CN116674552A - Vehicle deceleration control method, computer-readable storage medium, and vehicle - Google Patents

Vehicle deceleration control method, computer-readable storage medium, and vehicle Download PDF

Info

Publication number
CN116674552A
CN116674552A CN202310771159.2A CN202310771159A CN116674552A CN 116674552 A CN116674552 A CN 116674552A CN 202310771159 A CN202310771159 A CN 202310771159A CN 116674552 A CN116674552 A CN 116674552A
Authority
CN
China
Prior art keywords
deceleration
vehicle
target
current
braking
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202310771159.2A
Other languages
Chinese (zh)
Inventor
董明涛
李论
苗为为
郝文权
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
FAW Group Corp
Original Assignee
FAW Group Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by FAW Group Corp filed Critical FAW Group Corp
Priority to CN202310771159.2A priority Critical patent/CN116674552A/en
Publication of CN116674552A publication Critical patent/CN116674552A/en
Pending legal-status Critical Current

Links

Classifications

    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • 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
    • 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
    • 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
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

The application discloses a vehicle deceleration control method, a computer readable storage medium and a vehicle. Wherein the method comprises the following steps: responding to the fact that the vehicle is in an automatic driving mode and receiving a deceleration instruction, and acquiring the current speed, the current deceleration and the target deceleration of the vehicle, wherein the target deceleration is the deceleration to be achieved by the vehicle; determining the maximum braking deceleration corresponding to the current speed based on a preset curve, wherein the preset curve is used for representing the corresponding relation between the speed of the vehicle and the maximum braking deceleration; determining whether to switch the current braking mode of the vehicle based on the target deceleration and the maximum braking deceleration to obtain a switching result; the vehicle is controlled based on the current deceleration and the target deceleration using the switching result. The application solves the technical problem of lower efficiency of vehicle deceleration control in the related art.

