CN111547035A

CN111547035A - Vehicle deceleration control method, device, storage medium and vehicle

Info

Publication number: CN111547035A
Application number: CN202010304918.0A
Authority: CN
Inventors: 张强; 庞尔超; 李军
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2020-04-17
Filing date: 2020-04-17
Publication date: 2020-08-18
Also published as: WO2021208940A1

Abstract

The embodiment of the invention discloses a vehicle deceleration control method and device, a storage medium and a vehicle. The method comprises the following steps: acquiring environmental information around a current vehicle; determining the current working condition type of the current vehicle according to the environment information; and after detecting that the accelerator pedal is released by the driver, automatically decelerating and controlling the current vehicle according to the current working condition type and the driving habit information of the driver. By adopting the technical scheme, the working condition type can be automatically identified according to the surrounding environment of the vehicle, and then the vehicle can be subjected to targeted personalized automatic deceleration control according to the current working condition type and the individual driving habit of the driver after the driver looses the throttle, so that the driving habit of the driver can be considered under different working conditions to perform automatic deceleration meeting the deceleration requirement of the driver, the fatigue of the driver for frequently stepping on an accelerator and braking is effectively reduced, and the vehicle is more intelligent and energy-saving.

Description

Vehicle deceleration control method, device, storage medium and vehicle

Technical Field

The embodiment of the invention relates to the technical field of vehicles, in particular to a vehicle deceleration control method, a vehicle deceleration control device, a storage medium and a vehicle.

Background

The deceleration process of the existing vehicle includes a coasting deceleration and a braking deceleration. Taking an electric vehicle as an example, the coasting deceleration refers to that after a driver releases an accelerator pedal, the vehicle decelerates in a motor energy recovery mode, firstly, the deceleration is performed to simulate the anti-dragging torque and recover part of kinetic energy of a traditional engine, and later, in order to realize more recovery and storage of the kinetic energy of the vehicle, the vehicle can provide different energy recovery strengths in different driving modes, for example, the recovery strength in a normal mode is smaller, and the recovery strength in an economic mode is larger; the braking deceleration refers to that a vehicle decelerates according to the braking requirement of a driver after the driver treads a brake pedal, a braking system comprises a decoupling type and a non-decoupling type, the decoupling type braking system is used for energy recovery braking below a certain deceleration after the driver treads the brake pedal, hydraulic braking participates above the certain deceleration, the non-decoupling type braking system is used for hydraulic braking and energy recovery braking simultaneously after the driver treads the brake pedal, and the corresponding braking force can be gradually increased by the decoupling type braking system and the non-decoupling type braking system along with the increase of the tread of the brake pedal.

Although different deceleration strengths are provided in different driving modes in the current sliding deceleration mode, the single recovery strength cannot meet the deceleration requirements of a driver under all working conditions due to variable actual road working conditions, the driver can hope not to slide for recovery under certain working conditions, the farther the driver slides the vehicle, the better the driver slides the vehicle, but the driver needs to step on an accelerator to meet the target deceleration requirements due to recovery in the set mode; under some working conditions, a driver hopes that the vehicle can have a certain deceleration effect, but the existing recovery can not be met, and the driver needs to step on a brake pedal to meet the actual deceleration requirement. Similarly, frequent accelerator pedal release and brake application can also cause fatigue to the driver. For a non-decoupling system, the driver can have kinetic energy lost through friction as long as the driver steps on the brake; for the decoupling system, a driver can suddenly step on the brake under certain working conditions without sudden braking, so that the hydraulic pressure is involved in braking to cause energy loss, and the energy can be recovered to the maximum extent if automatic deceleration is replaced.

In order to make the vehicle more intelligent, it is necessary to provide an intelligent deceleration control scheme, however, the existing vehicle deceleration control scheme is still not perfect and needs to be improved.

Disclosure of Invention

The embodiment of the invention provides a vehicle deceleration control method, a vehicle deceleration control device, a storage medium and a vehicle, and can optimize the existing vehicle deceleration control scheme.

In a first aspect, an embodiment of the present invention provides a vehicle deceleration control method, including:

acquiring environmental information around a current vehicle;

determining the current working condition type of the current vehicle according to the environment information;

and after detecting that the accelerator pedal is released by the driver, automatically decelerating and controlling the current vehicle according to the current working condition type and the driving habit information of the driver.

In a second aspect, an embodiment of the present invention provides a vehicle deceleration control apparatus including:

the environment information acquisition module is used for acquiring the environment information around the current vehicle;

the current working condition determining module is used for determining the current working condition type of the current vehicle according to the environment information;

and the automatic deceleration control module is used for carrying out automatic deceleration control on the current vehicle according to the current working condition type and the driving habit information of the driver after detecting that the driver looses an accelerator pedal.

In a third aspect, embodiments of the present invention provide a computer-readable storage medium having stored thereon a computer program that, when executed by a processor, implements a vehicle deceleration control method as provided by embodiments of the present invention.

In a fourth aspect, an embodiment of the present invention provides a vehicle, including a memory, a processor, and a computer program stored on the memory and executable on the processor, where the processor executes the computer program to implement the vehicle deceleration control method according to the embodiment of the present invention.

According to the vehicle deceleration control scheme provided by the embodiment of the invention, the environmental information around the current vehicle is obtained, the current working condition type of the current vehicle is determined according to the environmental information, and after the accelerator pedal is detected to be released by a driver, the current vehicle is subjected to automatic deceleration control according to the current working condition type and the driving habit information of the driver. By adopting the technical scheme, the working condition type can be automatically identified according to the surrounding environment of the vehicle, and then the vehicle can be subjected to targeted personalized automatic deceleration control according to the current working condition type and the individual driving habit of the driver after the driver looses the accelerator, so that the driving habit of the driver can be considered under different working conditions to meet the automatic deceleration of the deceleration requirement of the driver, the fatigue of the driver for frequently stepping on the accelerator and the brake is effectively reduced, and the vehicle is more intelligent and energy-saving.

