CN116572962B - Method and device for determining sliding state, electronic equipment and storage medium - Google Patents
Method and device for determining sliding state, electronic equipment and storage medium Download PDFInfo
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- CN116572962B CN116572962B CN202310858504.6A CN202310858504A CN116572962B CN 116572962 B CN116572962 B CN 116572962B CN 202310858504 A CN202310858504 A CN 202310858504A CN 116572962 B CN116572962 B CN 116572962B
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- 238000000034 method Methods 0.000 title claims abstract description 42
- 230000007935 neutral effect Effects 0.000 claims abstract description 30
- 238000005096 rolling process Methods 0.000 claims abstract description 16
- 230000001133 acceleration Effects 0.000 claims description 5
- 230000007423 decrease Effects 0.000 description 6
- 238000010586 diagram Methods 0.000 description 5
- 238000005516 engineering process Methods 0.000 description 3
- 230000003044 adaptive effect Effects 0.000 description 2
- 238000004134 energy conservation Methods 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18072—Coasting
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
- B60W40/072—Curvature of the road
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
- B60W40/076—Slope angle of the road
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/105—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/30—Road curve radius
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2554/00—Input parameters relating to objects
- B60W2554/80—Spatial relation or speed relative to objects
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- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
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- Control Of Transmission Device (AREA)
Abstract
The invention relates to a coasting state determining method and device, an electronic device and a storage medium. The method comprises the following steps: determining a current distance, wherein the distance between the host vehicle and the target obstacle vehicle at the current moment is determined to be the current distance; determining a relative distance after the vehicle slides with the gear, wherein the relative distance between the vehicle and the target obstacle vehicle is a first distance when the vehicle speed of the vehicle is reduced to the target obstacle vehicle speed in the sliding state with the gear according to the vehicle speed of the vehicle predicted by rolling and the target obstacle vehicle speed by utilizing road information; determining a relative distance after neutral gear sliding, wherein the relative distance between the host vehicle and the target obstacle vehicle is a second distance when the host vehicle speed is reduced to the target obstacle vehicle speed in a neutral gear sliding state according to the host vehicle speed and the target obstacle vehicle speed which are predicted by rolling by utilizing road information; and determining a coasting state, wherein whether to enter the belt-gear coasting state or the neutral coasting state is determined according to the first distance, the second distance and the current distance.
Description
Technical Field
The invention relates to the field of energy conservation of motor vehicles, in particular to energy conservation and oil saving of motor vehicles.
Background
For commercial vehicles, particularly heavy trucks, the fuel costs have become the dominant operational costs. With the increasing popularity of automatic driving and advanced driving assistance systems, the use of intelligent driving technologies to improve commercial vehicle economy has become a hot spot development direction for driving assistance systems and automatic driving technologies.
Predictive cruising (predictive cruising) is a technology commonly adopted by commercial vehicle manufacturers at home and abroad at present, and is based on GPS positioning and an electronic horizon map, predicts gradient information of 1 km to 2 km in front and optimizes cruising speed planning on the basis, so that the fuel-saving effect is realized.
The predictive cruise systems of the prior art are generally independent of the adaptive cruise systems, and these predictive cruise control systems are not capable of achieving fuel savings for a substantial portion of the time in a following mode or when the road is relatively crowded.
Disclosure of Invention
The present invention has been made in view of the above problems of the prior art, and is to solve one or more of the problems of the prior art.
According to an aspect of the present invention, there is provided a coasting state determining method including: determining a current distance, wherein the distance between the host vehicle and the target obstacle vehicle at the current moment is determined to be the current distance; determining a relative distance after the vehicle slides with the gear, wherein the relative distance between the vehicle and the target obstacle vehicle is a first distance when the vehicle speed of the vehicle is reduced to the target obstacle vehicle speed in the sliding state with the gear according to the vehicle speed of the vehicle predicted by rolling and the target obstacle vehicle speed by utilizing road information; determining a relative distance after neutral gear sliding, wherein the relative distance between the host vehicle and the target obstacle vehicle is a second distance when the host vehicle speed is reduced to the target obstacle vehicle speed in a neutral gear sliding state according to the host vehicle speed and the target obstacle vehicle speed which are predicted by rolling by utilizing road information; and determining a sliding state, and determining whether to enter a belt gear sliding state or a neutral gear sliding state according to the first distance, the second distance and the current distance.