Description

Vehicle deceleration control method, computer-readable storage medium, and vehicle
Technical Field
The present application relates to the field of computers, and more particularly, to a deceleration control method of a vehicle, a computer-readable storage medium, and a vehicle.
Background
The efficiency of the deceleration control of the vehicle affects the personal safety of the driver and the passengers, and the related art at present mainly obtains the brake pedal position and the brake pedal reference speed according to the brake pedal displacement by obtaining the brake pedal displacement, and judges whether to perform the braking assistance according to the brake pedal position and the brake pedal reference speed, but the efficiency of the method is lower.
In view of the above problems, no effective solution has been proposed at present.
Disclosure of Invention
The embodiment of the application provides a vehicle deceleration control method, a computer-readable storage medium and a vehicle, which are used for at least solving the technical problem of low vehicle deceleration control efficiency in the related art.
According to an aspect of an embodiment of the present application, there is provided a deceleration control method of a vehicle, including: responding to the fact that the vehicle is in an automatic driving mode and receiving a deceleration instruction, and acquiring the current speed, the current deceleration and the target deceleration of the vehicle, wherein the target deceleration is the deceleration to be achieved by the vehicle; determining the maximum braking deceleration corresponding to the current speed based on a preset curve, wherein the preset curve is used for representing the corresponding relation between the speed of the vehicle and the maximum braking deceleration; determining whether to switch the current braking mode of the vehicle based on the target deceleration and the maximum braking deceleration to obtain a switching result; the vehicle is controlled based on the current deceleration and the target deceleration using the switching result.
Optionally, controlling the vehicle based on the current deceleration and the target deceleration using the switching result includes: acquiring a deceleration difference value between the current deceleration and the target deceleration; responding to the switching result to determine to switch the current braking mode of the vehicle, and controlling the vehicle based on the deceleration difference value by utilizing the switched braking mode; and in response to the switching result being that switching of the current braking mode of the vehicle is prohibited, controlling the vehicle based on the deceleration difference with the current braking mode.
Optionally, determining whether to switch the current braking mode based on the target deceleration and the maximum braking deceleration, to obtain a switching result includes: determining a target sum value of a maximum braking deceleration and a bandwidth threshold; determining a target difference of a maximum braking deceleration and a bandwidth threshold; and determining whether to switch the current braking mode or not based on the target deceleration, the target sum value and the target difference value, and obtaining a switching result.
Optionally, determining whether to switch the current braking mode based on the target deceleration, the target sum value and the target difference value, to obtain a switching result includes: determining whether to switch the current braking mode based on the target type of the current braking mode to obtain a switching result in response to the target deceleration being greater than the target sum value; determining that the switching result is to prohibit switching of the current braking mode in response to the target deceleration being greater than or equal to the target difference and the target deceleration being less than or equal to the target sum; and determining whether to switch the current braking mode based on the current braking mode to obtain a switching result in response to the target deceleration being smaller than the target difference value.
Optionally, in response to the target deceleration being greater than the target sum, determining whether to switch the current braking mode based on the current braking mode, resulting in a switching result, including: in response to the target deceleration being greater than the target sum and the current braking mode being a braking system intervention mode, determining that the switching result is switching the current braking mode, and switching the current braking mode from the braking system intervention mode to an engine braking intervention mode, wherein the braking system intervention mode is used for indicating that the vehicle is decelerated by the braking assistance system, and the engine braking intervention mode is used for indicating that the vehicle is decelerated by reducing engine torque; and in response to the target deceleration being greater than the target sum, determining that the current braking mode is an engine braking intervention mode, and determining that the switching result is to prohibit switching of the current braking mode.
Optionally, in response to the target deceleration being less than the target difference, determining whether to switch the current braking mode based on the current braking mode, to obtain a switching result, including: responding to the target deceleration being smaller than the target difference value, wherein the current braking mode is a braking system intervention mode, and determining that the switching result is forbidden to switch the current braking mode; and in response to the target deceleration being less than the target difference, and the current braking mode being an engine braking intervention mode, determining that the switching result is to switch the current braking mode, and switching the current braking mode from the engine braking intervention mode to the engine braking intervention mode.
Optionally, determining the maximum braking deceleration corresponding to the current speed based on the preset curve includes: acquiring a target speed of the vehicle, wherein the target speed is a speed to be reached by the vehicle; determining a speed difference based on the current speed and the target speed; determining a maximum braking deceleration corresponding to the current speed based on a preset curve in response to the speed difference being greater than a preset speed difference; and prohibiting control of the vehicle in response to the speed difference being less than or equal to the preset speed difference.
Optionally, the method further comprises: acquiring a plurality of vehicle speeds and a plurality of braking decelerations corresponding to the vehicle speeds of a vehicle which is not in an automatic driving mode in a preset time period, wherein the preset time period is a time period from a first time point to a second time point, the first time point is a time point when the vehicle receives a pedal loosening signal, and the second time point is a time point when the vehicle stops running; a preset curve is determined based on the plurality of vehicle speeds and the plurality of braking decelerations.
According to another aspect of the embodiments of the present application, there is also provided a computer-readable storage medium including a stored program, wherein the deceleration control method of the vehicle of any one of the above is performed in a processor of a device in which the program is controlled when running.
According to another aspect of the embodiment of the present application, there is also provided an electronic device, including: one or more processors; a storage means for storing one or more programs; when the one or more programs are executed by the one or more processors, the one or more processors are caused to perform the deceleration control method of the vehicle of any one of the above.
According to another aspect of the embodiment of the present application, there is also provided a processor for running a program, wherein the program executes the deceleration control method of the vehicle.
