CN107253480B - vehicle control method and system - Google Patents

vehicle control method and system Download PDF

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Publication number
CN107253480B
CN107253480B CN201710491052.7A CN201710491052A CN107253480B CN 107253480 B CN107253480 B CN 107253480B CN 201710491052 A CN201710491052 A CN 201710491052A CN 107253480 B CN107253480 B CN 107253480B
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Prior art keywords
current vehicle
target
vehicle
deceleration
state
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CN107253480A (en
Inventor
刘成祺
李从心
谢明维
易迪华
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Beijing Electric Vehicle Co Ltd
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Beijing Electric Vehicle Co Ltd
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Priority to CN201710491052.7A priority Critical patent/CN107253480B/en
Publication of CN107253480A publication Critical patent/CN107253480A/en
Priority to PCT/CN2017/118832 priority patent/WO2018233265A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/804—Relative longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/60—Traffic rules, e.g. speed limits or right of way
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention provides a vehicle control method and a vehicle control system, wherein the method comprises the following steps: acquiring first data of a current vehicle, wherein the first data comprises a relative speed and a first time interval between a target vehicle and the current vehicle; the target vehicle is a vehicle which is located in front of the current vehicle and is closest to the current vehicle; determining the target state of the current vehicle according to the first data; and calling a target control strategy corresponding to the target state to control the current vehicle. According to the method, on the basis of the original ACC function, a new control strategy is added, namely, a corresponding control strategy is adopted according to the target state of the current vehicle, such as an acceleration state, a deceleration state and the like, so that the control effect and the usability of the automobile are improved.

Description

Vehicle control method and system
Technical Field
The invention relates to the field of vehicle engineering, in particular to a vehicle control method and a vehicle control system.
Background
At present, compare with traditional car, pure electric vehicles has reduced the emission, has reduced the water pollution that the machine oil was revealed and is brought etc. therefore pure electric vehicles more and more receives consumer's favor.
An Adaptive Cruise Control (ACC) controls the safe driving of the vehicle, so that the driving fatigue of a driver can be effectively relieved, and the safe driving of the vehicle is ensured. When the distance between the ACC and the front vehicle is too small during the running of the vehicle, the ACC can appropriately brake the wheels and reduce the output power of the engine by coordinating with the anti-lock braking system and the engine control system, so that the vehicle can always keep a safe distance from the front vehicle. However, the ACC is more applied to the conventional fuel-powered vehicle, and is rarely applied to the pure electric vehicle.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the technical problems in the related art.
To this end, a first objective of the present invention is to provide a vehicle control method, which implements adoption of a corresponding control strategy according to a target state of a current vehicle, such as an acceleration state, a deceleration state, and the like. The vehicle control method is additionally provided with the control strategy provided by the embodiment on the basis of the original ACC function, and the control effect and the usability of the vehicle are improved.
A second object of the present invention is to provide a vehicle control system.
To achieve the above object, an embodiment of a first aspect of the present invention provides a vehicle control method, including: acquiring first data of a current vehicle, wherein the first data comprises a relative speed and a first time interval between a target vehicle and the current vehicle; the target vehicle is a vehicle which is located in front of the current vehicle and is closest to the current vehicle; determining the target state of the current vehicle according to the first data; and calling a target control strategy corresponding to the target state to control the current vehicle.
According to the vehicle control method provided by the embodiment of the invention, the corresponding control strategy is adopted according to the target state of the current vehicle, such as the acceleration state, the deceleration state and the like. On the basis of the original ACC function, the control strategy provided by the embodiment is added, and the control effect and the usability of the automobile are improved.
In addition, the vehicle control method provided by the embodiment of the invention has the following additional technical characteristics:
in one embodiment of the present invention, invoking a target control strategy corresponding to a target state to control a current vehicle includes: when the target state is an acceleration state, acquiring a first torque required by the current vehicle; and controlling the driving motor to increase the torque according to the first torque so as to improve the running speed of the current vehicle.
In one embodiment of the present invention, acquiring a first torque required by a current vehicle includes: calculating a target acceleration required by the current vehicle according to the relative speed and the time interval for acquiring the first data; and calculating the first torque according to the corresponding relation between the acceleration and the torque and the target acceleration.
In one embodiment of the present invention, invoking a target control strategy corresponding to a target state to control a current vehicle includes: and when the target state is a deceleration state, controlling the driving motor to recover energy to realize the braking control of the current vehicle.
In one embodiment of the invention, controlling the driving motor to recover energy realizes the braking control of the current vehicle, and comprises the following steps: acquiring a target deceleration required by the current vehicle according to the relative speed and the time interval for acquiring the first data; when the target deceleration is less than or equal to the braking deceleration threshold, calculating a second torque required to be recovered by the current vehicle according to the corresponding relation between the acceleration and the torque and the target deceleration; controlling the driving motor to recover energy generated by the second torque so as to realize braking control of the current vehicle; or when the target deceleration is larger than the braking deceleration threshold, sending a braking signal to the braking system so that the braking system performs braking control on the current vehicle to reduce the running speed; when the target deceleration is reduced to be less than or equal to the braking deceleration threshold, calculating a third torque required to be recovered by the current vehicle according to the reduced target deceleration and the corresponding relation; and controlling the driving motor to recover energy generated by the third torque so as to continuously brake the current vehicle to reduce the running speed.
In one embodiment of the invention, the vehicle control method further includes: setting an adjustment value for the braking deceleration threshold value, and forming a hysteresis range including the braking deceleration threshold value based on the adjustment value; a first end value and a second end value of the hysteresis interval, the first end value being a difference value of the braking deceleration threshold value and the adjustment value, the second end value being a sum value of the braking deceleration threshold value and the adjustment value;
in the process of braking control of a braking system, if the target deceleration is reduced to be less than or equal to a first end point value, triggering and controlling a driving motor to recover energy so as to realize braking control of the current vehicle;
and in the process of braking by energy recovery of the driving motor, if the target deceleration is increased to exceed the second endpoint value, triggering to send a braking signal to the hydraulic braking system so as to control the current vehicle to reduce the running speed by braking through the hydraulic braking system.