Drawings

FIG. 1 is a schematic flow chart illustrating a vehicle deceleration control method according to an embodiment of the present invention;

fig. 2 is a block diagram of a vehicle deceleration control system according to an embodiment of the present invention;

FIG. 3 is a schematic diagram illustrating a target deceleration calculation process according to an embodiment of the present invention;

fig. 4 is a flowchart illustrating an automatic deceleration control according to a target deceleration according to the embodiment of the invention;

fig. 5 is a block diagram showing a configuration of a vehicle deceleration control apparatus according to an embodiment of the present invention;

fig. 6 is a block diagram of a vehicle according to an embodiment of the present invention.

Detailed Description

The technical scheme of the invention is further explained by the specific implementation mode in combination with the attached drawings. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.

Before discussing exemplary embodiments in more detail, it should be noted that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although a flowchart may describe the steps as a sequential process, many of the steps can be performed in parallel, concurrently or simultaneously. In addition, the order of the steps may be rearranged. The process may be terminated when its operations are completed, but may have additional steps not included in the figure. The processes may correspond to methods, functions, procedures, subroutines, and the like.

Fig. 1 is a schematic flow chart of a vehicle deceleration control method according to an embodiment of the present invention, which may be executed by a vehicle deceleration control apparatus, where the apparatus may be implemented by software and/or hardware, and may be generally integrated in a vehicle, which may be an electric vehicle, for example, a new energy vehicle model including a pure electric vehicle model and a hybrid vehicle model. As shown in fig. 1, the method includes:

step 101, obtaining environmental information around the current vehicle.

For example, the current vehicle may be understood as a host vehicle. The specific range around the current vehicle may be set according to actual conditions, which may include, for example, a detection range requirement and a detection capability of the vehicle (e.g., a range that can be detected by a sensor). The operation of acquiring the environmental information can be executed in real time or triggered and executed at a preset frequency.

For example, the environmental information may include vehicle position information, obstacle information, road traffic information, and the like. The vehicle position information may include, for example, a region where the vehicle is located, a current road grade where the vehicle is located (such as an expressway, an urban general road, and the like), whether the vehicle is on an uphill, a downhill, or a curved road section, whether the vehicle is traveling within a turning lane, a distance between the vehicle and a road reference point (such as a turn, an intersection, a stop line, and a traffic signal), and the like, and may further include a front intersection state (such as a roundabout, a crossroad, a fork intersection, and the like); the obstacle information may include, for example, the type of obstacle (e.g., a stationary object such as a road barrier or a foreign object, a pedestrian, an animal, a traveling vehicle, and the like), the distance between the obstacle and the current vehicle, and the movement information of the obstacle (e.g., the traveling direction, the traveling speed, and the like), and specifically, may include, for example, the longitudinal distance, the lateral distance, the longitudinal relative speed, the lateral relative speed, the distance from a ground stop line, and the like of the obstacle in front and the current vehicle (i.e., the current vehicle); the road traffic information may include, for example, traffic signal light information (such as traffic light status and time length information), road congestion, road construction information, and the like, and may further include, for example, road curvature information, slope information, front road speed limit information, and the like.

And step 102, determining the current working condition type of the current vehicle according to the environment information.

Illustratively, the working conditions can be classified according to actual requirements, such as barrier deceleration working conditions, curve deceleration working conditions, speed limit deceleration working conditions, intersection deceleration working conditions, slope deceleration working conditions and the like. In the prior art, only the identification of a single working condition is supported, the common working condition is an obstacle type working condition, and the method cannot be suitable for variable forming scenes, so that the speed reduction control scheme in the prior art is relatively solidified, the flexibility is poor, and the speed reduction control effect cannot meet the user requirements. In the embodiment of the invention, the specific working conditions are more comprehensively divided, the specific current working conditions can be effectively identified according to the current environmental information, and the subsequent targeted deceleration control is facilitated.

For example, a working condition recognition model may be established in advance, the acquired environment information is input into the working condition recognition model, and the current working condition type is determined according to the output result of the model, and the specific number of the current working condition types is not limited, and may be one type or multiple types (that is, the current vehicle is in multiple working conditions at the same time). Optionally, the current operating condition category includes at least one of: the system comprises an obstacle deceleration working condition, a curve deceleration working condition, a speed limit deceleration working condition, an intersection deceleration working condition and a slope deceleration working condition.

Optionally, independent working condition recognition units or working condition recognition systems may be respectively provided according to the working condition categories, for example, an obstacle deceleration working condition recognition unit, a curve deceleration working condition recognition unit, a speed-limit deceleration working condition recognition unit, an intersection deceleration working condition recognition unit, and a slope deceleration working condition recognition unit are respectively provided. Each working condition recognition unit can correspond to an independent working condition recognition model respectively, for example, the obstacle deceleration working condition recognition unit corresponds to the obstacle deceleration working condition recognition model.

The working condition identification model can be a neural network model, and the accuracy of working condition identification can be improved.

For each working condition recognition unit, a switch can be independently arranged, and the on-off state can be automatically set by a vehicle according to the actual condition or can be set by a driver according to the requirement of the driver.

Optionally, determining the current working condition type of the current vehicle according to the environment information includes: detecting the working state of each working condition identification unit; extracting information to be identified corresponding to the current working condition identification unit from the environment information aiming at each working condition identification unit in a normal working state, and inputting the information to be identified into the current working condition identification unit; and determining the current working condition type of the current vehicle according to the output result of the working condition identification unit in the normal working state. The advantage that sets up like this lies in, can carry out parallel discernment to different operating modes, improves discernment efficiency, and then guarantees speed reduction control's ageing. The working state of the working condition identification unit may include a switch state and may also include a communication state, and the communication state may include whether the communication function is normal or not and whether the communication information is valid or not.

And 103, after detecting that the accelerator pedal is released by the driver, performing automatic deceleration control on the current vehicle according to the current working condition type and the driving habit information of the driver.

For example, whether the driver releases the accelerator may be determined by acquiring information such as the degree of opening and closing of an accelerator pedal (also referred to as an accelerator pedal).

For example, a targeted deceleration control strategy may be set in advance for different operating condition types, and the deceleration control strategy may include a deceleration calculation manner, for example.