In the embodiment of the application, in response to the fact that the vehicle is in an automatic driving mode and a deceleration instruction is received, the current speed, the current deceleration and the target deceleration of the vehicle are obtained, the maximum braking deceleration corresponding to the current speed is determined based on a preset curve, wherein the preset curve is used for representing the corresponding relation between the speed of the vehicle and the maximum braking deceleration, whether the current braking mode of the vehicle is switched is determined based on the target deceleration and the maximum braking deceleration, a switching result is obtained, the vehicle is controlled based on the current deceleration and the target deceleration by utilizing the switching result, when the vehicle in automatic driving needs to be decelerated, the maximum braking deceleration corresponding to the current speed can be determined based on the corresponding relation between the speed of the vehicle and the maximum braking deceleration, then the braking mode of the vehicle is adjusted based on the deceleration to be achieved by the vehicle and the maximum braking deceleration, and finally the vehicle is controlled, so that whether the current braking mode needs to be switched is determined according to the target deceleration and the maximum braking deceleration is achieved, and the technical effect of improving the efficiency of the deceleration control of the vehicle in the related art is further solved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application and do not constitute a limitation on the application. In the drawings:
fig. 1 is a flowchart of a deceleration control method of a vehicle according to an embodiment of the application;
FIG. 2 is a flow chart of an engine braking torque control process according to an embodiment of the present application;
FIG. 3 is a schematic diagram of a deceleration control mode switch according to an embodiment of the application;
FIG. 4 is a flow chart diagram of a vehicle speed-deceleration curve plot in accordance with an embodiment of the present application;
FIG. 5 is a flow chart of an alternative vehicle deceleration control method according to an embodiment of the application;
FIG. 6 is a flowchart of an alternative vehicle deceleration control method according to an embodiment of the application;
fig. 7 is a schematic view of a deceleration control apparatus of a vehicle according to an embodiment of the application.
Detailed Description
In order that those skilled in the art will better understand the present application, a technical solution in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present application without making any inventive effort, shall fall within the scope of the present application.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present application and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the application described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Example 1
According to an embodiment of the present application, there is provided a deceleration control method of a vehicle, it being noted that the steps shown in the flowchart of the drawings may be performed in a computer system such as a set of computer executable instructions, and that although a logical order is shown in the flowchart, in some cases the steps shown or described may be performed in an order other than that shown or described herein.
Fig. 1 is a flowchart of a deceleration control method of a vehicle according to an embodiment of the present application, as shown in fig. 1, the method including the steps of:
step S102, in response to the vehicle being in the automatic driving mode and receiving a deceleration instruction, acquiring the current speed, the current deceleration and the target deceleration of the vehicle, wherein the target deceleration is the deceleration to be achieved by the vehicle.
The automatic driving mode may be understood as a mode in which an automobile or other vehicle can autonomously perform driving operation without a human driver, a deceleration instruction may be understood as an instruction issued by an adaptive cruise system to control deceleration of the vehicle, a current speed may be understood as a current running speed of the vehicle, a current deceleration may be understood as a deceleration of the vehicle which is currently running, and a target deceleration may be understood as a deceleration to be reached by the vehicle.
In an alternative embodiment, the automatic driving mode may be manually turned on and off by the driver according to actual requirements, or may be automatically reminding the driver to turn on the automatic driving mode when the current road condition is good or fatigue driving of the driver is detected.
In another alternative embodiment, the current speed of the vehicle may be obtained by a speed sensor and the current deceleration of the vehicle may be obtained by a deceleration sensor.
It will be appreciated that when the vehicle in the autonomous mode needs to be decelerated, the current speed, current deceleration and target deceleration of the vehicle may be obtained first, in order to subsequently determine whether a switch to the current braking mode of the vehicle is required.
Step S104, determining the maximum braking deceleration corresponding to the current speed based on a preset curve.
The preset curve is used to represent the correspondence between the speed of the vehicle and the maximum braking deceleration, which can be understood as the maximum value of the decrease in speed of the vehicle during braking.
In an alternative embodiment, the predetermined curve may be determined by means of a parameter lookup table.
It is understood that, the maximum braking deceleration corresponding to the current speed is determined based on the preset curve, so that the maximum braking deceleration which can be achieved by the current speed of the vehicle can be clarified, so as to facilitate the subsequent determination of whether the current braking mode of the vehicle needs to be switched.
Step S106, determining whether to switch the current braking mode of the vehicle based on the target deceleration and the maximum braking deceleration, and obtaining a switching result.
The current braking mode may be understood as a current braking mode of the vehicle, and may include, but is not limited to, service braking, parking braking and engine braking, and the switching result may be understood as switching the current braking mode of the vehicle or prohibiting switching the current braking mode of the vehicle.
It is understood that it may be determined whether the current braking mode of the vehicle may meet the deceleration requirement of the adaptive cruise system based on the target deceleration and the maximum braking deceleration, so as to determine whether to switch the current braking mode of the vehicle, and obtain a switching result.
Step S108 of controlling the vehicle based on the current deceleration and the target deceleration using the switching result.
It can be appreciated that the vehicle is controlled based on the current deceleration and the target deceleration by using the switching result, whether the current braking mode needs to be switched or not can be determined according to the target deceleration and the maximum braking deceleration, a plurality of judgment dimensions can be increased, the frequency of switching the braking mode is reduced as much as possible, frequent intervention of a braking system is avoided, and driving experience of a user of the adaptive cruise system is improved.
According to the method, when the vehicle in automatic driving needs to be decelerated, the maximum braking deceleration corresponding to the current speed can be determined based on the corresponding relation between the speed of the vehicle and the maximum braking deceleration, then the braking mode of the vehicle is adjusted based on the deceleration to be achieved and the maximum braking deceleration, finally the vehicle is controlled, whether the current braking mode of the vehicle needs to be switched or not is determined according to the target deceleration and the maximum braking deceleration, and therefore the technical effect of improving the efficiency of the deceleration control of the vehicle in related technology is achieved, and the technical problem that the efficiency of the deceleration control of the vehicle in related technology is low is solved.
