WO2015101102A1 - 车辆定速控制方法及装置 - Google Patents
车辆定速控制方法及装置 Download PDFInfo
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- the present invention relates to the field of vehicle communication technologies, and in particular, to a vehicle fixed speed control method and apparatus.
- the operation speed management of the EMU is very strict. A series of speed limit levels are set according to the operation interval, environmental conditions and train fault diagnosis.
- the fixed speed control can realize the EMU running at the punctual point, which is beneficial to the optimal dispatch of the railway system.
- the existing EMU fixed speed control method is only for the traction system of the train. Use the operating conditions to set a traction force that can basically maintain the train's constant speed. When the train speed is insufficient, the traction force is increased. When the train speed is overspeed, the traction force is reduced, and even the coasting is performed. When the speed exceeds too much, the manual braking force is required to assist. . However, this requirement for the driver is high and the operation is too frequent, resulting in a low driving safety factor and poor automation performance.
- the invention provides a method and a device for controlling the speed of a vehicle, which are used to solve the problem that the manual braking force is required to assist the vehicle to control the speed in the prior art, and the manual operation is easy to cause the vehicle to have a lower driving safety factor and the automation performance is poor. .
- the invention provides a vehicle constant speed control method, comprising:
- the invention also provides a vehicle constant speed control device, comprising:
- a receiving module configured to receive a second speed value input by the user, and acquire a first speed value of the vehicle
- a calculation module configured to determine a speed difference value of the second speed value minus the first speed value
- a first determining module if it is determined that the speed difference is less than 0, determining that the vehicle is in a brake control phase, and determining that the vehicle is required by the first speed value to reach the second speed value Braking force, and using the braking force to control the speed of the vehicle;
- a second determining module if it is determined that the speed difference is greater than 0, determining that the vehicle is in a traction control phase, and determining a traction force required by the vehicle to reach the second speed value by the first speed value And using the traction force to control the speed of the vehicle.
- the invention acquires the first speed value of the vehicle by receiving the second speed value input by the user, and determines the speed difference value of the second speed value minus the first speed value, and controls the vehicle by determining the positive and negative of the speed difference value.
- the speed is divided into two stages of brake control and traction control. If the vehicle is in the brake control phase, the braking force required for the vehicle to reach the second speed value from the first speed value is determined, and if the vehicle is in the traction control phase, the vehicle is determined. The traction required to reach the second speed value from the first speed value.
- the vehicle speed control can be more self-enhancing, thereby avoiding the manual speed control operation, thereby improving the safety of the vehicle operation.
- FIG. 1 is a schematic flow chart of a first embodiment of a method for controlling a vehicle speed according to the present invention
- FIG. 2 is a schematic flow chart of a method for determining a braking force in a braking control phase according to a first embodiment of a method for controlling a vehicle speed according to the present invention
- FIG. 3 is a schematic flow chart of a method for determining a traction force in a traction control phase according to a first embodiment of a method for controlling a vehicle speed according to the present invention
- FIG. 4 is a schematic structural view of a first embodiment of a vehicle constant speed control device according to the present invention.
- FIG. 5 is a schematic structural diagram of Embodiment 2 of a vehicle constant speed control device according to the present invention.
- FIG. 1 is a schematic flowchart of a first embodiment of a method for controlling a vehicle speed according to the present invention, which specifically includes the following steps:
- S101 Receive a second speed value input by the user, and acquire a first speed value of the vehicle.
- the second speed value is a target speed value that the vehicle is about to reach, and is obtained by a user input.
- the user can input the target speed value into the central control unit through an external device such as a keyboard, and the central control unit acquires the first point of the vehicle.
- the speed value is the current speed value of the vehicle running.
- the central control unit After receiving the second speed value input by the user, that is, the target speed value, the central control unit will acquire the first speed value of the vehicle, that is, the current speed value of the vehicle, and calculate the speed difference value of the second speed value minus the first speed value.