In one embodiment of the present invention, determining the target state of the current vehicle based on the first data comprises: comparing the relative speed with the relative speed at the last sampling moment; when the relative speed is greater than the relative speed at the last sampling moment, determining that the target state is an acceleration state; or when the relative speed is less than the relative speed at the last sampling moment, determining that the target state is a deceleration state; comparing the first time interval with a second time interval of the last sampling moment; when the first time interval is larger than the second time interval, determining that the target state is an acceleration state; or when the first time interval is smaller than the second time interval, determining that the target state is a deceleration state.
In one embodiment of the invention, the first data further comprises a vehicle speed limit on the road where the current vehicle is located; determining the target state of the current vehicle according to the first data, comprising: comparing the limited vehicle speed with the current vehicle running speed; when the running speed is greater than the limit speed, the target state is determined to be a decelerating state.
To achieve the above object, an embodiment of a second aspect of the present invention provides a vehicle control system, including: the first acquisition device is used for acquiring first data of the current vehicle, wherein the first data comprises the relative speed and the first time interval between the target vehicle and the current vehicle; the target vehicle is a vehicle which is located in front of the current vehicle and is closest to the current vehicle; and the ACC is used for receiving the first data from the first acquisition device, determining the target state of the current vehicle according to the first data, calling a target control strategy corresponding to the target state and controlling the current vehicle.
According to the vehicle control system provided by the embodiment of the invention, the first data of the current vehicle, including the relative speed and the first time interval between the target vehicle and the current vehicle, is acquired through the first acquisition device, the ACC receives the first data from the first acquisition device, determines the target state of the current vehicle according to the first data, and calls the target control strategy corresponding to the target state to control the current vehicle, so that the corresponding control strategy is adopted according to the target state of the current vehicle, such as the acceleration state, the deceleration state and the like. On the basis of the original ACC function, the control strategy provided by the embodiment is added, the control effect and the usability of the automobile are improved, and the problem that the existing ACC is rarely applied to the pure electric automobile is solved.
In addition, the vehicle control system according to the embodiment of the present invention has the following additional technical features:
in one embodiment of the present invention, the vehicle control system further includes: MCU; the ACC is specifically used for acquiring a first torque required by the current vehicle and sending the first torque to the MCU when the target state is an acceleration state; and the MCU is used for controlling the driving motor to increase the torque according to the first torque so as to improve the running speed of the current vehicle.
In an embodiment of the invention, the ACC is specifically configured to calculate a target acceleration required by the current vehicle according to the relative speed and a time interval for acquiring the first data, and calculate the first torque according to a correspondence between the acceleration and the torque and the target acceleration.
In one embodiment of the present invention, the ACC is specifically configured to control the driving motor to recover energy to realize the braking control of the current vehicle when the target state is a deceleration state.
In one embodiment of the present invention, the vehicle control system further includes: ESP and brake systems; the ACC is specifically used for acquiring a target deceleration required by the current vehicle according to the relative speed and the time interval for acquiring the first data, and calculating a second torque required to be recovered by the current vehicle according to the corresponding relation between the acceleration and the torque and the target deceleration when the target deceleration is less than or equal to a braking deceleration threshold; or when the target deceleration is larger than the brake deceleration threshold, sending a brake signal to the ESP, and when the target deceleration is reduced to be smaller than or equal to the brake deceleration threshold, calculating the third torque required to be recovered by the current vehicle according to the reduced target deceleration and the corresponding relation; the ESP is used for controlling the brake system to perform brake control according to the brake signal so as to reduce the running speed of the current vehicle; the MCU is also used for controlling the driving motor to recover energy generated by the second torque so as to realize the braking control of the current vehicle; or controlling the driving motor to recover energy generated by the third torque so as to continuously brake the current vehicle to reduce the running speed.
In one embodiment of the invention, an adjustment value is set for the brake deceleration threshold, a hysteresis interval including the brake deceleration threshold is formed based on the adjustment value, a first end value and a second end value of the hysteresis interval, the first end value is a difference value of the brake deceleration threshold and the adjustment value, and the second end value is a sum value of the brake deceleration threshold and the adjustment value;
and the MCU is also used for triggering and controlling the driving motor to recover energy to realize the braking control of the current vehicle if the target deceleration is reduced to be less than or equal to the first endpoint value in the braking control process of the braking system, and triggering and sending a braking signal to the hydraulic braking system to control the current vehicle to reduce the running speed by using the hydraulic braking system if the target deceleration is increased to exceed the second endpoint value in the energy recovery braking process by using the driving motor.
In an embodiment of the present invention, the ACC is specifically configured to compare the relative speed with the relative speed at the previous sampling time, and when the relative speed is greater than the relative speed at the previous sampling time, determine that the target state is an acceleration state; or when the relative speed is less than the relative speed at the last sampling moment, determining that the target state is a deceleration state; comparing the first time interval with a second time interval of the last sampling moment, and determining that the target state is an acceleration state when the first time interval is larger than the second time interval; or when the first time interval is smaller than the second time interval, determining that the target state is a deceleration state.