Optionally, controlling the vehicle based on the current deceleration and the target deceleration using the switching result includes: acquiring a deceleration difference value between the current deceleration and the target deceleration; responding to the switching result to determine to switch the current braking mode of the vehicle, and controlling the vehicle based on the deceleration difference value by utilizing the switched braking mode; and in response to the switching result being that switching of the current braking mode of the vehicle is prohibited, controlling the vehicle based on the deceleration difference with the current braking mode.
Wherein the deceleration difference may be used to characterize the magnitude of the difference between the current deceleration and the target deceleration.
It will be appreciated that if the current braking mode of the vehicle needs to be switched, the vehicle may be controlled based on the deceleration difference using the switched braking mode, and if the current braking mode of the vehicle is prohibited from being switched, the vehicle may be controlled based on the deceleration difference directly using the current braking mode.
In an alternative embodiment, the vehicle may be controlled by an adaptive cruise system.
Optionally, determining whether to switch the current braking mode based on the target deceleration and the maximum braking deceleration, to obtain a switching result includes: determining a target sum value of a maximum braking deceleration and a bandwidth threshold; determining a target difference of a maximum braking deceleration and a bandwidth threshold; and determining whether to switch the current braking mode or not based on the target deceleration, the target sum value and the target difference value, and obtaining a switching result.
The bandwidth threshold value may be understood as a limit value set in the network, a threshold value for controlling the transmission speed of the network traffic, a target sum value may be understood as a value obtained by adding the maximum braking deceleration and the bandwidth threshold value, and a target difference value may be understood as a value obtained by subtracting the maximum braking deceleration and the bandwidth threshold value.
It will be appreciated that determining whether a current braking mode needs to be switched is related to the magnitude of the target deceleration and the maximum braking deceleration, and to prevent the system from switching frequently between the various braking modes, a bandwidth needs to be set for the maximum engine braking deceleration to ensure proper operation of the system.
Optionally, determining whether to switch the current braking mode based on the target deceleration, the target sum value and the target difference value, to obtain a switching result includes: determining whether to switch the current braking mode based on the target type of the current braking mode to obtain a switching result in response to the target deceleration being greater than the target sum value; determining that the switching result is to prohibit switching of the current braking mode in response to the target deceleration being greater than or equal to the target difference and the target deceleration being less than or equal to the target sum; and determining whether to switch the current braking mode based on the current braking mode to obtain a switching result in response to the target deceleration being smaller than the target difference value.
The target type may be understood as a type of braking mode, including, but not limited to, service braking, parking braking, and engine braking.
It will be appreciated that after comparing the target deceleration with the target sum and the target difference, it is further required to determine whether the current braking mode needs to be switched according to the current braking mode, for example, if the target deceleration is greater than the target sum and the current braking mode is a braking system intervention mode, the adjustment is required to be performed as the engine intervention mode, and if the current braking mode is the engine intervention mode, the adjustment is not required.
Optionally, in response to the target deceleration being greater than the target sum, determining whether to switch the current braking mode based on the current braking mode, resulting in a switching result, including: in response to the target deceleration being greater than the target sum and the current braking mode being a braking system intervention mode, determining that the switching result is switching the current braking mode, and switching the current braking mode from the braking system intervention mode to an engine braking intervention mode, wherein the braking system intervention mode is used for indicating that the vehicle is decelerated by the braking assistance system, and the engine braking intervention mode is used for indicating that the vehicle is decelerated by reducing engine torque; and in response to the target deceleration being greater than the target sum, determining that the current braking mode is an engine braking intervention mode, and determining that the switching result is to prohibit switching of the current braking mode.
Among them, the brake system intervention mode is understood as an operation mode in which the vehicle brake system automatically intervenes in an emergency situation and applies a braking force to slow down or stop the vehicle, and when the vehicle system detects an emergency situation such as a collision risk or driver's sudden braking, the brake system automatically intervenes and applies a maximum braking force to secure the vehicle. Engine braking intervention mode is understood to mean that the engine automatically participates in braking during braking, the speed of the vehicle is slowed down by reducing the fuel supply or by turning off the fuel supply, engine braking is generally used in situations with long downhill or high requirements for deceleration, and the use of the braking system is reduced by assisting the braking system with the resistance of the engine, thereby reducing the wear of the brakes and the generation of heat and prolonging the service life of the braking system.
Specifically, the above procedure can be understood as: when the adaptive cruise system expects deceleration A XT > maximum engine braking deceleration A XE +Bandwidth threshold A th And the last time step braking mode is a braking system intervention, the braking mode is adjusted to an engine braking intervention, when the adaptive cruise system expects deceleration A XT > maximum engine braking deceleration A XE +Bandwidth threshold A th And the last time step braking mode is engine braking intervention, the braking mode maintains the engine braking intervention unchanged, and when the maximum braking deceleration A of the engine XE +Bandwidth threshold A th Desired deceleration A of ≡or more adaptive cruise system XT Maximum braking deceleration A of the motor XE -bandwidth threshold a th The braking mode remains unchanged for the last time step.
The above-described deceleration of the vehicle by reducing the engine torque can be understood as: acquiring a current vehicle speed signal V through a vehicle controller X Current longitudinal deceleration A X Adaptive cruise system desired deceleration A XT Calculate deceleration error e=a XT –A X Calculating an engine torque adjustment T by PI D control adj ＝K p *e(t)+K I *∫e(t)dt+K D * d e (t)/dt, where K p 、K I 、K D Calibration by real vehicle tests is required for system control algorithm (Proport ionol-I-tegra l-Der ivat, abbreviated as PI D) controller parameters. After the engine torque adjustment quantity is calculated through the PI D controller, the engine management system adjusts the engine output torque on the basis of the current engine torque, and engine braking and deceleration are achieved through reducing the torque output.
Fig. 2 is a flowchart of an engine braking torque control process according to an embodiment of the present application, as shown in fig. 2, specifically includes: step S21, acquiring the current vehicle speed, the current longitudinal speed reduction (addition) speed and the expected deceleration; s22, calculating an error between the current longitudinal deceleration and the expected deceleration, and inputting the error into a PI D controller; step S23, the PI D controller calculates and outputs the torque adjustment quantity of the engine; in step S24, the engine management system adjusts the engine output torque based on the current engine torque.
