CN117382405A - Hydraulic control method and apparatus in single pedal mode - Google Patents
Hydraulic control method and apparatus in single pedal mode Download PDFInfo
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- CN117382405A CN117382405A CN202311695364.1A CN202311695364A CN117382405A CN 117382405 A CN117382405 A CN 117382405A CN 202311695364 A CN202311695364 A CN 202311695364A CN 117382405 A CN117382405 A CN 117382405A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
- B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
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Abstract
The application relates to a hydraulic control method in a single pedal mode, comprising the following steps: receiving signals related to acceleration requested by an automatic driving system or signals related to opening degree of an accelerator pedal pressed by a driver; determining a hydraulic torque change gradient based on the magnitude of acceleration requested by the autopilot system and the rate of change thereof, or the opening degree of the accelerator pedal depressed by the driver and the rate of change thereof; and determining the target hydraulic torque of the current period according to the hydraulic torque change gradient. The present application also relates to a hydraulic control apparatus, a computer-readable storage medium, a computer program product, and an electronic control unit ECU in a single pedal mode.
Description
Technical Field
The present application relates to the field of hydraulic control, and more particularly, to a hydraulic control method and apparatus in a single pedal mode, a computer-readable storage medium, a computer program product, and an electronic control unit ECU.
Background
In the current single pedal situation, when the driver releases the accelerator pedal (accelerator pedal), the vehicle will slow down using energy recovery from the motor control ECU (commonly referred to as VCU). Once the recuperation capability of the VCU is limited, the hydraulic pressure will supplement the current deceleration, which will result in no loss of the overall deceleration of the vehicle during this change (recuperation from motor to hydraulic pressure).
However, in a single pedal function and autopilot system engagement scenario, or in a single pedal function and driver throttle intervention scenario, a loss of deceleration may occur. For example, when the driver wants to accelerate the vehicle immediately (i.e., throttle intervention) during a single pedal deceleration, the hydraulic pressure is immediately reduced to 0 according to the existing scheme, which may cause the deceleration to drop. And the driver may feel uncomfortable due to such abrupt decrease in deceleration. In addition, too fast a drop in hydraulic pressure can also cause NVH problems for the vehicle. For another example, when the driver takes over using the ADAS function in the single pedal mode or reverts from the ADAS system to the normal single pedal driving mode, the shift process may also cause fluctuations in the vehicle longitudinal acceleration/deceleration according to the existing scheme, resulting in a poor driving experience.
Disclosure of Invention
According to an aspect of the present application, there is provided a hydraulic control method in a single pedal mode, the method including: receiving signals related to acceleration requested by an automatic driving system or signals related to opening degree of an accelerator pedal pressed by a driver; determining a hydraulic torque change gradient based on the magnitude of acceleration requested by the autopilot system and the rate of change thereof, or the opening degree of the accelerator pedal depressed by the driver and the rate of change thereof; and determining the target hydraulic torque of the current period according to the hydraulic torque change gradient.
Additionally or alternatively to the above, in the above method, the automated driving system is an ADAS system.
Additionally or alternatively to the above, in the above method, determining the hydraulic torque change gradient based on the magnitude of the acceleration requested by the automatic driving system and the rate of change thereof, or the opening degree of the accelerator pedal depressed by the driver and the rate of change thereof includes: and determining the hydraulic torque change gradient by using the opening degree and the change rate thereof in a table look-up mode.
Additionally or alternatively to the above, in the above method, determining the hydraulic torque change gradient based on the magnitude of the acceleration requested by the automatic driving system and the rate of change thereof, or the opening degree of the accelerator pedal depressed by the driver and the rate of change thereof further includes: converting the magnitude of acceleration requested by the autopilot system into a target torque; providing the target torque to a power control unit such that the power control unit generates an actual driving torque in response to the target torque; determining a virtual throttle signal and a virtual throttle change rate based on the actual driving torque; and determining the hydraulic torque change gradient by using the virtual throttle signal and the virtual throttle change rate in a table look-up mode.
Additionally or alternatively to the above, in the above method, the hydraulic torque variation gradient is an offset value of a hydraulic torque drop.
