravity-induced downward component is insufficient to provide sufficient power. Continuing in coasting mode risks speed lag and inefficiency. If the target acceleration is positive, it can be considered that the vehicle has a strong desire to drive, and it is necessary to immediately exit coasting mode and enter drive mode for acceleration.

[0107] The following example describes how to calculate the first speed threshold and the second speed threshold. As shown in FIG6 , the calculation method of the first speed threshold includes the following steps.

[0108] S610: Obtain the relative distance between the vehicle and the obstacle.

[0109] To avoid collision between a vehicle and an obstacle, it is necessary to determine the relative distance between the vehicle and the obstacle (e.g., a pile of dirt in a mining area). For example, the relative distance between the vehicle and the obstacle can be measured by a sensor such as a radar carried by the vehicle.

[0110] S620: Obtain the relative speed of the vehicle relative to the obstacle.

[0111] The relative speed of the vehicle with respect to the obstacle can also be measured based on the sensors carried by the vehicle.

[0112] S630: Determine a first speed threshold based on the relative distance and the relative speed.

[0113] The first speed threshold can be set based on the relative distance between the vehicle and the obstacle and the relative speed of the vehicle relative to the obstacle to ensure that there is a sufficient safety distance when the relative speed between the vehicle and the obstacle is 0. The calculation formula of the first speed threshold can be expressed as:

[0114] Where s is the distance to the obstacle, a is the comfortable acceleration (e.g., -1 m / s 2 ), v is the relative speed between the vehicle and the obstacle.

[0115] Similarly, as shown in FIG7 , the calculation method of the second speed threshold includes the following steps.

[0116] S710: Calculate a first product of a first constant and the current vehicle speed.

[0117] The first constant is a pre-set calibration value, which can be set according to different current vehicle speeds. For example, based on experience, the first constant can be set to 0.1.

[0118] S720: Calculate a second product of the sine value of the downhill slope percentage and the acceleration due to gravity.

[0119] This step enables the determination of the glide component of gravity.

[0120] S730 : Determine a second speed threshold based on a sum of the first quadrature result and the second quadrature result.

[0121] Specifically, in the embodiment of the present disclosure, based on the current vehicle speed and the scene setting, the calculation formula can be expressed as: limt =α*v+0.5*g*sin(pitch)

[0122] Among them, v limt represents the second speed threshold; α represents the calibration value; and v represents the current vehicle speed. It is worth noting that the specific value of α can be set according to the application scenario and is not specifically limited in this disclosure.

[0123] In this disclosed embodiment, when the vehicle's current speed fails to meet safe and efficient driving requirements, it can be forced out of coasting mode and into braking or driving mode. This reduces fuel consumption and chassis wear while ensuring driving safety and avoiding the risk of lagging.

[0124] The method embodiment of the present disclosure is described in detail above in conjunction with Figures 1 to 7 , and the device embodiment of the present disclosure is described in detail below in conjunction with Figure 8 It should be understood that the description of the method embodiment corresponds to the description of the device embodiment, and therefore, for portions not described in detail, reference can be made to the above method embodiment.

[0125] Exemplary devices

[0126] FIG8 is a schematic diagram of the structure of a vehicle control device according to an embodiment of the present disclosure. As shown in FIG8 , the vehicle control device 800 according to the present disclosure includes: an acquisition module 810 , a determination module 820 , a first control module 830 , a second control module 840 , and a third control module 850 .

[0127] Specifically, the acquisition module 810 is configured to acquire a target acceleration of the vehicle when the vehicle is in coasting mode. The determination module 820 is configured to determine the acceleration interval in which the target acceleration is located. The acceleration intervals include a first acceleration interval, a second acceleration interval, and a third acceleration interval. The lengths of the acceleration intervals are adjusted based on scenario information of the vehicle, including uphill and downhill information, slope information, and / or load conditions. The first control module 830 is configured to control the vehicle to switch from coasting mode to braking mode when the target acceleration is in the first acceleration interval. The second control module 840 is configured to control the vehicle to switch from coasting mode to driving mode when the target acceleration is in the third acceleration interval. The third control module 850 is configured to control the vehicle to maintain coasting mode when the target acceleration is in the second acceleration interval and to control whether the vehicle exits coasting mode based on a comparison between the vehicle speed in coasting mode and a speed threshold.

[0128] In some embodiments, the determination module 820 is further configured to determine the second acceleration interval based on the load information and the slope information when it is determined based on the uphill and downhill information that the vehicle is on a flat ground or an uphill stage.

