CN111002983B - Method, device, equipment and medium for determining actual throttle value - Google Patents
Method, device, equipment and medium for determining actual throttle value Download PDFInfo
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- CN111002983B CN111002983B CN201911337076.2A CN201911337076A CN111002983B CN 111002983 B CN111002983 B CN 111002983B CN 201911337076 A CN201911337076 A CN 201911337076A CN 111002983 B CN111002983 B CN 111002983B
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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
- 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
- B60W30/18—Propelling the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
- B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
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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
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Abstract
The application provides a method, a device, equipment and a medium for determining an actual throttle value, wherein the method comprises the following steps: acquiring a current accelerator pedal value and a current accelerator state, wherein the current accelerator pedal value is used for representing the current accelerator pedal stepping degree of a driver, and the accelerator state comprises an accelerator descending state and an accelerator ascending state; if the current accelerator state is the accelerator descending state, determining that the actual accelerator value in the current accelerator state is the current accelerator pedal value; and if the current accelerator state is an accelerator-up state, determining the difference value between the current accelerator pedal value and the current accelerator hysteresis quantity as the actual accelerator value in the current accelerator state, wherein the current accelerator hysteresis quantity is determined according to the current accelerator pedal value. According to the method and the device, the actual throttle value obtained by the vehicle in the driving process can be determined according to the throttle state of the vehicle, so that the vehicle can accelerate or decelerate well along with the intention of a driver, the user experience is better, and the vehicle is safer.
Description
Technical Field
The present application relates to the field of vehicle control technologies, and in particular, to a method, an apparatus, a device, and a medium for determining an actual throttle value.
Background
Continuously Variable Transmission (CVT) is receiving more and more attention due to its advantages such as good dynamic performance and driving smoothness, low emission and low cost.
During vehicle travel, the driver generates an accelerator pedal value when depressing the accelerator pedal. In the existing CVT transmission, whether a driver steps on an accelerator pedal to increase the accelerator or releases the accelerator pedal to decrease the accelerator, an actual accelerator value of a vehicle during driving lags behind the accelerator pedal value, so that the vehicle cannot accelerate or decelerate well following the intention of the driver.
Disclosure of Invention
In view of the above, the present application provides a method, an apparatus, a device and a medium for determining an actual throttle value, so as to solve the problem in the prior art that a vehicle cannot accelerate or decelerate well following the intention of a driver, and the scheme is as follows:
a method of actual throttle value determination, comprising:
acquiring a current accelerator pedal value and a current accelerator state, wherein the current accelerator pedal value is used for representing the current accelerator pedal stepping degree of a driver, and the accelerator state comprises an accelerator descending state and an accelerator ascending state;
if the current accelerator state is the accelerator descending state, determining that the actual accelerator value in the current accelerator state is the current accelerator pedal value;
and if the current accelerator state is an accelerator-up state, determining the difference value between the current accelerator pedal value and the current accelerator hysteresis quantity as the actual accelerator value in the current accelerator state, wherein the current accelerator hysteresis quantity is determined according to the current accelerator pedal value.
Preferably, the current accelerator hysteresis is a ratio of a target difference to 100, wherein the target difference is a difference between 100 and the current accelerator pedal value.
Preferably, the method further comprises the following steps:
when the accelerator is switched from the accelerator descending state to the accelerator ascending state or from the accelerator ascending state to the accelerator descending state, acquiring the current accelerator pedal variation;
and determining the current actual throttle value according to the current accelerator pedal variation, the previous actual throttle value and the current accelerator hysteresis value, wherein the current accelerator hysteresis value is determined according to the current accelerator pedal value.
Preferably, determining the current actual throttle value according to the current accelerator pedal variation, the previous actual throttle value and the current accelerator hysteresis quantity includes:
if the current accelerator pedal variation is smaller than or equal to the current accelerator hysteresis quantity, determining that the current actual accelerator value is the previous actual accelerator value;
if the current accelerator pedal variation is larger than the current accelerator hysteresis quantity and the accelerator is switched from the accelerator descending state to the accelerator ascending state, determining the difference value between the current accelerator pedal value and the current accelerator hysteresis quantity as the current actual accelerator value;
and if the current accelerator pedal variation is larger than the current accelerator hysteresis quantity and the accelerator is switched from the accelerator-up state to the accelerator-down state, determining the current accelerator pedal value as the current actual accelerator value.