Optionally, in response to the target deceleration being less than the target difference, determining whether to switch the current braking mode based on the current braking mode, to obtain a switching result, including: responding to the target deceleration being smaller than the target difference value, wherein the current braking mode is a braking system intervention mode, and determining that the switching result is forbidden to switch the current braking mode; and in response to the target deceleration being less than the target difference, and the current braking mode being an engine braking intervention mode, determining that the switching result is to switch the current braking mode, and switching the current braking mode from the engine braking intervention mode to the engine braking intervention mode.
Specifically, the above procedure can be understood as: when the adaptive cruise system expects deceleration A XT < maximum Engine braking deceleration A XE -bandwidth threshold a th And the last time step braking mode is the braking system intervention, the braking mode maintains the braking system intervention unchanged, and when the adaptive cruise system expects deceleration A XT < maximum Engine braking deceleration A XE -bandwidth threshold a th And the last time step braking mode is an engine braking intervention, the braking mode is adjusted to a braking system intervention.
Fig. 3 is a schematic diagram of a deceleration control mode switching according to an embodiment of the present application, as shown in fig. 3, specifically including: when the adaptive cruise system expects deceleration A XT > maximum engine braking deceleration A XE +Bandwidth threshold A th And the last time step braking mode is the braking system intervention, the braking mode is adjusted to be the engine braking intervention, the engine management system controls the speed reduction, and when the adaptive cruise system expects the deceleration A XT < maximum Engine braking deceleration A XE -bandwidth threshold a th And the last time step braking mode is engine braking intervention, the braking mode is adjusted to engine braking intervention, and the braking system is used for intervention deceleration.
Optionally, determining the maximum braking deceleration corresponding to the current speed based on the preset curve includes: acquiring a target speed of the vehicle; determining a speed difference based on the current speed and the target speed; determining a maximum braking deceleration corresponding to the current speed based on a preset curve in response to the speed difference being greater than a preset speed difference; and prohibiting control of the vehicle in response to the speed difference being less than or equal to the preset speed difference.
The target speed may be understood as a speed to be reached by the vehicle, the speed difference may be understood as a value obtained by subtracting the current speed from the target speed, and the preset speed difference may be understood as a speed difference preset in advance.
Specifically, the above procedure can be understood as: acquiring a target speed V T Current speed V X Judgment of V X -V T Whether or not it is greater than a preset speed difference V th If the speed difference value is smaller than the preset speed difference value, longitudinal speed control is not involved, and if the speed difference value is larger than the speed threshold value, whether the current braking mode needs to be switched or not is judged through the steps.
Optionally, the method further comprises: acquiring a plurality of vehicle speeds and a plurality of braking decelerations corresponding to the vehicle speeds of a vehicle which is not in an automatic driving mode in a preset time period, wherein the preset time period is a time period from a first time point to a second time point of the vehicle; a preset curve is determined based on the plurality of vehicle speeds and the plurality of braking decelerations.
The preset time period may be understood as a time period preset in advance for acquiring the vehicle speed and the braking deceleration a plurality of times, the first time point may be understood as a time point when the vehicle receives the pedal release signal, and the second time point may be understood as a time point when the vehicle stops traveling.
Specifically, the above procedure can be understood as: firstly, driving a vehicle to accelerate to the highest speed, then, releasing an accelerator pedal, recording corresponding speed signals and longitudinal deceleration signals in real time, and drawing a speed-deceleration curve, namely the preset curve, by taking the speed as an abscissa and the longitudinal deceleration as an ordinate. In the control strategy, the corresponding maximum longitudinal deceleration under different vehicle speeds can be obtained through a table look-up mode.
Fig. 4 is a flowchart of a vehicle speed-deceleration curve according to an embodiment of the present application, as shown in fig. 4, and the specific flow is: step S41, accelerating the driving vehicle to the highest running speed; step S42, the accelerator pedal is released, and real-time vehicle speed and corresponding deceleration are recorded respectively; and step S43, respectively plotting a vehicle speed and a longitudinal deceleration curve by taking the vehicle speed as an abscissa.
Fig. 5 is a flowchart of an alternative vehicle deceleration control method according to an embodiment of the application, as shown in fig. 5, the method including the steps of: step S51, acquiring a current vehicle speed, a current longitudinal deceleration and a desired deceleration; step S52, obtaining the maximum braking deceleration provided by engine braking under the current vehicle speed; step S53, judging whether the engine braking force meets the deceleration requirement; step S54, if the engine braking meets the adaptive cruise system deceleration demand, implementing deceleration by reducing engine torque by intervention of the engine control system; if the engine brake is unable to meet the adaptive cruise system demand deceleration, the deceleration control is effected by the brake system intervention.
Fig. 6 is a flowchart of an alternative vehicle deceleration control method according to an embodiment of the application, as shown in fig. 6, including the steps of: step S61, obtaining the desired vehicle speed V T Desired deceleration A XT Current vehicle speed V X The method comprises the steps of carrying out a first treatment on the surface of the Step S62, judge V X -V T Whether or not it is greater than the speed threshold V th The method comprises the steps of carrying out a first treatment on the surface of the Step S63, if not, the longitudinal speed control is not intervened; step S64, if yes, according to the current vehicle speed V X Look-up table is performed to obtain the maximum braking deceleration A of the engine XE The method comprises the steps of carrying out a first treatment on the surface of the Step S65, desired deceleration A XT Maximum engine braking deceleration A XE Decision braking mode.
Example 2
According to another aspect of the embodiment of the present application, there is further provided a deceleration control apparatus for a vehicle, which may execute the deceleration control method for a vehicle in the foregoing embodiment 1, where a specific implementation and an application scenario in the embodiment are the same as those in the foregoing embodiment 1, and are not described herein in detail.