In one embodiment of the present invention, the vehicle control system further includes: the second acquisition device is used for acquiring the speed limit of the current vehicle on the road and sending the speed limit to the ACC through the first data; the ACC is specifically configured to compare the speed limit with the current running speed of the vehicle, and determine that the target state is a decelerated state when the running speed is greater than the speed limit.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The foregoing and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
fig. 1 is a schematic structural diagram of a vehicle control system according to an embodiment of the present invention;
FIG. 2 is a schematic structural diagram of another vehicle control system provided in an embodiment of the present invention;
FIG. 3 is a schematic structural diagram of another vehicle control system provided in an embodiment of the present invention;
FIG. 4 is a schematic structural diagram of another vehicle control system provided in an embodiment of the present invention;
FIG. 5 is a schematic flow chart of a vehicle control method according to an embodiment of the present invention;
fig. 6 is a flowchart illustrating a specific vehicle control method according to an embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
A vehicle control method and system of an embodiment of the invention are described below with reference to the drawings.
At present, compare with traditional car, pure electric vehicles has reduced the emission, has reduced the water pollution that the machine oil was revealed and is brought etc. therefore pure electric vehicles more and more receives consumer's favor.
The ACC controls the safe driving of the vehicle, so that the driving fatigue of a driver can be effectively relieved, and the safe driving of the vehicle is ensured. When the distance between the ACC and the front vehicle is too small during the running of the vehicle, the ACC can appropriately brake the wheels and reduce the output power of the engine by coordinating with the anti-lock braking system and the engine control system, so that the vehicle can always keep a safe distance from the front vehicle. However, the ACC is more applied to the conventional fuel-powered vehicle, and is rarely applied to the pure electric vehicle.
Aiming at the problem, the embodiment of the invention adds the ACC on the pure electric vehicle to realize that a corresponding control strategy is adopted according to the target state of the current vehicle, such as an acceleration state, a deceleration state and the like. The vehicle control method is additionally provided with the control strategy provided by the embodiment on the basis of the original ACC function, and the control effect and the usability of the vehicle are improved.
Fig. 1 is a schematic structural diagram of a vehicle control system according to an embodiment of the present invention.
As shown in fig. 1, the vehicle control system includes: first acquisition device 110, ACC 120.
The first acquisition device 110 is configured to acquire first data of a current vehicle, where the first data includes a relative speed and a first time interval between a target vehicle and the current vehicle.
The target vehicle is a vehicle which is located in front of the current vehicle and is closest to the current vehicle; the time interval refers to the time interval between two consecutive vehicle head ends passing through a certain section in a vehicle queue running on the same lane.
In the present embodiment, the first acquisition device includes a front radar probe mounted at the front air grille, a front view camera mounted on the interior rear view mirror, and the like. The first data acquired by the first acquisition device may be sent to the ACC 120 through a Controller Area Network (CAN) bus.
The ACC 120 receives the first data from the first acquisition device through the CAN bus, determines a target state of the current vehicle according to the first data, and invokes a target control strategy corresponding to the target state to control the current vehicle.
Since a front millimeter wave Radar (MRR) is a core controller of the ACC 120, the MRR can perform the functions of the ACC 120.
The ACC 120 may determine a target state in which the current vehicle is located based on the relative speed of the current vehicle and the target vehicle. Specifically, the ACC 120 compares the relative speed at the current sampling instant with the relative speed at the last sampling instant. When the relative speed at the current sampling moment is greater than the relative speed at the last sampling moment, that is, the relative speed between the current vehicle and the target vehicle is increased, it can be determined that the current vehicle can perform acceleration following, so that it can be determined that the target state of the current vehicle is an acceleration state. When the relative speed at the current sampling moment is smaller than the relative speed at the last sampling moment, that is, the relative speed between the current vehicle and the target vehicle becomes smaller, it can be determined that the current vehicle needs to be decelerated, so that it can be determined that the target state of the current vehicle is a decelerated state.
Alternatively, the ACC 120 may determine the target state of the current vehicle based on the first time interval. Specifically, the ACC 120 compares the first time interval with the second time interval at the previous sampling time, and when the first time interval is greater than the second time interval, that is, the time required for the current vehicle to catch up with the target vehicle becomes longer than the previous sampling time, it may be determined that the current vehicle may accelerate, and thus, it may be determined that the target state of the current vehicle is an acceleration state; when the first time interval is smaller than the second time interval, it can be determined that the current vehicle needs to be decelerated, so that the target state of the current vehicle can be determined to be a deceleration state.
Further, as shown in fig. 2, the vehicle Control system further includes a drive Motor Controller (MCU) 130
The ACC 120 is specifically configured to acquire a first torque required by the current vehicle and send the first torque to the MCU130 when the target state is an acceleration state.
A corresponding relation table between the acceleration and the torque of the current vehicle may be established in advance, and when the current vehicle is in an acceleration state, the ACC 120 calculates the target acceleration required by the current vehicle according to the relative speed and the time interval for acquiring the first data, and the calculation method is as shown in formula one.
The formula I is as follows:
wherein a is a target acceleration, V1Is the instantaneous speed, V, of the current vehicle2At is the instantaneous speed of the target vehicle and at is the time interval over which the first data is acquired. Acceleration is a vector when V2Greater than V1When, the acceleration is positive; when V is2Less than V1The acceleration is negative.
This also makes it possible to obtain a correspondence relationship between the acceleration and the time interval, as shown in table 1.
TABLE 1 corresponding relationship between acceleration and time interval
When the first time interval is larger than a second time interval of the last sampling time, the current vehicle has an acceleration intention, and the target acceleration required by the current vehicle is positive; when the first time interval becomes smaller than the second time interval of the last sampling time interval, the current vehicle has the deceleration intention, the target acceleration required by the current vehicle is negative, and the target deceleration is realized at the moment.
And then, according to the obtained target acceleration, searching a corresponding relation between the acceleration and the torque, and calculating to obtain a first torque.
And the MCU130 is used for controlling the driving motor to increase the torque according to the first torque so as to improve the running speed of the current vehicle.
When the target state is a deceleration state, the ACC 120 may also control the driving motor to perform energy recovery to realize braking control of the current vehicle.