According to another aspect of the present invention, there is provided a coasting state determination device including: the current distance determining unit is used for determining the distance between the host vehicle and the target obstacle vehicle at the current moment as the current distance; the relative distance determining unit after the gear-in sliding determines the relative distance between the vehicle and the target obstacle vehicle to be a first distance when the vehicle speed of the vehicle is reduced to the target obstacle vehicle speed in the gear-in sliding state according to the rolling predicted vehicle speed and the target obstacle vehicle speed by utilizing road information; the relative distance determining unit after neutral gear sliding determines the relative distance between the host vehicle and the target obstacle vehicle as a second distance when the host vehicle speed is reduced to the target obstacle vehicle speed in a neutral gear sliding state according to the host vehicle speed and the target obstacle vehicle speed which are predicted by rolling by utilizing road information; and the sliding state determining unit is used for determining whether to enter a belt gear sliding state or a neutral gear sliding state according to the first distance, the second distance and the current distance.
According to an aspect of the present invention, there is provided an electronic apparatus including: a processor; a memory for storing the processor-executable instructions; wherein the processor is configured to execute the instructions to implement the method of the invention.
According to an aspect of the present invention, there is provided a computer readable storage medium having stored thereon a device control program which, when executed by a processor, implements the method of the present invention.
According to the method provided by the invention, the forward road information (curvature and speed limit) is repeatedly utilized, and the speed change of the vehicle and the forward obstacle vehicle is predicted in a rolling way, so that the sliding strategy can be planned more accurately.
Drawings
The invention may be better understood with reference to the accompanying drawings. The drawings are illustrative only and are not intended to limit the scope of the invention.
Fig. 1 is a schematic flowchart showing a coasting state determination method according to an embodiment of the present invention.
Fig. 2 illustrates a method of determining relative distance after belt-stop sliding in accordance with one embodiment of the present invention.
Fig. 3 is a schematic diagram illustrating scroll prediction according to an embodiment of the present invention.
Fig. 4 illustrates a method of determining relative distance after belt-slip in accordance with one embodiment of the present invention.
Fig. 5 is a schematic block diagram showing a coasting state determination device according to an embodiment of the present invention.
Fig. 6A to 6C are comparative diagrams showing a technical scheme according to the present invention and a scheme of the prior art.
Detailed Description
The following describes specific embodiments of the present invention with reference to the drawings. These descriptions are exemplary and are intended to enable one skilled in the art to practice embodiments of the present invention and are not intended to limit the scope of the present invention. Nor is it described in the specification that is essential to the actual implementation, but is irrelevant to the understanding of the invention.
The embodiment of the invention can work when the ACC (adaptive cruise system) and the ADAIS (map data transmission) map modules are in normal working states and the PDC function (parking distance control system) is started.
Fig. 1 is a schematic flowchart showing a coasting state determination method according to an embodiment of the present invention. As shown in fig. 1, the coasting state determining method according to an embodiment of the present invention first determines a current distance at step S100. The current distance is the distance between the host vehicle (own vehicle) and the target obstacle vehicle at the current time. According to one embodiment, the location of the own vehicle may be known using information from the own vehicle's GPS system, and the location of the target obstacle vehicle may be known using an electronic horizon system from the own vehicle, so that the current distance is determined using both locations. The current distance may be determined using various methods known now and in the future.
Then, in step S200, the relative distance after the coasting with the gear is determined, that is, the relative distance between the host vehicle and the target obstacle vehicle is the first distance when the host vehicle speed is reduced to the target obstacle vehicle speed in the coasting state with the gear is determined according to the host vehicle speed and the target obstacle vehicle speed predicted by rolling by using the road information.