For example, the driving habit information of the driver may include driving habit information of the driver for the current working condition type, and may also include all driving habit information of the driver in the historical driving process, and the specific content may be set according to an actual situation, and the embodiment of the present invention is not specifically limited.

Exemplarily, the automatic deceleration control mode suitable for the current vehicle can be determined by comprehensively considering the current working condition type and the driving habit information of the driver, and then the vehicle is controlled, so that the automatic deceleration process can meet the current working condition requirement and can be attached to the requirement of the driver, the frequent self-control operation of the driver due to the fact that the current deceleration process does not meet the requirement of the driver is avoided, and the operation such as frequently loosening an accelerator pedal and then stepping on a brake pedal is performed.

For example, after determining the automatic deceleration control mode suitable for the current vehicle, the relevant vehicle components (such as a deceleration controller, a hydraulic brake actuator, a power battery, a power motor and the like) can be controlled to cooperate to decelerate so as to achieve the purpose of automatic deceleration. The embodiment of the present invention is not particularly limited in specific control manner and control process.

Optionally, the driving habit information of the driver may be obtained by performing relevant processing such as collection, summarization, model operation and the like by the server according to the operation and control information, which is reported by the vehicle and acts on the vehicle, of the driver, and the information is sent to the current vehicle.

Exemplary, may include: acquiring control information of the driver in the deceleration process of the current vehicle under different working condition types, reporting the control information to a corresponding server, and indicating the server to determine driving habit information of the driver according to the control information; and receiving the driving habit information of the driver sent by the server. The control information may include information such as an accelerator pedal, a brake pedal, a turn signal, a vehicle speed, and vehicle acceleration and deceleration. The background server can comprehensively provide driving modes suitable for the driver under different working conditions, such as the over-curve speed of the driver under different curves, the maximum acceleration acceptable by the driver under different slopes (downhill) and different speeds, the following distance under different speeds and the like, according to the driving style (namely driving habit information) of the driver and the driving style of most drivers acquired by big data. For the current working condition type, if the driving habit information of the driver exists, the driving habit information of the driver is preferentially referred to for automatic deceleration control; if the driving habit information of the driver cannot be acquired due to reasons such as insufficient samples (for example, the driver is a new vehicle purchased recently, or the driver rarely encounters the current working condition), the automatic deceleration control can be performed according to the driving habit information of most drivers acquired by the big data.

It should be noted that the automatic deceleration control in the embodiment of the present invention may include automatic parking, such as an obstacle deceleration condition or an intersection deceleration condition, and may need to avoid an obstacle or wait for a red light by parking. The parking mark positions can be set independently under the condition that parking is needed, and the parking mark positions are used as parking mark position values according to different parking requirements. If the parking mark position 1 is set when the vehicle speed is lower than a first speed threshold value and the relative distance is lower than a first distance threshold value, slow parking can be understood; when the relative distance is lower than the second distance threshold, the stop flag 2 is set, which may be understood as an emergency stop. Wherein the second distance threshold is less than the first distance threshold. When the parking mark position is 0, it is understood that no parking is required.

The vehicle deceleration control method provided by the embodiment of the invention obtains the environmental information around the current vehicle, determines the current working condition type of the current vehicle according to the environmental information, and automatically decelerates and controls the current vehicle according to the current working condition type and the driving habit information of the driver after detecting that the driver releases an accelerator pedal. By adopting the technical scheme, the working condition type can be automatically identified according to the surrounding environment of the vehicle, and then the vehicle can be subjected to targeted personalized automatic deceleration control according to the current working condition type and the individual driving habit of the driver after the driver looses the accelerator, so that the driving habit of the driver can be considered under different working conditions to meet the automatic deceleration of the deceleration requirement of the driver, the fatigue of the driver for frequently stepping on the accelerator and the brake is effectively reduced, and the vehicle is more intelligent and energy-saving.

In some embodiments, performing automatic deceleration control on the current vehicle according to the current operating condition category and the driving habit information of the driver includes: determining a corresponding deceleration calculation mode according to the current working condition type, and calculating a corresponding pre-estimated deceleration according to the deceleration calculation mode; correcting the estimated deceleration according to the driving habit information of the driver to obtain a target deceleration; and performing automatic deceleration control on the current vehicle according to the target deceleration. The method has the advantages that the estimated deceleration can be quickly calculated according to the working condition type, then the correction is carried out according to the driving habit information, the calculation process of the target deceleration is integrally accelerated, the calculation efficiency is improved, and the response speed of the automatic deceleration control is further improved.

The predicted deceleration and/or the target deceleration may be a fixed deceleration value, or may be a dynamically changing deceleration value, that is, may reflect a change process of the deceleration value in the deceleration process. Alternatively, the predicted deceleration may be a fixed deceleration value, and the target deceleration may be a fixed deceleration value or a dynamically varying deceleration value corrected on the basis of the predicted deceleration after referring to the driving habit information.

Optionally, when calculating the predicted deceleration, the driving habit information of the driver may also be referred to, that is, the driving habit information of the driver may be required to be used in the deceleration calculation mode, such as following distances at different vehicle speeds. When the estimated deceleration is corrected, the driving habit information of the reference driver may include that the driver is used to first decelerate at a fast point and then decelerate at a slow point, or is used to first decelerate at a slow point and then decelerate at a slow point, and the like, that is, the variation trend of the deceleration, and of course, other driving habit information may also be referred to, and is not limited specifically.

In some embodiments, when the current operating condition categories include at least two, the correcting the estimated deceleration according to the driving habit information of the driver to obtain a target deceleration includes: correcting the estimated deceleration according to the driving habit information of the driver to obtain a plurality of corrected estimated decelerations; the maximum value among the plurality of corrected predicted decelerations is determined as a target deceleration. The advantage of setting up like this is, compromise the common speed reduction demand of multiple operating mode and driver's driving habit, revises earlier then selects the target deceleration for the target deceleration of selecting is more accurate. When the predicted deceleration is represented by a negative number, the target predicted deceleration is determined to be the minimum value.