[0129] In some embodiments, the determination module 820 is further configured to determine a first threshold and a second threshold, and determine a second acceleration interval based on the first threshold and the second threshold, wherein the first threshold is the threshold for exiting the second acceleration interval and entering the first acceleration interval, and the second threshold is the threshold for exiting the second acceleration interval and entering the third acceleration interval, and the first threshold is determined based on the load information and slope information.

[0130] In some embodiments, the determination module 820 is further configured to obtain a basic glide threshold corresponding to the vehicle; determine a compensation amount corresponding to the vehicle based on load information and slope information; calculate the sum of the compensation amount and a first specified constant, calculate the product of the sum and the basic glide threshold, and determine the opposite of the negative number corresponding to the product as the first threshold; preferably, the second threshold is set to zero.

[0131] In some embodiments, the determination module 820 is also configured to determine the vehicle's load status and the numerical value corresponding to the load status based on the load information. Preferably, the load status includes an empty state and a heavy load state; determine the slope percentage based on the slope information; calculate the quotient of the slope percentage and a second specified constant, and determine the sum of the quotient and the numerical value corresponding to the load status as the compensation amount corresponding to the vehicle.

[0132] In some embodiments, the determination module 820 is further configured to determine the second acceleration interval based on the slope information when it is determined based on the uphill and downhill information that the vehicle is in a downhill phase.

[0133] In some embodiments, the determination module 820 is further configured to determine a first threshold and a second threshold, and determine a second acceleration interval based on the first threshold and the second threshold, wherein the first threshold is the threshold for exiting the second acceleration interval and entering the first acceleration interval, and the second threshold is the threshold for exiting the second acceleration interval and entering the third acceleration interval, and the second threshold is determined based on the slope information.

[0134] In some embodiments, the determination module 820 is further configured to determine the downhill slope percentage based on the slope information; calculate the sine value of the downhill slope percentage, and determine the product of the sine value and the acceleration of gravity as the second threshold; preferably, the first threshold is set to zero.

[0135] In some embodiments, the third control module 850 is further configured to, when it is determined based on uphill and downhill information that the vehicle is on flat ground or in an uphill phase, if the target acceleration is a negative value and the vehicle speed is greater than a first speed threshold, control the vehicle to exit the gliding mode and enter the braking mode; and / or, when it is determined based on uphill and downhill information that the vehicle is in a downhill phase, if the target acceleration is a positive value and the vehicle speed is less than a second speed threshold, control the vehicle to exit the gliding mode and enter the driving mode.

[0136] In some embodiments, the third control module 850 is further configured to obtain the relative distance between the vehicle and the obstacle; obtain the relative speed of the vehicle relative to the obstacle; determine a first speed threshold based on the relative distance and the relative speed; and / or calculate a second speed threshold by: calculating a first product result of a first constant and the current vehicle speed; calculating a second product result of a sine value of the downhill slope percentage and the acceleration of gravity; and determining the second speed threshold based on the sum of the first product result and the second product result.

[0137] The electronic device according to an embodiment of the present disclosure is described below with reference to Figure 9. Figure 9 is a schematic structural diagram of an electronic device provided by an exemplary embodiment of the present disclosure.

[0138] As shown in FIG. 9 , the electronic device 900 includes one or more processors 901 and a memory 902 .

[0139] The processor 901 may be a central processing unit (CPU) or other forms of processing units having data processing capabilities and / or instruction execution capabilities, and may control other components in the electronic device 90 to perform desired functions.

[0140] The memory 902 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory. The non-volatile memory may include, for example, read-only memory (ROM), a hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 901 may execute the program instructions to implement the vehicle control methods of the various embodiments of the present disclosure described above and / or other desired functions.

[0141] In some embodiments, the electronic device 900 may further include an input device 903 and an output device 904 , and these components are interconnected via a bus system and / or other forms of connection mechanisms (not shown).

[0142] The input device 903 may include, for example, a keyboard, a mouse, and the like.

[0143] The output device 904 can output various information to the outside, including the acceleration range of the target acceleration of the vehicle, the specific mode of the vehicle, etc. The output device 904 can include, for example, a display, a speaker, a printer, a communication network and its connected remote output device, etc.

[0144] Of course, for the sake of simplicity, Figure 9 shows some of the components related to the present disclosure in the electronic device 900, omitting components such as buses, input / output interfaces, etc. In addition, the electronic device 900 may further include any other appropriate components according to specific application scenarios.

[0145] In addition to the above-mentioned methods and devices, an embodiment of the present disclosure may also be a computer program product, which includes computer program instructions, which, when executed by a processor, enable the processor to execute the steps of the vehicle control method according to various embodiments of the present disclosure described above in this specification.