- the central control unit determines that the speed difference is less than 0, it indicates that the second speed value is less than the first speed value, that is, the target speed value that the vehicle is about to reach is less than the speed value of the current running of the vehicle, indicating that the vehicle is about to decelerate, then determining The vehicle is in the brake control phase and determines the braking force required for the vehicle to reach the second speed value from the first speed value, the central control unit transmits the required braking force to the brake control unit, and the brake control unit applies the vehicle to the vehicle.
- the required braking force causes the vehicle to complete the second speed value from the first speed value.
- the central control unit determines that the speed difference is greater than 0, then the second speed value is greater than the first
- the speed value that is, the target speed value to be reached by the vehicle is greater than the current speed value of the vehicle, indicating that the vehicle is about to accelerate, determining that the vehicle is in the brake control phase, and determining that the vehicle reaches the second speed value from the first speed value.
- Required braking force The central control unit transmits the required traction to the traction control unit, which applies the required traction to the vehicle to complete the second speed value from the first speed value.
- the first speed value of the vehicle is obtained by receiving the second speed value input by the user, and the speed difference value of the second speed value is subtracted from the first speed value, and the vehicle speed is controlled by determining the positive and negative of the speed difference. It is divided into two stages of brake control and traction control. If the vehicle is in the brake control phase, the braking force required for the vehicle to reach the second speed value from the first speed value is determined. If the vehicle is in the traction control phase, the vehicle is determined to be The traction required for the first speed value to reach the second speed value.
- the vehicle speed control can be more self-enhancing, thereby avoiding the manual speed control operation, thereby improving the safety of the vehicle operation.
- FIG. 2 is a schematic flowchart of a method for determining a braking force in a braking control phase according to a first embodiment of a method for controlling a vehicle speed according to the present invention.
- This embodiment is a braking control phase in the first embodiment.
- a further optimization of the method for determining the braking force required for the vehicle to reach the second speed value from the first speed value comprises the following steps:
- the central control unit acquires the first acceleration value of the vehicle, that is, the current acceleration value when the vehicle is running.
- the current speed of the vehicle that is, the first speed
- the central control unit may further divide the brake control phase of the vehicle into a constant deceleration phase and a brake mitigation phase according to the speed difference, and the second acceleration value of the vehicle may be determined according to the following Table 1. .
- the first preset speed difference threshold may be set to the empirical value of -18 km/h, determining that the vehicle is in the constant deceleration phase, the second acceleration value is determined as the first pre-predetermined Setting the acceleration value, for example, the first preset acceleration value may be set to an empirical value of -0.519 m/s 2 ; or, if it is determined that the speed difference is greater than the first preset speed difference threshold, determining that the vehicle is in the braking mitigation phase; further, If the speed difference is greater than the first preset speed difference threshold and less than the second preset speed difference threshold, for example, the second preset speed difference threshold may be set to an empirical value of -1 km/h, according to the first preset speed difference The threshold, the second preset speed difference threshold, the first preset acceleration value, and the second preset acceleration value determine the second acceleration value; for example, the second acceleration value may be calculated by the following formula,
- the second preset acceleration value may be set to an empirical value of -0.0085 m/s 2 , and if the current speed difference is -10 km/h, the first preset speed difference threshold may be -18 km/h, and the second pre- Set the speed difference threshold -1km/h, the first preset acceleration value -0.519m/s 2 , and the second preset acceleration value -0.0085m/s 2 to calculate the second acceleration value, then the second acceleration is
- the second preset speed difference threshold determines the second acceleration value according to the second preset speed difference threshold and the second preset acceleration value; wherein, the second preset speed difference threshold and the second The preset acceleration value is a constant smaller than 0, and the first preset speed difference threshold is smaller than the second preset speed difference threshold, and the first preset acceleration value is smaller than the second preset acceleration value;
- the acceleration value can be calculated by the following formula. Specifically, if the current speed difference is -0.5 km/h, the second acceleration value may be calculated according to the second preset speed difference threshold -1 km/h, and the second preset acceleration value is -0.0085 m/s 2 Two accelerations are
- S203 Determine, according to the first acceleration value and the second acceleration value, a braking force required for the vehicle to reach the second speed value from the first speed value.