Fig. 7 is a schematic view of a deceleration control apparatus of a vehicle according to an embodiment of the application, as shown in fig. 7, the apparatus including: a speed obtaining module 702, configured to obtain a current speed, a current deceleration, and a target deceleration of the vehicle in response to the vehicle being in an automatic driving mode and receiving a deceleration instruction, where the target deceleration is a deceleration to be achieved by the vehicle; a speed determining module 704, configured to determine a maximum braking deceleration corresponding to the current speed based on a preset curve, where the preset curve is used to represent a correspondence between the speed of the vehicle and the maximum braking deceleration; a mode determining module 706, configured to determine whether to switch a current braking mode of the vehicle based on the target deceleration and the maximum braking deceleration, so as to obtain a switching result; the vehicle control module 708 controls the vehicle based on the current deceleration and the target deceleration using the switching result.
The vehicle control module 708 includes: a difference value acquisition unit configured to acquire a deceleration difference value of a current deceleration and a target deceleration; the first control unit is used for responding to the switching result to determine to switch the current braking mode of the vehicle, and controlling the vehicle based on the deceleration difference value by utilizing the switched braking mode; and a second control unit configured to control the vehicle based on the deceleration difference using the current braking mode in response to the switching result being prohibition of switching the current braking mode of the vehicle.
The mode determination module 706 includes: and a value determining unit for determining a target sum value of the maximum braking deceleration and the bandwidth threshold; a difference determining unit for determining a target difference of the maximum braking deceleration and the bandwidth threshold; and the mode determining unit is used for determining whether to switch the current braking mode or not based on the target deceleration, the target sum value and the target difference value to obtain a switching result.
The mode determination unit includes: the first determining subunit is used for determining whether to switch the current braking mode or not based on the target type of the current braking mode to obtain a switching result in response to the target deceleration being greater than the target sum value; the second determining subunit is used for determining that the switching result is forbidden to switch the current braking mode in response to the fact that the target deceleration is larger than or equal to the target difference value and the target deceleration is smaller than or equal to the target sum value; and the third determination subunit is used for determining whether to switch the current braking mode based on the current braking mode to obtain a switching result in response to the target deceleration being smaller than the target difference value.
The first determination subunit may be implemented by: in response to the target deceleration being greater than the target sum and the current braking mode being a braking system intervention mode, determining that the switching result is switching the current braking mode, and switching the current braking mode from the braking system intervention mode to an engine braking intervention mode, wherein the braking system intervention mode is used for indicating that the vehicle is decelerated by the braking assistance system, and the engine braking intervention mode is used for indicating that the vehicle is decelerated by reducing engine torque; and in response to the target deceleration being greater than the target sum, determining that the current braking mode is an engine braking intervention mode, and determining that the switching result is to prohibit switching of the current braking mode.
The third determination subunit may be implemented by: responding to the target deceleration being smaller than the target difference value, wherein the current braking mode is a braking system intervention mode, and determining that the switching result is forbidden to switch the current braking mode; and in response to the target deceleration being less than the target difference, and the current braking mode being an engine braking intervention mode, determining that the switching result is to switch the current braking mode, and switching the current braking mode from the engine braking intervention mode to the engine braking intervention mode.
The speed determination module 704 includes: an acquisition unit configured to acquire a target speed of the vehicle, where the target speed is a speed to be reached by the vehicle; a determining unit configured to determine a speed difference value based on the current speed and the target speed; the deceleration determining unit is used for determining the maximum braking deceleration corresponding to the current speed based on a preset curve in response to the speed difference value being larger than a preset speed difference value; and the prohibiting unit is used for prohibiting the control of the vehicle in response to the speed difference value being smaller than or equal to the preset speed difference value.
The device further comprises: the system comprises a deceleration acquisition module, a control module and a control module, wherein the deceleration acquisition module is used for acquiring a plurality of braking decelerations corresponding to a plurality of vehicle speeds of a vehicle which is not in an automatic driving mode in a preset time period, wherein the preset time period is a time period from a first time point to a second time point, the first time point is a time point when the vehicle receives a pedal loosening signal, and the second time point is a time point when the vehicle stops running; and the curve determining module is used for determining a preset curve based on the plurality of vehicle speeds and the plurality of braking decelerations.
Example 3
According to another aspect of the embodiment of the present application, there is also provided a computer-readable storage medium, characterized in that the computer-readable storage medium includes a stored program, wherein the deceleration control method of the vehicle of any one of the above is executed in a processor of a device where the program is controlled when running.
Example 4
According to another aspect of the embodiment of the present application, there is also provided an electronic device, including: one or more processors; a storage means for storing one or more programs; when the one or more programs are executed by the one or more processors, the one or more processors are caused to perform the deceleration control method of the vehicle of any one of the above.
Example 5
According to another aspect of the embodiment of the present application, there is also provided a processor for running a program, wherein the program executes the deceleration control method of the vehicle.
The foregoing embodiment numbers of the present application are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments.
In the foregoing embodiments of the present application, the descriptions of the embodiments are emphasized, and for a portion of this disclosure that is not described in detail in this embodiment, reference is made to the related descriptions of other embodiments.
In the several embodiments provided in the present application, it should be understood that the disclosed technology may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and the division of the units, for example, may be a logic function division, and may be implemented in another manner, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some interfaces, units or modules, or may be in electrical or other forms.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in the embodiments of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present application may be embodied essentially or in part or all of the technical solution or in part in the form of a software product stored in a storage medium, including instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present application. And the aforementioned storage medium includes: a U-disk, a Read-only Memory (ROM), a random access Memory (RAM, random Access Memory), a removable hard disk, a magnetic disk, or an optical disk, or other various media capable of storing program codes.
The foregoing is merely a preferred embodiment of the present application and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present application, which are intended to be comprehended within the scope of the present application.