An actual throttle value determining apparatus comprising:
the system comprises a first acquisition module, a second acquisition module and a control module, wherein the first acquisition module is used for acquiring a current accelerator pedal value and a current accelerator state, the current accelerator pedal value is used for representing the current accelerator pedal stepping degree of a driver, and the accelerator state comprises an accelerator descending state and an accelerator ascending state;
the first determining module is used for determining that the actual accelerator value in the current accelerator state is the current accelerator pedal value if the current accelerator state is the accelerator lowering state;
and the second determining module is used for determining the difference value between the current accelerator pedal value and the current accelerator hysteresis quantity as the actual accelerator value in the current accelerator state if the current accelerator state is the accelerator-up state, wherein the current accelerator hysteresis quantity is determined according to the current accelerator pedal value.
Preferably, the current accelerator hysteresis of the second determination module is a ratio of a target difference to 100, wherein the target difference is a difference between 100 and the current accelerator pedal value.
Preferably, the method further comprises the following steps:
the second acquisition module is used for acquiring the current accelerator pedal variation when the accelerator is switched from the accelerator-off state to the accelerator-on state or from the accelerator-on state to the accelerator-off state;
and the third determining module is used for determining the current actual accelerator value according to the current accelerator pedal variation, the previous actual accelerator value and the current accelerator hysteresis quantity, wherein the current accelerator hysteresis quantity is determined according to the current accelerator pedal value.
Preferably, the third determining module includes:
the first determining unit is used for determining that the current actual throttle valve value is the previous actual throttle valve value if the current accelerator pedal variation is smaller than or equal to the current accelerator hysteresis quantity;
the second determining unit is used for determining the difference value between the current accelerator pedal value and the current accelerator hysteresis quantity as the current actual accelerator value if the current accelerator pedal variation quantity is larger than the current accelerator hysteresis quantity and the accelerator is switched from the accelerator-lowering state to the accelerator-raising state;
and the third determining unit is used for determining the current accelerator pedal value as the current actual accelerator value if the current accelerator pedal variation is larger than the current accelerator hysteresis quantity and the accelerator is switched from the accelerator-up state to the accelerator-down state.
An actual throttle value determining apparatus comprising a memory and a processor;
a memory for storing a program;
and a processor for executing a program to implement the steps of any one of the above actual throttle value determining methods.
A readable storage medium, on which a computer program is stored, characterized in that the computer program, when being executed by a processor, carries out the steps of the actual throttle value determination method as defined in any one of the preceding claims.
According to the technical scheme, the actual throttle value determining method provided by the application can determine the actual throttle value of the vehicle in the driving process according to the throttle state of the vehicle, specifically, if the current throttle state is the throttle-up state, the current actual throttle value is determined to be the difference value between the current throttle pedal value and the current throttle hysteresis, and if the current throttle state is the throttle-down state, the current actual throttle value is determined to be the current throttle pedal value. The application provides an actual throttle value determining method makes, the driver steps on accelerator pedal in order to improve the in-process of throttle gradually, and actual throttle can be close corresponding accelerator pedal value gradually, and the driver loosens accelerator pedal in order to reduce the process of throttle gradually, and actual throttle is the same with corresponding accelerator pedal value, and this makes the vehicle can follow driver's true intention well and accelerate or slow down, and user experience is better, and is safer.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, it is obvious that the drawings in the following description are only embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
Fig. 1 is a flowchart of an actual throttle value determining method according to an embodiment of the present disclosure;
FIG. 2 is a schematic diagram of an accelerator pedal value and an actual accelerator value in a throttle-down state;
FIG. 3 is a schematic diagram of an accelerator pedal value and an actual accelerator value in an accelerator-up state;
fig. 4 is a flowchart of another actual throttle value determining method provided in the embodiment of the present application;
FIG. 5 is a schematic diagram of an accelerator pedal value and an actual accelerator value when the accelerator pedal state is switched to the accelerator-up state and the accelerator pedal variation is less than or equal to the accelerator hysteresis quantity;
FIG. 6 is a schematic diagram of an accelerator pedal value and an actual accelerator value when an accelerator-up state is switched to a accelerator-down state and the accelerator pedal variation is less than or equal to the accelerator hysteresis quantity;
fig. 7 is a schematic structural diagram of an actual throttle value determining apparatus according to an embodiment of the present application;
fig. 8 is a block diagram of a hardware structure of an actual throttle value determining device according to an embodiment of the present application.