Further, as shown in fig. 2, the vehicle control system further includes an Electronic Stability Program (ESP) 140 and a brake system 150.
The ACC 120 calculates a target deceleration required by the current vehicle according to the relative speed and the time interval for acquiring the first data by formula one.
When the target deceleration is less than or equal to the brake deceleration threshold, the ACC 120 calculates a second torque required by the driving motor of the current vehicle according to the correspondence between the deceleration and the torque and the target deceleration, and the MCU130 controls the driving motor to recover energy generated by the second torque to realize the brake control of the current vehicle.
The braking deceleration threshold value can be obtained by subjective comfort test of drivers with different sexes and driving habits.
When the target deceleration is greater than the brake deceleration threshold, the ACC 120 transmits a brake signal to the ESP 140, the ESP 140 controls the brake system 150 to perform brake control according to the brake signal so that the current vehicle rapidly decreases the running speed, and when the target deceleration is reduced to be equal to or less than the brake deceleration threshold, the ACC 120 calculates a third torque that the current vehicle needs to recover according to the reduced target deceleration and the correspondence between acceleration and torque, and transmits the third torque to the MCU 130. The MCU130 controls the driving motor to recover energy generated by the third torque to continue braking the current vehicle to reduce the driving speed.
The embodiment of the invention is based on the characteristic that the electric automobile has energy recovery braking, when the target deceleration is less than or equal to the braking deceleration threshold value, namely when the required braking torque is small, the energy feedback braking is realized by controlling the driving motor, and the energy is stored in the power battery, namely the braking is carried out by adopting the energy feedback braking mode of the driving motor; when the target deceleration is larger than the braking deceleration threshold, the braking only through the energy feedback of the driving motor has safety risk, so the braking is carried out by adopting an ESP control braking system to brake, and when the target deceleration is reduced to be smaller than or equal to the braking deceleration threshold, the braking is carried out by adopting the energy feedback of the driving motor.
Therefore, the torque distribution method for the ACC function of the pure electric vehicle provided by the embodiment of the invention realizes effective driving and braking of the pure electric vehicle on the premise of ensuring reasonable energy utilization; in addition, in the braking process, an energy feedback braking mode is adopted, the energy utilization rate is improved, and the ESP is used for controlling the braking system to brake, so that the stability and the safety of the braking efficiency are improved.
Further, as shown in fig. 3, the vehicle control system further includes a second acquisition device 160.
And the second acquisition device 160 is configured to acquire the speed limit of the current vehicle on the road, and send the speed limit to the ACC 120 through the first data.
The ACC 120 compares the limit vehicle speed with the running vehicle speed of the current vehicle, and determines that the target state is a decelerated state when the running speed is greater than the limit speed.
According to the embodiment of the invention, the vehicle speed limit is used as a basis for judging whether the vehicle is in the deceleration state, the influence of the vehicle speed limit on the ACC is considered, and when the running speed is higher than the speed limit and the ACC system controls the current vehicle to be in the deceleration state, the braking strategy is adopted, so that the usability of the ACC is improved.
For clarity of the above embodiment, the following describes a vehicle control system according to an embodiment of the present invention.
As shown in fig. 4, the vehicle control system can be divided into a sensing layer, a decision layer and an execution layer.
Wherein, the perception layer includes: the front radar probe is arranged at the front air grid, and the front-view camera is arranged on the inner rear-view mirror.
The decision layer comprises: a core controller MRR and a forward-looking Camera controller (MPC) of the ACC.
The execution layer includes: an MCU for inputting torque commands to the drive motor, an ESP for controlling the brake system, the drive motor, and the like.
The specific working process of the vehicle control system is as follows:
in the current vehicle running process, first data such as relative speed, time distance and limiting speed marked by a speed limiting sign of a current vehicle and a target vehicle are collected based on a front radar probe and a front-view camera, and the MPC identifies the limiting speed value based on collected information of the speed limiting sign by adopting an image identification technology and sends the limiting speed value to the MRR. After receiving the first data, the MRR determines whether the current vehicle has a demand for acceleration or deceleration according to the relative speed, the time interval, the speed limit, or the like. For example, when the traveling speed of the current vehicle is greater than the limit speed, the current vehicle needs to be decelerated, and thus the current vehicle has a deceleration demand.
If the current vehicle has an acceleration demand, the MRR calculates a target acceleration according to the relative speed and the time interval of sampling the first data, and sends an acceleration control command to a VLC module, wherein VLC is a longitudinal control module in the MRR. And the VLC calculates a first torque according to the target acceleration and the corresponding relation between the acceleration and the torque, and sends the first torque to the MCU. The MCU driving motor increases the torque to a first torque to increase the running speed of the current vehicle.
If the MRR determines that the current vehicle has a deceleration demand, the MRR calculates a target deceleration based on the relative speed and the time interval at which the first data is sampled, and compares the target deceleration to the magnitude of the brake deceleration threshold.
If the target deceleration is less than the brake deceleration threshold, the required brake torque is calculated by the VLC and sent to the MCU. The MCU controls the driving motor to recover energy generated by braking torque so as to decelerate and brake the current vehicle. If the target deceleration is greater than the brake deceleration threshold, there is a safety risk of regenerative braking only by driving motor energy, then the MRR will send a brake signal to the ESP, which controls the brake system to brake at a reduced speed according to the brake signal. After a period of time, when the target deceleration is reduced to be less than or equal to the braking deceleration threshold value, the VLC calculates the corresponding braking torque according to the reduced target deceleration and sends the braking torque to the MCU, and the MCU controls the driving motor to recover the energy generated by the braking torque so as to continuously reduce the running speed.
