CN112810612A

CN112810612A - Automobile accelerator acceleration control method, device, equipment and storage medium

Info

Publication number: CN112810612A
Application number: CN202110020693.0A
Authority: CN
Inventors: 罗永官; 潘文军; 黄真; 何育敏; 秦方艳; 李占凡; 周文雄; 庞冬生
Original assignee: Dongfeng Liuzhou Motor Co Ltd
Current assignee: Dongfeng Liuzhou Motor Co Ltd
Priority date: 2021-01-07
Filing date: 2021-01-07
Publication date: 2021-05-18
Anticipated expiration: 2041-01-07
Also published as: CN112810612B

Abstract

The invention belongs to the technical field of automobiles, and discloses an automobile accelerator acceleration control method, device, equipment and storage medium. The method comprises the steps of obtaining current gradient curve information of a vehicle, and determining target throttle curve information according to the current gradient curve information through a preset throttle algorithm; determining an accelerator relation table according to the type information of the accelerator relation table; when the accelerator relation table is an upper limit accelerator relation table, acquiring accelerator depth information, and optimizing an upper limit value of target accelerator curve information according to the upper limit accelerator relation table and the accelerator depth information; and controlling the torque of the vehicle according to the optimized upper limit value so as to realize the acceleration control of the automobile accelerator. According to the invention, the upper limit value and the lower limit value of the target accelerator curve information are optimized through the accelerator relation table and the accelerator depth information, so that the vehicle slip caused by the fact that a driver mistakenly steps on an unreasonable accelerator depth is avoided, the driver is assisted to adapt to various types of hill starts, and the vehicle climbing safety and the climbing self-reliability of the driver are improved.

Description

Automobile accelerator acceleration control method, device, equipment and storage medium

Technical Field

The invention relates to the technical field of automobiles, in particular to an automobile accelerator acceleration control method, device, equipment and storage medium.

Background

At present, the vehicle control unit that market is current is under the hill starting operating mode, generally is: controlling the torque output of the motor according to the stepping depth of an accelerator pedal of a driver to respond to the torque demand of the driver; if the output torque is too large, the driving wheel can slip, and no protection and avoidance measures are taken; although the electronic stability control system of the automobile also has a protection measure for wheel slip, the protection measure is simple, for example, the torque of the motor is directly reduced to be very low or even zero, and the dynamic performance and the driving requirement of the automobile cannot be met. When the electric automobile runs to a ramp and needs to be parked, the electronic parking system collects sensor signals, judges the gradient of the ramp, and controls the parking system to hold wheels tightly according to instructions so that the automobile is parked on the ramp; when the vehicle is started again, namely hill starting is carried out, a driver steps on an accelerator, and when the driving torque exceeds a calibration threshold value, the electronic parking system automatically releases the parking system, so that the vehicle is started to run under the action of the driving force of the motor. In the process, if the ramp is steep and the accelerator of a driver is stepped on deeply, the driving torque calculated by the control algorithm of the conventional vehicle controller is large; after the parking system is loosened, the resistance is changed from static friction into dynamic friction at the moment of wheel rotation, and the resistance is suddenly reduced, so that the relative driving torque is too large, the wheel is slipped, and even the direction is unstable, the vehicle sideslips and other dangers.

In the existing vehicle control technology, when hill starting is carried out, the vehicle control anti-skid technology has the problem that the vehicle skids due to the fact that a driver mistakenly steps to an unreasonable accelerator depth.

The above is only for the purpose of assisting understanding of the technical aspects of the present invention, and does not represent an admission that the above is prior art.

Disclosure of Invention

The invention mainly aims to provide a method, a device, equipment and a storage medium for controlling acceleration of an automobile accelerator, and aims to solve the technical problem of vehicle skidding caused by mistakenly stepping on an unreasonable accelerator depth by a driver in the conventional vehicle control antiskid technology.

In order to achieve the aim, the invention provides an automobile accelerator acceleration control method, which comprises the following steps:

acquiring current gradient curve information of a vehicle, and determining target throttle curve information according to the current gradient curve information through a preset throttle algorithm;

acquiring the type information of an accelerator relation table, and determining the accelerator relation table according to the type information of the accelerator relation table;

when the accelerator relation table is an upper limit accelerator relation table, acquiring accelerator depth information, and optimizing an upper limit value of the target accelerator curve information according to the upper limit accelerator relation table and the accelerator depth information;

and controlling the torque of the vehicle according to the optimized upper limit value so as to realize the acceleration control of the automobile accelerator.

Optionally, the step of obtaining the accelerator depth information when the accelerator relationship table is an upper limit accelerator relationship table, and optimizing an upper limit value of the target accelerator curve information according to the upper limit accelerator relationship table and the accelerator depth information includes:

when the accelerator relation table is an upper limit accelerator relation table, acquiring accelerator depth information;

sending a closing signal to an upper limit relation table valid bit corresponding to the upper limit throttle relation table;

sending a disconnection signal to an effective bit of an upper limit and lower limit relation table corresponding to the upper limit and lower limit throttle relation table;

and when the effective position of the upper limit relation table is closed and the effective position of the upper limit lower limit relation table is opened, optimizing the upper limit value of the target throttle curve information according to the upper limit throttle relation table and the throttle depth information.

Optionally, after the step of obtaining the type information of the throttle relationship table and determining the throttle relationship table according to the type information of the throttle relationship table, the method further includes:

when the accelerator relation table is an upper limit and lower limit accelerator relation table, acquiring accelerator depth information, and optimizing an upper limit value and a lower limit value of the target accelerator curve information according to the upper limit and lower limit accelerator relation table and the accelerator depth information;

and controlling the torque of the vehicle according to the optimized upper limit value and the optimized lower limit value so as to realize the acceleration control of the automobile accelerator.