Fig. 2 illustrates a method of determining relative distance after belt-stop sliding in accordance with one embodiment of the present invention. As shown in fig. 2, the method for determining a relative distance after coasting with a gear according to an embodiment of the present invention first obtains a gradient and a curvature of a road at a current position according to a current position of a host vehicle and road information at step S201. According to one embodiment, the slope and curvature of the road at the current location may be obtained from a map. Then, in step S202, the belt-shift coasting deceleration at the current position is estimated from the gradient, curvature. According to one embodiment, the deceleration of the belt-slip may be calculated using various methods known in the art taking into account the following parameters: deceleration due to air resistance, deceleration due to negative torque produced by a geared reverse-towed engine, deceleration or acceleration due to uphill or downhill, and deceleration due to increased tire friction on a curved road.
Next, in step S203, the speed and position of the host vehicle and the speed of the target obstacle vehicle after estimating the granularity time are determined from the deceleration of the coasting with gear. The map module can provide road condition information (gradient, curvature and speed limit) in front of the vehicle, so that the speed and the position of the vehicle after the granularity time is calculated can be calculated. According to one embodiment, it may be assumed that the target obstacle vehicle travels at a uniform speed. The estimated granularity time is the time required for estimating the speed and the position. The calculated granularity time can be determined according to the current distance and the speed of the vehicle, and the calculation capability of the vehicle is balanced.
Then, in step S204, the gradient and curvature corresponding to the new position determined in step S203 are determined.
Steps S202 to S204 are repeated until the vehicle speed of the host vehicle obtained in step S203 is equal to or lower than the vehicle speed of the target obstacle vehicle. The process of steps S202 to S204, that is, the scroll prediction referred to as step S200 is repeated here.
Finally, in step S205, the first distance is determined according to the estimated granularity time, the speed of the own vehicle obtained by executing step S203 each time, and the speed of the target obstacle vehicle.
Fig. 3 is a schematic diagram illustrating scroll prediction according to an embodiment of the present invention. In the example shown in fig. 3, the abscissa is time and the ordinate is speed. Referring to the curve Acoast, it can be seen that in the case of the coasting with a gear, after 5 estimated granularity times (Tcoast), the speed Vego of the host vehicle decreases to the speed Vtrgt of the target obstacle vehicle. The area between the speed curve of the belt-gear sliding and the speed curve of the target obstacle vehicle shows the reduction of the distance between the two vehicles in the process of reducing the speed to the speed of the target obstacle vehicle under the condition of the belt-gear sliding, and the relative distance between the two vehicles is the first distance when the speed of the vehicle can be reduced to the speed of the target obstacle vehicle according to the reduction.
Then, returning to fig. 1, in step S300, the relative distance after neutral coasting is determined, that is, the relative distance between the host vehicle and the target obstacle vehicle is the second distance when the host vehicle speed is reduced to the target obstacle vehicle speed in the neutral coasting state is determined according to the host vehicle speed and the target obstacle vehicle speed predicted by rolling using the road information.
Fig. 4 illustrates a method of determining relative distance after belt-slip in accordance with one embodiment of the present invention. As shown in fig. 4, a method for determining a relative distance after coasting with a gear according to an embodiment of the present invention first determines a gradient and a curvature of a road at a current position according to a current position of a host vehicle and road information at step S301; then in step S302, a neutral coasting deceleration at the current position is estimated based on the gradient, curvature; next, in step S303, the speed and position of the host vehicle after calculating the granularity time are determined according to the neutral coasting deceleration; then, in step S304, the gradient and curvature corresponding to the new position determined in step S303 are determined. Steps S302 to S304 are repeated until the vehicle speed of the host vehicle obtained in step S303 is equal to or lower than the target obstacle vehicle speed. The process of steps S302 to S304, i.e., the scroll prediction described in step S300, is repeated here. Finally, in step S305, the second distance is determined according to the estimated granularity time, the speed of the own vehicle obtained by executing step S303 each time, and the speed of the target obstacle vehicle.