Detailed Description
For the sake of reference and clarity, the descriptions, abbreviations or abbreviations of the technical terms used hereinafter are summarized as follows:
accelerator hysteresis: the difference between the accelerator pedal value generated when the driver steps on or releases the accelerator pedal and the actual accelerator value obtained during the running of the vehicle is referred to as an accelerator hysteresis amount, in the case where the accelerator state is an accelerator-up state or an accelerator-down state.
Throttle hysteresis quantity: when the accelerator is switched from the accelerator-up state to the accelerator-down state, if the variation of the accelerator pedal is greater than the accelerator hysteresis quantity, the vehicle is considered to be in the accelerator-down state, and if the variation of the accelerator pedal is less than or equal to the accelerator hysteresis quantity, the vehicle is considered not to be in the accelerator-down state; similarly, when the accelerator is switched from the accelerator-off state to the accelerator-on state, if the accelerator pedal variation is greater than the accelerator hysteresis quantity, the vehicle is considered to be in the accelerator-on state, and if the accelerator pedal variation is less than or equal to the accelerator hysteresis quantity, the vehicle is considered not to be in the accelerator-on state.
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
In the existing method for determining the actual throttle value, no matter the throttle state is the accelerator-up state or the throttle-down state, the actual throttle value obtained by the vehicle in the driving process always lags behind the throttle pedal value generated when the driver steps on the throttle pedal, so that the vehicle can not accelerate or decelerate well along with the intention of the driver. For example, the accelerator pedal value generated when the driver releases the accelerator pedal is already reduced from 95% to 90%, but the actual accelerator value obtained by the vehicle during driving may still be 100%, which is prone to safety accidents.
In addition, in the existing method for determining the actual throttle value, no matter the throttle is switched from the accelerator-up state to the accelerator-down state or from the accelerator-down state to the accelerator-up state, the throttle hysteresis quantity is always a fixed value, so that the vehicle cannot be accelerated or decelerated well according to the intention of a driver. For example, if the accelerator hysteresis is always 5 regardless of the current accelerator pedal value, the accelerator pedal value generated when the driver steps on the accelerator pedal is increased to 100%, and if the driver suddenly finds a pothole in the road ahead and wants to lower the accelerator appropriately, the accelerator pedal value generated when the driver releases the accelerator pedal is decreased from 100% to 97%, and since the accelerator pedal variation amount at this time is 3 and smaller than the accelerator hysteresis, the actual accelerator value is always maintained at 100% and is not decreased to 97%, that is, the vehicle cannot be decelerated according to the intention of the driver, and the user experience is not good.
In view of the above problems, the inventor of the present invention provides a method for determining an actual throttle value, which has different methods for calculating the actual throttle value in different throttle states and different throttle hysteresis amounts corresponding to different throttle pedal values, so that a vehicle can accelerate or decelerate well according to the intention of a driver, and the method has better user experience and is safer. The method is applicable to a terminal having data processing capabilities and also to a server, the terminal or server being capable of establishing a connection with a controller of a vehicle having a CVT gearbox. The actual throttle value determination method provided by the present application is described by the following examples.
Referring to fig. 1, a schematic flow chart of a method for determining an actual throttle value provided in an embodiment of the present application is shown, where the method may include:
and step S101, acquiring a current accelerator pedal value and a current accelerator state.
The current accelerator pedal value is used for representing the current accelerator pedal stepping degree of a driver, and the accelerator state comprises an accelerator descending state and an accelerator ascending state.
It should be appreciated that the accelerator pedal value is generated when the driver depresses the accelerator pedal, and the greater the extent to which the driver depresses the accelerator pedal, the greater the accelerator pedal value is generated. Then, the present application may determine the current accelerator pedal value according to the current degree of depression of the accelerator pedal by the driver.
The method and the device can also acquire the current accelerator state, wherein if the degree of stepping on the accelerator pedal by the driver is larger and larger (namely the driver gradually steps on the accelerator pedal), the current accelerator state is the accelerator-up state; if the driver is depressing the accelerator pedal less and less (i.e., the driver gradually releases the accelerator pedal), the throttle-down state is present.