Optionally, the step of obtaining the accelerator depth information when the accelerator relationship table is an upper limit and lower limit accelerator relationship table, and optimizing an upper limit and a lower limit of the target accelerator curve information according to the upper limit and lower limit accelerator relationship table and the accelerator depth information includes:

when the accelerator relation table is an upper limit and lower limit accelerator relation table, acquiring accelerator depth information;

sending a disconnection signal to an upper limit relation table valid bit corresponding to the upper limit throttle relation table;

sending a closing signal to an effective bit of an upper limit and lower limit relation table corresponding to the upper limit and lower limit throttle relation table;

and when the effective position of the upper limit relation table is disconnected and the effective position of the upper limit relation table is closed, optimizing the upper limit value and the lower limit value of the target throttle curve information according to the upper limit throttle relation table and the throttle depth information.

when the throttle relationship table is not the upper limit throttle relationship table and the upper limit lower limit throttle relationship table,

and generating an exit signal when the effective bit of the upper limit relation table is disconnected and the effective bit of the upper limit lower limit relation table is disconnected, and stopping executing the acceleration control of the automobile accelerator according to the exit signal.

Optionally, before the step of obtaining the type information of the throttle relationship table and determining the throttle relationship table according to the type information of the throttle relationship table, the method further includes:

acquiring on-off relay state information, and judging whether an accelerator acceleration control instruction is received or not when the on-off relay state information is closed state information;

and when the accelerator acceleration control instruction is received, executing the step of acquiring the type information of the accelerator relation table and determining the accelerator relation table according to the type information of the accelerator relation table.

Optionally, the step of determining target throttle curve information according to the current gradient curve information by using a preset throttle algorithm includes:

determining a hill holding torque and a slip critical torque according to the current gradient curve information;

and determining target throttle curve information according to the ramp maintaining torque and the slip critical torque through a preset throttle algorithm.

In addition, in order to achieve the above object, the present invention further provides an accelerator acceleration control device for a vehicle, including:

the acquisition module is used for acquiring current gradient curve information of a vehicle and determining target throttle curve information according to the current gradient curve information through a preset throttle algorithm;

the determining module is used for acquiring the type information of the throttle relation table and determining the throttle relation table according to the type information of the throttle relation table;

the optimization module is used for acquiring accelerator depth information when the accelerator relation table is an upper limit accelerator relation table, and optimizing the upper limit value of the target accelerator curve information according to the upper limit accelerator relation table and the accelerator depth information;

and the control module is used for controlling the torque of the vehicle according to the optimized upper limit value so as to realize the acceleration control of the automobile accelerator.

In addition, to achieve the above object, the present invention also provides an accelerator acceleration control apparatus for an automobile, the apparatus including: the system comprises a memory, a processor and a vehicle accelerator acceleration control program stored on the memory and operable on the processor, wherein the vehicle accelerator acceleration control program is configured to realize the steps of the vehicle accelerator acceleration control method.

In addition, in order to achieve the above object, the present invention further provides a storage medium, wherein the storage medium stores a vehicle accelerator acceleration control program, and the vehicle accelerator acceleration control program, when executed by a processor, implements the steps of the vehicle accelerator acceleration control method as described above.

According to the method, target throttle curve information is determined according to current gradient curve information by acquiring the current gradient curve information of a vehicle through a preset throttle algorithm; acquiring the type information of an accelerator relation table, and determining the accelerator relation table according to the type information of the accelerator relation table; when the accelerator relation table is an upper limit accelerator relation table, acquiring accelerator depth information, and optimizing an upper limit value of the target accelerator curve information according to the upper limit accelerator relation table and the accelerator depth information; and controlling the torque of the vehicle according to the optimized upper limit value so as to realize the acceleration control of the automobile accelerator. According to the invention, the upper limit value and the lower limit value of the target accelerator curve information are optimized through the accelerator relation table and the accelerator depth information, so that the vehicle slip caused by the fact that a driver mistakenly steps on an unreasonable accelerator depth is avoided, the driver is assisted to adapt to various types of hill starts, the vehicle climbing safety and the climbing self-reliability of the driver are improved, and the technical problem of the vehicle slip caused by the fact that the driver mistakenly steps on the unreasonable accelerator depth in the existing vehicle control anti-slip technology is solved.

Drawings

FIG. 1 is a schematic structural diagram of an automobile accelerator acceleration control device in a hardware operating environment according to an embodiment of the present invention;

FIG. 2 is a schematic flow chart illustrating a first embodiment of a method for controlling acceleration of a throttle of an automobile according to the present invention;

FIG. 3 is a schematic interface definition diagram of a throttle optimization algorithm of the anti-skid torque calculation module according to an embodiment of the present invention;

FIG. 4 is a schematic flow chart illustrating a second embodiment of a method for controlling acceleration of a throttle of a vehicle according to the present invention;

FIG. 5 is a schematic flow chart illustrating a third embodiment of a method for controlling acceleration of a throttle of an automobile according to the present invention;

FIG. 6 is a block diagram of the accelerator acceleration control device of a vehicle according to the first embodiment of the present invention.

The implementation, functional features and advantages of the objects of the present invention will be further explained with reference to the accompanying drawings.

Detailed Description

It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

Referring to fig. 1, fig. 1 is a schematic structural diagram of an automobile accelerator acceleration control device in a hardware operating environment according to an embodiment of the present invention.

As shown in fig. 1, the accelerator acceleration control apparatus for a vehicle may include: a processor 1001, such as a Central Processing Unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Wherein a communication bus 1002 is used to enable connective communication between these components. The user interface 1003 may include a Display screen (Display), an input unit such as a Keyboard (Keyboard), and the optional user interface 1003 may also include a standard wired interface, a wireless interface. The network interface 1004 may optionally include a standard wired interface, a WIreless interface (e.g., a WIreless-FIdelity (WI-FI) interface). The Memory 1005 may be a Random Access Memory (RAM) Memory, or may be a Non-Volatile Memory (NVM), such as a disk Memory. The memory 1005 may alternatively be a storage device separate from the processor 1001.

Those skilled in the art will appreciate that the configuration shown in FIG. 1 does not constitute a limitation of an automotive throttle acceleration control apparatus, and may include more or fewer components than those shown, or some components in combination, or a different arrangement of components.

As shown in fig. 1, a memory 1005, which is a storage medium, may include therein an operating system, a network communication module, a user interface module, and a car accelerator acceleration control program.

In the accelerator acceleration control device of the automobile shown in fig. 1, the network interface 1004 is mainly used for data communication with a network server; the user interface 1003 is mainly used for data interaction with a user; the processor 1001 and the memory 1005 of the automobile accelerator acceleration control device of the invention can be arranged in the automobile accelerator acceleration control device, and the automobile accelerator acceleration control device calls the automobile accelerator acceleration control program stored in the memory 1005 through the processor 1001 and executes the automobile accelerator acceleration control method provided by the embodiment of the invention.

An embodiment of the invention provides an automobile accelerator acceleration control method, and referring to fig. 2, fig. 2 is a schematic flow diagram of a first embodiment of the automobile accelerator acceleration control method.

In this embodiment, the acceleration control method for the accelerator of the automobile includes the following steps:

step S10: the method comprises the steps of obtaining current gradient curve information of a vehicle, and determining target throttle curve information according to the current gradient curve information through a preset throttle algorithm.

The execution subject of this embodiment is the vehicle accelerator acceleration control device, and the vehicle accelerator acceleration control device may be a device such as a personal computer or an in-vehicle server, which is not limited in this embodiment. For convenience of description, in the present embodiment, the accelerator acceleration Control device of the vehicle is described as an Electronic Control Unit (ECU), and the ECU is also called a "driving computer" or an "on-board computer". Wherein the ECU may include an anti-skid torque calculation module.

It should be noted that condition determination is required before determining the target accelerator curve information, for example: the method comprises the steps of obtaining current state information of a vehicle, and judging whether preset anti-skid starting conditions are met or not according to the current state information. And when the current state information meets the preset anti-skid starting condition, acquiring current gradient curve information. The vehicle antiskid control is carried out on the premise that the current state information meets the preset antiskid opening condition, so that the energy consumption of large antiskid control is avoided.

It is easy to understand that when the current state information meets the preset anti-skid starting condition, the current state information of the vehicle can be considered to simultaneously meet the three conditions of the gradient triggering condition, the road property triggering condition and the vehicle speed triggering condition, at this moment, the starting and stopping state of the anti-skid torque calculation module is switched to starting, and the anti-skid torque calculation needs to be executed. The ECU may also include a ramp torque calculation module. The ramp torque calculation module obtains current grade curve information. For example, the ramp torque calculation module builds a grade curve and a ramp maintenance torque curve according to the current grade curve information within a preset time.

Specifically, referring to fig. 3, fig. 3 is a schematic interface definition diagram of a throttle optimization algorithm of the anti-skid torque calculation module according to an embodiment of the present invention; the ECU can retrieve the On-Off state information OrdSts21 of the anti-skid torque calculation module, wherein the On-Off state information OrdSts21 is On to indicate that the anti-skid torque calculation module is started, and the On-Off state information OrdSts21 is Off to indicate that the anti-skid torque calculation module is closed. When the anti-skid torque calculation module is determined to be started according to the starting and stopping state information, torque verification information is obtained, and whether the torque verification information meets preset verification conditions or not is judged; and when the torque verification information meets the preset verification condition, acquiring the current gradient curve information. Specifically, the torque verification state information may be TqCheck _ Act22, and the ECU may retrieve torque verification state information TqCheck _ Act22 in the ramp torque calculation module, where the torque verification state information is Pass indicating that the verification is passed, that is, the torque verification information meets the preset verification condition, and the torque verification state information is Failure indicating that the verification is failed, that is, the torque verification information does not meet the preset verification condition.

It should be appreciated that one way to determine the target throttle curve information may be: determining a hill holding torque and a slip critical torque according to the current gradient curve information; and determining target throttle curve information according to the ramp maintaining torque and the slip critical torque through a preset throttle algorithm. Specifically, current gradient curve information is obtained, and a ramp maintaining torque and a slip critical torque are determined according to the current gradient curve information; determining an output throttle threshold value according to the ramp maintaining torque and the slip critical torque through a preset throttle algorithm; acquiring a current gradient starting torque, and determining a hill-starting accelerator curve according to the hill maintaining torque and the current gradient starting torque through the preset accelerator algorithm; and determining target throttle curve information according to the output throttle threshold value and the uphill throttle curve.

Wherein the ECU may further include a ramp torque calculation module. The ramp torque calculation module obtains current grade curve information. For example, the ramp torque calculation module builds a grade curve and a ramp maintenance torque curve according to the current grade curve information within a preset time. The method comprises the steps that a ramp torque calculation module obtains ramp-up torque information in a rotating speed control model of a vehicle power domain controller, a ramp-up torque curve is built according to the ramp-up torque information within preset time, and the ramp-up torque curve is stored in a memory card preset module of an ECU; the ramp torque calculation module acquires actual adhesion curve information and front adhesion curve information in the road surface state model, builds an actual adhesion curve according to the actual adhesion curve information, builds a front adhesion curve according to the front adhesion curve information, and stores the front adhesion curve into the memory card presetting module. The current gradient profile information may include: a slope curve, a ramp maintenance torque curve, actual adhesion curve information, and front adhesion curve information.

Specifically, determining the hill-hold torque and the slip critical torque based on the current gradient profile information includes: determining a slip critical torque Tq1 through a traction algorithm according to the actual traction curve information and the front traction curve information; the hill hold torque Tq2 is determined by a hill torque algorithm based on the grade curve and the hill hold torque curve. Determining an output throttle threshold MAX according to the ramp maintaining torque Tq2 and the slip critical torque Tq1 through a preset throttle algorithm, wherein the Tq2+ Tq1 is MAX, and the output throttle threshold MAX is the maximum output throttle value; acquiring a current gradient starting torque Tq3, and determining a slope starting accelerator curve Slop according to the slope maintaining torque Tq2 and the current gradient starting torque Tq3 through a preset accelerator algorithm, wherein Tq2+ Tq3 is Slop; and determining target throttle curve information according to the output throttle threshold MAX and the slope-rising throttle curve Slop. The target throttle curve information is recommended throttle curve information required by steady starting, and the target throttle curve information may include an output throttle threshold value MAX, a hill-starting throttle curve Slop, preset throttle algorithm state information and the like.

In order to intelligently determine the driver's hill start assist request, it is necessary to determine the driver's intention before determining the target accelerator curve information, for example: acquiring driver intention information, and judging whether the driver intention information meets corresponding preset conditions or not; when the driver intention information meets corresponding preset conditions, obtaining braking pressure maintaining state information and accelerator depth information; and when the braking pressure maintaining state information and the accelerator depth information meet the preset threshold value condition, executing the step of determining target accelerator curve information according to the current gradient curve information through a preset accelerator algorithm.

It is easy to understand that the brake pressure maintaining state information is the pressure state information of the electronic parking brake system ESP, and the ECU may retrieve the pressure state information ESPSts36 of the electronic parking brake system ESP, where the pressure state information ESPSts36 is Keep indicating pressure maintaining, and the pressure state information ESPSts36 is Not Keep indicating pressure Not maintaining. The accelerator depth information is built according to the accelerator depth and is stored in a memory card presetting module, a preset accelerator depth trigger curve set in the memory card presetting module in advance can be set as follows: the throttle value of the throttle depth information is greater than or equal to the throttle value of the preset throttle depth trigger curve, and the throttle values of the throttle depth information and the throttle value of the preset throttle depth trigger curve are greater than or equal to 0.

Step S20: acquiring the type information of an accelerator relation table, and determining the accelerator relation table according to the type information of the accelerator relation table.

The method comprises the steps of acquiring type information of an accelerator relation table, and determining a corresponding accelerator relation table according to the type information of the accelerator relation table; the type information of the accelerator relation table is as follows: and selecting an upper limit throttle relation table or an upper limit lower limit throttle relation table or not selecting the upper limit throttle relation table and the upper limit lower limit throttle relation table. Specifically, if the type information of the throttle relationship table is an upper limit throttle relationship table, the valid bit of the upper limit relationship table is switched to be valid, and the valid bit of the upper limit lower limit relationship table is invalid; if the type information of the throttle relation table is an upper limit and lower limit throttle relation table, the effective bit of the upper limit relation table is still invalid, and the effective bit of the upper limit and lower limit relation table is switched to be valid; and if the type information of the throttle relation table is an initial value, the valid bit states of the upper limit throttle relation table and the upper limit lower limit throttle relation table are switched to be invalid.

It is easy to understand that, in order to improve the climbing safety of the vehicle, the current road environment information is considered comprehensively, and the target accelerator curve information is optimized according to the accelerator relation table determined by the current road environment information. Specifically, current road environment information is acquired; when the current road environment information accords with a first barrier state, acquiring an upper limit throttle relation table, and taking the upper limit throttle relation table as a throttle relation table; and when the current road environment information accords with the state of a second obstacle, acquiring an upper limit and lower limit throttle relation table, and taking the upper limit and lower limit throttle relation table as a throttle relation table.

Specifically, static road environment information and dynamic road environment information are determined according to current road environment information; and when the static road environment information is determined to have the static barrier and the dynamic road environment information is determined to have the dynamic barrier, acquiring an upper limit throttle relation table, and taking the upper limit throttle relation table as a throttle relation table. When the static road environment information is determined to be free of static obstacles and the dynamic road environment information is determined to be free of dynamic obstacles, determining front road environment information according to the current road environment information; and when the front road environment information is determined to be that no front obstacle exists, acquiring an upper limit and lower limit throttle relation table, and taking the upper limit and lower limit throttle relation table as a throttle relation table. When the front road environment information is determined to be the front obstacle, determining rear road environment information according to the current road environment information; and when the rear road environment information is determined to be that no rear barrier exists, acquiring an upper limit throttle relation table, and taking the upper limit throttle relation table as a throttle relation table. And when the rear road environment information is determined to be the existence of a rear obstacle, acquiring an upper limit and lower limit throttle relation table, and taking the upper limit and lower limit throttle relation table as a throttle relation table.

It should be noted that, in order to ensure the accuracy of the acquired current road environment information, it is necessary to determine whether the operation state of the relevant device that acquires the current road environment information is normal before acquiring the current road environment information. For example: acquiring state information of a driving camera and state information of a driving radar; and when the state information of the driving camera and the state information of the driving radar are preset state information, executing the steps of acquiring the current road environment information and determining a corresponding accelerator relation table according to the current road environment information.

Specifically, state information of a driving camera and state information of a driving radar are obtained; when the state information of the driving camera and the state information of the driving radar are preset state information, judging whether the road identification state is a preset identification state or not; when the road identification state is the preset identification state, outputting a closing signal of the on-off relay to the on-off relay; and when the on-off relay is closed, the steps of acquiring the current road environment information and determining static road environment information and dynamic road environment information according to the current road environment information are executed. Calling driving camera state information CameraSTs41, wherein the driving camera state information is True indicating that the driving camera is normal, and the driving camera state information is Fault indicating that the driving camera is abnormal; and calling running radar state information RadarSts42, wherein the running radar state information is True to indicate that the running radar is normal, and the running radar state information is Fault to indicate that the running radar is abnormal. And judging whether the road identification state is a preset identification state, namely judging whether the current road property is an identifiable state.

Step S30: and when the accelerator relation table is an upper limit accelerator relation table, acquiring accelerator depth information, and optimizing the upper limit value of the target accelerator curve information according to the upper limit accelerator relation table and the accelerator depth information.

It should be understood that the type information of the throttle relationship table is obtained, and the corresponding throttle relationship table is determined according to the type information of the throttle relationship table; and acquiring an accelerator depth curve, optimizing the limit value of the target accelerator curve information according to the accelerator relation table and the accelerator depth curve, and controlling the torque of the vehicle according to the optimized limit value so as to realize the stable starting of the ramp. The target throttle curve information may include an output throttle threshold MAX, a hill-start throttle curve Slop, preset throttle algorithm state information, and the like, and the input and output throttle threshold MAX may be used to optimize an upper limit of a driver throttle curve in an upper limit throttle relationship table and an upper limit throttle relationship table; the hill start throttle curve Slop may be used to optimize the upper and lower limits of the driver's throttle curve in the upper and lower limit throttle relationship table.

Specifically, when the accelerator relation table is an upper limit accelerator relation table, acquiring accelerator depth information; sending a closing signal to an upper limit relation table valid bit corresponding to the upper limit throttle relation table; sending a disconnection signal to an effective bit of an upper limit and lower limit relation table corresponding to the upper limit and lower limit throttle relation table; and when the effective position of the upper limit relation table is closed and the effective position of the upper limit lower limit relation table is opened, optimizing the upper limit value of the target throttle curve information according to the upper limit throttle relation table and the throttle depth information.

It should be noted that, when the accelerator relationship table is an upper limit and lower limit accelerator relationship table, accelerator depth information is acquired; sending a disconnection signal to an upper limit relation table valid bit corresponding to the upper limit throttle relation table; sending a closing signal to an effective bit of an upper limit and lower limit relation table corresponding to the upper limit and lower limit throttle relation table; and when the effective position of the upper limit relation table is disconnected and the effective position of the upper limit relation table is closed, optimizing the upper limit value and the lower limit value of the target throttle curve information according to the upper limit throttle relation table and the throttle depth information.

It is easy to understand that when the throttle relationship table is not the upper limit throttle relationship table and the upper limit lower limit throttle relationship table, a disconnection signal is sent to the effective bit of the upper limit relationship table corresponding to the upper limit throttle relationship table; sending a disconnection signal to an effective bit of an upper limit and lower limit relation table corresponding to the upper limit and lower limit throttle relation table; and generating an exit signal when the effective bit of the upper limit relation table is disconnected and the effective bit of the upper limit lower limit relation table is disconnected, and stopping executing the throttle optimization algorithm control according to the exit signal.

It should be noted that, state information of the on-off relay is acquired, and when the state information of the on-off relay is closed state information, whether an accelerator acceleration control instruction is received is judged; and when the accelerator acceleration control instruction is received, executing the step of acquiring the type information of the accelerator relation table and determining the accelerator relation table according to the type information of the accelerator relation table. The anti-skid torque calculation module calls opening and closing monitoring information, the opening and closing monitoring information is information for monitoring the state of the anti-skid torque calculation module, and the anti-skid torque calculation module can maintain the original opening and closing state of the anti-skid torque calculation module according to the opening and closing monitoring information. And when the opening and closing monitoring information is opening, determining that the opening and closing state of the anti-skid torque calculation module is opening, and performing accelerator optimization after receiving an accelerator acceleration control instruction.

Step S40: and controlling the torque of the vehicle according to the optimized upper limit value so as to realize the acceleration control of the automobile accelerator.

It is easy to understand that an accelerator depth curve is obtained, the limit value of the target accelerator curve information is optimized according to the accelerator relation table and the accelerator depth curve, and the torque of the vehicle is controlled according to the optimized limit value, so that the acceleration control of the accelerator of the vehicle is realized. The target throttle curve information may include an output throttle threshold MAX, a hill-start throttle curve Slop, preset throttle algorithm state information, and the like, and the upper limit of the driver throttle curve in the upper limit throttle relationship table and the upper limit lower limit throttle relationship table may be optimized by the output throttle threshold MAX; the uphill throttle curve Slop can be used for optimizing the upper limit and the lower limit of the driver throttle curve in the upper limit and lower limit throttle relation table.

Specifically, when the driver starts the small accelerator on a slope, the slope-starting accelerator curve Slop in the upper limit and lower limit accelerator relation table effectively supplements the lower limit of the accelerator of the driver, and the vehicle can avoid the working condition that the torque of the driver is insufficient when climbing the slope. When a driver starts a big accelerator on a slope working condition with small adhesive force, the output accelerator threshold value MAX in the upper limit accelerator relation table and the upper limit lower limit accelerator relation table, namely the accelerator maximum value MAX effectively supplements the accelerator upper limit value of the driver, and the vehicle can avoid the working condition that the accelerator torque of the driver exceeds the sum of the slope maintaining torque and the adhesive force.

And if at least one of the information states is closed, the effective bits of the upper limit throttle relation table and the upper limit lower limit throttle relation table are switched to be ineffective, and the throttle optimization control is not executed.

In the embodiment, target throttle curve information is determined according to current gradient curve information by acquiring the current gradient curve information of a vehicle through a preset throttle algorithm; acquiring the type information of an accelerator relation table, and determining the accelerator relation table according to the type information of the accelerator relation table; when the accelerator relation table is an upper limit accelerator relation table, acquiring accelerator depth information, and optimizing an upper limit value of the target accelerator curve information according to the upper limit accelerator relation table and the accelerator depth information; and controlling the torque of the vehicle according to the optimized upper limit value so as to realize the acceleration control of the automobile accelerator. In the embodiment, the upper limit value and the lower limit value of the target accelerator curve information are optimized through the accelerator relation table and the accelerator depth information, so that vehicle slipping caused by mistakenly stepping on an unreasonable accelerator depth by a driver is avoided, the driver is assisted to adapt to various types of hill starts, the vehicle climbing safety and the climbing self-reliability of the driver are improved, and the technical problem of vehicle slipping caused by mistakenly stepping on the unreasonable accelerator depth by the driver in the existing vehicle control anti-skidding technology is solved.

Referring to fig. 4, fig. 4 is a schematic flow chart of a second embodiment of the acceleration control method for the accelerator of the vehicle according to the invention. Based on the first embodiment, in the step S10, the method for controlling acceleration of an accelerator of an automobile according to this embodiment includes:

step S101: the method comprises the steps of obtaining current gradient curve information of a vehicle, and determining the hill hold torque and the slip critical torque according to the current gradient curve information.

It should be noted that the ECU may further include a hill torque calculation module. The ramp torque calculation module obtains current grade curve information. For example, the ramp torque calculation module builds a grade curve and a ramp maintenance torque curve according to the current grade curve information within a preset time. The method comprises the steps that a ramp torque calculation module obtains ramp-up torque information in a rotating speed control model of a vehicle power domain controller, a ramp-up torque curve is built according to the ramp-up torque information within preset time, and the ramp-up torque curve is stored in a memory card preset module of an ECU; the ramp torque calculation module acquires actual adhesion curve information and front adhesion curve information in the road surface state model, builds an actual adhesion curve according to the actual adhesion curve information, builds a front adhesion curve according to the front adhesion curve information, and stores the front adhesion curve into the memory card presetting module. The current gradient profile information may include: a slope curve, a ramp maintenance torque curve, actual adhesion curve information, and front adhesion curve information.

Specifically, determining the hill-hold torque and the slip critical torque based on the current gradient profile information includes: determining a slip critical torque Tq1 through a traction algorithm according to the actual traction curve information and the front traction curve information; the hill hold torque Tq2 is determined by a hill torque algorithm based on the grade curve and the hill hold torque curve.

It is easy to understand that before determining the hill-hold torque and the slip critical torque according to the current gradient curve information, the torque needs to be verified, and the verification process may be as follows: acquiring on-off relay state information, acquiring torque verification information when the on-off relay state information is closed state information, and judging whether the torque verification information meets a preset verification condition or not; and when the torque verification information meets a preset verification condition, executing the steps of obtaining the current gradient curve information and determining the ramp maintaining torque and the slip critical torque according to the current gradient curve information. And when the torque verification information does not accord with a preset verification condition, generating a preset accelerator algorithm abnormal signal, and stopping determining target accelerator curve information through a preset accelerator algorithm according to the preset accelerator algorithm abnormal signal.

Specifically, the ECU may retrieve On-Off state information OrdSts21 of the anti-skid torque calculation module, where the On-Off state information OrdSts21 is On to indicate that the anti-skid torque calculation module is On, and the On-Off state information OrdSts21 is Off to indicate that the anti-skid torque calculation module is Off. When the anti-skid torque calculation module is determined to be started according to the starting and stopping state information, torque verification information is obtained, and whether the torque verification information meets preset verification conditions or not is judged; and when the torque verification information meets the preset verification condition, acquiring the current gradient curve information. Specifically, the torque verification state information may be TqCheck _ Act22, and the ECU may retrieve torque verification state information TqCheck _ Act22 in the ramp torque calculation module, where the torque verification state information is Pass indicating that the verification is passed, that is, the torque verification information meets the preset verification condition, and the torque verification state information is Failure indicating that the verification is failed, that is, the torque verification information does not meet the preset verification condition.

Step S102: and determining target throttle curve information according to the ramp maintaining torque and the slip critical torque through a preset throttle algorithm.

It should be appreciated that one way to determine the target throttle curve information may be: determining an output throttle threshold value according to the ramp maintaining torque and the slip critical torque through a preset throttle algorithm; acquiring a current gradient starting torque, and determining a hill-starting accelerator curve according to the hill maintaining torque and the current gradient starting torque through the preset accelerator algorithm; and determining target throttle curve information according to the output throttle threshold value and the uphill throttle curve.

Specifically, an output throttle threshold value MAX is determined according to the ramp maintaining torque Tq2 and the slip critical torque Tq1 through a preset throttle algorithm, wherein the Tq2+ Tq1 is MAX, and the output throttle threshold value MAX is the maximum output throttle value; acquiring a current gradient starting torque Tq3, and determining a slope starting accelerator curve Slop according to the slope maintaining torque Tq2 and the current gradient starting torque Tq3 through a preset accelerator algorithm, wherein Tq2+ Tq3 is Slop; and determining target throttle curve information according to the output throttle threshold MAX and the slope-rising throttle curve Slop. The target throttle curve information is recommended throttle curve information required by steady starting, and the target throttle curve information may include an output throttle threshold value MAX, a hill-starting throttle curve Slop, preset throttle algorithm state information and the like.

In order to intelligently determine the driver's hill start assist request, it is necessary to determine the driver's intention before determining the target accelerator curve information, for example: acquiring driver intention information, and judging whether the driver intention information meets corresponding preset conditions or not; when the driver intention information meets corresponding preset conditions, obtaining braking pressure maintaining state information and accelerator depth information; and when the braking pressure maintaining state information and the accelerator depth information are determined to meet the preset threshold value condition, determining target accelerator curve information according to the ramp maintaining torque and the slip critical torque through a preset accelerator algorithm.

The method comprises the steps of determining a hill holding torque and a slip critical torque according to current gradient curve information by acquiring the current gradient curve information of a vehicle; and determining target throttle curve information according to the ramp maintaining torque and the slip critical torque through a preset throttle algorithm. In the embodiment, the target accelerator curve information of the driver is determined according to the current gradient curve information obtained according to the actual ramp working condition before the vehicle starts, the target accelerator curve information of the driver is optimized according to the current road environment information, the ramp stable starting is realized, the slipping working condition of the vehicle is effectively avoided, the vehicle climbing safety and the climbing self-reliability of the driver are improved, and the vehicle is suitable for various ramp starting working conditions. The upper limit value and the lower limit value of the target accelerator curve information are optimized through the accelerator relation table and the accelerator depth information, so that vehicle slipping caused by the fact that a driver mistakenly steps on an unreasonable accelerator depth is avoided, the driver is assisted to adapt to starting of various types of ramps, the vehicle climbing safety and the climbing confidence level of the driver are improved, and the technical problem of vehicle slipping caused by the fact that the driver mistakenly steps on the unreasonable accelerator depth in the existing vehicle control anti-skidding technology is solved.

Referring to fig. 5, fig. 5 is a schematic flow chart of a third embodiment of an acceleration control method for a vehicle accelerator according to the invention. Based on the first embodiment, before the step S10, the method for controlling acceleration of the accelerator of the vehicle in this embodiment includes:

step S11: the method comprises the steps of obtaining current state information of a vehicle, and determining on-off relay state information, current gradient information and current speed information according to the current state information.

It should be noted that the ECU may include an anti-skid torque calculation module. Before determining the target throttle curve information, condition judgment is required, such as: the method comprises the steps of obtaining current state information of a vehicle, and judging whether preset anti-skid starting conditions are met or not according to the current state information. And when the current state information meets the preset anti-skid starting condition, acquiring current gradient curve information. The vehicle antiskid control is carried out on the premise that the current state information meets the preset antiskid opening condition, so that the energy consumption of large antiskid control is avoided.

Specifically, when judging whether the preset anti-skid starting condition is met according to the current state information, the method can adopt various current state information for judgment, and the following description takes three information, i.e., the on-off relay state information, the current gradient information and the current vehicle speed information, as an example, and certainly, the method can also adopt at least two information for combination. In addition, the current state information may also be other vehicle state information that is needed according to actual situations, which is not limited in this embodiment. For example, current state information of a vehicle is obtained, and on-off relay state information, current gradient information and current speed information are determined according to the current state information; and judging whether a preset anti-skid starting condition is met or not according to the on-off relay state information, the current gradient information and the current vehicle speed information.

Step S12: and judging whether a preset anti-skid starting condition is met or not according to the on-off relay state information, the current gradient information and the current vehicle speed information.

It is easy to understand that when the on-off relay state information is the on-state information, a slope triggering condition is obtained, and whether the current slope information meets the slope triggering condition is judged; when the current gradient information meets the gradient trigger condition, acquiring a vehicle speed trigger condition, and judging whether the current vehicle speed information meets the vehicle speed trigger condition; and when the current vehicle speed information meets the vehicle speed triggering condition, determining that the current state information meets a preset anti-skid starting condition.

Specifically, the anti-skid torque calculation module determines the on-off relay state information, namely, firstly, whether the on-off relay is on or off and the on-off relay is normally operated is checked, and if the on-off relay is off or the on-off relay is abnormally operated, the anti-skid torque calculation module switches an on-off algorithm to off and quits the anti-skid torque calculation; if the on-off state of the on-off relay is closed and the operation is normal, the related functions of the on-off algorithm can be executed. Wherein, the opening and closing algorithm can comprise: the anti-skid torque calculation module calls 'gradient curve' trigger condition information to obtain a gradient trigger condition, and judges whether the current ramp working condition of the vehicle, namely the current gradient information meets the gradient trigger condition, wherein the gradient trigger condition can be a ramp working condition with small adhesive force and the like, and the embodiment is not limited to the above; the antiskid torque calculation module calls 'road property' triggering condition information to obtain a road property triggering condition, and judges whether the current road property meets the road property triggering condition, namely judges whether the current road property is in a recognizable state; the anti-skid torque calculation module calls 'vehicle speed curve' triggering condition information to obtain a vehicle speed triggering condition, and judges whether the current vehicle speed information meets the vehicle speed triggering condition, namely whether the current vehicle speed per hour meets a vehicle speed triggering threshold value, such as 10 km/h.

Step S13: and when the current state information meets the preset anti-skid opening condition, acquiring current gradient curve information of the vehicle, and determining target throttle curve information according to the current gradient curve information through a preset throttle algorithm.

When the current state information of the vehicle meets the gradient triggering condition, the road property triggering condition and the vehicle speed triggering condition, the current state information is determined to meet a preset anti-skid opening condition, the opening and closing state of the anti-skid torque calculation module is switched to be opened, the current gradient curve information of the vehicle is obtained, and the target throttle curve information is determined according to the current gradient curve information through a preset throttle algorithm.

In addition, when the current state information of the vehicle does not satisfy at least one of the gradient triggering condition, the road property triggering condition and the vehicle speed triggering condition, it is determined that the current state information does not satisfy a preset anti-skid opening condition, the anti-skid torque calculation module calls opening and closing monitoring information, the opening and closing monitoring information is information for monitoring the state of the anti-skid torque calculation module, and the anti-skid torque calculation module can maintain the original opening and closing state of the anti-skid torque calculation module according to the opening and closing monitoring information. When the start-stop monitoring information is open, the original start-stop state of the anti-skid torque calculation module is determined to be open, the anti-skid torque calculation module calls 'vehicle speed curve' exit condition information to obtain a preset vehicle speed exit condition, whether the current vehicle speed during traveling meets a vehicle speed exit threshold value of the preset vehicle speed exit condition, such as 40km/h, and whether the current vehicle speed during traveling meets the vehicle speed exit threshold value, such as 40km/h, is judged according to the preset vehicle speed exit condition, and the anti-skid torque calculation module exits the anti-skid torque calculation.

The method comprises the steps of determining on-off relay state information, current gradient information and current speed information according to current state information by acquiring the current state information of a vehicle; judging whether a preset anti-skid starting condition is met or not according to the on-off relay state information, the current gradient information and the current vehicle speed information; and when the current state information meets the preset anti-skid opening condition, acquiring current gradient curve information of the vehicle, and determining target throttle curve information according to the current gradient curve information through a preset throttle algorithm. In this embodiment, the vehicle antiskid control is performed on the premise that the current state information meets the preset antiskid opening condition, so that large energy consumption of the antiskid control is avoided. The upper limit value and the lower limit value of the target accelerator curve information are optimized through the accelerator relation table and the accelerator depth information, so that vehicle slipping caused by the fact that a driver mistakenly steps on an unreasonable accelerator depth is avoided, the driver is assisted to adapt to starting of various types of ramps, the vehicle climbing safety and the climbing confidence level of the driver are improved, and the technical problem of vehicle slipping caused by the fact that the driver mistakenly steps on the unreasonable accelerator depth in the existing vehicle control anti-skidding technology is solved.

In addition, an embodiment of the present invention further provides a storage medium, where the storage medium stores a vehicle accelerator acceleration control program, and the vehicle accelerator acceleration control program is executed by a processor to perform the steps of the vehicle accelerator acceleration control method described above.

Since the storage medium adopts all technical solutions of all the embodiments, at least all the beneficial effects brought by the technical solutions of the embodiments are achieved, and no further description is given here.

Referring to fig. 6, fig. 6 is a block diagram showing the structure of the first embodiment of the accelerator acceleration control device for a vehicle according to the present invention.

As shown in fig. 6, the accelerator acceleration control device for a vehicle according to the embodiment of the present invention includes:

the acquiring module 10 is configured to acquire current gradient curve information of a vehicle, and determine target throttle curve information according to the current gradient curve information through a preset throttle algorithm.

It should be noted that, in the present embodiment, the accelerator acceleration Control device of the vehicle may be located in an Electronic Control Unit (ECU), and the ECU is also called a "driving computer" or an "on-board computer". The automobile accelerator acceleration control device can comprise an anti-skid torque calculation module. Before determining the target throttle curve information, condition judgment is required, such as: the method comprises the steps of obtaining current state information of a vehicle, and judging whether preset anti-skid starting conditions are met or not according to the current state information. And when the current state information meets the preset anti-skid starting condition, acquiring current gradient curve information. The vehicle antiskid control is carried out on the premise that the current state information meets the preset antiskid opening condition, so that the energy consumption of large antiskid control is avoided.

The determining module 20 is configured to obtain type information of an accelerator relation table, and determine the accelerator relation table according to the type information of the accelerator relation table.

And the optimization module 30 is configured to obtain the accelerator depth information when the accelerator relation table is an upper limit accelerator relation table, and optimize the upper limit value of the target accelerator curve information according to the upper limit accelerator relation table and the accelerator depth information.

And the control module 40 is used for controlling the torque of the vehicle according to the optimized upper limit value so as to realize the acceleration control of the automobile accelerator.

The accelerator acceleration control device for the automobile comprises: the acquisition module 10 is used for acquiring current gradient curve information of a vehicle and determining target throttle curve information according to the current gradient curve information through a preset throttle algorithm; the determining module 20 is configured to obtain type information of an accelerator relation table, and determine the accelerator relation table according to the type information of the accelerator relation table; the optimization module 30 is configured to obtain accelerator depth information when the accelerator relation table is an upper limit accelerator relation table, and optimize an upper limit value of the target accelerator curve information according to the upper limit accelerator relation table and the accelerator depth information; and the control module 40 is used for controlling the torque of the vehicle according to the optimized upper limit value so as to realize the acceleration control of the automobile accelerator. In the embodiment, the upper limit value and the lower limit value of the target accelerator curve information are optimized through the accelerator relation table and the accelerator depth information, so that vehicle slipping caused by mistakenly stepping on an unreasonable accelerator depth by a driver is avoided, the driver is assisted to adapt to various types of hill starts, the vehicle climbing safety and the climbing self-reliability of the driver are improved, and the technical problem of vehicle slipping caused by mistakenly stepping on the unreasonable accelerator depth by the driver in the existing vehicle control anti-skidding technology is solved.

Other embodiments or specific implementation manners of the accelerator acceleration control device of the vehicle according to the present invention may refer to the above-mentioned embodiments of the accelerator acceleration control method of the vehicle, and are not described herein again.

In an embodiment, the optimization module 30 is further configured to obtain accelerator depth information when the accelerator relationship table is an upper limit accelerator relationship table;

In an embodiment, the optimization module 30 is further configured to, when the accelerator relationship table is an upper limit and lower limit accelerator relationship table, obtain accelerator depth information, and optimize an upper limit value and a lower limit value of the target accelerator curve information according to the upper limit and lower limit accelerator relationship table and the accelerator depth information;

In an embodiment, the optimization module 30 is further configured to obtain accelerator depth information when the accelerator relationship table is an upper limit and a lower limit accelerator relationship table;

In one embodiment, the optimization module 30 is further configured to, when the throttle relationship table is not the upper limit throttle relationship table and the upper limit lower limit throttle relationship table,

In one embodiment, the accelerator acceleration control device of the automobile further comprises a judging module, wherein the judging module is used for acquiring the state information of the on-off relay and judging whether an accelerator acceleration control instruction is received or not when the state information of the on-off relay is closed;

In one embodiment, the obtaining module 10 is further configured to determine a hill-hold torque and a slip critical torque according to the current gradient curve information;

It should be understood that the above is only an example, and the technical solution of the present invention is not limited in any way, and in a specific application, a person skilled in the art may set the technical solution as needed, and the present invention is not limited thereto.

It should be noted that the above-described work flows are only exemplary, and do not limit the scope of the present invention, and in practical applications, a person skilled in the art may select some or all of them to achieve the purpose of the solution of the embodiment according to actual needs, and the present invention is not limited herein.

In addition, the technical details that are not described in detail in this embodiment may refer to the acceleration control method of the accelerator of the vehicle provided in any embodiment of the present invention, and are not described herein again.

Further, it is to be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or system 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 system. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or system that comprises the element.

The above-mentioned serial numbers of the embodiments of the present invention are merely for description and do not represent the merits of the embodiments.

Through the above description of the embodiments, those skilled in the art will clearly understand that the method of the above embodiments can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware, but in many cases, the former is a better implementation manner. Based on such understanding, the technical solution of the present invention or portions thereof that contribute to the prior art may be embodied in the form of a software product, where the computer software product is stored in a storage medium (e.g. Read Only Memory (ROM)/RAM, magnetic disk, optical disk), and includes several instructions for enabling a terminal device (e.g. a mobile phone, a computer, a server, or a network device) to execute the method according to the embodiments of the present invention.

The above description is only a preferred embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications of equivalent structures and equivalent processes, which are made by using the contents of the present specification and the accompanying drawings, or directly or indirectly applied to other related technical fields, are included in the scope of the present invention.

Claims

1. The automobile accelerator acceleration control method is characterized by comprising the following steps of:

2. The accelerator acceleration control method for the vehicle according to claim 1, wherein the step of acquiring accelerator depth information and optimizing the upper limit value of the target accelerator curve information according to the upper limit accelerator relationship table and the accelerator depth information when the accelerator relationship table is an upper limit accelerator relationship table comprises:

3. The accelerator acceleration control method of a vehicle according to claim 1, wherein after the step of obtaining information of accelerator relationship table type and determining an accelerator relationship table according to the information of accelerator relationship table type, the method further comprises:

4. The accelerator acceleration control method for the vehicle according to claim 3, wherein the step of acquiring accelerator depth information when the accelerator relationship table is an upper limit and lower limit accelerator relationship table, and optimizing an upper limit value and a lower limit value of the target accelerator curve information according to the upper limit and lower limit accelerator relationship table and the accelerator depth information includes:

5. The accelerator acceleration control method of a vehicle according to claim 1, wherein after the step of obtaining information of accelerator relationship table type and determining an accelerator relationship table according to the information of accelerator relationship table type, the method further comprises:

6. The accelerator acceleration control method of an automobile according to claim 1, wherein before the step of obtaining accelerator relationship table type information and determining an accelerator relationship table according to the accelerator relationship table type information, the method further comprises:

7. The accelerator acceleration control method of an automobile according to any one of claims 1 to 6, wherein the step of determining target accelerator curve information from the current gradient curve information by a preset accelerator algorithm includes:

8. An accelerator acceleration control device for a vehicle, comprising:

9. An accelerator acceleration control apparatus for an automobile, characterized in that the apparatus comprises: a memory, a processor and a vehicle throttle acceleration control program stored on the memory and executable on the processor, the vehicle throttle acceleration control program being configured to implement the steps of the vehicle throttle acceleration control method according to any one of claims 1 to 7.

10. A storage medium having a vehicle accelerator acceleration control program stored thereon, wherein the vehicle accelerator acceleration control program, when executed by a processor, implements the steps of the vehicle accelerator acceleration control method according to any one of claims 1 to 7.