Claims (10)

1. A deceleration control method of a vehicle, characterized by comprising:
responding to the fact that a vehicle is in an automatic driving mode and a deceleration instruction is received, and acquiring the current speed, the current deceleration and the target deceleration of the vehicle, wherein the target deceleration is the deceleration to be achieved by the vehicle;
determining a maximum braking deceleration corresponding to the current speed based on a preset curve, wherein the preset curve is used for representing a corresponding relation between the speed of the vehicle and the maximum braking deceleration;
determining whether to switch the current braking mode of the vehicle based on the target deceleration and the maximum braking deceleration to obtain a switching result;
and controlling the vehicle based on the current deceleration and the target deceleration using the switching result.
2. The deceleration control method of the vehicle according to claim 1, characterized in that controlling the vehicle based on the current deceleration and the target deceleration using the switching result, includes:
acquiring a deceleration difference value between the current deceleration and the target deceleration;
responsive to the switching result being a determination to switch the current braking mode of the vehicle, controlling the vehicle based on the deceleration difference using the switched braking mode;
and controlling the vehicle based on the deceleration difference with the current braking mode in response to the switching result being prohibition of switching the current braking mode of the vehicle.
3. The deceleration control method of the vehicle according to claim 1, characterized in that determining whether to switch the current braking mode based on the target deceleration and the maximum braking deceleration, to obtain a switching result, includes:
determining a target sum value for the maximum braking deceleration and bandwidth threshold;
determining a target difference of the maximum braking deceleration and the bandwidth threshold;
and determining whether to switch the current braking mode or not based on the target deceleration, the target sum value and the target difference value, and obtaining the switching result.
4. The deceleration control method of the vehicle according to claim 3, characterized in that determining whether to switch the current braking mode based on the target deceleration, the target sum value, and the target difference value, to obtain the switching result, includes:
determining whether to switch the current braking mode based on the target type of the current braking mode to obtain the switching result in response to the target deceleration being greater than the target sum value;
determining that the switching result is to prohibit switching of the current braking mode in response to the target deceleration being greater than or equal to the target difference and the target deceleration being less than or equal to the target sum;
and determining whether to switch the current braking mode based on the current braking mode to obtain the switching result in response to the target deceleration being smaller than the target difference value.
5. The deceleration control method of the vehicle according to claim 4, characterized in that determining whether to switch the current braking mode based on the current braking mode in response to the target deceleration being greater than the target sum value, the switching result being obtained, includes:
in response to the target deceleration being greater than the target sum and the current braking mode being a braking system intervention mode, determining that the switching result is to switch the current braking mode and switching the current braking mode from the braking system intervention mode to an engine braking intervention mode, wherein the braking system intervention mode is used for indicating that the vehicle is decelerated by a braking assistance system, and the engine braking intervention mode is used for indicating that the vehicle is decelerated by reducing engine torque;
and in response to the target deceleration being greater than the target sum, and the current braking mode being the engine braking intervention mode, determining that the switching result is to inhibit switching of the current braking mode.
6. The deceleration control method of the vehicle according to claim 4, characterized in that determining whether to switch the current braking mode based on the current braking mode in response to the target deceleration being smaller than the target difference value, the switching result being obtained, includes:
responding to the target deceleration being smaller than the target difference value, wherein the current braking mode is a braking system intervention mode, and determining that the switching result is that switching of the current braking mode is forbidden;
and in response to the target deceleration being less than the target difference and the current braking mode being an engine braking intervention mode, determining that the switching result is to switch the current braking mode, and switching the current braking mode from the engine braking intervention mode to the engine braking intervention mode.
7. The deceleration control method of the vehicle according to claim 1, characterized in that determining a maximum braking deceleration corresponding to the current speed based on a preset curve includes:
acquiring a target speed of the vehicle, wherein the target speed is a speed to be reached by the vehicle;
determining a speed difference based on the current speed and the target speed;
determining a maximum braking deceleration corresponding to the current speed based on the preset curve in response to the speed difference being greater than a preset speed difference;
and in response to the speed difference being less than or equal to the preset speed difference, prohibiting control of the vehicle.
8. The deceleration control method of a vehicle according to claim 1, characterized in that the method further comprises:
acquiring a plurality of vehicle speeds of the vehicle which is not in the automatic driving mode in a preset time period and a plurality of braking decelerations corresponding to the plurality of vehicle speeds, wherein the preset time period is a time period from a first time point to a second time point of the vehicle, the first time point is a time point when the vehicle receives a pedal loosening signal, and the second time point is a time point when the vehicle stops running;
the preset curve is determined based on the plurality of vehicle speeds and the plurality of braking decelerations.
9. A computer-readable storage medium, characterized in that the computer-readable storage medium includes a stored program, wherein the deceleration control method of the vehicle according to any one of claims 1 to 8 is executed in a processor of a device in which the program is controlled to run.
10. A vehicle, characterized by comprising:
one or more processors;
a storage means for storing one or more programs;
when the one or more programs are executed by the one or more processors, the one or more processors are caused to perform the deceleration control method of the vehicle of any one of claims 1 to 8.
CN202310771159.2A 2023-06-27 2023-06-27 Vehicle deceleration control method, computer-readable storage medium, and vehicle Pending CN116674552A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202310771159.2A CN116674552A (en) 2023-06-27 2023-06-27 Vehicle deceleration control method, computer-readable storage medium, and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202310771159.2A CN116674552A (en) 2023-06-27 2023-06-27 Vehicle deceleration control method, computer-readable storage medium, and vehicle