According to the vehicle control system provided by the embodiment of the invention, the first data of the current vehicle, including the relative speed and the first time interval between the target vehicle and the current vehicle, is acquired through the first acquisition device, the ACC receives the first data from the first acquisition device, determines the target state of the current vehicle according to the first data, and calls the target control strategy corresponding to the target state to control the current vehicle, so that the corresponding control strategy is adopted according to the target state of the current vehicle, such as the acceleration state, the deceleration state and the like. On the basis of the original ACC function, the control strategy provided by the embodiment is added, the control effect and the usability of the automobile are improved, and the problem that the existing ACC is rarely applied to the pure electric automobile is solved.
In order to prevent the brake feeling reduction, namely the brake comfort reduction, caused by frequent switching of ESP braking and driving motor energy feedback braking under the frequent acceleration and deceleration working conditions, an adjusting value (delta a) can be set for the brake deceleration threshold (S) in advance, and a hysteresis interval including the brake deceleration threshold can be formed based on the adjusting value. Specifically, the first end value of the hysteresis interval is the difference between the brake deceleration threshold and the adjustment value, i.e., S- Δ a, and the second end value of the hysteresis interval is the sum of the brake deceleration threshold and the adjustment value, i.e., S + Δa. In this embodiment, the hysteresis interval may be expressed as: [ S-. DELTA.a, S +. DELTA.a ].
In this embodiment, when the vehicle is in the ESP braking mode, if the target deceleration gradually decreases from a value greater than S or greater to S, the mode is not directly switched to the drive motor energy recovery braking mode, and the ACC does not control the mode to be switched from the ESP braking mode to the drive motor energy recovery braking mode until the target deceleration is smaller than the first endpoint value of the hysteresis interval, i.e., S- Δ a, and then the current vehicle is braked and decelerated in the drive motor energy recovery braking mode. For the braking process in the driving capability recovery braking mode, reference may be made to the related contents in the above embodiments, and details are not described herein.
Similarly, when the vehicle is in the driving motor energy recovery braking mode, if the target deceleration is gradually increased from a value smaller than S- Δ a or less to S, the mode is not directly switched to the ESP braking mode, and needs to be continuously increased until the target deceleration is larger than a second end value of the hysteresis interval, i.e., S + Δa, the driving motor energy recovery braking mode is switched to the ESP braking mode, the ESP controls the brake master cylinder to be rapidly decompressed, the brake pads and the brake disc are removed, and the ESP can control the hydraulic brake to be rapidly realized when the required target deceleration exceeds the braking deceleration threshold. For the braking process in the ESP braking mode, reference may be made to the description of the relevant contents in the above embodiments, and the description thereof is omitted here.
In the embodiment, a hysteresis interval including a braking deceleration threshold is formed by setting an adjusting value, so that the vehicle cannot be frequently switched between an ESP braking mode and a driving motor energy feedback braking mode, and the braking comfort and the braking effect can be improved.
In order to more clearly illustrate the previous embodiment, the invention further provides a vehicle control method based on the installation of the ACC on the pure electric vehicle.
As shown in fig. 5, the vehicle control method includes:
s501, collecting first data of a current vehicle including a relative speed and a first time interval between a target vehicle and the current vehicle.
The target vehicle is a vehicle which is located in front of the current vehicle and is closest to the current vehicle.
In the running process of the current vehicle, at a certain sampling moment, first data such as the relative speed and the first time distance between the current vehicle and a target vehicle are acquired through a front radar probe installed at a front air inlet grille and a front view camera installed on an inward-view rearview mirror.
And S502, determining the target state of the current vehicle according to the first data.
In one possible implementation form of the invention, the target state of the current vehicle may be determined based on the relative speed in the first data. Specifically, the relative speed of the current vehicle and the target vehicle at the current sampling time is compared with the relative speed at the last sampling time. If the relative speed at the current sampling moment is greater than the relative speed at the last sampling moment, that is, the relative speed between the current vehicle and the target vehicle becomes greater, it can be determined that the current vehicle can perform acceleration following, and thus it can be determined that the target state of the current vehicle is an acceleration state. If the relative speed at the current sampling moment is less than the relative speed at the last sampling moment, that is, the relative speed between the current vehicle and the target vehicle becomes smaller, it can be determined that the current vehicle needs to be decelerated, and thus it can be determined that the target state of the current vehicle is a decelerated state.
In another possible implementation form of the invention, the target state of the current vehicle can be determined according to the first time interval. Specifically, a first time interval of the current sampling time is compared with a second time interval of the last sampling time. If the first time interval is greater than the second time interval, that is, the time required for the current vehicle to catch up with the target vehicle becomes longer, it can be determined that the current vehicle can perform acceleration following, and thus it can be determined that the target state in which the current vehicle is located is an acceleration state. If the first time interval is smaller than the second time interval, that is, the time required for the current vehicle to catch up with the target vehicle is shortened, it may be determined that the current vehicle needs to be decelerated to ensure safe driving, so that it may be determined that the target state of the current vehicle is a decelerated state.
In still another possible implementation form of the invention, it may be further determined whether the current vehicle is in a decelerating state according to the vehicle speed limit. Specifically, during the driving process of the vehicle, the forward-looking camera can acquire the image of the speed limit sign so as to acquire the speed limit of the current road section. Then, the magnitude of the traveling vehicle speed of the current vehicle is compared with the limit vehicle speed. If the running speed of the current vehicle is greater than the limit speed, namely the current vehicle needs to be decelerated to meet the speed limit requirement, the target state of the current vehicle can be determined to be a deceleration state.
In the embodiment, the speed limit marked by the speed limit sign is taken as a consideration factor of vehicle control, so that the safety and the control effect of the pure electric vehicle are improved.
And S503, calling a target control strategy corresponding to the target state, and controlling the current vehicle.
In the embodiment of the invention, a corresponding control strategy can be adopted according to the target state of the current vehicle, such as an acceleration state, a deceleration state and the like.