And step S102a, if the current accelerator state is the throttle-down state, determining that the actual accelerator value in the current accelerator state is the current accelerator pedal value.
Considering that the actual throttle value lags behind the throttle value during the process of gradually releasing the throttle pedal by the driver to lower the throttle, the situation that the driver releases the throttle pedal and the vehicle is still in an accelerating state can occur, and danger is easy to occur. Therefore, the inventor thinks that the current accelerator pedal value can be used as the current actual accelerator value when the current accelerator is in the accelerator-down state, that is, the actual accelerator value does not lag behind the accelerator pedal value, so that the vehicle can be decelerated correspondingly if the driver gradually releases the accelerator pedal.
Referring to fig. 2, which is a schematic diagram of an accelerator pedal value and an actual accelerator value in the accelerator-down state, when the vehicle is in the accelerator-down state from time t1 to time t2, an accelerator pedal value 1 gradually decreases from 100% to 0, and an actual accelerator value 2 also gradually decreases from 100% to 0 from time t1 to time t2, that is, in the accelerator-down state, the accelerator pedal value 1 is the same as the actual accelerator value 2.
And step S102b, if the current accelerator state is an accelerator-up state, determining the difference value between the current accelerator pedal value and the current accelerator lag amount as the actual accelerator value in the current accelerator state.
Wherein the current accelerator hysteresis is determined based on the current accelerator pedal value.
In the prior art, in the process of gradually stepping on an accelerator pedal by a driver to improve the accelerator, the actual accelerator value usually lags behind the accelerator pedal value far, and especially under the condition of high vehicle speed, when the actual accelerator value lags behind the accelerator pedal value far possibly causing the driver to step on the accelerator pedal to the maximum degree, the actual accelerator value of the vehicle is very low, and safety accidents such as rear-end collision are easily caused. Therefore, when the current accelerator is in the accelerator-up state, the difference between the current accelerator pedal value and the current accelerator hysteresis may be used as the actual accelerator value in the current accelerator state, that is, the actual accelerator value in the current accelerator state is equal to the current accelerator pedal value — the current accelerator hysteresis. Here, the effect of accelerator lag is at the in-process of the continuous grow of accelerator pedal value for actual accelerator value constantly approaches to accelerator pedal value, thereby when the degree that the driver steps on accelerator pedal reached the biggest, the difference of the actual accelerator value of vehicle and accelerator pedal value is 0, and the production of incident such as rear-end collision that has significantly reduced, user experience is better.
Referring to fig. 3, which is a schematic diagram of an accelerator pedal value and an actual accelerator value in an accelerator-up state, a vehicle is in an accelerator-up state from time t3 to time t5, an accelerator pedal value 1 gradually increases from 0 to 100%, and an actual accelerator value 2 has a lag at an initial time, so that the accelerator-up starts at time t4 (optionally, an accelerator pedal value 1 is 1% at time t 4), and the actual accelerator value 2 gradually increases from 0 to 100% at time t4 to time t5, that is, in the accelerator-up state, the actual accelerator value 2 lags behind the accelerator pedal value 1, but the accelerator lag gradually decreases as the accelerator pedal value 1 increases.
The accelerator lag is for the accelerator-up state, that is, there is an accelerator lag while the accelerator is continuously increasing. In the embodiment of the application, an optional method for calculating the current accelerator lag is provided: taking the difference between 100 and the current accelerator pedal value as a target difference, the ratio of the target difference to 100 is the current accelerator hysteresis, that is: the current accelerator hysteresis amount is (100 — current accelerator pedal value)/100.
It should be noted that the steps S102a and S102b are parallel, and are not in the order of priority.
The method for determining the actual throttle value can determine the actual throttle value of the vehicle in the driving process according to the throttle state of the vehicle, specifically, if the current throttle state is the throttle-up state, the current actual throttle value is determined to be the difference value between the current throttle pedal value and the current throttle lag, and if the current throttle state is the throttle-down state, the current actual throttle value is determined to be the current throttle pedal value. The application provides an actual throttle value determining method makes, the driver steps on accelerator pedal in order to improve the in-process of throttle gradually, and actual throttle can be close corresponding accelerator pedal value gradually, and the driver loosens accelerator pedal in order to reduce the process of throttle gradually, and actual throttle is the same with corresponding accelerator pedal value, and this makes the vehicle can follow driver's true intention well and accelerate or slow down, and user experience is better, and is safer.