In some embodiments, when the current operating condition categories include at least two, the correcting the estimated deceleration according to the driving habit information of the driver to obtain a target deceleration includes: determining the maximum value in the predicted deceleration as the target predicted deceleration; and correcting the target estimated deceleration according to the driving habit information of the driver to obtain the target deceleration. The advantage of setting up like this is, compromise the common speed reduction demand of multiple operating mode and driver's driving habit, screens the target and predicts the deceleration earlier, revises again, can improve the computational efficiency of target deceleration. When the predicted deceleration is represented by a negative number, the target predicted deceleration is determined to be the minimum value.

In some embodiments, in the process of performing automatic deceleration control on the current vehicle according to the current operating condition category and the driving habit information of the driver, the method further includes: and receiving a control instruction of the driver, and adjusting the automatic deceleration control according to the control instruction. The advantage of this arrangement is that it can still respond to the driver's extra deceleration intention during automatic deceleration, ensuring the controllability of the vehicle during deceleration.

Fig. 2 is a block diagram of a vehicle deceleration control system according to an embodiment of the present invention, which can perform automatic deceleration control by using the vehicle deceleration control method according to the embodiment of the present invention. As shown in fig. 2, the system mainly includes: an intelligent deceleration environment perception and user information acquisition part (a big data information terminal 208, an obstacle detection system 209, a road network information system 210 and an infotainment and display system 211); an intelligent deceleration main logic control part (a whole vehicle control unit 201); and intelligent deceleration executing parts (a deceleration controller 202, a BMS203, an MCU204, a hydraulic brake executing mechanism 205, a power battery 206 and a power motor 207). In addition, the driver 212 may interact with the vehicle deceleration control system via the infotainment and display system 211 and vehicle related control components.

The main responsibilities of the components under the intelligent speed reducing function are as follows:

the big data information terminal 208 uploads the vehicle and road condition information to the background server in real time, the vehicle information mainly comprises information such as an accelerator pedal, a brake pedal, a steering lamp, a vehicle speed and vehicle acceleration and deceleration, and the road condition information mainly comprises information such as road curvature information, slope information, obstacle information in front of the vehicle, a distance to an intersection and a traffic light. The background server comprehensively provides driving modes suitable for the driver under different working conditions according to the driving style of the driver and the driving style of most drivers acquired by big data, such as the over-curve speed of the driver under different curves, the maximum acceleration acceptable by the driver under different slopes (downhill) and different speeds, the following distance under different speeds and the like. The background server transmits information to the vehicle control unit 201 through the information transceiver terminal.

And an obstacle detection system 209, which is mainly used for identifying the obstacle in front, wherein the identification information mainly comprises the longitudinal distance, the lateral distance, the longitudinal relative speed and the lateral relative speed between the obstacle in front and the vehicle, the distance from a ground stop line and the like. The system can detect the obstacle in a long distance and can be composed of detection sensors such as a radar and a camera.

A road network information system 210 capable of informing the vehicle control unit 201 of the current position of the vehicle and road traffic information in real time. The reported information mainly comprises the current road grade (such as an expressway, an urban common road and the like), the distance from the front intersection, the state of the front intersection (such as a roundabout, a crossroad, a turnout and the like), the traffic light state and the time length at the intersection, the curvature information of the front road, the slope information of the front road, the speed limit information of the front road, whether a vehicle runs in a turning lane and the like. This information is used by the entire vehicle control unit 201 to determine the vehicle deceleration expectation.

An infotainment and display system 211, which is mainly used for the driver 212 selection of the driving mode and the on-off selection of the intelligent deceleration control function. The intelligent deceleration control function also specifically comprises barrier deceleration identification control, curve deceleration identification control, speed limit deceleration identification control, intersection deceleration identification control and slope deceleration identification control, wherein the last four identification control drivers can make further switch selection on the premise of starting the intelligent deceleration control function. The infotainment and display system 211 also visually feeds back the setting information of the driver 212 to the driver 212, and also prompts the driver 212 when a function abnormality occurs.

The driver 212 operates the vehicle, and the operation result is fed back to the vehicle control unit 201 through a sensor, and the main operation information includes accelerator pedal information, brake pedal information, steering information, shift lever information, and the like. Meanwhile, the user can also operate the infotainment and display system, which has already been mentioned above and will not be described in detail.

A Vehicle Control Unit (VCU) 201, also called a Vehicle controller, receives or collects related information of a big data information system 208, an obstacle detection system 209, a road network information system 210, an infotainment and display system 211, a driver 212, a deceleration controller 202, a BMS203 and an MCU204, determines whether the Vehicle needs to be decelerated or stopped and how much deceleration is adopted, and controls a power motor 207 and a hydraulic actuator 205 to execute Vehicle deceleration or stopping actions by giving instructions to the deceleration controller 202 and the MCU204 after the determination, wherein electric energy generated by the power motor 207 during deceleration is recovered to a power battery 206.

The deceleration controller 202 responds to deceleration and parking requests of the vehicle control unit 201, performs motor energy recovery deceleration and hydraulic braking deceleration distribution on the deceleration and parking requests, directly controls the hydraulic actuating mechanism to execute the requests distributed to the hydraulic braking actuating mechanism 205, reports the requests distributed to the power motor 207 to the vehicle control unit 201, and controls the power motor 207 to execute the requests by the vehicle control unit 201 through the MCU 204. The distribution logic for motor energy recovery deceleration and hydraulic braking deceleration may also be placed directly in the vehicle control unit 201.

The hydraulic brake actuator 205 is controlled by the deceleration controller 202 and executes hydraulic brake control.

The BMS (Battery Management System)203 detects the state of the power Battery 206 and reports the available charging capacity of the power Battery 206 to the vehicle control unit 201.

And the power battery 206 recovers electric energy generated by the power motor 207 in the deceleration control process.

The MCU (Micro Controller Unit)204 detects the state of the power motor 207, reports the available recovery capacity of the power motor 207 to the vehicle control Unit 201, and controls the power motor 207 to execute the command of the vehicle control Unit 201.

And the power motor 207 is controlled by the MCU204 to execute energy recovery braking control.

In addition to the above functional components, the vehicle control unit 201 may also collect vehicle state information, such as vehicle speed, acceleration, and other assembly states.