- the acceleration difference can be proportionally integrated to calculate the required braking force.
- a preset speed value that is, a first preset speed value and a fifth acceleration value are set in advance.
- the first preset speed value may be set to 7 km/h
- the fifth acceleration value may be set to 0.3 m/ s 2
- the first acceleration value and the fifth acceleration value may be determined.
- the acceleration difference between the two further determining, based on the acceleration difference, the braking force required for the vehicle to reach the second speed value from the first speed value.
- the acceleration difference can be proportionally integrated to calculate the required braking force.
- the parking brake phase can also be divided into a parking brake level and a parking brake level according to the current speed of the vehicle, that is, the first speed. For example, when the first speed of the vehicle is greater than the second preset speed value, for example, it can be set to 2 km/h at the parking brake level; when the first speed of the vehicle is greater than 0 km/h and less than the second preset speed value, the parking brake is Second level.
- a preset threshold may be 0.25 m/s 2 to determine the required parking braking force of the vehicle; parking brake In the second stage, it is determined that the fifth acceleration of the vehicle is not greater than a predetermined threshold.
- the preset threshold may be -0.4 m/s 2 to determine the parking braking force required by the vehicle.
- the embodiment determines the second acceleration value of the vehicle by acquiring the first acceleration value of the vehicle; and determines the braking force required for the vehicle to reach the second speed value from the first speed value according to the first acceleration value and the second acceleration value. And according to the speed difference, the vehicle is in the braking control phase, further stage division is performed, and the second acceleration corresponding to each stage is separately determined, and the braking force required for the vehicle to reach the second speed value from the first speed value is further determined.
- This makes the speed control more refined, which improves the accuracy of the speed control and makes the vehicle speed control more self-powering, and Manual speed control is avoided, which improves the safety of vehicle operation.
- FIG. 3 is a schematic flowchart of a method for determining a traction force in a traction control phase according to a first embodiment of a method for controlling a vehicle speed according to the present invention.
- a vehicle control phase is determined for the traction control phase in the first embodiment.
- the further optimization of the traction method required for the first speed value to reach the second speed value comprises the following steps:
- the central control unit may further divide the traction control phase of the vehicle into a speed control phase and a start phase according to the first speed value.
- the speed control phase is when the first speed value is 0. Then it is the startup phase. Described below is the method of determining the traction force in the speed regulation phase.
- the central control unit may determine the second acceleration value of the vehicle based on the speed difference.
- the third acceleration value is the fourth preset acceleration value; for example, the third preset The speed difference threshold can be set to 22 km/h, and the fourth preset acceleration value can be set to 0.5 m/s 2 . If the speed difference is 26 km/h, it is determined that the vehicle is in the speed regulation phase, and it can be determined that the third acceleration value is 0.5 m/s 2 .
- the third acceleration value is determined according to the third preset speed difference threshold, 0, and the fourth preset acceleration value.
- the third acceleration value can be calculated by the following formula. Specifically, the third preset speed difference threshold may be set to 22 km/h, and the fourth preset acceleration value may be set to 0.5 m/s 2 . If the speed difference is 20km/h, it is determined that the vehicle is in the speed regulation phase, and the third acceleration value may be determined.
- the acceleration difference between the first acceleration value and the third acceleration value is determined.
- the traction force required by the vehicle to reach the second speed value from the first speed value is determined based on the acceleration difference. Specifically, the traction force required for the proportional integration calculation of the acceleration difference can be performed.
- the incremental traction required for the starting phase is determined according to the vehicle mass, the preset constant, the initial starting traction value, and the maximum available traction value; specifically, the train The mass is the parameter, the initial starting traction is the minimum value, the maximum available traction is the maximum value, and the integral constant is controlled to obtain an incremental traction value determined as the traction setting value in the starting phase.
- the preset constant can be set to an empirical value of 15KN. Among them, the initial starting traction force, the maximum available traction force is determined according to the traction system's own performance.
- the present embodiment further divides the traction control phase of the vehicle into a speed adjustment phase and a startup phase by according to the first speed value. And determine the traction required for the speed control phase and the start phase respectively. This makes the speed control more refined, thereby improving the accuracy of the speed control, making the vehicle speed control more self-powering, and avoiding the manual speed control operation, thereby improving the safety of the vehicle operation.
- the reference speed in the braking control phase can be determined, according to the reference speed and the first speed.
- the value further determines the compensation value of the second acceleration to improve the adaptability of the fixed speed to conditions such as road conditions and wind speed. Specifically, the following steps are included:
- the reference braking distance is determined according to the current speed of the train, that is, the first speed value, the target speed, that is, the second speed value, the standard maximum acceleration, that is, the first preset speed difference threshold, the current traction force value, and the required braking force value.
- the required braking force value is calculated by using Table 1 in the second embodiment, and the calculation method is not repeated here.
- the reference braking distance consists of four parts, that is, the distance required for the traction force to be reduced to zero, the distance required for the braking force to be established, the braking distance during the constant deceleration phase, and the braking distance during the braking mitigation phase. Then, the reference braking speed is differentiated to determine the required reference speed.
- S403. Determine, according to the second speed difference, a third acceleration value required for the vehicle to reach the second speed value from the first speed value; and use the third acceleration value as the compensation value of the second acceleration value;
- the method for determining the third acceleration value is the same as the method for determining the second acceleration value in the second embodiment, and is not described here.
- a schematic structural diagram of a first embodiment of a vehicle constant speed control device includes: a receiving module 51 , a calculating module 52 , a first determining module 53 , and a second determining module 54 .
- the receiving module 51 is configured to receive a second speed value input by the user, and acquire a first speed value of the vehicle;
- a calculating module 52 configured to determine a speed difference value of the second speed value minus the first speed value
- the first determining module 53 is configured to determine, if the speed difference is less than 0, that the vehicle is in the braking control phase, and determine a braking force required by the vehicle to reach the second speed value from the first speed value, and use the braking force Control the speed of the vehicle;
- the second determining module 54 is configured to determine that the vehicle is in the traction control phase if the speed difference is greater than 0, and determine the traction force required by the vehicle to reach the second speed value from the first speed value, and use the traction force to the vehicle speed Take control.
- the first determining module 53 is specifically configured to: acquire a first acceleration value of the vehicle; determine a second acceleration value of the vehicle; and according to the first acceleration value and the second acceleration A value that determines the braking force required by the vehicle to reach the second speed value from the first speed value.
- the first determining module 53 is configured to: if it is determined that the speed difference is less than the first preset speed difference threshold, determine that the vehicle is in the constant deceleration phase, determine that the second acceleration value is the first preset acceleration value;
- the first preset speed difference threshold and the first preset acceleration value are constants less than 0; or, if the speed difference is greater than the first preset speed difference threshold, determining that the vehicle is in the braking mitigation stage; And being greater than the first preset speed difference threshold and smaller than the second preset speed difference threshold, determining, according to the first preset speed difference threshold, the second preset speed difference threshold, the first preset acceleration value, and the second preset acceleration value a second acceleration value; or, if the determined speed difference is greater than the second preset speed difference threshold, determining a second acceleration value according to the second preset speed difference threshold and the second preset acceleration value; wherein, the second preset speed The difference threshold and the second preset acceleration value are both constants smaller than 0, and the first preset speed difference threshold is smaller
- the foregoing second determining module 54 is specifically configured to:
- the incremental traction required for the starting phase is determined according to the vehicle mass, the preset constant, the initial starting traction value, and the maximum available traction value; or if the first speed value is greater than 0, determining that the vehicle is in the speed adjustment phase, if it is determined that the speed difference is greater than the third preset speed difference threshold, determining that the third acceleration value is the fourth preset acceleration value; or, if determining that the speed difference is less than the third preset a speed difference threshold, determining a third acceleration value according to the third preset speed difference threshold and the fourth preset acceleration value; determining an acceleration difference between the first acceleration value and the third acceleration value; determining the vehicle by the acceleration difference The traction required for the first speed value to reach the second speed value.
- the device in this embodiment is used to perform the method embodiments described in the foregoing Embodiment 1, the second embodiment, and the third embodiment.
- the implementation principle and technical effects are similar, and details are not described herein again.
- FIG. 5 is a schematic structural diagram of a second embodiment of a vehicle constant speed control device according to the present invention.
- the present embodiment includes a receiving module 61, a computing module 62, a first determining module 63, and a second in the fifth embodiment.
- the determining module 64 the differential module 65, the third determining module 66, and the fourth determining module 67 are further included as follows:
- the receiving module 61 is configured to receive a second speed value input by the user, and acquire a first speed value of the vehicle;
- a calculating module 62 configured to determine a speed difference value of the second speed value minus the first speed value
- the first determining module 63 is configured to determine, if the speed difference is less than 0, that the vehicle is in the brake control phase, and determine a braking force required by the vehicle to reach the second speed value from the first speed value, and adopt the braking force Control the speed of the vehicle;
- a second determining module 64 if it is determined that the speed difference is greater than 0, determining that the vehicle is in the traction control phase, and determining a traction force required by the vehicle to reach the second speed value from the first speed value, and using the traction force to the vehicle speed Take control.
- the first determining module 63 is specifically configured to: acquire a first acceleration value of the vehicle; determine a second acceleration value of the vehicle; and determine, according to the first acceleration value and the second acceleration value, that the vehicle reaches the first speed value The braking force required for the second speed value.
- the first determining module 63 is configured to: if it is determined that the speed difference is less than the first preset speed difference threshold, determine that the vehicle is in the constant deceleration phase, determine that the second acceleration value is the first preset acceleration value;
- the first preset speed difference threshold and the first preset acceleration value are constants less than 0; or, if the determined speed difference is greater than the first preset speed difference threshold, determining that the vehicle is in the braking mitigation stage; If the value is greater than the first preset speed difference threshold and less than the second preset speed difference threshold, the first preset speed difference threshold, the second preset speed difference threshold, the first preset acceleration value, and the second preset acceleration value are Determining a second acceleration value; or, if the speed difference is greater than the second preset speed difference threshold, determining a second acceleration value according to the second preset speed difference threshold and the second preset acceleration value; wherein, the second preset speed The difference threshold and the second preset acceleration value are both constants smaller than 0, and the first preset speed difference threshold
- the second determining module 64 is specifically configured to: if the first speed value is 0, determine that the vehicle is in the startup phase, determine the startup phase according to the vehicle mass, the preset constant, the initial starting traction value, and the maximum available traction value. The required incremental traction; or, if the first speed value is greater than 0, determining that the vehicle is in the speed adjustment phase, and if it is determined that the speed difference is greater than the third preset speed difference threshold, determining that the third acceleration value is the fourth predetermined acceleration Value; or If it is determined that the speed difference is less than the third preset speed difference threshold, determining a third acceleration value according to the third preset speed difference threshold and the fourth preset acceleration value; determining between the first acceleration value and the third acceleration value The acceleration difference; determining the traction force required by the vehicle from the first speed value to the second speed value based on the acceleration difference.