[0146] The computer program product may be written in any combination of one or more programming languages ​​to implement the operations of the disclosed embodiments, including object-oriented programming languages ​​such as Java, C++, and conventional procedural programming languages ​​such as C or similar programming languages. The program code may be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0147] In addition, an embodiment of the present disclosure may also be a computer-readable storage medium having computer program instructions stored thereon, which, when executed by a processor, enable the processor to execute the steps of the vehicle control method according to various embodiments of the present disclosure described above in this specification.

[0148] The computer-readable storage medium can adopt any combination of one or more readable media. The readable medium can be a readable signal medium or a readable storage medium. The readable storage medium can, for example, include but is not limited to a system, device or component of electricity, magnetism, light, electromagnetic, infrared or semiconductor, or any combination thereof. More specific examples (non-exhaustive list) of readable storage media include: an electrical connection with one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof.

[0149] The basic principles of the present disclosure have been described above in conjunction with specific embodiments. However, it should be noted that the advantages, strengths, and effects mentioned in this disclosure are examples rather than limitations, and it should not be assumed that these advantages, strengths, and effects are required of each embodiment of the present disclosure. In addition, the specific details disclosed above are for illustrative purposes and to facilitate understanding, rather than limitations, and the above details do not limit the present disclosure to the specific details required to be implemented.

[0150] The block diagrams of the devices, devices, equipment, and systems involved in this disclosure are intended to be illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As will be appreciated by those skilled in the art, these devices, devices, equipment, and systems can be connected, arranged, or configured in any manner. Words such as "including," "comprising," "having," and the like are open-ended words, meaning "including but not limited to," and can be used interchangeably therewith. The words "or" and "and" used herein refer to the words "and / or" and can be used interchangeably therewith, unless the context clearly indicates otherwise. The word "such as" used herein refers to the phrase "such as but not limited to," and can be used interchangeably therewith.

[0151] It should also be noted that in the apparatus, device, and method of the present disclosure, each component or each step can be decomposed and / or recombined. Such decomposition and / or recombination should be regarded as equivalent solutions of the present disclosure.

[0152] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present disclosure. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects without departing from the scope of the present disclosure. Therefore, the present disclosure is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0153] The above description has been provided for the purpose of illustration and description. In addition, this description is not intended to limit the embodiments of the present disclosure to the forms disclosed herein. Although a number of example aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof. Industrial Applicability

[0154] The embodiments of the present disclosure provide a vehicle control method and a vehicle control device. When the vehicle is in the gliding mode, the method determines whether to control the vehicle to switch to other modes based on the acceleration interval in which the vehicle's target acceleration is located (the length of the acceleration interval is adjusted according to the scene information of the scene in which the vehicle is located). This achieves the purpose of setting a dynamic acceleration interval that is adjusted according to the scene information, and further provides the vehicle with partial power or resistance based on the vehicle's gliding rolling resistance and the downward component of gravity. In addition, by determining whether to enter the braking or driving mode based on the acceleration interval in which the vehicle's target acceleration is located, the frequent braking and / or driving of the vehicle in the speed following mode can be reduced, thereby achieving the purpose of saving fuel consumption and reducing vehicle chassis wear. Furthermore, the embodiments of the present disclosure can monitor the speed of the vehicle in the gliding mode, thereby ensuring safety and reliability.

Claims

1. A vehicle control method, comprising: When the vehicle is in a gliding mode, obtaining a target acceleration of the vehicle; Determine an acceleration interval in which the target acceleration is located, the acceleration interval includes a first acceleration interval, a second acceleration interval and a third acceleration interval, the interval length of the acceleration interval is adjusted according to scene information of a scene in which the vehicle is located, the scene information includes: uphill and downhill information, slope information and / or load information; When the acceleration interval of the target acceleration is the first acceleration interval, controlling the vehicle to switch from the gliding mode to the braking mode; When the acceleration interval of the target acceleration is the third acceleration interval, controlling the vehicle to switch from the gliding mode to the driving mode; When the acceleration interval of the target acceleration is the second acceleration interval, the vehicle is controlled to maintain the glide mode, and whether the vehicle exits the glide mode is controlled according to a comparison result between the vehicle speed in the glide mode and a speed threshold.

2. The vehicle control method according to claim 1, wherein: Before determining the acceleration interval in which the target acceleration is located, the method further includes: When it is determined based on the uphill and downhill information that the vehicle is in a flat ground or uphill stage, the second acceleration interval is determined based on the load information and the slope information.