Publications (1)

Publication Number Publication Date
CN116674552A true CN116674552A (en) 2023-09-01

Family

ID=87789043

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202310771159.2A Pending CN116674552A (en) 2023-06-27 2023-06-27 Vehicle deceleration control method, computer-readable storage medium, and vehicle

Country Status (1)

Country Link
CN (1) CN116674552A (en)

Similar Documents

Publication Publication Date Title
KR101964026B1 (en) A driving force control method and a driving force control apparatus
CN107600070B (en) Control method and device of automatic emergency braking system, controller and automobile
US8543273B2 (en) Cruise control with braking activated brake regeneration
US8292784B2 (en) Vehicle control device
EP2589509B1 (en) Creep cut-off control device for electric vehicle
JP4754706B2 (en) Brake intervention cancellation method for vehicle distance control system
EP2589508B1 (en) Creeping-cut control apparatus for electrically driven vehicle
US8527175B2 (en) Braking/driving control apparatus for vehicle
CN112078576B (en) Adaptive cruise control method for simulating driver characteristics based on fuzzy control
US8170770B2 (en) Adaptive cruise control braking with deceleration monitoring
US20100280729A1 (en) System and method for controlling a foundation brake
CN112829756B (en) Vehicle and energy recovery method and device thereof and storage medium
JP2011131817A (en) Stopping control device for vehicle, and stopping control method for vehicle
US6385527B1 (en) System and method for closed loop speed control for stop and go applications
CN110217221B (en) Cruise control method and device, vehicle control unit, vehicle and readable storage medium
US6772059B2 (en) Method for adaptive distance and/or driving speed adjustment in a motor vehicle
DE102014207065A1 (en) Custom recuperation
CN112757906B (en) Electric vehicle driving mode control method and device
EP3160810A1 (en) An arrangement and method for supporting a cruise control brake in a vehicle
KR20150144888A (en) Method and apparatus for controlling drive motor
JP3438630B2 (en) Travel control device for vehicles
CN116674552A (en) Vehicle deceleration control method, computer-readable storage medium, and vehicle
DE102014207068A1 (en) Custom recuperation
CN111619363A (en) Parking control method and device and electric automobile
JP5343590B2 (en) Vehicle deceleration control device and vehicle deceleration control method

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination