CN118003904A - Vehicle speed control method and device based on driving intention and new energy automobile - Google Patents
Vehicle speed control method and device based on driving intention and new energy automobile Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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- 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
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Abstract
The application provides a vehicle speed control method and device based on driving intention and a new energy automobile. The method comprises the following steps: judging whether the vehicle is in a following working condition or not based on the target parameters; judging the driving intention based on the vehicle distance between the vehicle and the front vehicle and the vehicle distance change rate; judging whether to activate the function zone bit according to the judging result of the following working condition and the activating result of the intention zone bit; determining a coasting recovery base torque based on the vehicle distance and the vehicle distance change rate; determining a coasting recovery correction torque based on the average distance in the following condition and the number of pedal steps; calculating a coasting recovery limit torque based on the coasting recovery base torque and the coasting recovery correction torque; and judging the final coasting recovery torque based on the coasting recovery limit torque, and transmitting the final coasting recovery torque to the driving motor to execute torque control. According to the application, the driving comfort under the following vehicle working condition is improved, the vehicle speed control is more stable, and the driving experience of a user is enhanced.
Description
Technical Field
The application relates to the technical field of new energy automobiles, in particular to a vehicle speed control method and device based on driving intention and a new energy automobile.
Background
With the increasing maturity and popularization of new energy automobile technology, the improvement of driving comfort is an important subject of current automobile research and development. New energy automobiles particularly emphasize efficient use of energy and improvement of driving experience, wherein vehicle speed control is one of the core considerations. Vehicle speed control not only affects energy efficiency, but is more directly related to driving comfort and safety.
The prior art faces certain challenges in vehicle speed control, especially in the following vehicle conditions. In this scenario, the driver needs to frequently adjust the vehicle speed to maintain a safe distance from the preceding vehicle. The conventional vehicle speed control method mainly relies on the driver's operation of the accelerator pedal and the brake pedal, which may cause several problems: because the vehicle speed needs to be continuously adjusted to adapt to the running state of the front vehicle, the driver may feel tired and inconvenient, especially on a road with dense traffic; frequent pedal operation can affect the consistency and smoothness of the driving experience, especially in following situations where fine control of vehicle speed is required; in the prior art, the control of the coasting recovery torque is often inaccurate, and the vehicle speed is possibly difficult to stabilize; if the coasting recovery torque is too great, the vehicle can also slow down too fast without braking, which not only affects the efficient recovery of energy, but also reduces the comfort and safety of driving.
Disclosure of Invention
In view of the above, the embodiment of the application provides a vehicle speed control method and device based on driving intention and a new energy automobile, so as to solve the problems of poor driving comfort, unstable vehicle speed control and reduced driving experience in the following vehicle condition in the prior art.
In a first aspect of an embodiment of the present application, there is provided a vehicle speed control method based on driving intention, including: the method comprises the steps of monitoring target parameters of a vehicle in real time, and judging whether the vehicle is in a following working condition or not based on the target parameters; judging the driving intention based on the vehicle distance between the vehicle and the front vehicle and the vehicle distance change rate, and activating the intention zone bit according to the judging result; judging whether to activate the function zone bit or not by utilizing a preset function zone bit activation condition according to a judging result of the following working condition and an activating result of the intention zone bit; when the function marker bit is activated, determining a coasting recovery base torque based on the vehicle distance and the vehicle distance change rate; determining a coasting recovery correction torque based on an average distance between the vehicle and the lead vehicle and the number of pedal events in the following condition; calculating a coasting recovery limit torque based on the coasting recovery base torque and the coasting recovery correction torque; and judging the final coasting recovery torque based on the coasting recovery limit torque, and transmitting the final coasting recovery torque to the driving motor to execute torque control so as to control the vehicle speed.
In a second aspect of the embodiment of the present application, there is provided a vehicle speed control device based on driving intention, including: the monitoring module is configured to monitor target parameters of the vehicle in real time and judge whether the vehicle is in a following working condition or not based on the target parameters; the first judging module is configured to judge the driving intention based on the vehicle distance between the vehicle and the front vehicle and the vehicle distance change rate, and activate the intention zone bit according to the judging result; the second judging module is configured to judge whether to activate the function zone bit by using a preset function zone bit activating condition according to the judging result of the following working condition and the activating result of the intention zone bit; a first determination module configured to determine a coasting recovery base torque based on a vehicle distance and a vehicle distance change rate when the function flag is activated; a second determination module configured to determine a coasting recovery correction torque based on an average distance between the vehicle and the preceding vehicle and a number of pedal events in a following condition; a calculation module configured to calculate a coasting recovery limit torque based on the coasting recovery base torque and the coasting recovery correction torque; and a control module configured to determine a final coasting recovery torque based on the coasting recovery limit torque, and transmit the final coasting recovery torque to the drive motor to perform torque control so as to control the vehicle speed.
In a third aspect of the embodiment of the application, a new energy automobile is provided, which comprises an entire automobile controller, a motor controller, a driving motor and a transmission system; the whole vehicle controller is used for realizing the steps of the vehicle speed control method based on the driving intention, so as to send the final coasting recovery torque to the motor controller; the motor controller is used for controlling the torque of the driving motor through the transmission system according to the final coasting recovery torque.
The above at least one technical scheme adopted by the embodiment of the application can achieve the following beneficial effects:
The method comprises the steps of monitoring target parameters of a vehicle in real time, and judging whether the vehicle is in a following working condition or not based on the target parameters; judging the driving intention based on the vehicle distance between the vehicle and the front vehicle and the vehicle distance change rate, and activating the intention zone bit according to the judging result; judging whether to activate the function zone bit or not by utilizing a preset function zone bit activation condition according to a judging result of the following working condition and an activating result of the intention zone bit; when the function marker bit is activated, determining a coasting recovery base torque based on the vehicle distance and the vehicle distance change rate; determining a coasting recovery correction torque based on an average distance between the vehicle and the lead vehicle and the number of pedal events in the following condition; calculating a coasting recovery limit torque based on the coasting recovery base torque and the coasting recovery correction torque; and judging the final coasting recovery torque based on the coasting recovery limit torque, and transmitting the final coasting recovery torque to the driving motor to execute torque control so as to control the vehicle speed. According to the application, the driving comfort under the following vehicle working condition is improved, the vehicle speed control is more stable, and the driving experience of a user is enhanced.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a flow chart of a vehicle speed control method based on driving intention according to an embodiment of the present application;
fig. 2 is a schematic structural diagram of a vehicle speed control device based on driving intention according to an embodiment of the present application;
fig. 3 is a schematic structural diagram of an electronic device according to an embodiment of the present disclosure.
Detailed Description
In the following description, for purposes of explanation and not limitation, specific details are set forth such as the particular system architecture, techniques, etc., in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.
It should be understood that the various steps recited in the method embodiments of the present application may be performed in a different order and/or performed in parallel. Furthermore, method embodiments may include additional steps and/or omit performing the illustrated steps. The scope of the application is not limited in this respect.
The term "including" and variations thereof as used herein are intended to be open-ended, i.e., including, but not limited to. The term "based on" is based at least in part on. The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments. Related definitions of other terms will be given in the description below. It should be noted that the terms "first," "second," and the like herein are merely used for distinguishing between different devices, modules, or units and not for limiting the order or interdependence of the functions performed by such devices, modules, or units.
It should be noted that references to "one", "a plurality" and "a plurality" in this disclosure are intended to be illustrative rather than limiting, and those skilled in the art will appreciate that "one or more" is intended to be construed as "one or more" unless the context clearly indicates otherwise.
The new energy automobile in the embodiment of the application refers to an automobile which adopts novel energy (non-traditional petroleum and diesel energy) and has advanced technology. The automobiles adopt a novel power system, so that the automobile emission can be effectively reduced, the influence on the environment is reduced, and the energy utilization efficiency is improved. The new energy automobiles of the embodiment of the application include, but are not limited to, the following types of automobiles: electric Vehicles (EVs), pure electric vehicles (BEVs), fuel Cell Electric Vehicles (FCEVs), plug-in hybrid electric vehicles (PHEVs), hybrid Electric Vehicles (HEVs), and the like.
A vehicle speed control method and apparatus based on driving intention according to an embodiment of the present application will be described in detail with reference to the accompanying drawings.
Fig. 1 is a flow chart of a vehicle speed control method based on driving intention according to an embodiment of the present application. The driving intention-based vehicle speed control method of fig. 1 may be performed by an overall vehicle controller of a new energy vehicle.
As shown in fig. 1, the driving intention-based vehicle speed control method may specifically include:
S101, monitoring target parameters of a vehicle in real time, and judging whether the vehicle is in a following working condition or not based on the target parameters;
s102, judging the driving intention based on the vehicle distance between the vehicle and the front vehicle and the vehicle distance change rate, and activating the intention zone bit according to the judging result;
S103, judging whether to activate the function marker bit by using a preset function marker bit activation condition according to a judgment result of the following working condition and an activation result of the intention marker bit;
S104, when the function zone bit is activated, determining the coasting recovery basic torque based on the vehicle distance and the vehicle distance change rate;
s105, determining a coasting recovery correction torque based on the average distance between the vehicle and the front vehicle in the following working condition and the number of pedal times;
s106, calculating the coasting recovery limit torque based on the coasting recovery base torque and the coasting recovery correction torque;
And S107, judging the final coasting recovery torque based on the coasting recovery limit torque, and transmitting the final coasting recovery torque to the driving motor to execute torque control so as to control the vehicle speed.
In the embodiment of the application, during the running process of the vehicle, the VCU (Vehicle Control Unit ) is utilized to monitor all parameters of the whole vehicle, a brake pedal and an accelerator pedal in real time so as to obtain real-time target parameters. In practical applications, the VCU may collect the following target parameters in real time through the sensor: the distance travelled between the vehicle and the preceding vehicle, the speed of the vehicle, the number of pedal presses, the accelerator pedal opening, the brake pedal opening, etc. The accelerator pedal opening is obtained by monitoring the stepping degree of the driver on the accelerator pedal, and the brake pedal opening is obtained by monitoring the stepping degree of the driver on the brake pedal.
Further, the collected target parameters are processed, the driving distance between the vehicle and the front vehicle is processed, and the distance change rate is calculated based on the distance between the two vehicles (namely, the distance between the vehicle and the front vehicle) and is used for judging the subsequent driving intention and identifying the vehicle condition.
In some embodiments, determining whether the vehicle is in a following condition based on the target parameter includes:
when the average distance between the vehicle and the front vehicle in the preset time period is within the preset average distance threshold value range, the standard deviation of the vehicle speed is smaller than the preset standard deviation of the vehicle speed threshold value, the average vehicle speed is within the preset average vehicle speed threshold value range, and the pedal frequency is larger than the preset frequency threshold value, the vehicle is judged to be in the following working condition.
Specifically, the embodiment of the application realizes the identification of the following vehicle conditions based on target parameters of several cores, wherein the parameters comprise the average distance between two vehicles, the standard deviation of the vehicle speed, the average vehicle speed and the use times of treading the pedal. The following description will describe the process of identifying the following vehicle condition by using the above-mentioned target parameter in detail with reference to the specific embodiment, which may specifically include the following:
First, the system monitors the average distance between the vehicle and the preceding vehicle in real time. If the average distance remains within a certain threshold value for a predetermined period of time, this means that the distance between the two vehicles is relatively stable and no significant fluctuations occur. This is the first condition to determine if the vehicle is in a following condition.
Next, the system considers the standard deviation of the vehicle speed, which is an important indicator of vehicle speed fluctuations. If the standard deviation of the vehicle speed is below a preset threshold value and the average vehicle speed is within a specific range within the same period of time, this indicates that the vehicle speed is relatively smooth and does not fluctuate significantly. This is the second condition to determine if the vehicle is in following condition.
Finally, the system monitors the number of pedal applications. If the number of pedal applications exceeds a certain threshold within a preset period of time, this may indicate that the driver is attempting to maintain a proper distance from the preceding vehicle and frequently performing acceleration or deceleration operations. This is a third condition that determines whether the vehicle is in a following condition.
In summary, if the average distance between the vehicle and the preceding vehicle is stable, the vehicle speed fluctuation is small, and the pedal is frequently used within a preset time period, the system can judge that the vehicle is in the following working condition at present. The judgment mode is beneficial to the vehicle control system to more accurately adjust the vehicle speed, optimize driving experience and improve driving safety.
In some embodiments, the method for determining the driving intention based on the vehicle distance between the vehicle and the preceding vehicle and the vehicle distance change rate, activating the intention flag according to the determination result, includes:
When the vehicle distance increases and the vehicle distance change rate increases, judging that the driver has an accelerating intention, and activating an accelerating intention zone bit; when the vehicle distance is reduced and the vehicle distance change rate is reduced, judging that the driver has a deceleration intention, and activating the deceleration intention zone bit.
Specifically, the embodiment of the application further provides a driving intention judging method based on the distance between the vehicles and the front vehicle and the distance change rate. This approach is mainly used in intelligent vehicle systems to more accurately understand the driver's behavior and make corresponding adjustments to improve driving experience and safety.
First, the method involves monitoring the distance between the vehicle and the preceding vehicle in real time. This can be achieved by advanced sensor systems on the vehicle, such as radar or cameras, which are able to accurately measure and track the position of the lead vehicle in real time. The system continuously collects these data, so that the rate of change of the distance between vehicles can be calculated.
The system then determines the driver's intent based on the change in distance between the vehicles and the rate of change thereof. When the system monitors that the distance of the vehicle from the preceding vehicle is increasing, and the rate of such increase is also accelerating, the system determines that the driver has an intention to accelerate. In this case, the system activates the acceleration intention flag. This typically occurs when the driver decides to cut-in or the road condition ahead allows acceleration.
Conversely, when the distance of the vehicle from the preceding vehicle decreases, and the rate of such decrease is also slowing, the system determines that the driver has an intention to slow down. In this case, the system activates the deceleration intention flag. This typically occurs when traffic jams or drivers need to slow down to maintain safe following distances.
In some embodiments, according to the judging result of the following working condition and the activating result of the intention flag, judging whether to activate the function flag by using the preset activating condition of the function flag includes:
When the accelerator pedal opening, the vehicle speed, the acceleration intention zone bit, the brake pedal opening and the following vehicle conditions respectively meet corresponding function zone bit activation conditions, activating the acceleration intention function zone bit;
When the opening degree of the accelerator pedal, the speed reduction intention zone bit, the opening degree of the brake pedal and the following vehicle conditions respectively meet corresponding function zone bit activation conditions, activating the speed reduction intention function zone bit;
specifically, the embodiment of the application further elaborates a method for activating the function zone bit based on various driving parameters. This approach is particularly useful in intelligent vehicle systems to accurately determine and respond to driver intent in complex driving environments.
In practice, the method involves monitoring and analyzing various driving related parameters including accelerator pedal opening, vehicle speed, intention flag (acceleration or deceleration), brake pedal opening, and whether the vehicle is in a following condition. These parameters are collected and processed in real time by the vehicle's sensors and control system.
In one example, in determining whether the function flag is active, the system evaluates according to the following conditions:
Accelerator pedal opening: the system checks whether the opening of the accelerator pedal is 0, indicating that the driver is not actively accelerating.
Vehicle speed range: whether the vehicle speed is within a safe or proper range preset by the system.
Intention flag bit: the system checks whether the acceleration or deceleration intention flag has been activated, which is determined based on the distance and the distance change rate of the foregoing embodiments.
Brake pedal opening: it is checked whether the opening degree of the brake pedal is 0, indicating that the driver does not actively decelerate.
Following vehicle working conditions: the system judges whether the vehicle is in a following working condition or not, and is based on factors such as the distance between the vehicle and the front vehicle, the speed change and the like.
When all of the above conditions are met, the function flag bit will be activated. For example, when the accelerator pedal and the brake pedal are both opened to 0, the vehicle speed is within the safe range, the acceleration intention flag is activated, and the system activates the acceleration intention function flag when the vehicle is in the following condition. Similarly, for a deceleration intent, when the corresponding condition is met, the system activates the deceleration intent function flag.
In some embodiments, determining the coasting recovery base torque based on the vehicle distance and the vehicle distance rate of change when the function flag is activated comprises:
After the acceleration intention function zone bit or the deceleration intention function zone bit is activated, inquiring a preset sliding recovery basic torque mapping relation by utilizing the vehicle distance and the vehicle distance change rate to obtain a sliding recovery basic torque;
The sliding recovery basic torque mapping relation is used for representing a preset value of the sliding recovery basic torque changing along with the vehicle distance and the vehicle distance change rate.
Specifically, when the deceleration intention function flag bit is activated, a preset first coasting recovery base torque table (i.e., a table form of a coasting recovery base torque mapping relationship) is queried by using a vehicle distance between a vehicle and a preceding vehicle and a vehicle distance change rate to obtain a first coasting recovery base torque.
In one example, the embodiment of the present application may save the coasting recovery base torque mapping relationship in the form of a two-dimensional table, where the horizontal axis in the two-dimensional table (i.e., the first coasting recovery base torque table) represents the vehicle distance, the vertical axis represents the vehicle distance change rate, and the table look-up value is the first coasting recovery base torque.
The process of determining the first coasting recovery base torque according to the embodiment of the present application by looking up the values in the two-dimensional table will be described below in conjunction with the first coasting recovery base torque table according to the embodiment of the present application, as shown in table 1, table 1 is a schematic table of the first coasting recovery base torque according to the embodiment of the present application configured in the actual application scenario.
TABLE 1 first coasting recovery base Torque Meter
| 10 | 20 | |
| 100 | -1000 | -800 |
| 200 | -800 | -500 |
When the vehicle distance and the vehicle distance change rate are known, the unique first coasting recovery base torque can be determined by referring to table 1 described above with the vehicle distance as the abscissa (the horizontal axis of table 1) and the vehicle distance change rate as the ordinate (the vertical axis of table 1). Therefore, the value of the first coasting recovery base torque is determined by the values of the vehicle distance and the vehicle distance change rate.
The control system is used for acquiring historical actual measurement data of the vehicle, analyzing the vehicle distance and the vehicle distance change rate by utilizing a predefined configuration rule of the first coasting recovery base torque based on the vehicle distance and the vehicle distance change rate in the historical actual measurement data, and setting corresponding first coasting recovery base torque for the vehicle distance and the vehicle distance change rate. Further, a map is established between the vehicle distance and the rate of change of the vehicle distance and the first coasting recovery base torque.
In practical applications, the first coasting recovery base torque is set based on the following configuration rules: the greater the vehicle distance, the greater the vehicle distance change rate, which indicates that the driver's desired deceleration is small, the smaller the absolute value of the first coasting recovery base torque.
Similarly, when the accelerating intention function flag bit is activated, a preset second coasting recovery basic torque table (i.e. a table form of a coasting recovery basic torque mapping relation) is queried by utilizing the vehicle distance between the vehicle and the front vehicle and the vehicle distance change rate, so as to obtain a second coasting recovery basic torque.
In one example, the embodiment of the present application may save the coasting recovery base torque mapping relationship in the form of a two-dimensional table, where the horizontal axis in the two-dimensional table (i.e., the second coasting recovery base torque table) represents the vehicle distance, the vertical axis represents the vehicle distance change rate, and the table look-up value is the second coasting recovery base torque.
The process of determining the second coasting recovery base torque according to the embodiment of the present application by looking up the values in the two-dimensional table will be described below in conjunction with the second coasting recovery base torque table according to the embodiment of the present application, as shown in table 2, table 2 is a schematic diagram of the second coasting recovery base torque according to the embodiment of the present application configured in the actual application scenario.
TABLE 2 second coasting recovery base Torque Meter
| 10 | 20 | |
| -100 | -800 | -500 |
| -200 | -1000 | -800 |
When the vehicle distance and the vehicle distance change rate are known, the unique second coasting recovery base torque can be determined by referring to table 2 described above with the vehicle distance as the abscissa (the horizontal axis of table 2) and the vehicle distance change rate as the ordinate (the vertical axis of table 2). Therefore, the value of the second coasting recovery base torque is determined by the values of the vehicle distance and the vehicle distance change rate.
The control system obtains the history actual measurement data of the vehicle, and based on the vehicle distance and the vehicle distance change rate in the history actual measurement data, the system analyzes the vehicle distance and the vehicle distance change rate by using a predefined configuration rule of the second coasting recovery base torque, and sets a corresponding second coasting recovery base torque for the vehicle distance and the vehicle distance change rate. Further, a map is established between the one vehicle distance and the rate of change of the vehicle distance and the second coasting recovery base torque.
In practical applications, the second coasting recovery base torque is set based on the following configuration rules: the smaller the vehicle distance, the smaller the vehicle distance change rate, which means that the driver's desired deceleration is large, the larger the absolute value of the coasting recovery base torque.
In some embodiments, determining the coasting recovery correction torque based on an average distance between the vehicle and the lead vehicle and a number of pedal events during the following conditions includes:
determining the average distance of the last cycle and the average distance of the current cycle between the vehicle and the front vehicle, and determining the number of times of stepping on the accelerator pedal and the number of times of stepping on the brake pedal in the following vehicle working condition;
comparing the average distance of the previous period with the average distance of the current period, and determining a first reference frequency according to a comparison result;
Comparing the times of stepping on the accelerator pedal with the times of stepping on the brake pedal, and determining a second reference times according to the comparison result;
Inquiring a preset sliding recovery correction torque mapping relation by using the first reference times and the second reference times to obtain a sliding recovery correction torque;
the slip recovery correction torque mapping relation is used for representing a preset value of the slip recovery correction torque changing along with the first reference times and the second reference times.
Specifically, the coasting recovery correction torque is determined based on the average distance between two vehicles in the previous cycle, the average distance between two vehicles in the current cycle, and the number of pedal strokes. The comparison relation between the average distance of two vehicles in the previous cycle and the average distance of two vehicles in the current cycle is calculated through the comparison relation between the times of stepping on the accelerator pedal and the times of stepping on the brake pedal in the following working condition so as to indicate that the vehicles tend to accelerate or decelerate, and therefore the correction of the sliding recovery torque is achieved. The following details of the calculation process of the coasting recovery correction torque may include the following:
If any function flag bit is activated, calculating the coasting recovery correction torque by inquiring a two-dimensional table (coasting recovery correction torque table) based on the average distance between two vehicles in the previous period, the average distance between two vehicles in the current period and the difference value of the number of treading times.
The distance difference value of the two vehicles is equal to the average distance of the two vehicles in the previous cycle minus the average distance of the two vehicles in the current cycle, if the average distance of the two vehicles in the previous cycle is smaller than the average distance of the two vehicles in the current cycle, the first reference frequency is minus one, and if the average distance of the two vehicles in the previous cycle is larger than the average distance of the two vehicles in the current cycle, the first reference frequency is plus one. The larger the first reference number is, the smaller the coasting recovery correction torque absolute value is, which indicates that the vehicle tends to accelerate.
The difference between the number of pedal steps is equal to the number of pedal steps minus the number of pedal steps, if the number of pedal steps is smaller than the number of pedal steps, the second reference number is reduced by one, if the number of pedal steps is larger than the number of pedal steps, the second reference number is increased by one, and the larger the difference is, the vehicle tends to accelerate, and the smaller the absolute value of the slip recovery correction torque is. That is, in the following condition, the driver's number of times of stepping on the accelerator indicates that the coasting recovery torque is too large, resulting in the driver's need to frequently step on the accelerator.
In one example, the embodiment of the present application may store the slip recovery correction torque mapping relationship in the form of a two-dimensional table, where a horizontal axis in the two-dimensional table (i.e., the slip recovery correction torque table) represents the first reference number of times, a vertical axis represents the second reference number of times, and a table look-up value is the slip recovery correction torque.
The following describes a process of determining the slip recovery correction torque by looking up the values in the two-dimensional table according to the embodiment of the present application in combination with the slip recovery correction torque table related in the actual application scenario, as shown in table 3, table 3 is a schematic table of the slip recovery correction torque table configured in the actual application scenario according to the embodiment of the present application.
TABLE 3 coasting recovery correction torque meter
When the first reference number and the second reference number are calculated by the method according to the foregoing embodiment, the unique slip recovery correction torque can be determined by referring to the above table 3 with the first reference number as the abscissa (corresponding to the horizontal axis of table 1) and the second reference number as the ordinate (corresponding to the vertical axis of table 1). Therefore, the value of the coasting recovery correction torque is determined by the first reference number and the second reference number.
In some embodiments, calculating the coast recovery limit torque based on the coast recovery base torque and the coast recovery correction torque includes: and adding the coasting recovery basic torque and the coasting recovery correction torque to obtain the coasting recovery limiting torque.
Specifically, after the coasting recovery base torque and the coasting recovery correction torque are calculated, the coasting recovery base torque and the coasting recovery correction torque are added, and the coasting recovery limit torque can be calculated; after the coasting recovery limit torque is obtained, the final coasting recovery torque is arbitrated by utilizing the coasting recovery limit torque, and the final coasting recovery torque can be determined.
In some embodiments, determining the final coast recovery torque based on the coast recovery limit torque includes: the absolute value of the coasting recovery limit torque is compared with the absolute value of the coasting recovery initial torque, and the torque having a relatively small absolute value is taken as the final coasting recovery torque.
Specifically, the final coasting recovery torque is arbitrated with the coasting recovery limit torque, that is, by comparing the absolute value of the coasting recovery limit torque with the absolute value of the coasting recovery initial torque, a torque of which absolute value is relatively smaller is taken as the final coasting recovery torque.
According to the technical scheme provided by the embodiment of the application, the current state of the vehicle and the intention of a driver are accurately judged by comprehensively utilizing basic parameters such as pedal information, vehicle speed, distance between two workshops and the like, so that effective arbitration of the coasting recovery torque is realized. The technical scheme of the application has at least the following advantages:
Driving comfort is improved: by monitoring pedal operation (including accelerator pedal and brake pedal), vehicle speed, and distance and rate of change between the two workshops, the system is able to accurately identify the driver's driving intent. When the system detects that the vehicle speed and the distance between the two vehicles are relatively stable in a certain period of time, but the driver frequently operates the pedals, the system judges that the driver tries to maintain the proper vehicle speed and the proper distance between the two vehicles. The accurate intention distinguishing assisting system can more reasonably control the coasting recovery torque, reduce abrupt driving feeling and improve driving comfort during following.
Optimizing energy utilization efficiency: according to the scheme, the sliding recovery torque is adjusted to adapt to different driving conditions, so that the recovery and the utilization of energy sources are optimized. For example, the system can more effectively recover kinetic energy by increasing the coasting recovery torque when the driver has a deceleration intention, and reduce the coasting recovery torque when the driver has an acceleration intention, avoiding unnecessary energy loss, thereby improving the overall energy utilization efficiency.
Reducing the driver operating frequency: according to the actual driving behavior of the driver and the vehicle state, the system automatically adjusts the coasting recovery torque, and is beneficial to reducing frequent operations of the accelerator and the brake pedal by the driver. This not only reduces the operational burden of the driver, but also improves the driving safety.
And the energy efficiency and performance of the whole vehicle are improved: the system optimizes the utilization of energy and improves the ride comfort and the overall performance of the vehicle by intelligently controlling the sliding recovery torque. This combined effect is particularly important for new energy vehicles, as it is directly related to the cruising ability of the vehicle and to the overall satisfaction of the driver.
The following are examples of the apparatus of the present application that may be used to perform the method embodiments of the present application. For details not disclosed in the embodiments of the apparatus of the present application, please refer to the embodiments of the method of the present application.
Fig. 2 is a schematic structural diagram of a vehicle speed control device based on driving intention according to an embodiment of the present application.
As shown in fig. 2, the driving intention-based vehicle speed control device includes:
The monitoring module 201 is configured to monitor target parameters of the vehicle in real time and judge whether the vehicle is in a following working condition based on the target parameters;
A first judging module 202 configured to judge a driving intention based on a vehicle distance between the vehicle and a preceding vehicle and a vehicle distance change rate, and activate an intention flag according to a judgment result;
The second judging module 203 is configured to judge whether to activate the function flag bit according to the judging result of the following working condition and the activating result of the intention flag bit by using a preset function flag bit activating condition;
a first determination module 204 configured to determine a coasting recovery base torque based on the vehicle distance and the vehicle distance change rate when the function flag is activated;
A second determination module 205 configured to determine a coasting recovery correction torque based on an average distance between the vehicle and the lead vehicle and a number of pedal events in a following condition;
A calculation module 206 configured to calculate a coasting recovery limit torque based on the coasting recovery base torque and the coasting recovery correction torque;
and a control module 207 configured to determine a final coasting recovery torque based on the coasting recovery limit torque, and transmit the final coasting recovery torque to the drive motor to perform torque control so as to control the vehicle speed.
In some embodiments, the monitoring module 201 of fig. 2 determines that the vehicle is in the following condition when the average distance between the vehicle and the preceding vehicle within the preset time period is within the preset average distance threshold, the standard deviation of the vehicle speed is less than the preset standard deviation of the vehicle speed threshold, the average vehicle speed is within the preset average vehicle speed threshold, and the number of pedal is greater than the preset number of times threshold.
In some embodiments, the first determination module 202 of fig. 2 determines that the driver has an intention to accelerate when the vehicle distance increases and the vehicle distance change rate increases, and activates the acceleration intention flag; when the vehicle distance is reduced and the vehicle distance change rate is reduced, judging that the driver has a deceleration intention, and activating the deceleration intention zone bit.
In some embodiments, the second determining module 203 of fig. 2 activates the accelerator intention function flag when the accelerator pedal opening, the vehicle speed, the accelerator intention flag, the brake pedal opening, and the following vehicle condition respectively satisfy the corresponding function flag activation conditions; and when the opening degree of the accelerator pedal, the speed of the vehicle, the speed reduction intention zone bit, the opening degree of the brake pedal and the following vehicle conditions respectively meet corresponding function zone bit activation conditions, activating the speed reduction intention function zone bit.
In some embodiments, the first determination module 204 of fig. 2 queries a predetermined coasting recovery base torque mapping relationship using the vehicle distance and the vehicle distance change rate to obtain a coasting recovery base torque after the acceleration intention function flag or the deceleration intention function flag is activated; the sliding recovery basic torque mapping relation is used for representing a preset value of the sliding recovery basic torque changing along with the vehicle distance and the vehicle distance change rate.
In some embodiments, the second determination module 205 of FIG. 2 determines an average distance of a last cycle between the vehicle and a preceding vehicle and an average distance of a current cycle, and determines a number of accelerator pedal presses and a number of brake pedal presses in a following vehicle condition; comparing the average distance of the previous period with the average distance of the current period, and determining a first reference frequency according to a comparison result; comparing the times of stepping on the accelerator pedal with the times of stepping on the brake pedal, and determining a second reference times according to the comparison result; inquiring a preset sliding recovery correction torque mapping relation by using the first reference times and the second reference times to obtain a sliding recovery correction torque; the slip recovery correction torque mapping relation is used for representing a preset value of the slip recovery correction torque changing along with the first reference times and the second reference times.
In some embodiments, the calculation module 206 of FIG. 2 adds the coast recovery base torque to the coast recovery correction torque to yield a coast recovery limit torque.
In some embodiments, the control module 207 of fig. 2 compares the absolute value of the coast recovery limit torque with the absolute value of the coast recovery initial torque, with a relatively smaller absolute value torque being the final coast recovery torque.
It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic, and should not limit the implementation process of the embodiment of the present application.
The embodiment of the application also provides a new energy automobile, which comprises an entire automobile controller, a motor controller, a driving motor and a transmission system; the whole vehicle controller is used for realizing the steps of the sliding torque control method under the working condition of the deceleration strip so as to send the final sliding torque to the motor controller; the motor controller is used for controlling the torque of the driving motor through the transmission system according to the final sliding torque.
Fig. 3 is a schematic structural diagram of an electronic device 3 according to an embodiment of the present application. As shown in fig. 3, the electronic apparatus 3 of this embodiment includes: a processor 301, a memory 302 and a computer program 303 stored in the memory 302 and executable on the processor 301. The steps of the various method embodiments described above are implemented when the processor 301 executes the computer program 303. Or the processor 301 when executing the computer program 303 performs the functions of the modules/units in the above-described device embodiments.
Illustratively, the computer program 303 may be partitioned into one or more modules/units, which are stored in the memory 302 and executed by the processor 301 to complete the present application. One or more of the modules/units may be a series of computer program instruction segments capable of performing a specific function for describing the execution of the computer program 303 in the electronic device 3.
The electronic device 3 may be an electronic device such as a desktop computer, a notebook computer, a palm computer, or a cloud server. The electronic device 3 may include, but is not limited to, a processor 301 and a memory 302. It will be appreciated by those skilled in the art that fig. 3 is merely an example of the electronic device 3 and does not constitute a limitation of the electronic device 3, and may include more or fewer components than shown, or may combine certain components, or different components, e.g., the electronic device may also include an input-output device, a network access device, a bus, etc.
The Processor 301 may be a central processing unit (Central Processing Unit, CPU) or other general purpose Processor, digital signal Processor (DIGITAL SIGNAL Processor, DSP), application SPECIFIC INTEGRATED Circuit (ASIC), field-Programmable gate array (Field-Programmable GATE ARRAY, FPGA) or other Programmable logic device, discrete gate or transistor logic device, discrete hardware components, or the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The memory 302 may be an internal storage unit of the electronic device 3, for example, a hard disk or a memory of the electronic device 3. The memory 302 may also be an external storage device of the electronic device 3, for example, a plug-in hard disk provided on the electronic device 3, a smart memory card (SMART MEDIA CARD, SMC), a Secure Digital (SD) card, a flash memory card (FLASH CARD), or the like. Further, the memory 302 may also include both an internal storage unit and an external storage device of the electronic device 3. The memory 302 is used to store computer programs and other programs and data required by the electronic device. The memory 302 may also be used to temporarily store data that has been output or is to be output.
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional units and modules is illustrated, and in practical application, the above-described functional distribution may be performed by different functional units and modules according to needs, i.e. the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-described functions. The functional units and modules in the embodiment 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, where the integrated units may be implemented in a form of hardware or a form of a software functional unit. In addition, the specific names of the functional units and modules are only for distinguishing from each other, and are not used for limiting the protection scope of the present application. The specific working process of the units and modules in the above system may refer to the corresponding process in the foregoing method embodiment, which is not described herein again.
In the foregoing embodiments, the descriptions of the embodiments are emphasized, and in part, not described or illustrated in any particular embodiment, reference is made to the related descriptions of other embodiments.
Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.
In the embodiments provided by the present application, it should be understood that the disclosed apparatus/computer device and method may be implemented in other manners. For example, the apparatus/computer device embodiments described above are merely illustrative, e.g., the division of modules or elements is merely a logical functional division, and there may be additional divisions of actual implementations, multiple elements or components may be combined or 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 may be an indirect coupling or communication connection via interfaces, devices or units, which may be in electrical, mechanical or other forms.
The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed over a plurality of network 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 modules/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 present application may implement all or part of the flow of the method of the above embodiment, or may be implemented by a computer program to instruct related hardware, and the computer program may be stored in a computer readable storage medium, where the computer program, when executed by a processor, may implement the steps of each of the method embodiments described above. The computer program may comprise computer program code, which may be in source code form, object code form, executable file or in some intermediate form, etc. The computer readable medium may include: any entity or device capable of carrying computer program code, a recording medium, a U disk, a removable hard disk, a magnetic disk, an optical disk, a computer Memory, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), an electrical carrier signal, a telecommunications signal, a software distribution medium, and so forth.
The above embodiments are only for illustrating the technical solution of the present application, and are not limiting; although the application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application, and are intended to be included in the scope of the present application.
Claims (10)
1. A vehicle speed control method based on driving intention, characterized by comprising:
The method comprises the steps of monitoring target parameters of a vehicle in real time, and judging whether the vehicle is in a following working condition or not based on the target parameters;
judging the driving intention based on the vehicle distance between the vehicle and the front vehicle and the vehicle distance change rate, and activating the intention zone bit according to the judging result;
Judging whether to activate the function marker bit by using a preset function marker bit activation condition according to the judging result of the following working condition and the activating result of the intention marker bit;
When the function zone bit is activated, determining a coasting recovery base torque based on a vehicle distance and a vehicle distance change rate;
determining a coasting recovery correction torque based on an average distance between the vehicle and a preceding vehicle and the number of pedal events in the following condition;
calculating a coasting recovery limit torque based on the coasting recovery base torque and the coasting recovery correction torque;
And judging the final coasting recovery torque based on the coasting recovery limit torque, and transmitting the final coasting recovery torque to a driving motor to execute torque control so as to control the vehicle speed.
2. The method of claim 1, wherein determining whether the vehicle is in a following condition based on the target parameter comprises:
When the average distance between the vehicle and the front vehicle in the preset time period is within the preset average distance threshold value range, the standard deviation of the vehicle speed is smaller than the preset standard deviation of the vehicle speed threshold value, the average vehicle speed is within the preset average vehicle speed threshold value range, and the pedal number is larger than the preset number threshold value, the vehicle is judged to be in the following working condition.
3. The method according to claim 1, wherein the determining the driving intention based on the vehicle distance between the vehicle and the preceding vehicle and the vehicle distance change rate, activating the intention flag according to the determination result, comprises:
When the vehicle distance increases and the vehicle distance change rate increases, judging that the driver has an acceleration intention, and activating an acceleration intention zone bit; and when the vehicle distance is reduced and the vehicle distance change rate is reduced, judging that the driver has a deceleration intention, and activating a deceleration intention zone bit.
4. The method of claim 1, wherein the determining whether to activate the function flag bit according to the determination result of the following condition and the activation result of the intention flag bit by using a preset function flag bit activation condition includes:
When the accelerator pedal opening, the vehicle speed, the acceleration intention zone bit, the brake pedal opening and the following vehicle conditions respectively meet corresponding function zone bit activation conditions, activating the acceleration intention function zone bit;
And when the opening degree of the accelerator pedal, the speed of the vehicle, the speed reduction intention zone bit, the opening degree of the brake pedal and the following vehicle conditions respectively meet corresponding function zone bit activation conditions, activating the speed reduction intention function zone bit.
5. The method of claim 4, wherein the determining the coasting recovery base torque based on the vehicle distance and the vehicle distance change rate when the function flag is activated comprises:
after the acceleration intention function zone bit or the deceleration intention function zone bit is activated, inquiring a preset coasting recovery basic torque mapping relation by utilizing the vehicle distance and the vehicle distance change rate to obtain the coasting recovery basic torque;
the coasting recovery basic torque mapping relation is used for representing a preset value of the coasting recovery basic torque changing along with the vehicle distance and the vehicle distance change rate.
6. The method of claim 1, wherein determining the coasting recovery correction torque based on the average distance between the vehicle and the lead vehicle and the number of pedal events in the following condition comprises:
Determining the average distance of the last period and the average distance of the current period between the vehicle and the front vehicle, and determining the times of stepping on the accelerator pedal and the times of stepping on the brake pedal in the following working condition;
Comparing the average distance of the previous period with the average distance of the current period, and determining a first reference number according to a comparison result;
Comparing the times of stepping on the accelerator pedal with the times of stepping on the brake pedal, and determining a second reference times according to the comparison result;
inquiring a preset sliding recovery correction torque mapping relation by utilizing the first reference times and the second reference times to obtain the sliding recovery correction torque;
The slip recovery correction torque mapping relation is used for representing a preset value of the slip recovery correction torque changing along with the first reference times and the second reference times.
7. The method of claim 1, wherein the calculating a coast recovery limit torque based on the coast recovery base torque and the coast recovery correction torque comprises:
And adding the coasting recovery basic torque and the coasting recovery correction torque to obtain the coasting recovery limiting torque.
8. The method of claim 1, wherein the determining a final coasting recovery torque based on the coasting recovery limit torque comprises:
And comparing the absolute value of the coasting recovery limit torque with the absolute value of the coasting recovery initial torque, and taking the torque with the relatively smaller absolute value as the final coasting recovery torque.
9. A vehicle speed control device based on driving intention, characterized by comprising:
The monitoring module is configured to monitor target parameters of the vehicle in real time and judge whether the vehicle is in a following working condition or not based on the target parameters;
the first judging module is configured to judge the driving intention based on the vehicle distance between the vehicle and the front vehicle and the vehicle distance change rate, and activate the intention zone bit according to the judging result;
The second judging module is configured to judge whether to activate the function marker bit by using a preset function marker bit activation condition according to the judging result of the following working condition and the activating result of the intention marker bit;
A first determination module configured to determine a coasting recovery base torque based on a vehicle distance and a vehicle distance change rate when the function flag is activated;
A second determination module configured to determine a coasting recovery correction torque based on an average distance between the vehicle and a preceding vehicle and a number of pedal events in the following condition;
a calculation module configured to calculate a coasting recovery limit torque based on the coasting recovery base torque and the coasting recovery correction torque;
and the control module is configured to judge a final coasting recovery torque based on the coasting recovery limit torque, and transmit the final coasting recovery torque to a driving motor to execute torque control so as to control the vehicle speed.
10. The new energy automobile is characterized by comprising a whole automobile controller, a motor controller, a driving motor and a transmission system;
The vehicle controller for implementing the method of any one of claims 1 to 8 to send a final coasting recovery torque to a motor controller;
the motor controller is configured to control the torque of the drive motor via the driveline in accordance with the final coasting recovery torque.
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