Besides the accelerator-up state and the accelerator-down state, the accelerator during the running of the vehicle can also be switched between the accelerator-up state and the accelerator-down state. The following describes a procedure for determining an actual throttle value when the throttle is switched from the throttle-down state to the throttle-up state or from the throttle-up state to the throttle-down state.
Optionally, referring to fig. 4, when the throttle is switched from the throttle-down state to the throttle-up state, or from the throttle-up state to the throttle-down state, the determining process of the actual throttle value may include:
step S201, when the accelerator is switched from the accelerator-off state to the accelerator-on state or from the accelerator-on state to the accelerator-off state, acquiring the current accelerator pedal variation.
It should be understood that the accelerator pedal value changes when the accelerator is switched from the accelerator-down state to the accelerator-up state or from the accelerator-up state to the accelerator-down state. Optionally, in the embodiment of the present application, the accelerator pedal value may be obtained periodically, that is, when the accelerator is switched from the accelerator-down state to the accelerator-up state, or from the accelerator-up state to the accelerator-down state, the current accelerator pedal value and the previous accelerator pedal value of the accelerator are obtained, where the current accelerator pedal value is the accelerator pedal value obtained in the current period, and the previous accelerator pedal value is the accelerator pedal value obtained in the previous period.
Then, the accelerator pedal variation is the difference between the current accelerator pedal value and the previous accelerator pedal value. Wherein, if the throttle is switched into the throttle-up state by the throttle-down state, then: the current accelerator pedal variation is equal to the current accelerator pedal value-the previous accelerator pedal value; if the accelerator is switched from the accelerator-up state to the accelerator-down state, the current accelerator pedal variation amount is equal to the previous accelerator pedal value-the current accelerator pedal value.
And S202, determining the current actual throttle valve value according to the current accelerator pedal variation, the previous actual throttle valve value and the current accelerator hysteresis quantity.
The current accelerator hysteresis quantity is determined according to the current accelerator pedal value, and the previous actual accelerator value is the accelerator pedal value obtained according to the previous period and the actual accelerator value determined by the corresponding accelerator hysteresis quantity.
Optionally, the process of determining the current actual throttle value in this step may specifically include: if the current accelerator pedal variation is smaller than or equal to the current accelerator hysteresis quantity, determining that the current actual accelerator value is the previous actual accelerator value; if the current accelerator pedal variation is larger than the current accelerator hysteresis quantity and the accelerator is switched from the accelerator descending state to the accelerator ascending state, determining the difference value between the current accelerator pedal value and the current accelerator hysteresis quantity as the current actual accelerator value; and if the current accelerator pedal variation is larger than the current accelerator hysteresis quantity and the accelerator is switched from the accelerator-up state to the accelerator-down state, determining the current accelerator pedal value as the current actual accelerator value.
Specifically, it is understood that a jerk may occur during the gradual depression or release of the accelerator pedal by the driver, and the jerk may be an intentional motion of the driver or an unintentional motion, and thus it is necessary to determine whether the jerk motion of the driver is intentional, so that the current actual throttle value is determined according to the determination result.
When the accelerator is switched from the accelerator-off state to the accelerator-on state, if the accelerator pedal variation is larger than the accelerator hysteresis quantity, the fact that the driver intentionally steps on the accelerator pedal to power on the accelerator is represented, and therefore it is determined that the current vehicle is in the accelerator-on state, the current actual accelerator value is the difference value between the current accelerator pedal value and the current accelerator hysteresis quantity.
When the accelerator is switched from the accelerator-off state to the accelerator-on state, if the variation of the accelerator pedal is smaller than or equal to the accelerator hysteresis quantity, the fact that the driver presses the accelerator pedal unintentionally is represented, and therefore it is determined that the current vehicle is not in the accelerator-on state, and the current actual accelerator value is the previous actual accelerator value. The previous actual throttle value is the actual throttle value determined in the throttle-down state, and therefore the previous actual throttle value is the throttle pedal value obtained in the previous period.