- the differentiating module 65 is configured to determine a reference braking distance according to the first speed value, the second speed value, the traction force and the required braking force when the vehicle is transferred from the traction control to the braking control, and differentiate the reference braking distance Determine the required reference speed;
- the calculating module 62 is further configured to determine a second speed difference between the reference speed and the first speed value
- a third determining module 66 configured to determine, according to the second speed difference, a third acceleration value required for the vehicle to reach the second speed value from the first speed value; and use the third acceleration value as a compensation value of the second acceleration value; The compensation value determines the braking force required by the vehicle to reach the second speed value from the first speed value.
- a fourth determining module 67 configured to determine that the vehicle is in a parking brake phase and determine a fifth acceleration value if the second speed value is 0 and the first speed value is less than the first preset speed value; and according to the first acceleration value and The fifth acceleration value determines the braking force required by the vehicle to reach the second speed value from the first speed value.
- the device in this embodiment is used to perform the method embodiments described in the foregoing Embodiment 1, the second embodiment, the third embodiment, and the fourth embodiment.
- the implementation principle and technical effects are similar, and details are not described herein again.
- the foregoing program may be stored in a computer readable storage medium, and the program is executed when executed.
- the foregoing steps include the steps of the foregoing method embodiments; and the foregoing storage medium includes: a medium that can store program codes, such as a ROM, a RAM, a magnetic disk, or an optical disk.
Abstract
本发明公开了一种车辆定速控制方法及装置，其中方法包括：接收用户输入的第二速度值，获取车辆的第一速度值；确定第二速度值减去第一速度值的速度差值；如果速度差值小于0，则确定车辆处于制动控制阶段，并确定车辆由第一速度值达到第二速度值所需的制动力；如果速度差值大于0，则确定车辆处于牵引控制阶段，并确定车辆由第一速度值达到第二速度值所需的牵引力。本发明通过确定第二速度值减去第一速度值的速度差值，通过判断速度差值的正负将车辆控速分为制动控制和牵引控制两个阶段，这样不仅可以通过车辆牵引系统来控制车速，而且可以通过车辆制动系统来控制车速，使车辆控速更加自能化，避免了人工控速操作，从而提高了车辆运行的安全性。