According to another aspect of the present application, there is provided a hydraulic control apparatus in a single pedal mode, the apparatus including: a receiving device for receiving a signal related to acceleration requested by the automatic driving system or a signal related to an opening degree of an accelerator pedal depressed by a driver; a first determining means for determining a hydraulic torque variation gradient based on the magnitude of acceleration requested by the automatic driving system and a variation rate thereof, or an opening degree of a driver's depression of an accelerator pedal and a variation rate thereof; and a second determining device for determining a target hydraulic torque of the current period according to the hydraulic torque variation gradient.
Additionally or alternatively to the above, in the above apparatus, the automated driving system is an ADAS system.
Additionally or alternatively to the above, in the above apparatus, the first determining means is configured to: and determining the hydraulic torque change gradient by using the opening degree and the change rate thereof in a table look-up mode.
Additionally or alternatively to the above, in the above apparatus, the first determining device is further configured to: converting the magnitude of acceleration requested by the autopilot system into a target torque; providing the target torque to a power control unit such that the power control unit generates an actual driving torque in response to the target torque; determining a virtual throttle signal and a virtual throttle change rate based on the actual driving torque; and determining the hydraulic torque change gradient by using the virtual throttle signal and the virtual throttle change rate in a table look-up mode.
Additionally or alternatively to the above, in the above apparatus, the hydraulic torque variation gradient is an offset value of a hydraulic torque drop.
According to yet another aspect of the present application, a computer readable storage medium is provided, the medium comprising instructions which, when executed, perform the method as described above.
According to a further aspect of the present application, there is provided a computer program product comprising a computer program which, when executed by a processor, implements a method as described above.
According to a further aspect of the present application, there is provided an electronic control unit ECU comprising an apparatus as described above.
Unlike prior art schemes that immediately release hydraulic pressure (i.e., immediately drop hydraulic pressure to 0) in a single pedal function and autopilot system engagement scenario or in a single pedal function and driver throttle intervention scenario, the hydraulic control scheme in the single pedal mode of embodiments of the present application determines a hydraulic torque change gradient (e.g., an offset value of hydraulic torque drop) based on the magnitude of acceleration requested by the autopilot system (e.g., an ADAS system) and its rate of change, or the opening of the accelerator pedal being depressed by the driver and its rate of change, thereby enhancing the driving experience, avoiding potential deceleration loss and reducing vibration noise in the vehicle.
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The foregoing and other objects and advantages of the application will be apparent from the following detailed description taken in conjunction with the accompanying drawings in which like or similar elements are designated by the same reference numerals.
FIG. 1 illustrates a flow chart of a hydraulic control method in a single pedal mode according to one embodiment of the present application;
FIG. 2 shows a schematic structural view of a hydraulic control apparatus in a single pedal mode according to one embodiment of the present application;
FIG. 3 illustrates an input/output schematic of a hydraulic control apparatus according to one embodiment of the present application;
FIG. 4 illustrates an input/output schematic of a hydraulic control apparatus according to another embodiment of the present application; and
fig. 5 shows a schematic diagram of the relationship between the torque down offset value (WERT Nm) and the accelerator opening change rate (ST/X), the accelerator opening size (ST/Y) according to an embodiment of the present application.
Detailed Description
Hereinafter, a hydraulic control scheme in a single pedal mode according to exemplary embodiments of the present application will be described in detail with reference to the accompanying drawings.
FIG. 1 illustrates a flow diagram of a hydraulic control method 1000 in a single pedal mode, according to one embodiment of the present application. As shown in fig. 1, the hydraulic control method 1000 includes:
in step S110, a signal relating to acceleration requested by the automated driving system or a signal relating to an opening degree at which the driver depresses the accelerator pedal is received;
in step S120, a hydraulic torque change gradient is determined based on the magnitude of acceleration requested by the automatic driving system and the rate of change thereof, or the opening degree of the accelerator pedal depressed by the driver and the rate of change thereof; and
in step S130, a target hydraulic torque of the current cycle is determined from the hydraulic torque variation gradient.