Fig. 3 is a schematic diagram of a target deceleration calculation process according to an embodiment of the present invention, referring to fig. 3, first, a vehicle controller needs to acquire a road network information system, an obstacle detection system, a big data information terminal, driver operation information, and current relevant state information of a vehicle (step 301), and after the information is acquired, a plurality of working conditions are simultaneously determined (steps 302 to 306), specifically, the following are determined:

when the obstacle determination is available and the determination condition that there is an obstacle ahead is satisfied (yes in step 302), step 311 is performed, where the deceleration required to encounter the obstacle is calculated, and a parking flag is set when the vehicle needs to be parked.

The available front obstacle in step 302 may indicate that the system for providing obstacle judgment information is in normal communication and the communication information is valid. The required obstacle judgment information mainly comprises the longitudinal distance, the lateral distance, the longitudinal relative speed, the lateral relative speed, the vehicle speed, the longitudinal acceleration and the lateral acceleration of the front obstacle and the vehicle. If the longitudinal distance given by the obstacle detection system is zero, the front part is considered to have no obstacle; if the longitudinal distance given by the obstacle detection system is nonzero, further judgment is needed, if the lateral distance is smaller than a third distance threshold value or the lateral approaching time is smaller than a certain value of the longitudinal approaching time (namely the difference value between the longitudinal approaching time and the lateral approaching time is smaller than a first time threshold value), the front part is considered to have an obstacle, and if not, the front part does not have the obstacle. The approach time may be obtained by dividing the relative distance by the relative velocity.

The deceleration described in step 311, i.e., the estimated deceleration under this condition, can be calculated by the basic formula: when V is less than zero, a ═ V × V/2/(S-S1) + a 1; when V is greater than zero, a ═ V × V/2/(S-S1) + a 1. Where a is the predicted deceleration, V is the longitudinal relative speed, S is the longitudinal relative distance, S1 is the expected following distance of the driver at different vehicle speeds (generally, the vehicle speed of the vehicle ahead, i.e., the vehicle speed of the vehicle ahead), and a1 is the acceleration of the vehicle ahead, which is negative during deceleration. The difference between S and S1 cannot be negative, if S1 ≧ S, the difference between S and S1 is set to a smaller positive value, which can be referred to as the default distance difference. In order to ensure the accuracy of the target deceleration, further correction processing needs to be carried out on the basis of the estimated deceleration according to the driving habit information of the driver, so as to obtain the corrected estimated deceleration.

The parking flag in step 311 may refer to a parking flag 1 when the vehicle speed is lower than a certain Value and the relative distance is lower than a certain Value 1; when the relative distance is lower than a certain Value, the stop flag 2 is set. Wherein Value should be less than Value 1.

When the determination condition is satisfied (no in step 302) that the obstacle is determined to be available and the obstacle exists ahead of the vehicle, step 312 is performed to set the estimated deceleration at the operating condition to a fixed value, and the driver should be notified if the obstacle is unavailable due to the communication abnormality.

The setting of the estimated deceleration as a fixed value in step 312 may refer to setting the estimated deceleration as a larger positive acceleration, and the specific value may be set according to actual conditions. The communication abnormality may refer to interruption of system communication for providing the obstacle determination information or an invalid value of the communication information. The driver may be informed in text or graphic form through the infotainment and display system 11. Whether the intelligent deceleration function is available or not can be judged by combining other working conditions, and the driver is comprehensively informed that the intelligent deceleration function is unavailable currently or the individual working condition judgment function is unavailable. For functions where the driver is actively off, the driver may not be notified.

When the curve determination is available and the forward-entering curve condition is satisfied ("yes" in step 303), step 310 is executed to calculate the deceleration required for entering the curve condition.

The curve determination available in step 303 means that the system for providing the curve determination information communicates normally and the communication information is valid, while the driver does not turn off the behavior recognizing function. The required curve judgment information mainly includes front road curvature information, intersection state information, whether the vehicle is traveling within a curve lane, and the like. If the road network information system gives that no curvature and intersection information exist in a certain distance range of the front road, or the curvature is small or the intersection information exists but the vehicle does not run on a turning lane line, the front is considered to have no turning working condition; and if the non-turning working condition judgment condition is not met, the front turning working condition is determined. If the vehicle cannot be judged whether to run in the turning lane line, the operation of the steering lamp can be judged by the driver.

The deceleration indicated in step 310, i.e., the estimated deceleration, can be calculated by the basic formula: and a is-V/2/S, wherein a is the estimated deceleration, V is the longitudinal relative speed, and S is the longitudinal relative distance. In order to ensure the accuracy of the target deceleration, further correction processing needs to be performed according to the driving habit information of the driver on the basis of the estimated deceleration to obtain a corrected estimated deceleration, and when S is smaller than a certain value, the corresponding deceleration control process is ended, where the certain value may be specifically the fourth distance threshold. Wherein the relative distance is the length from the current vehicle to the turn, and the relative speed is the driver's expected turning speed to the turn minus the current speed of the vehicle. The parking zone position judgment is not needed under the working condition.

When the curve determination is available and the curve ahead entering condition is not satisfied ("no" in step 303), step 312 is executed to set the estimated deceleration at the condition to a fixed value, and the driver is notified if it is not available due to a communication abnormality. Step 312 is as described above.

When the speed limit judgment is available and the judgment condition that there is a speed limit condition ahead is satisfied (yes in step 304), step 309 is executed to calculate the deceleration required to enter the speed limit condition.

The step 304 of determining the speed limit available means that the system for providing the speed limit determination information has normal communication and effective communication information, and the driver does not turn off the working condition recognition function. The required speed limit judgment information mainly comprises front road speed limit information, such as a starting point and an end point of a speed limit section, a speed limit photographing point and the like. If the road network information system gives a speed-limited picture of the front road within a certain distance range or is about to enter a speed-limited area, the front speed-limited working condition is considered; if the judgment condition of the speed-limited working condition is not met, the front speed-limited working condition is the front speed-free working condition.

The deceleration, i.e., the estimated deceleration, in step 309 is consistent with the formula mentioned in step 310, wherein the relative distance is the length from the current vehicle to the starting point of the speed limit, the relative speed is the speed from the starting point of the speed limit minus the current speed of the vehicle, and when the vehicle enters the speed limit area, the corresponding deceleration is obtained by looking up a table according to different current speeds. The parking marker position judgment is also not needed under the working condition.