Referring to fig. 5, a schematic diagram of an accelerator pedal value and an actual accelerator value when the accelerator is switched from the accelerator-down state to the accelerator-up state and the accelerator pedal variation is less than or equal to the accelerator hysteresis quantity is shown. In fig. 5, time t6 and time t7 are two adjacent times, and (t6, t7] is one acquisition cycle of the accelerator pedal value, and the vehicle maintains the accelerator-off state at and before time t6, and the driver shakes at time t7, so that the accelerator is switched from the accelerator-off state to the accelerator-on state.
When the accelerator is switched from the accelerator-up state to the accelerator-down state, if the current accelerator pedal variation is larger than the current accelerator hysteresis quantity, the representation shows that the driver intentionally releases the accelerator pedal to reduce the accelerator, so that the current actual accelerator value is the current accelerator pedal value when the vehicle is determined to be in the accelerator-down state.
When the accelerator is switched from the accelerator-up state to the accelerator-down state, if the accelerator pedal variation is smaller than or equal to the accelerator hysteresis quantity, the fact that the driver releases the accelerator pedal unintentionally is represented, and therefore it is determined that the current vehicle is not in the accelerator-down state, and the current actual accelerator value is the previous actual accelerator value. The previous actual throttle value is the actual throttle value determined in the accelerator-up state, and therefore the previous actual throttle value is the difference value between the accelerator pedal value acquired in the previous period and the corresponding accelerator hysteresis.
Referring to fig. 6, a schematic diagram of an accelerator pedal value and an actual accelerator value when the accelerator is switched from the accelerator-up state to the accelerator-down state and the accelerator pedal variation is less than or equal to the accelerator hysteresis quantity is shown. In fig. 6, time t8 and time t9 are two adjacent times, and (t8, t9] is one period of obtaining the accelerator pedal value, the vehicle keeps the accelerator-up state at and before time t8, and the driver shakes at time t9, so that the accelerator is switched from the accelerator-up state to the accelerator-down state.
The accelerator hysteresis amount is used for switching the accelerator-up state to the accelerator-down state or switching the accelerator-down state to the accelerator-up state. In the embodiment of the application, a selectable method for calculating the current throttle hysteresis quantity is provided: taking the difference between 100 and the current accelerator pedal value as an accelerator hysteresis difference, and determining the ratio of the accelerator hysteresis difference to 100 as the current accelerator hysteresis quantity, namely: the current throttle hysteresis amount is (100-current throttle pedal value)/100.
The method for determining the actual throttle value provided by the embodiment of the application can determine whether the shaking action of the driver is intentional or not according to the current accelerator pedal variation and the current accelerator hysteresis quantity, and further determine the current actual throttle value based on the determination result, wherein the current actual throttle value can reflect the actual intention of the driver, so that the user experience is better and the method is safer.
The embodiment of the present application further provides an actual throttle value determining device, which is described below, and the actual throttle value determining device described below and the actual throttle value determining method described above may be referred to in a mutually corresponding manner.
Referring to fig. 7, a schematic structural diagram of an actual throttle value determining apparatus provided in the embodiment of the present application is shown, and as shown in fig. 7, the actual throttle value determining apparatus may include: a first obtaining module 701, a first determining module 702 and a second determining module 703.
The first obtaining module 701 is configured to obtain a current accelerator pedal value and a current accelerator state.
The current accelerator pedal value is used for representing the current accelerator pedal stepping degree of a driver, and the accelerator state comprises an accelerator descending state and an accelerator ascending state.
The first determining module 702 is configured to determine that an actual accelerator value in the current accelerator state is a current accelerator pedal value if the current accelerator state is a throttle-down state.
The second determining module 703 is configured to determine, if the current accelerator state is an accelerator-up state, a difference between the current accelerator pedal value and the current accelerator hysteresis amount as an actual accelerator value in the current accelerator state.
Wherein the current accelerator hysteresis is determined based on the current accelerator pedal value.
The actual throttle value determining device provided by the application can determine the actual throttle value of a vehicle in the driving process according to the throttle state of the vehicle, specifically, if the current throttle state is the throttle-up state, the current actual throttle value is determined to be the difference value between the current throttle pedal value and the current throttle lag, and if the current throttle state is the throttle-down state, the current actual throttle value is determined to be the current throttle pedal value. The application provides an actual throttle value determining method makes, the driver steps on accelerator pedal in order to improve the in-process of throttle gradually, and actual throttle can be close corresponding accelerator pedal value gradually, and the driver loosens accelerator pedal in order to reduce the process of throttle gradually, and actual throttle is the same with corresponding accelerator pedal value, and this makes the vehicle can follow driver's true intention well and accelerate or slow down, and user experience is better, and is safer.