The inventors of the present application have found that in the single pedal mode, the brake system (e.g. hydraulic brake unit) may immediately drop the brake fluid pressure to 0 due to the function take-over of the autopilot system (e.g. adaptive cruise control function is activated) or the intervention of the accelerator pedal (accelerator pedal), resulting in a loss of deceleration and uncomfortable driving experience.
Here, the "single pedal mode" refers to an assist configuration developed based on a braking energy recovery system, in which a driver can control acceleration and deceleration of a vehicle through one accelerator pedal, and the driver can depress the pedal, that is, accelerate, and raise the pedal, that is, brake. When the accelerator pedal is released, the braking energy recovery system can start to work, the vehicle speed is reduced while the vehicle kinetic energy is recovered, and the energy recovery at the moment is mainly completed by dragging of the driving motor, and the energy is stored for the generator, so that the cruising mileage is provided maximally.
The single pedal mode can reduce the movement frequency of the right foot, and mechanical braking is rarely needed except for emergency, so that fatigue is reduced. Meanwhile, the braking energy recovery system can effectively increase the endurance mileage of the electric automobile, reduce the waste of energy, replace the traditional brake disc to a certain extent by dragging the motor, reduce abrasion and further reduce the cost of the automobile.
In the context of the present application, hydraulic pressure (or brake hydraulic pressure) is complementary to regenerative braking (also referred to as energy recuperation) such that there is no loss in deceleration of the vehicle (braking equilibrium is reached). Regenerative braking may include, in one or more embodiments: coasting regeneration (or coasting energy recovery) and braking regeneration (or braking energy recovery).
In one or more embodiments, the autopilot system is an ADAS system (advanced driving assistance system or advanced driving assistance system). The system utilizes various sensors (such as millimeter wave radar, laser radar, single/double camera and satellite navigation) arranged on the vehicle to sense surrounding environment at any time in the running process of the vehicle, collects data, performs identification, detection and tracking of static and dynamic objects, and performs systematic operation and analysis by combining navigation map data, thereby enabling a driver to perceive possible danger in advance and effectively increasing the comfort and safety of the driving of the vehicle. In one embodiment, advanced driving assistance systems may include lane keeping functions, navigation and real-time traffic systems TMC, electronic police system ISA (Intelligent speed adaptation or intelligent speed advice), internet of vehicles (Vehicular communication systems), adaptive cruise ACC (Adaptive cruise control), lane offset warning system LDWS (Lanedeparture warning system), collision avoidance or pre-collision systems (Collision avoidance system or pre-crash systems), night vision systems (Night Vision system), adaptive light control (Adaptive light control), pedestrian protection systems (Pedestrian protection system), automatic parking systems (Automatic parking), traffic sign identification (Traffic sign recognition), blind spot detection (Blind spot detection), driver fatigue detection (Driver drowsiness detection), downhill control systems (Hill descent control), and electric vehicle warning (Electric vehicle warning sounds) systems, among others.
In step S110, a signal related to acceleration requested by the automated driving system or a signal related to an opening degree at which the driver depresses the accelerator pedal is received. Here, the "acceleration-related signal requested by the automated driving system" may directly include the magnitude of acceleration requested by the automated driving system, or may include other signals based on which the magnitude of acceleration requested by the automated driving system may be obtained. Similarly, the "signal related to the degree of opening at which the driver depresses the accelerator pedal" may directly include the degree of opening at which the driver depresses the accelerator pedal, or may include other signals on the basis of which the degree of opening at which the driver depresses the accelerator pedal may be obtained.
In step S120, a hydraulic torque change gradient is determined based on the magnitude of acceleration requested by the automated driving system and the rate of change thereof, or the opening degree of the accelerator pedal depressed by the driver and the rate of change thereof. In one embodiment, the step S120 may include determining the hydraulic torque gradient by means of a look-up table using the opening degree and the rate of change thereof. Because the power types, the accelerator pedal responses, the torque responses and the like of different vehicles have certain differences, the final target hydraulic value (hydraulic torque drop offset value) is calculated by a table look-up mode (rather than using a formula), so that the actual vehicle is easier to have better performance.