When the target state of the current vehicle is an acceleration state, the target acceleration required by the current vehicle is calculated according to the relative speed of the current vehicle and the target vehicle and the time interval for acquiring the first data, and the calculation formula is shown as formula I. Then, a first torque corresponding to the target acceleration is calculated based on a correspondence relationship between the acceleration and the torque established in advance. And then, controlling the driving motor to increase the torque according to the first torque so as to improve the running speed of the current vehicle and achieve the purpose of accelerating the following target vehicle.
When the target state of the current vehicle is a deceleration state, acquiring the target deceleration required by the current vehicle according to the relative speed of the current vehicle and the target vehicle and the time interval for acquiring the first data, wherein the calculation formula is shown as formula I. Then, the target deceleration is compared with the magnitude of the brake deceleration threshold.
If the target deceleration is smaller than the braking deceleration threshold value, which indicates that the required braking torque is smaller, the deceleration braking can be performed in a mode of driving motor energy feedback braking. Specifically, the second torque that the vehicle is required to recover at present is calculated corresponding to the target deceleration, based on the correspondence relationship between the acceleration and the torque that is established in advance. And then, controlling the driving motor to reduce the torque to a second torque so as to recover energy generated by the second torque, thereby achieving the aim of decelerating and braking the current vehicle.
If the target deceleration is larger than the braking deceleration threshold value, the safety risk exists only through the energy feedback braking of the driving motor, so that a braking signal can be sent to a braking system to perform braking control through the braking system, and the current vehicle can reduce the running speed. After a period of time, when the target deceleration is reduced to be less than or equal to the braking deceleration threshold, the deceleration braking is continued in a mode of driving motor energy feedback braking. Specifically, the third torque corresponding to the current target deceleration is calculated from the reduced target deceleration and the correspondence relationship between the acceleration and the torque. Then, the driving motor is controlled to reduce the torque to a third torque so as to recover energy generated by the third torque and store the energy into the power battery so as to continuously reduce the running speed of the current vehicle.
The following describes the vehicle control method according to an embodiment of the present invention in detail by way of an embodiment.
As shown in fig. 6, the vehicle control method includes:
s601, identifying whether the driver has the intention of starting ACC.
During the running process of the pure electric vehicle, an ACC hard switch signal can be acquired through a combination Instrument controller (ICM for short) to judge whether a driver has the intention of starting the ACC.
When the ICM collects a hard switch signal of the ACC, it may be determined that the driver has an intention to start the ACC, and then the ICM sends a signal to the MRR through the CAN bus, and the MRR starts the ACC, i.e. step S602 is executed. Otherwise, the step S601 is continuously executed.
S603, it is recognized whether the driver has an intention to activate the ACC.
After the ACC is started, an ACC hard switch activation signal is acquired by the ICM to determine whether the driver has an intention to activate the ACC. When the ICM acquires the ACC hard switch activation signal, the ICM sends a signal to the MRR through the CAN bus, the MRR activates the ACC, and acquires the current vehicle speed, i.e., step S604 is performed. Otherwise, step S603 is continuously performed.
S605, whether or not the preceding vehicle is recognized.
In the current running process of the vehicle, the MRR judges whether the vehicle exists in the front or not based on the front information collected by the front radar probe and the front view camera.
If a preceding vehicle is recognized, the vehicle is set as a target vehicle, and the determination result is transmitted to the ICM. Then, the combination meter reminds the driver of identifying the target vehicle in a graphic, text and sound reminding mode, namely, step S607 is executed. If the target vehicle is not identified, step S606 is executed, and the MRR controls the current vehicle to run at the acquired vehicle speed, so that the current vehicle enters the constant-speed cruise function.
And S608, acquiring the relative speed and time distance between the current vehicle and the target vehicle.
After the current vehicle identifies that a target vehicle exists in front of the current vehicle, the MRR acquires the state information of the target vehicle through the front radar probe and the front-view camera, and obtains the relative speed, the time distance and the like of the current vehicle and the target vehicle.
And S609, adjusting the time distance between the current vehicle and the target vehicle to a default time distance.
The default time interval is a calibration value obtained by carrying out vehicle following tests under a large number of working conditions, and the default time interval is not too small based on safety consideration.
After the ACC is activated, the MRR adjusts the time interval to a default time interval by controlling the driving motor to increase the torque, or by controlling the driving motor to perform energy regenerative braking, and by controlling the ESP to perform braking through a braking system, and controls the current vehicle to follow the target vehicle at the time interval.
S610, whether acceleration is needed or not.
The MRR extracts the relative speed, time distance, and the like of the current vehicle and the target vehicle based on the state information of the target vehicle acquired by the front radar probe and the front view camera, and determines whether the current vehicle has an acceleration demand, and the determination method is shown in the above embodiment and is not described herein again. If the current vehicle has an acceleration demand, steps S611-S613 are performed. Otherwise, step S614 is executed.
And S611, the MRR calculates the target acceleration and sends the target acceleration to the VLC.
After the current vehicle is determined to have the acceleration requirement, the MRR calculates the target acceleration of the current vehicle according to the relative speed of the current vehicle and the target vehicle and the time interval of sampling the first data, and sends the target acceleration to the VLC module.
And S612, calculating a first torque by the VLC, and sending the first torque to the MCU.
The VLC module calculates a first torque corresponding to the target acceleration based on the target acceleration and a pre-established corresponding relation between the acceleration and the torque, and sends the first torque to the MCU.
S613, the MCU controls the driving motor to increase the torque.
The MCU controls the driving motor to increase the torque to a first torque so as to improve the running speed of the current vehicle.
And S614, judging whether a deceleration demand exists or not.
If the current vehicle has no acceleration demand, it is determined whether the current vehicle has a deceleration demand, and the determination method is as described in the above embodiments, and will not be described herein again.