When the speed limit judgment is available and the judgment condition of the forward access speed limit condition is not met (NO in step 303), step 312 is executed, and the estimated deceleration under the condition is set as a fixed value, and if the speed limit judgment is unavailable due to abnormal communication, the driver can be informed. Step 312 is as described above.

When the intersection judgment function is available and the intersection condition is in front of the intersection, which is the judgment condition, is satisfied (yes in step 305), step 308 is executed, the deceleration required for entering the intersection condition is calculated, and a stop sign is set when the vehicle needs to stop.

The intersection judgment function available in step 305 means that the system for providing the intersection judgment information is in normal communication and the communication information is effective, and meanwhile, the driver does not turn off the working condition recognition function. The required intersection judgment information mainly comprises the distance from the front intersection, the state of the front intersection (such as a roundabout, a crossroad, a fork intersection and the like), the state of a traffic light at the intersection and the time length. If the road network information system gives that no traffic light exists at the front intersection, the road network information system considers that no intersection working condition exists in the front; if the road network information system gives that the traffic lights exist in the front, further judgment needs to be carried out according to the duration of the traffic lights, if the current traffic lights are red, the red lights of the vehicles running to the intersection at the current speed are not changed, or the current traffic lights are green, the road lights of the vehicles running to the intersection at the current speed are red, the front is considered to have intersection working conditions, otherwise, the front is considered to have no intersection working conditions.

The deceleration described in step 308, i.e., the target deceleration, is first calculated to be 2S/V, based on the current vehicle speed V and the distance S from the current vehicle to the intersection, and if the time t is less than the time t1 when the road lights turn green when the vehicle reaches the intersection, the estimated deceleration a is-V/2/S, S is the distance from the current vehicle to the intersection, and V is the current vehicle speed. In order to ensure the accuracy of the target deceleration, further correction processing needs to be performed according to the driving habit information of the driver on the basis of the estimated deceleration to obtain the corrected estimated deceleration, and meanwhile, the zero condition needs to be avoided. Meanwhile, when the vehicle speed is lower than a certain Value and the relative distance is lower than a certain Value1, the parking mark position 1 is set; when the relative distance is lower than a certain Value, the stop flag 2 is set. The relative distance should be the distance of the vehicle from the ground stop line recognized by the camera.

If the time t is greater than the time t1 when the road lamp turns green when the vehicle arrives at the intersection, the estimated deceleration a is 2 (S-V t1)/t1/t1, wherein a is the estimated deceleration, V is the current speed of the vehicle, S is the distance from the current vehicle to the intersection, and t is the time when the road lamp turns green when the vehicle arrives at the intersection. In order to ensure the accuracy of the target deceleration, further correction processing needs to be performed according to the driving habit information of the driver on the basis of the estimated deceleration to obtain the corrected estimated deceleration, and meanwhile, the zero condition needs to be avoided. The parking zone position judgment is not needed under the working condition.

The predicted deceleration under the different conditions at the different entry intersections mentioned above may be the deceleration calculated when the driver releases the accelerator pedal.

When the intersection determination function is available and the intersection condition is present ahead of the vehicle (no in step 305), step 312 is executed to set the estimated deceleration at the condition to a fixed value, and the driver can be notified if the condition is not available due to abnormal communication. Step 312 is as described above.

When the slope determination is available and the forward downhill operating condition is satisfied (yes in step 306), step 307 is executed to calculate the deceleration required for the downhill operating condition.

The slope determination available in step 306 means that the system for providing the slope determination information is in normal communication and the communication information is valid, and the driver does not turn off the working condition recognition function. The required slope judgment information mainly includes front road slope information. If the road network information system gives that the front road has a downhill road within a certain distance range, the front is considered to enter the downhill road working condition; and if the condition for judging the working condition of entering the downhill is not met, the working condition that the front part does not enter the downhill is judged.

The deceleration in step 307 is the estimated deceleration, which should be the acceleration, which is the maximum acceleration that the driver can accept at different speeds on different slopes (downhill). If the actual acceleration of the vehicle exceeds this value, the vehicle will be subjected to braking control. The parking marker position judgment is also not needed under the working condition.

When the slope is determined to be available and the forward downhill operating condition is not satisfied (no in step 303), step 312 is performed to set the estimated deceleration at the operating condition to a fixed value, and the driver may be notified if the condition is not available due to an abnormal communication. Step 312 is as described above.

Then step 313 is entered, the estimated deceleration of the five operating modes is reduced, that is, the maximum deceleration is selected as the target estimated deceleration (the value may be positive), and a parking flag is set when the vehicle needs to be parked, wherein the parking flag includes 0-no parking, 1-slow parking, and 2-emergency parking.

The vehicle deceleration control method provided by the embodiment of the invention can realize intelligent deceleration control, simultaneously identifies various working conditions by utilizing multi-party information, and performs corresponding deceleration or parking control according to the identification result, and meanwhile, the calculated target deceleration quotes the habit of a driver, so that the deceleration expectation of the driver can be better met, and the identification accuracy during the crossing of the working conditions can be improved by multi-working-condition identification.

Fig. 4 is a schematic flow chart of performing automatic deceleration control according to a target deceleration according to an embodiment of the present invention, and as shown in fig. 4, the method may include the following steps:

step 401, judging whether the intelligent deceleration function is started and the driver looses an accelerator pedal, if so, executing step 402; otherwise, step 401 is repeated.

Step 402, the vehicle is controlled to decelerate according to the calculated target deceleration or to stop according to the stop flag, and the process proceeds to step 403 and step 406.

Step 403, judging whether the condition that the brake pedal is pressed down by the driver and the braking force demand of the driver is greater than a first threshold value of braking force generated by a brake system is met, if so, executing step 404; otherwise, return to execute step 402.

Step 404, responding to the driver's demand for the overall braking force, the process proceeds to step 406.

Step 405, judging whether the requirement of the driver on the braking pedal is met and the braking force of the driver is smaller than a second threshold value of the braking force generated by the braking system, if so, executing step 402; otherwise, return to perform step 404.

Step 406, judging whether the condition that the driver steps on an accelerator pedal or closes the intelligent deceleration function is met, if so, ending the process; otherwise, step 406 is repeated.

Specifically, when the smart deceleration function is turned on and the driver releases the accelerator pedal, which is a determination condition, is not satisfied ("no" in step 401), step 401 is continuously performed.

The intelligent deceleration function is turned on, which means that the driver sets the intelligent deceleration function to be in an on state through the infotainment and display system 211 and the above-mentioned unavailable condition does not exist in all the working condition recognition functions. The driver releases the accelerator pedal, which means that the opening of the accelerator pedal collected by the VCU201 is smaller than a certain value.

When the intelligent deceleration function is turned on and the judgment condition that the driver releases the accelerator pedal is satisfied (yes in step 401), step 402 is continuously executed, and the vehicle is controlled to decelerate according to the calculated target deceleration or to stop according to the stop sign.

The control of the vehicle to decelerate according to the target deceleration is to compare the target deceleration with the actual deceleration of the vehicle when the deceleration controller 202 receives the target deceleration sent by the VCU201, calculate the braking force required for deceleration in a closed-loop control manner, and distribute the required braking force to the hydraulic actuator 205 and the power motor 207 according to the overall vehicle braking energy recovery capacity calculated by the VCU 201. However, it is emphasized that the entire deceleration process can be performed by the power motor 207, including stopping, to increase electrical energy recovery, as the vehicle braking energy recovery capability allows. However, since the temperature rise of the power motor 207 may be too fast due to the long-time locked rotor, if the temperature rise of the power motor 207 is too fast due to the long-time locked rotor, the switching to the hydraulic executing structure 205 is required to be completed. The control of the vehicle stop according to the stop sign includes slow stop and emergency stop, the slow stop means stopping the vehicle in a comfortable braking manner, and the stopping distance of the vehicle should not exceed the Value1, and the emergency stop means stopping the vehicle rapidly in a faster manner, and the stopping distance of the vehicle should not exceed the Value, wherein the Value1 is larger than the Value.

The above described brake force distribution may also be accomplished in the VCU 201. The deceleration controller 202 is responsible only for controlling the hydraulic actuator 205.

Step 403 is entered next when the driver depresses the brake pedal and the driver braking force demand is greater than a certain value at which the braking force has been generated by the brake system-this determination condition is not satisfied ("no" in step 403), and step 402 is continued.

When the driver depresses the brake pedal and the determination condition is satisfied that the driver's braking force demand is greater than a certain value at which the braking force has been generated by the brake system ("yes" in step 403), step 404 continues to be performed in response to the driver's demand for the overall vehicle braking force.

The driver braking force demand refers to a driver required braking force calculated from the brake pedal stroke, and the braking force that the brake system has generated refers to the above-mentioned braking force calculated by the deceleration closed-loop, and it is considered here that the actual braking force generated on the brake system coincides with the demand.

Step 405 is entered next when the driver depresses the brake pedal and the driver braking force demand is less than a certain value at which the braking force has been generated by the brake system-this determination condition is not satisfied ("no" in step 405), and step 404 continues to be executed.

When the driver presses the brake pedal and the judgment condition that the driver braking force demand is smaller than a certain value of the braking force generated by the brake system is satisfied (yes in step 405), step 402 is executed again, and the vehicle is controlled to decelerate according to the calculated target deceleration or to stop according to the stop sign.

When the process goes to step 402 or step 404, the process synchronously goes to step 406, and when the judgment condition that the driver steps on the accelerator pedal or turns off the intelligent deceleration function is not satisfied (no in step 406), the process keeps the original step 402 or step 404, and continues to step 406.

When the judgment condition is satisfied (yes in step 406) by the driver stepping on the accelerator pedal or turning off the smart deceleration function, the whole process is ended, and a new judgment round is started again.

As described above, according to the intelligent deceleration control apparatus and the intelligent deceleration control method of the embodiment of the invention, the driver 212 can perform environment sensing and user information acquisition according to the big data information terminal 208, the obstacle detection system 209, the road network information system 210, the infotainment and display system 211, and perform target deceleration recognition of various working conditions, and directly perform automatic deceleration control of the whole vehicle by the hydraulic brake actuator 205 and the power motor 207 when the driver releases the accelerator pedal. The same can be satisfied when the driver has an extra deceleration braking demand. The function can greatly reduce fatigue caused by frequent switching of an accelerator pedal and a brake pedal by a driver under certain working conditions, and on the other hand, because the control system adopts a decoupling type brake system, the speed can be reduced completely until the vehicle is stopped in a recovery mode within the capacity allowable range of the power motor 207 and the power battery 206, the economy of the whole vehicle is greatly improved, and the driving range of the whole vehicle is prolonged.

Fig. 5 is a block diagram of a vehicle deceleration control apparatus according to an embodiment of the present invention, which may be implemented by software and/or hardware, and may be generally integrated in a vehicle, and may perform vehicle deceleration control by executing a vehicle deceleration control method. As shown in fig. 5, the apparatus includes:

an environment information obtaining module 501, which obtains environment information around the current vehicle;

a current working condition determining module 502, configured to determine a current working condition category where the current vehicle is located according to the environment information;

and the automatic deceleration control module 503 is configured to, after it is detected that the accelerator pedal is released by the driver, perform automatic deceleration control on the current vehicle according to the current working condition type and the driving habit information of the driver.

The vehicle deceleration control device provided by the embodiment of the invention can automatically identify the working condition type according to the surrounding environment of the vehicle, and further, after the situation that the accelerator pedal of the driver is loosened is detected, the vehicle is subjected to targeted personalized automatic deceleration control according to the current working condition type and the individual driving habit of the driver, so that the automatic deceleration meeting the deceleration requirement of the driver can be carried out by considering the driving habit of the driver under different working conditions, the fatigue of the driver in frequently stepping on the accelerator and braking is effectively reduced, and the vehicle is more intelligent and energy-saving.

Optionally, the environment information includes vehicle position information, obstacle information, and road traffic information; the current operating condition category includes at least one of: the system comprises an obstacle deceleration working condition, a curve deceleration working condition, a speed limit deceleration working condition, an intersection deceleration working condition and a slope deceleration working condition.

Optionally, performing automatic deceleration control on the current vehicle according to the current working condition type and the driving habit information of the driver, includes:

determining a corresponding deceleration calculation mode according to the current working condition type, and calculating a corresponding pre-estimated deceleration according to the deceleration calculation mode;

correcting the estimated deceleration according to the driving habit information of the driver to obtain a target deceleration;

and performing automatic deceleration control on the current vehicle according to the target deceleration.

Optionally, when the current operating condition types include at least two types, the correcting the estimated deceleration according to the driving habit information of the driver to obtain a target deceleration includes:

correcting the estimated deceleration according to the driving habit information of the driver to obtain a plurality of corrected estimated decelerations;

the maximum value among the plurality of corrected predicted decelerations is determined as a target deceleration.

Optionally, the determining the current working condition type of the current vehicle according to the environment information includes:

detecting the working state of each working condition identification unit;

extracting information to be identified corresponding to the current working condition identification unit from the environment information aiming at each working condition identification unit in a normal working state, and inputting the information to be identified into the current working condition identification unit;

and determining the current working condition type of the current vehicle according to the output result of the working condition identification unit in the normal working state.

Optionally, the apparatus further comprises:

the information acquisition module is used for acquiring the control information of the driver in the deceleration process of the current vehicle under different working condition types, reporting the control information to a corresponding server and indicating the server to determine the driving habit information of the driver according to the control information;

and the information receiving module is used for receiving the driving habit information of the driver sent by the server.

Optionally, the apparatus further comprises:

and the control response module is used for receiving a control instruction of the driver in the process of carrying out automatic deceleration control on the current vehicle according to the current working condition type and the driving habit information of the driver, and adjusting the automatic deceleration control according to the control instruction.

Embodiments of the present invention also provide a storage medium containing computer-executable instructions which, when executed by a computer processor, are configured to perform a method for controlling deceleration of a vehicle, the method comprising:

acquiring environmental information around a current vehicle;

Storage medium-any of various types of memory devices or storage devices. The term "storage medium" is intended to include: mounting media such as CD-ROM, floppy disk, or tape devices; computer system memory or random access memory such as DRAM, DDRRAM, SRAM, EDORAM, Lanbas (Rambus) RAM, etc.; non-volatile memory such as flash memory, magnetic media (e.g., hard disk or optical storage); registers or other similar types of memory elements, etc. The storage medium may also include other types of memory or combinations thereof. In addition, the storage medium may be located in a first computer system in which the program is executed, or may be located in a different second computer system connected to the first computer system through a network (such as the internet). The second computer system may provide program instructions to the first computer for execution. The term "storage medium" may include two or more storage media that may reside in different locations, such as in different computer systems that are connected by a network. The storage medium may store program instructions (e.g., embodied as a computer program) that are executable by one or more processors.

Of course, the storage medium containing the computer-executable instructions provided by the embodiments of the present invention is not limited to the vehicle deceleration control operation described above, and may also perform related operations in the vehicle deceleration control method provided by any embodiments of the present invention.

The embodiment of the invention provides a vehicle, and the vehicle deceleration control device provided by the embodiment of the invention can be integrated in the vehicle. Fig. 6 is a block diagram of a vehicle according to an embodiment of the present invention. The vehicle 600 may include: the vehicle deceleration control system comprises a memory 601, a processor 602 and a computer program stored on the memory 601 and capable of being run by the processor, wherein the processor 602 implements the vehicle deceleration control method according to the embodiment of the invention when executing the computer program. Illustratively, the processor 602 may be a vehicle control unit.

According to the vehicle provided by the embodiment of the invention, after the accelerator is loosened by a driver, the working condition type can be automatically identified according to the surrounding environment of the vehicle, and then the vehicle is subjected to targeted personalized automatic deceleration control according to the current working condition type and the individual driving habit of the driver, so that the driving habit of the driver can be considered under different working conditions to perform automatic deceleration meeting the deceleration requirement of the driver, the fatigue of the driver for frequently stepping on the accelerator and braking is effectively reduced, and the vehicle is more intelligent and energy-saving.

The vehicle deceleration control device, the storage medium and the vehicle provided in the above embodiments can execute the vehicle deceleration control method provided in any embodiment of the present invention, and have corresponding functional modules and advantageous effects for executing the method. The technical details that have not been described in detail in the above embodiments may be referred to a vehicle deceleration control method provided in any embodiment of the present invention.

It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. A vehicle deceleration control method characterized by comprising:

acquiring environmental information around a current vehicle;

2. The method of claim 1, wherein the environmental information includes vehicle location information, obstacle information, and road traffic information;

the current operating condition category includes at least one of: the system comprises an obstacle deceleration working condition, a curve deceleration working condition, a speed limit deceleration working condition, an intersection deceleration working condition and a slope deceleration working condition.

3. The method according to claim 2, wherein performing automatic deceleration control on the current vehicle according to the current operating condition category and the driving habit information of the driver comprises:

4. The method according to claim 3, wherein when the current operating condition category includes at least two, the correcting the estimated deceleration according to the driving habit information of the driver to obtain a target deceleration comprises:

5. The method of claim 1, wherein determining the current operating condition class of the current vehicle based on the environmental information comprises:

detecting the working state of each working condition identification unit;

6. The method of claim 1, further comprising:

acquiring control information of the driver in the deceleration process of the current vehicle under different working condition types, reporting the control information to a corresponding server, and indicating the server to determine driving habit information of the driver according to the control information;

and receiving the driving habit information of the driver sent by the server.

7. The method according to any one of claims 1-6, wherein during the automatic deceleration control of the current vehicle according to the current operating condition category and the driving habit information of the driver, the method further comprises:

and receiving a control instruction of the driver, and adjusting the automatic deceleration control according to the control instruction.

8. A vehicular deceleration control apparatus characterized by comprising:

9. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the method according to any one of claims 1 to 7.

10. A vehicle comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor implements the method according to any of claims 1-7 when executing the computer program.