In one embodiment, step S120 includes: converting the acceleration requested by the automatic driving system into a target torque; providing the target torque to a power control unit such that the power control unit generates an actual driving torque in response to the target torque; determining a virtual throttle signal and a virtual throttle change rate based on the actual driving torque; and determining the hydraulic torque change gradient by using the virtual throttle signal and the virtual throttle change rate in a table look-up mode. For example, the upper-layer ADAS control ECU transmits a target acceleration to the hydraulic control ECU, converts the target acceleration into a target torque by the hydraulic control ECU, and further transmits the target torque to the power control ECU. In response to the target torque, the power control ECU generates a true actual driving torque to be executed by the power execution unit, and a virtual throttle signal is calculated based on the actual driving torque and supplied to the hydraulic control ECU. The hydraulic control ECU calculates the corresponding accelerator change rate at a certain period (e.g., a period of 20 ms) based on the virtual accelerator signal or the driver real accelerator input signal, and determines a hydraulic torque change gradient (e.g., an offset value of hydraulic torque drop) so as to perform hydraulic pressure rollback and is submitted to the hydraulic execution unit for execution as described in steps S120 and S130.
The hydraulic control ECU and the power control ECU described above may in one embodiment be integrated in the same control unit, e.g. replaced by a domain control ECU.
Fig. 5 shows a schematic diagram of the relationship between the torque down offset value (WERT Nm) and the accelerator opening change rate (ST/X), the accelerator opening size (ST/Y) according to an embodiment of the present application. As shown in fig. 5, the X-axis (ST/X) represents the accelerator opening change rate, the range of which is-160 to 160%/s, the Y-axis (ST/Y) represents the accelerator opening size, the range of which is 0 to 100%, and the Z-axis (Wert Nm) represents the torque down offset value, the range of which is 0 to 240Nm.
In one embodiment, the target acceleration provided by the ADAS system is first converted into a virtual accelerator opening (because after the ADAS system sends the target acceleration, the vehicle accelerates, and the corresponding output real driving torque is calculated back into a virtual accelerator opening), based on the virtual accelerator opening, we can understand that the accelerator opening and its change rate are the equivalent target acceleration and its change rate requested by the ADAS system. The virtual accelerator can be directly utilized to more truly reflect the acceleration condition of the vehicle in an ADAS scene, and then the same set of logic strategy is used with the scene that the driver steps on the accelerator.
In fig. 5, ST/Y is larger when the driver or ADAS system has a larger acceleration request. When the driver and the ADAS system have a faster acceleration request, ST/X is the positive direction larger. By using a larger torque drop offset value (Z axis) to retard the current braking torque, potential deceleration loss can be avoided, vibration noise in the vehicle is reduced, and driving experience is improved.
In step S130, a target hydraulic torque of the current cycle is determined from the hydraulic torque variation gradient. In one embodiment, for example, the hydraulic torque change gradient is an offset value of hydraulic torque drop, the target hydraulic torque of the current cycle=hydraulic torque of the previous cycle—offset value of hydraulic torque drop.
In addition, those skilled in the art will readily appreciate that the hydraulic control method 1000 in single pedal mode provided by one or more of the above-described embodiments of the present application may be implemented by a computer program. For example, the computer program is embodied in a computer program product that when executed by a processor implements the hydraulic control method 1000 of one or more embodiments of the present application. For another example, when a computer readable storage medium (e.g., a USB flash disk) storing the computer program is connected to a computer, the computer program is run to perform the hydraulic control method 1000 in the single pedal mode according to one or more embodiments of the present application.
Referring to fig. 2, fig. 2 shows a schematic configuration of a hydraulic control apparatus 2000 in a single pedal mode according to an embodiment of the present application. As shown in fig. 2, the hydraulic control apparatus 2000 in the single pedal mode includes: receiving means 210, first determining means 220 and second determining means 230. Wherein, the receiving device 210 is used for receiving signals related to acceleration requested by an automatic driving system or signals related to opening degree of an accelerator pedal pressed by a driver; the first determining device 220 is configured to determine a hydraulic torque variation gradient based on the magnitude of acceleration requested by the automatic driving system and the variation rate thereof, or the opening degree of the accelerator pedal depressed by the driver and the variation rate thereof; and second determining means 230 for determining a target hydraulic torque of the current cycle based on the hydraulic torque variation gradient.