S615, whether the target deceleration is less than am。
Wherein, amIs the brake deceleration threshold.
If the current vehicle has a deceleration demand, the MRR calculates a target deceleration according to formula I, and compares the target deceleration with a braking deceleration threshold value amThe size of (2). If the target deceleration is less than amIf the braking torque is smaller, deceleration braking is performed by driving motor energy regenerative braking, and steps S616 to S618 are performed. Otherwise, steps S619-S620 are performed.
S616, the MRR sends the target deceleration to the VLC.
S617, the VLC calculates a second torque and sends the second torque to the MCU.
The VLC module calculates a second torque based on the target deceleration and the corresponding relation between the acceleration and the torque, and sends the second torque to the MCU.
And S618, the MCU controls the energy feedback brake of the driving motor.
And the MCU controls the driving motor to perform energy feedback braking according to the second torque, and stores the recovered energy into the power battery.
S619, the MRR sends a control signal to the ESP.
If the target deceleration is greater than the braking deceleration threshold amThe MRR sends a control signal to the ESP.
And S620, controlling the braking system to brake by the ESP.
The ESP controls the brake system to perform deceleration braking according to the received control signal, and reduces the target deceleration to a braking deceleration threshold value amAnd in time, the energy feedback braking is switched, so that the aim of speed reduction braking is fulfilled, and the energy recovery efficiency is improved.
In order to improve the safety of the pure electric vehicle, the speed limit marked by the speed limit sign is used as a factor for controlling the pure electric vehicle.
And S621, acquiring the speed limit sign by the front-view camera.
The front radar probe and the front-view camera collect the state information of the target vehicle and simultaneously collect the image of the speed limit sign through the front-view camera.
S622, MPC identifies the limited vehicle speed Vlim。
The MPC identifies the limited vehicle speed V of the current road section according to the image information of the speed-limiting sign board acquired by the front-view cameralimAnd sends the vehicle speed value to the MRR.
S623, whether the current vehicle speed is greater than V or notlim。
Comparing the current speed of the current vehicle with VlimIf the current vehicle speed is less than VlimThen the current vehicle can be appropriately accelerated, and speed-up can be achieved by performing steps S611-S613. If the current vehicle speed is greater than VlimThen, step S615 is executed to perform regenerative braking by driving the motor energy or perform deceleration braking by the ESP control braking system. When the speed is reduced to VlimAnd then, the target vehicle is followed at the speed until the MRR recognizes that the speed limit sign is released.
In the present embodiment, the actual vehicle speed is compared with the limit vehicle speed VlimThe vehicle is driven or braked, so that the safety and the control effect of the pure electric vehicle are improved.
According to the vehicle control method provided by the embodiment of the invention, the corresponding control strategy is adopted according to the target state of the current vehicle, such as the acceleration state, the deceleration state and the like. On the basis of the original ACC function, the control strategy provided by the embodiment is added, and the control effect and the usability of the automobile are improved.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing steps of a custom logic function or process, and alternate implementations are included within the scope of the preferred embodiment of the present invention in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the present invention.
The logic and/or steps represented in the flowcharts or otherwise described herein, e.g., an ordered listing of executable instructions that can be considered to implement logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium could even be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, via for instance optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner if necessary, and then stored in a computer memory.
It should be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
It will be understood by those skilled in the art that all or part of the steps carried by the method for implementing the above embodiments may be implemented by hardware related to instructions of a program, which may be stored in a computer readable storage medium, and when the program is executed, the program includes one or a combination of the steps of the method embodiments.
In addition, functional units in the embodiments of the present invention may be integrated into one processing module, or each unit may exist alone physically, or two or more units are integrated into one module. The integrated module can be realized in a hardware mode, and can also be realized in a software functional module mode. The integrated module, if implemented in the form of a software functional module and sold or used as a stand-alone product, may also be stored in a computer readable storage medium.
The storage medium mentioned above may be a read-only memory, a magnetic or optical disk, etc. Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims (12)

1. A vehicle control method characterized by comprising:
acquiring first data of a current vehicle, wherein the first data comprises a relative speed and a first time interval between a target vehicle and the current vehicle; the target vehicle is a vehicle which is located in front of the current vehicle and is closest to the current vehicle;
determining the target state of the current vehicle according to the first data;
calling a target control strategy corresponding to the target state, and controlling the current vehicle, wherein when the target state is a deceleration state, the driving motor is controlled to recover energy to realize the brake control of the current vehicle, and the driving motor is controlled to recover energy to realize the brake control of the current vehicle, comprising: acquiring a target deceleration required by the current vehicle according to the relative speed and the time interval for acquiring the first data; when the target deceleration is smaller than or equal to a braking deceleration threshold value, calculating a second torque required to be recovered by the current vehicle according to the corresponding relation between the acceleration and the torque and the target deceleration; controlling the driving motor to recover energy generated by the second torque so as to realize braking control of the current vehicle; or when the target deceleration is larger than the braking deceleration threshold, sending a braking signal to a braking system so as to utilize the braking system to brake and control the current vehicle to reduce the running speed; when the target deceleration is reduced to be less than or equal to the braking deceleration threshold, calculating a third torque required to be recovered by the current vehicle according to the reduced target deceleration and the corresponding relation; and controlling the driving motor to recover energy generated by the third torque so as to continuously brake the current vehicle to reduce the running speed.
2. The vehicle control method according to claim 1, wherein the invoking of the target control strategy corresponding to the target state to control the current vehicle includes:
when the target state is an acceleration state, acquiring a first torque required by the current vehicle;
and controlling the driving motor to increase the torque according to the first torque so as to improve the running speed of the current vehicle.
3. The vehicle control method according to claim 2, wherein the acquiring of the first torque required by the current vehicle includes:
calculating a target acceleration required by the current vehicle according to the relative speed and the time interval for acquiring the first data;
and calculating the first torque according to the corresponding relation between the acceleration and the torque and the target acceleration.
4. A vehicle control method according to claim 1, characterized in that an adjustment value is set for the brake deceleration threshold, a hysteresis interval including the brake deceleration threshold is formed based on the adjustment value, two end values of the hysteresis interval are a first end value and a second end value, the first end value is a difference value of the brake deceleration threshold and the adjustment value, and the second end value is a sum value of the brake deceleration threshold and the adjustment value;
the vehicle control method further includes:
in the process of braking control of the braking system, if the target deceleration is reduced to be less than or equal to the first end value, triggering and controlling a driving motor to recover energy so as to realize braking control of the current vehicle;
and in the process of braking by using the driving motor for energy recovery, if the target deceleration is increased to exceed the second endpoint value, triggering to send a braking signal to a hydraulic braking system so as to control the current vehicle to reduce the running speed by using the hydraulic braking system for braking.
5. The vehicle control method according to any one of claims 1 to 4, wherein the determining the target state in which the current vehicle is located based on the first data includes:
comparing the relative velocity with the relative velocity at the last sampling instant;
when the relative speed is greater than the relative speed at the last sampling moment, determining that the target state is an acceleration state; or,
when the relative speed is smaller than the relative speed at the last sampling moment, determining that the target state is a deceleration state;
comparing the first time interval with a second time interval of a last sampling moment;
when the first time interval is larger than the second time interval, determining that the target state is an acceleration state; or,
and when the first time interval is smaller than a second time interval, determining that the target state is a deceleration state.
6. The vehicle control method according to claim 5, characterized in that the first data further includes a vehicle speed limit on a road on which the current vehicle is located;
the determining the target state of the current vehicle according to the first data comprises:
comparing the limit vehicle speed with the current vehicle running speed;
and when the running speed is greater than the limit speed, determining that the target state is a deceleration state.
7. A vehicle control system, characterized by comprising:
the first acquisition device is used for acquiring first data of the current vehicle, wherein the first data comprises the relative speed and the first time interval between the target vehicle and the current vehicle; the target vehicle is a vehicle which is located in front of the current vehicle and is closest to the current vehicle;
the ACC is used for receiving the first data from the first acquisition device, determining a target state of the current vehicle according to the first data, calling a target control strategy corresponding to the target state and controlling the current vehicle;
the ACC is specifically used for controlling the driving motor to recover energy to realize braking control of the current vehicle when the target state is a deceleration state;
the vehicle control system further includes: MCU, ESP and brake system;
the ACC is specifically configured to obtain a target deceleration required by the current vehicle according to the relative speed and a time interval for acquiring the first data, and when the target deceleration is less than or equal to a braking deceleration threshold, calculate a second torque required to be recovered by the current vehicle according to a corresponding relationship between acceleration and torque and the target deceleration; or when the target deceleration is larger than the brake deceleration threshold, sending a brake signal to the ESP, and when the target deceleration is reduced to be smaller than or equal to the brake deceleration threshold, calculating a third torque required to be recovered by the current vehicle according to the reduced target deceleration and the corresponding relation;
the ESP is used for controlling the brake system to perform brake control according to the brake signal so as to reduce the running speed of the current vehicle;
the MCU is used for controlling the driving motor to recover energy generated by the second torque so as to realize braking control of the current vehicle; or controlling the driving motor to recover energy generated by the third torque so as to continuously brake the current vehicle to reduce the running speed.
8. The vehicle control system according to claim 7,
the ACC is specifically used for acquiring a first torque required by the current vehicle and sending the first torque to the MCU when the target state is an acceleration state;
and the MCU is also used for controlling the driving motor to increase the torque according to the first torque so as to improve the running speed of the current vehicle.
9. The vehicle control system according to claim 8, wherein the ACC is specifically configured to calculate a target acceleration required by the current vehicle based on the relative speed and a time interval during which the first data is collected, and to calculate the first torque based on a correspondence between acceleration and torque and the target acceleration.
10. The vehicle control system according to claim 7, characterized in that an adjustment value is set for the brake deceleration threshold, a hysteresis interval including the brake deceleration threshold is formed based on the adjustment value, two end values of the hysteresis interval are a first end value and a second end value, the first end value is a difference value of the brake deceleration threshold and the adjustment value, and the second end value is a sum value of the brake deceleration threshold and the adjustment value;
the MCU is further used for triggering and controlling the driving motor to recover energy to realize the braking control of the current vehicle if the target deceleration is reduced to be less than or equal to the first endpoint value in the braking control process of the braking system, and triggering and sending a braking signal to the hydraulic braking system to control the current vehicle to reduce the running speed by using the hydraulic braking system if the target deceleration is increased to exceed the second endpoint value in the braking process by using the driving motor to recover energy.
11. The vehicle control system according to any one of claims 7 to 10, wherein the ACC is specifically configured to compare the relative speed with the relative speed at a previous sampling time, and determine that the target state is an acceleration state when the relative speed is greater than the relative speed at the previous sampling time; or when the relative speed is less than the relative speed at the last sampling moment, determining that the target state is a deceleration state; comparing the first time interval with a second time interval of the last sampling moment, and determining that the target state is an acceleration state when the first time interval is greater than the second time interval; or when the first time interval is smaller than the second time interval, determining that the target state is a deceleration state.
12. The vehicle control system according to claim 11, characterized by further comprising:
the second acquisition device is used for acquiring the speed limit of the current vehicle on the road and sending the speed limit to the ACC through the first data;
the ACC is specifically configured to compare the speed limit vehicle speed with a current vehicle speed, and determine that the target state is a deceleration state when the speed limit vehicle speed is greater than the speed limit vehicle speed.
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