In one possible implementation, the current accelerator hysteresis of the second determination module is a ratio of a target difference to 100, wherein the target difference is a difference between 100 and the current accelerator pedal value.
In a possible implementation manner, the actual throttle value determining apparatus provided by the present application may further include a second obtaining module and a third determining module.
And the second acquisition module is used for acquiring the current accelerator pedal variation when the accelerator is switched from the accelerator-off state to the accelerator-on state or from the accelerator-on state to the accelerator-off state.
And the third determining module is used for determining the current actual accelerator value according to the current accelerator pedal variation, the previous actual accelerator value and the current accelerator hysteresis quantity.
And the current accelerator hysteresis quantity is determined according to the current accelerator pedal value.
In one possible implementation manner, the third determining module may include: a first determination unit, a second determination unit, and a third determination unit.
And the first determining unit is used for determining that the current actual throttle valve value is the previous actual throttle valve value if the current accelerator pedal variation is smaller than or equal to the current accelerator hysteresis quantity.
And the second determining unit is used for determining the difference value between the current accelerator pedal value and the current accelerator hysteresis quantity as the current actual accelerator value if the current accelerator pedal variation quantity is larger than the current accelerator hysteresis quantity and the accelerator is switched from the accelerator-lowering state to the accelerator-raising state.
And the third determining unit is used for determining the current accelerator pedal value as the current actual accelerator value if the current accelerator pedal variation is larger than the current accelerator hysteresis quantity and the accelerator is switched from the accelerator-up state to the accelerator-down state.
The device for determining the actual throttle value provided by the embodiment of the application can determine whether the shaking action of the driver is intentional or not according to the current accelerator pedal variation and the current accelerator hysteresis quantity, and further determine the current actual throttle value based on the determination result, wherein the current actual throttle value can reflect the actual intention of the driver, so that the user experience is better and the device is safer.
An embodiment of the present application further provides an actual throttle value determining device, please refer to fig. 8, which shows a schematic structural diagram of the actual throttle value determining device, where a hardware structure of the actual throttle value determining device may include: at least one processor 801, at least one communication interface 802, at least one memory 803, and at least one communication bus 804;
in the embodiment of the present application, the number of the processor 801, the communication interface 802, the memory 803, and the communication bus 804 is at least one, and the processor 801, the communication interface 802, and the memory 803 complete communication with each other through the communication bus 804;
the processor 801 may be a central processing unit CPU, or an application Specific Integrated circuit asic, or one or more Integrated circuits configured to implement embodiments of the present invention, or the like;
the memory 803 may include a high-speed RAM memory, and may further include a non-volatile memory (non-volatile memory) or the like, such as at least one disk memory;
wherein the memory 803 stores a program and the processor 801 may invoke the program stored in the memory 803 for:
acquiring a current accelerator pedal value and a current accelerator state, wherein the current accelerator pedal value is used for representing the current accelerator pedal stepping degree of a driver, and the accelerator state comprises an accelerator descending state and an accelerator ascending state;
if the current accelerator state is the accelerator descending state, determining that the actual accelerator value in the current accelerator state is the current accelerator pedal value;
and if the current accelerator state is an accelerator-up state, determining the difference value between the current accelerator pedal value and the current accelerator hysteresis quantity as the actual accelerator value in the current accelerator state, wherein the current accelerator hysteresis quantity is determined according to the current accelerator pedal value.
Alternatively, the detailed function and the extended function of the program may be as described above.
The embodiment of the application also provides a readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the method for determining the actual throttle value is realized.
Finally, it should also be noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (8)
1. A method for determining an actual throttle value, comprising:
acquiring a current accelerator pedal value and a current accelerator state, wherein the current accelerator pedal value is used for representing the current accelerator pedal stepping degree of a driver, and the accelerator state comprises an accelerator descending state and an accelerator ascending state;
if the current accelerator state is the accelerator lowering state, determining that the actual accelerator value in the current accelerator state is the current accelerator pedal value;
if the current accelerator state is the accelerator-up state, determining a difference value between the current accelerator pedal value and the current accelerator hysteresis as an actual accelerator value in the current accelerator state, wherein the current accelerator hysteresis is determined according to the current accelerator pedal value, the current accelerator hysteresis is a ratio of a target difference value to 100, and the target difference value is a difference value between 100 and the current accelerator pedal value.
2. The actual throttle value determining method according to claim 1, further comprising:
when the accelerator is switched from the accelerator descending state to the accelerator ascending state or from the accelerator ascending state to the accelerator descending state, acquiring the current accelerator pedal variation;
and determining the current actual throttle value according to the current accelerator pedal variation, the previous actual throttle value and the current accelerator hysteresis value, wherein the current accelerator hysteresis value is determined according to the current accelerator pedal value.
3. The actual throttle value determining method according to claim 2, wherein determining the current actual throttle value based on the current accelerator pedal variation amount, the previous actual throttle value, and the current accelerator hysteresis amount includes:
if the current accelerator pedal variation is smaller than or equal to the current accelerator hysteresis quantity, determining the current actual accelerator value as the previous actual accelerator value;
if the current accelerator pedal variation is larger than the current accelerator hysteresis quantity and the accelerator is switched from the accelerator descending state to the accelerator ascending state, determining the difference value between the current accelerator pedal value and the current accelerator hysteresis quantity as the current actual accelerator value;
and if the current accelerator pedal variation is larger than the current accelerator hysteresis quantity and the accelerator is switched from the accelerator-up state to the accelerator-down state, determining the current accelerator pedal value as the current actual accelerator value.
4. An actual throttle value determining apparatus, comprising:
the system comprises a first acquisition module, a second acquisition module and a control module, wherein the first acquisition module is used for acquiring a current accelerator pedal value and a current accelerator state, the current accelerator pedal value is used for representing the current accelerator pedal stepping degree of a driver, and the accelerator state comprises an accelerator descending state and an accelerator ascending state;
the first determining module is used for determining that the actual accelerator value in the current accelerator state is the current accelerator pedal value if the current accelerator state is the accelerator lowering state;
the second determining module is configured to determine, if the current accelerator state is the accelerator-up state, a difference between a current accelerator pedal value and a current accelerator hysteresis as an actual accelerator value in the current accelerator state, where the current accelerator hysteresis is determined according to the current accelerator pedal value, and the current accelerator hysteresis of the second determining module is a ratio of a target difference to 100, where the target difference is a difference between 100 and the current accelerator pedal value.
5. The actual throttle value determining apparatus according to claim 4, further comprising:
the second acquisition module is used for acquiring the current accelerator pedal variation when the accelerator is switched from the accelerator-off state to the accelerator-on state or from the accelerator-on state to the accelerator-off state;
and the third determining module is used for determining the current actual accelerator value according to the current accelerator pedal variation, the previous actual accelerator value and the current accelerator hysteresis quantity, wherein the current accelerator hysteresis quantity is determined according to the current accelerator pedal value.
6. The actual throttle value determining apparatus of claim 5, wherein the third determining module comprises:
the first determining unit is used for determining that the current actual throttle valve value is the previous actual throttle valve value if the current accelerator pedal variation is smaller than or equal to the current accelerator hysteresis quantity;
the second determining unit is used for determining the difference value between the current accelerator pedal value and the current accelerator hysteresis quantity as the current actual accelerator value if the current accelerator pedal variation quantity is larger than the current accelerator hysteresis quantity and the accelerator is switched from the accelerator-lowering state to the accelerator-raising state;
and the third determining unit is used for determining the current accelerator pedal value as the current actual accelerator value if the current accelerator pedal variation is larger than the current accelerator hysteresis quantity and the accelerator is switched from the accelerator-up state to the accelerator-down state.
7. An actual throttle value determining apparatus comprising a memory and a processor;
the memory is used for storing programs;
the processor, which executes the program, implements the steps of the actual throttle value determining method according to any one of claims 1 to 3.
8. A readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the actual throttle value determination method according to any one of claims 1-3.
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| CN112009240B (en) * | 2020-09-14 | 2021-06-22 | 北京车和家信息技术有限公司 | Method and device for adjusting opening degree of vehicle accelerator |
| CN114394094A (en) * | 2021-12-24 | 2022-04-26 | 华人运通(上海)自动驾驶科技有限公司 | Auxiliary driving method for safe following and vehicle |
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