Here, the "single pedal mode" refers to an assist configuration developed based on a braking energy recovery system, in which a driver can control acceleration and deceleration of a vehicle through one accelerator pedal, and the driver can depress the pedal, that is, accelerate, and raise the pedal, that is, brake. When the accelerator pedal is released, the braking energy recovery system can start to work, the vehicle speed is reduced while the vehicle kinetic energy is recovered, and the energy recovery at the moment is mainly completed by dragging of the driving motor, and the energy is stored for the generator, so that the cruising mileage is provided maximally.
The single pedal mode can reduce the movement frequency of the right foot, and mechanical braking is rarely needed except for emergency, so that fatigue is reduced. Meanwhile, the braking energy recovery system can effectively increase the endurance mileage of the electric automobile, reduce the waste of energy, replace the traditional brake disc to a certain extent by dragging the motor, reduce abrasion and further reduce the cost of the automobile.
In the context of the present application, hydraulic pressure (or brake hydraulic pressure) is complementary to regenerative braking (also referred to as energy recuperation) such that there is no loss in deceleration of the vehicle (braking equilibrium is reached). Regenerative braking may include, in one or more embodiments: coasting regeneration (or coasting energy recovery) and braking regeneration (or braking energy recovery).
In one or more embodiments, the autopilot system is an ADAS system (advanced driving assistance system or advanced driving assistance system). The system utilizes various sensors (such as millimeter wave radar, laser radar, single/double camera and satellite navigation) arranged on the vehicle to sense surrounding environment at any time in the running process of the vehicle, collects data, performs identification, detection and tracking of static and dynamic objects, and performs systematic operation and analysis by combining navigation map data, thereby enabling a driver to perceive possible danger in advance and effectively increasing the comfort and safety of the driving of the vehicle. In one embodiment, advanced driving assistance systems may include lane keeping functions, navigation and real-time traffic systems TMC, electronic police system ISA (Intelligent speed adaptation or intelligent speed advice), internet of vehicles (Vehicular communication systems), adaptive cruise ACC (Adaptive cruise control), lane offset warning system LDWS (Lanedeparture warning system), collision avoidance or pre-collision systems (Collision avoidance system or pre-crash systems), night vision systems (Night Vision system), adaptive light control (Adaptive light control), pedestrian protection systems (Pedestrian protection system), automatic parking systems (Automatic parking), traffic sign identification (Traffic sign recognition), blind spot detection (Blind spot detection), driver fatigue detection (Driver drowsiness detection), downhill control systems (Hill descent control), and electric vehicle warning (Electric vehicle warning sounds) systems, among others.
The receiving means 210 is configured to receive a signal related to acceleration requested by the automatic driving system or a signal related to an opening degree at which the driver depresses the accelerator pedal. Here, the "acceleration-related signal requested by the automated driving system" may directly include the magnitude of acceleration requested by the automated driving system, or may include other signals based on which the magnitude of acceleration requested by the automated driving system may be obtained. Similarly, the "signal related to the degree of opening at which the driver depresses the accelerator pedal" may directly include the degree of opening at which the driver depresses the accelerator pedal, or may include other signals on the basis of which the degree of opening at which the driver depresses the accelerator pedal may be obtained.
The first determining means 220 is configured to determine a hydraulic torque variation gradient based on the magnitude of acceleration requested by the automatic driving system and the rate of change thereof, or the opening degree of the accelerator pedal depressed by the driver and the rate of change thereof. In one embodiment, the first determining means 220 is configured to determine the hydraulic torque gradient by means of a look-up table using the opening degree and the rate of change thereof. Because there are certain differences among the power types, the accelerator pedal response, the torque response, etc. of different vehicles, the first determining device 220 calculates the final target hydraulic pressure value (hydraulic torque drop offset value) by a table look-up method (rather than using a formula), so that the actual vehicle can have better performance more easily.