In the example shown in fig. 3, in the case of neutral coasting, after 8 estimated granularity times (Troll), the speed of the host vehicle may be reduced to the speed of the target obstacle vehicle. The area between the speed curve Aroll of the neutral coast and the speed curve Atrgt of the target obstacle vehicle shows the decrease in the distance between the two vehicles in the process of the speed decrease to the speed of the target obstacle vehicle in the neutral coast, and the relative distance between the two vehicles, namely the second distance, can be determined according to the decrease when the speed of the host vehicle decreases to the speed of the target obstacle vehicle.
Returning to fig. 1, finally, in step S400, a coasting state is determined, and whether to enter a belt-gear coasting state or a neutral coasting state is determined according to the first distance, the second distance and the current distance.
According to one embodiment, if the current distance is smaller than the second distance and larger than the first distance, the neutral coasting state is entered when the engine speed is larger than the set threshold speed, and the belt coasting state is entered when the engine speed is smaller than the set threshold speed. Further, if the current distance is smaller than the first distance, the torque of the control engine is first adjusted to 0 torque, and when the torque of the engine is adjusted to 0 torque, the belt-shift coasting state is entered. According to the technical scheme, oil saving can be better realized.
Further, according to an embodiment, when the current distance is smaller than the second distance and larger than the first distance, the method further comprises a downhill judging step, namely, if the road ahead is a downhill, and the length of the downhill is above a set threshold, entering a coasting state with a gear.
In addition, according to one embodiment, when the current distance is greater than the second distance plus the predetermined value, if the current engine speed is less than the set threshold speed, the engine is controlled to output the larger value of both the optimal torque value at the corresponding speed and the torque value at the desired acceleration. And if the current engine speed is not less than the set threshold speed, entering a neutral gear sliding state.
Compared with the traditional ACC time interval control algorithm, the embodiment of the invention performs predictive time interval control (PDC), on one hand, the forward road information (curvature and speed limit) is recycled, the speed change of the vehicle and the forward obstacle vehicle is predicted in a rolling way, and the sliding strategy can be planned more accurately. On the other hand, according to the embodiment of the invention, the PDC can reduce braking in the following process to the greatest extent, and meanwhile, the engine works in an economic area to the greatest extent and reduces loss of accessory equipment in the following process.
Fig. 5 is a schematic block diagram showing a coasting state determination device according to an embodiment of the present invention. As shown in fig. 5, the coasting state determination device 10A according to one embodiment of the present invention includes: a current distance determining unit 100 that determines a distance between the host vehicle and the target obstacle vehicle at a current time as a current distance; the relative distance determining unit 200 after the gear-in-slip determines the relative distance between the host vehicle and the target obstacle vehicle to be a first distance when the host vehicle speed is reduced to the target obstacle vehicle speed in the gear-in-slip state according to the host vehicle speed and the target obstacle vehicle speed which are predicted by rolling by utilizing road information; the neutral-gear-coasting relative distance determining unit 300 determines, based on the rolling predicted host vehicle speed and the target obstacle vehicle speed, that the relative distance between the host vehicle and the target obstacle vehicle is the second distance when the host vehicle speed decreases to the target obstacle vehicle speed in the neutral-gear coasting state, using the road information; and a coasting state determining unit 400 that determines whether to enter a belt-shift coasting state or a neutral coasting state according to the first distance, the second distance, and the current distance.
According to one implementation, when the current distance is smaller than the second distance and larger than the first distance, the coasting state determining unit 400 makes a downhill judgment, and if the road ahead is a downhill and the length of the downhill is above a set threshold, enters a coasting state.
When the current distance is greater than the second distance plus a predetermined value, the coasting state determining unit 400 controls the engine to output the larger value of both the optimal torque value at the corresponding rotational speed and the torque at the desired acceleration if the current engine rotational speed is less than the set threshold rotational speed. According to the technical scheme, the oil consumption under the condition of optimizing the vehicle distance can be optimized.
If the current distance is smaller than the first distance, the coasting state determining unit 400 first adjusts the torque of the control engine to 0 torque and then enters the belt-shift coasting state.
Fig. 6A to 6C show a comparison of the technical solution according to the invention with the solution of the prior art.