3. The vehicle control method according to claim 2, wherein: The determining the second acceleration interval based on the load information and the slope information includes: Determine a first threshold and a second threshold, and determine the second acceleration interval based on the first threshold and the second threshold, wherein the first threshold is the threshold for exiting the second acceleration interval and entering the first acceleration interval, the second threshold is the threshold for exiting the second acceleration interval and entering the third acceleration interval, and the first threshold is determined based on the load information and the slope information.

4. The vehicle control method according to claim 3, wherein: The first threshold is determined by: Obtaining a basic coasting threshold corresponding to the vehicle; Determining a compensation amount corresponding to the vehicle based on the load information and the slope information; calculating a sum of the compensation amount and a first specified constant, calculating a product of the sum and the basic coasting threshold, and determining an inverse number corresponding to the product as the first threshold; Preferably, the second threshold is zero.

5. The vehicle control method according to claim 4, wherein: The determining, based on the load information and the slope information, a compensation amount corresponding to the vehicle includes: Based on the load information, determine the load state of the vehicle and a value corresponding to the load state, preferably, the load state includes an empty state and a heavy load state; Based on the slope information, determining an uphill slope percentage; The quotient of the uphill slope percentage and a second specified constant is calculated, and the sum of the quotient and the numerical value corresponding to the load state is determined as the compensation amount corresponding to the vehicle.

6. The vehicle control method according to claim 1, wherein: Before determining the acceleration interval in which the target acceleration is located, the method further includes: When it is determined based on the uphill and downhill information that the vehicle is in a downhill phase, the second acceleration interval is determined based on the slope information.

7. The vehicle control method according to claim 6, wherein: The determining the second acceleration interval based on the slope information includes: Determine a first threshold and a second threshold, and determine the second acceleration interval based on the first threshold and the second threshold, wherein the first threshold is a threshold for exiting the second acceleration interval and entering the first acceleration interval, the second threshold is a threshold for exiting the second acceleration interval and entering the third acceleration interval, and the second threshold is determined based on the slope information.

8. The vehicle control method according to claim 7, wherein: The second threshold is determined by: determining a downhill grade percentage based on the grade information; Calculating the sine value of the downhill slope percentage, and determining the product of the sine value and the gravitational acceleration as the second threshold; Preferably, the first threshold is zero.

9. The vehicle control method according to any one of claims 1 to 8, wherein: The controlling whether the vehicle exits the glide mode according to the comparison result between the vehicle speed in the glide mode and the speed threshold comprises: In the case where it is determined based on the uphill and downhill information that the vehicle is on a flat ground or in an uphill stage, if the target acceleration is a negative value and the vehicle speed is greater than a first speed threshold, the vehicle is controlled to jump out of the the gliding mode and entering the braking mode; and / or, When it is determined based on the uphill and downhill information that the vehicle is in a downhill phase, if the target acceleration is a positive value and the vehicle speed is less than a second speed threshold, the vehicle is controlled to exit the gliding mode and enter the driving mode.

10. The vehicle control method according to claim 9, wherein: The first speed threshold is calculated by: Obtaining the relative distance between the vehicle and the obstacle; Obtaining a relative speed of the vehicle relative to the obstacle; determining the first speed threshold based on the relative distance and the relative speed; and / or, The second speed threshold is calculated by: Calculate a first product result of a first constant and a current vehicle speed; Calculating a second product result of the sine value of the downhill slope percentage and the acceleration of gravity; The second speed threshold is determined based on a sum of the first quadrature result and the second quadrature result.

11. A vehicle control device, comprising: an acquisition module, configured to acquire a target acceleration of the vehicle when the vehicle is in a gliding mode; a determination module, configured to determine an acceleration interval in which the target acceleration is located, the acceleration interval comprising a first acceleration interval, a second acceleration interval and a third acceleration interval, the interval length of the acceleration interval being adjusted according to scene information of a scene in which the vehicle is located, the scene information comprising: uphill and downhill information, slope information and / or load condition; a first control module, configured to control the vehicle to switch from the gliding mode to the braking mode when the acceleration interval of the target acceleration is the first acceleration interval; a second control module, configured to control the vehicle to switch from the gliding mode to the driving mode when the acceleration interval of the target acceleration is the third acceleration interval; The third control module is configured to control the vehicle to maintain the glide mode when the acceleration interval of the target acceleration is the second acceleration interval, and control whether the vehicle exits the glide mode according to a comparison result between the vehicle speed in the glide mode and a speed threshold.

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