In one embodiment, the first determining device 220 is configured to convert the magnitude of acceleration requested by the autopilot system to a target torque; providing the target torque to a power control unit such that the power control unit generates an actual driving torque in response to the target torque; determining a virtual throttle signal and a virtual throttle change rate based on the actual driving torque; and determining the hydraulic torque change gradient by using the virtual throttle signal and the virtual throttle change rate in a table look-up mode.
The second determining means 230 is configured to determine the target hydraulic torque of the current cycle from the hydraulic torque variation gradient. In one embodiment, for example, the hydraulic torque change gradient is an offset value of hydraulic torque drop, the target hydraulic torque of the current cycle=hydraulic torque of the previous cycle—offset value of hydraulic torque drop.
The hydraulic control apparatus 2000 in the single pedal mode described above may be integrated in various types of electronic control unit ECU, including but not limited to a domain control ECU.
Fig. 3 shows a schematic diagram of the input/output of a hydraulic control device 320 according to one embodiment of the present application. As shown in fig. 3, the hydraulic control device 320 receives a first signal 312 and a second signal 314 from the ADAS system 310. In one embodiment, the first signal 312 represents an ADAS activation flag (active flag) and the second signal 314 represents a target acceleration/deceleration Ax requested by the ADAS system 310. In addition to the first signal 312 and the second signal 314, the hydraulic control apparatus 320 receives as input a third signal 315 (representing the target hydraulic torque of the previous cycle) and outputs a fourth signal 325 (representing the target hydraulic torque of the current cycle).
Fig. 4 shows a schematic diagram of the input/output of a hydraulic control device 420 according to another embodiment of the present application. As shown in fig. 4, the hydraulic control device 420 receives the first signal 412 and the second signal 414. In one embodiment, the first signal 412 represents an accelerator pedal depression signal and the second signal 414 represents a pedal position signal. In addition to the first signal 412 and the second signal 414, the hydraulic control apparatus 420 receives as input a third signal 415 (representing the target hydraulic torque of the previous cycle) and outputs a fourth signal 425 (representing the target hydraulic torque of the current cycle).
To sum up, the hydraulic control scheme in the single pedal mode according to the embodiments of the present application determines a hydraulic torque change gradient (e.g., an offset value of hydraulic torque drop) based on the magnitude of acceleration requested by an automatic driving system (e.g., an ADAS system) and the rate of change thereof, or the opening degree of the accelerator pedal depressed by the driver and the rate of change thereof, so as to improve the driving experience, avoid potential deceleration loss and reduce vibration noise in the vehicle.
The above examples mainly illustrate the hydraulic control scheme of the embodiments of the present application. Although only a few embodiments of the present application have been described, those of ordinary skill in the art will appreciate that the present application may be embodied in many other forms without departing from the spirit or scope thereof. Accordingly, the illustrated examples and embodiments are to be considered as illustrative and not restrictive, and the application is intended to cover various modifications and substitutions without departing from the spirit and scope of the application as defined by the claims.
Claims (13)
1. A hydraulic control method in a single pedal mode, the method comprising:
receiving signals related to acceleration requested by an automatic driving system or signals related to opening degree of an accelerator pedal pressed by a driver;
determining a hydraulic torque change gradient based on the magnitude of acceleration requested by the autopilot system and the rate of change thereof, or the opening degree of the accelerator pedal depressed by the driver and the rate of change thereof; and
and determining the target hydraulic torque of the current period according to the hydraulic torque change gradient.
2. The method of claim 1, wherein the automated driving system is an ADAS system.
3. The method of claim 1, wherein determining the hydraulic torque gradient based on the magnitude of the acceleration requested by the autopilot system and the rate of change thereof, or the opening degree of the driver's depression of the accelerator pedal and the rate of change thereof, comprises:
and determining the hydraulic torque change gradient by using the opening degree and the change rate thereof in a table look-up mode.
4. The method of claim 3, wherein determining the hydraulic torque gradient based on the magnitude of the acceleration requested by the autopilot system and the rate of change thereof, or the opening degree of the driver's depression of the accelerator pedal and the rate of change thereof, further comprises:
converting the magnitude of acceleration requested by the autopilot system into a target torque;
providing the target torque to a power control unit such that the power control unit generates an actual driving torque in response to the target torque;
determining a virtual throttle signal and a virtual throttle change rate based on the actual driving torque; and
and determining the hydraulic torque change gradient by using the virtual throttle signal and the virtual throttle change rate in a table look-up mode.
5. The method of any one of claims 1 to 4, wherein the hydraulic torque change gradient is an offset value of hydraulic torque drop.
6. A hydraulic control apparatus in a single pedal mode, characterized by comprising:
a receiving device for receiving a signal related to acceleration requested by the automatic driving system or a signal related to an opening degree of an accelerator pedal depressed by a driver;
a first determining means for determining a hydraulic torque variation gradient based on the magnitude of acceleration requested by the automatic driving system and a variation rate thereof, or an opening degree of a driver's depression of an accelerator pedal and a variation rate thereof; and
and the second determining device is used for determining the target hydraulic torque of the current period according to the hydraulic torque change gradient.
7. The apparatus of claim 6, wherein the autopilot system is an ADAS system.
8. The apparatus of claim 6, wherein the first determining means is configured to:
and determining the hydraulic torque change gradient by using the opening degree and the change rate thereof in a table look-up mode.
9. The apparatus of claim 8, wherein the first determining means is further configured to:
converting the magnitude of acceleration requested by the autopilot system into a target torque;
providing the target torque to a power control unit such that the power control unit generates an actual driving torque in response to the target torque;
determining a virtual throttle signal and a virtual throttle change rate based on the actual driving torque; and
and determining the hydraulic torque change gradient by using the virtual throttle signal and the virtual throttle change rate in a table look-up mode.
10. The apparatus of any one of claims 6 to 9, wherein the hydraulic torque variation gradient is an offset value of hydraulic torque drop.
11. A computer readable storage medium, characterized in that the medium comprises instructions which, when run, perform the method of any one of claims 1 to 5.
12. A computer program product comprising a computer program which, when executed by a processor, implements the method of any one of claims 1 to 5.
13. An electronic control unit ECU, characterized in that it comprises an apparatus as claimed in any one of claims 6 to 10.
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| US20110196579A1 (en) * | 2010-02-08 | 2011-08-11 | Denso Corporation | Apparatus for controlling motion of vehicle |
| CN109130887A (en) * | 2018-09-20 | 2019-01-04 | 北京新能源汽车股份有限公司 | A kind of electric braking compensating control method, control device and automobile |
| CN112721647A (en) * | 2021-01-13 | 2021-04-30 | 奇瑞新能源汽车股份有限公司 | Brake control system and brake control method of electric automobile and electric automobile |
| CN113895240A (en) * | 2021-10-11 | 2022-01-07 | 同济大学 | Hybrid electric vehicle coordinated regenerative braking control method based on brake pedal decoupling |
| CN115503494A (en) * | 2022-10-27 | 2022-12-23 | 长城汽车股份有限公司 | Control method of single-pedal vehicle, vehicle control terminal and single-pedal vehicle |
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2023
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20110196579A1 (en) * | 2010-02-08 | 2011-08-11 | Denso Corporation | Apparatus for controlling motion of vehicle |
| CN109130887A (en) * | 2018-09-20 | 2019-01-04 | 北京新能源汽车股份有限公司 | A kind of electric braking compensating control method, control device and automobile |
| CN112721647A (en) * | 2021-01-13 | 2021-04-30 | 奇瑞新能源汽车股份有限公司 | Brake control system and brake control method of electric automobile and electric automobile |
| CN113895240A (en) * | 2021-10-11 | 2022-01-07 | 同济大学 | Hybrid electric vehicle coordinated regenerative braking control method based on brake pedal decoupling |
| CN115503494A (en) * | 2022-10-27 | 2022-12-23 | 长城汽车股份有限公司 | Control method of single-pedal vehicle, vehicle control terminal and single-pedal vehicle |
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| CN117382405B (en) | 2024-03-26 |
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