In the case of the example shown in fig. 6A, under PDC following control according to the embodiment of the present invention, between the host vehicle and the target obstacle vehicle is divided into three states, i.e., a following state (approach) in which the own vehicle speed is greater than the obstacle vehicle speed, the time required to decelerate to the target obstacle vehicle speed and the distance between the two vehicles when decelerating to the target obstacle vehicle speed are calculated by the method of the present invention, the coasting mode to be adopted is determined, and when the condition is satisfied, the determined coasting mode (glide mode) is performed. Note that even in the case of an upward slope in the drawing, the vehicle may slide when this condition is satisfied.
After a period of coasting, the speed of the vehicle is reduced to a speed lower than that of the target obstacle vehicle, and the estimated neutral speed distance (namely, the second distance) from the obstacle vehicle distance is larger than a set threshold value, a pulse state is entered, and the engine is controlled to output the larger value of the optimal torque value at the corresponding rotating speed and the torque value at the expected acceleration.
Comparing fig. 6B and 6C, it can be seen that the following control according to the embodiment of the present invention has less engine braking than the conventional following control. The device can work in an economic area to the greatest extent and reduce the loss of accessory equipment. That is, engine-driven accessory devices (such as air compressors, high-pressure oil pumps, etc.) are minimized in the proportion of losses caused by these accessory devices when the engine is operating in an economical region.
Those skilled in the art will readily appreciate that the apparatus of the present invention may be understood using the description of the method above.
Those skilled in the art will readily appreciate that the methods of the present invention may also include other steps corresponding to the functions performed by the apparatus of the present invention. These steps above may also be reduced.
The numbering of the units and steps, as well as the first, second, etc. of the present invention is for convenience of description only and does not represent the order in which they are performed unless the context indicates otherwise.
Those skilled in the art will appreciate that the units described above may be implemented in software or dedicated hardware, such as a field programmable gate array, a single chip microcomputer, or a microchip, etc., or may be implemented in a combination of software and hardware.
The invention also provides an electronic device, comprising: a processor; a memory for storing the processor-executable instructions; wherein the processor is configured to execute the instructions to implement the method of the invention.
The invention also relates to computer software which, when executed by a computing device (e.g. a single-chip microcomputer, a computer, a CPU, etc.), can implement the method of the invention.
The invention also relates to a computer software storage device, such as a hard disk, a floppy disk, a flash memory, etc., which stores the computer software.
The description of the method or the step of the present invention may be used for understanding the description of the unit or the device, and the description of the unit or the device may also be used for understanding the method or the step of the present invention.
The above description is illustrative only and not intended to limit the scope of the invention, and any changes, substitutions within the scope of the claims are intended to be within the scope of the invention.
Claims (7)
1. A coasting state determination method, characterized in that the coasting state determination method comprises:
determining a current distance, wherein the distance between the host vehicle and the target obstacle vehicle at the current moment is determined as the current distance;
determining a relative distance after the vehicle slides with the gear, wherein the relative distance between the vehicle and the target obstacle vehicle is a first distance when the vehicle speed of the vehicle is reduced to the target obstacle vehicle speed in the sliding state with the gear according to the vehicle speed of the vehicle predicted by rolling and the target obstacle vehicle speed by utilizing road information;
determining a relative distance after neutral gear sliding, wherein the relative distance between the host vehicle and the target obstacle vehicle is a second distance when the host vehicle speed is reduced to the target obstacle vehicle speed in a neutral gear sliding state according to the host vehicle speed and the target obstacle vehicle speed which are predicted by rolling by utilizing road information; and
determining a coasting state, wherein, according to the first distance, the second distance and the current distance, whether to enter a belt gear coasting state or a neutral gear coasting state is determined,
when the sliding state is determined, if the current distance is larger than the first distance and smaller than the second distance, entering a neutral sliding state when the engine rotating speed is larger than a set threshold rotating speed; when the engine speed is less than the set threshold speed, the engine enters a gear-carried sliding state,
and when the current distance is larger than the first distance and smaller than the second distance, the method further comprises a downhill judgment, wherein if the front road is the downhill, and the length of the downhill is above a set threshold value, the vehicle enters a gear-in sliding state, and if the current distance is smaller than the first distance, the torque of the control engine is firstly adjusted to be 0 torque, and then the vehicle enters the gear-in sliding state.
2. The method of claim 1, wherein the step of determining the relative distance after belt-stop sliding comprises:
step S201, according to the current position of the vehicle and road information, the gradient and curvature of the road at the current position are obtained;
step S202, estimating the deceleration of the sliding with a gear on the current position of the vehicle according to the gradient and the curvature;
step S203, determining the speed and the position of the vehicle after calculating the granularity time according to the deceleration;
step S204, determining the gradient and curvature corresponding to the position determined in step S203,
repeating steps S202 to S204 until the vehicle speed of the host vehicle obtained in step S203 is equal to or lower than the vehicle speed of the target obstacle vehicle;
step S205, determining the first distance according to the estimated granularity time, the speed of the own vehicle and the speed of the target obstacle vehicle obtained by executing step S203 each time.
3. The method of claim 1, wherein the step of determining the post-neutral coast relative distance comprises:
step S301, according to the current position of the vehicle and road information, the gradient and curvature of the road at the current position are obtained;
step S302, estimating neutral sliding deceleration at the current position according to the gradient and the curvature;
step S303, determining the speed and the position of the vehicle after calculating the granularity time according to the deceleration;
step S304, determining the gradient and curvature corresponding to the position determined in step S303,
steps S302 to S304 are repeated until the vehicle speed of the host vehicle obtained in step S303 is equal to or lower than the target obstacle vehicle speed,
step S305, determining the second distance according to the estimated granularity time, the speed of the own vehicle and the speed of the target obstacle vehicle obtained by executing step S303 each time.
4. The method according to claim 1, wherein the method further comprises:
and when the current distance is larger than the second distance plus a preset value, if the current engine rotating speed of the vehicle is smaller than the set threshold rotating speed, controlling the engine to output the larger value of the optimal torque value at the corresponding rotating speed and the torque value at the expected acceleration.
5. A coasting state determination device, characterized in that the coasting state determination device comprises:
the current distance determining unit is used for determining the distance between the host vehicle and the target obstacle vehicle at the current moment as the current distance;
the relative distance determining unit after the gear-in sliding determines the relative distance between the vehicle and the target obstacle vehicle to be a first distance when the vehicle speed of the vehicle is reduced to the target obstacle vehicle speed in the gear-in sliding state according to the rolling predicted vehicle speed and the target obstacle vehicle speed by utilizing road information;
the relative distance determining unit after neutral gear sliding determines the relative distance between the host vehicle and the target obstacle vehicle as a second distance when the host vehicle speed is reduced to the target obstacle vehicle speed in a neutral gear sliding state according to the host vehicle speed and the target obstacle vehicle speed which are predicted by rolling by utilizing road information;
a coasting state determining unit that determines whether to enter a belt shift coasting state or a neutral shift coasting state based on the first distance, the second distance, and the current distance,
the sliding state determining unit judges that if the current distance is larger than the first distance and smaller than the second distance, the engine enters a neutral sliding state when the rotating speed of the engine is larger than a set threshold rotating speed; when the engine speed is less than the set threshold speed, the engine enters a gear-carried sliding state,
the sliding state determining unit determines that the vehicle is in a downslope state when the current distance is smaller than the second distance and larger than the first distance, wherein if the road ahead is a downslope and the length of the downslope is above a set threshold, the vehicle enters a gear sliding state, and if the current distance is smaller than the first distance, the torque of the engine is adjusted to be 0 torque, and then the vehicle enters the gear sliding state.
6. An electronic device, comprising:
a processor;
a memory for storing the processor-executable instructions;
wherein the processor is configured to execute the instructions to implement the method of any one of claims 1 to 4.
7. A computer readable storage medium, wherein a device control program is stored on the readable storage medium, which when executed by a processor, implements the method according to any one of claims 1 to 4.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310858504.6A CN116572962B (en) | 2023-07-13 | 2023-07-13 | Method and device for determining sliding state, electronic equipment and storage medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
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| JP5949936B2 (en) * | 2012-10-31 | 2016-07-13 | トヨタ自動車株式会社 | Vehicle travel control device |
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