Description
本发明涉及车辆通信技术领域，尤其涉及一种车辆定速控制方法及装置。
动车组的运营速度管理十分严格，根据运营区间、环境条件和列车故障诊断设定了一系列限速等级；通过定速控制可以实现动车组正点运行，从而有利于铁路系统的最优调度。
现有的动车组定速控制方法，只针对列车的牵引系统。利用运营条件设定一个基本可以维持列车定速的牵引力，当列车速度不足时则增大牵引力，当列车速度超速时则减少牵引力，甚至惰行，当速度超出太多时仍需人工施加制动力来辅助。但这样对司机的要求较高并且过于频繁的操作导致车辆行驶安全系数较低，且自动化性能较差。
发明内容
本发明提供一种车辆定速控制方法及装置，用以解决现有技术中需人工施加制动力来辅助车辆控速，这些人工操作容易导致车辆行驶安全系数较低，且自动化性能较差的问题。
本发明提供一种车辆定速控制方法，包括：
接收用户输入的第二速度值，获取所述车辆的第一速度值；
确定所述第二速度值减去所述第一速度值的速度差值；
如果确定所述速度差值小于0，则确定所述车辆处于制动控制阶段，并确定所述车辆由所述第一速度值达到所述第二速度值所需的制动力，并采用所述制动力对车辆速度进行控制；
如果确定所述速度差值大于0，则确定所述车辆处于牵引控制阶段，并确定所述车辆由所述第一速度值达到所述第二速度值所需的牵引力，并采用所述牵引力对车辆速度进行控制。
本发明还提供一种车辆定速控制装置，包括：
接收模块，用于接收用户输入的第二速度值，获取所述车辆的第一速度值；
计算模块，用于确定所述第二速度值减去所述第一速度值的速度差值；
第一确定模块，用于如果确定所述速度差值小于0，则确定所述车辆处于制动控制阶段，并确定所述车辆由所述第一速度值达到所述第二速度值所需的制动力，并采用所述制动力对车辆速度进行控制；
第二确定模块，用于如果确定所述速度差值大于0，则确定所述车辆处于牵引控制阶段，并确定所述车辆由所述第一速度值达到所述第二速度值所需的牵引力，并采用所述牵引力对车辆速度进行控制。
本发明通过接收用户输入的第二速度值，获取所述车辆的第一速度值，并确定第二速度值减去第一速度值的速度差值，通过判断速度差值的正负将车辆控速分为制动控制和牵引控制两个阶段，如果车辆处于制动控制阶段，则确定车辆由第一速度值达到第二速度值所需的制动力，如果车辆处于牵引控制阶段，则确定车辆由第一速度值达到第二速度值所需的牵引力。这样不仅可以通过车辆牵引系统来控制车速，而且可以通过车辆制动系统来控制车速，使车辆控速更加自能化，从而避免了人工控速操作，进而提高了车辆运行的安全性。
图1为本发明提供的一种车辆定速控制方法实施例一流程示意图；
图2为本发明提供的一种车辆定速控制方法实施例一中的制动控制阶段确定制动力方法流程示意图；
图3为本发明提供的一种车辆定速控制方法实施例一中的牵引控制阶段确定牵引力方法流程示意图；
图4为本发明提供的一种车辆定速控制装置实施例一结构示意图；
图5为本发明提供的一种车辆定速控制装置实施例二结构示意图。
为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
实施例一
如图1所示，为本发明提供的一种车辆定速控制方法实施例一流程示意图，具体包括如下步骤：
S101、接收用户输入的第二速度值，获取车辆的第一速度值；
需要说明的是，第二速度值为车辆即将达到的目标速度值，由用户输入得到，例如，用户可以通过外接装置例如键盘将目标速度值输入中央控制单元，中央控制单元获取车辆的第一点速度值即车辆运行的当前速度值。
S102、确定第二速度值减去第一速度值的速度差值；
中央控制单元接收到用户输入的第二速度值即目标速度值之后，将获取车辆的第一速度值即车辆的当前速度值，并计算第二速度值减去第一速度值的速度差值。
S103、如果确定速度差值小于0，则确定车辆处于制动控制阶段，并确定车辆由第一速度值达到第二速度值所需的制动力，并采用所述制动力对车辆速度进行控制；
如果中央控制单元确定速度差值小于0，则说明第二速度值小于第一速度值，也就是车辆即将达到的目标速度值小于车辆当前运行的速度值，则是说明车辆将要减速行驶，则确定车辆处于制动控制阶段，并确定车辆由第一速度值达到第二速度值所需的制动力，中央控制单元将所需的制动力发送至制动控制单元，制动控制单元为车辆施加所需的制动力使车辆完成由第一速度值达到第二速度值。
S104、如果确定速度差值大于0，则确定车辆处于牵引控制阶段，并确定车辆由第一速度值达到第二速度值所需的牵引力，并采用所述牵引力对车辆速度进行控制。
如果中央控制单元确定速度差值大于0，则说明第二速度值大于第一
速度值，也就是车辆即将达到的目标速度值大于车辆当前运行的速度值，则说明车辆将要加速行驶，则确定车辆处于制动控制阶段，并确定车辆由第一速度值达到第二速度值所需的制动力。中央控制单元将所需的牵引力发送至牵引控制单元，牵引控制单元为车辆施加所需的牵引力使车辆完成由第一速度值达到第二速度值。
本实施例通过接收用户输入的第二速度值，获取车辆的第一速度值，并确定第二速度值减去第一速度值的速度差值，通过判断速度差值的正负将车辆控速分为制动控制和牵引控制两个阶段，如果车辆处于制动控制阶段，则确定车辆由第一速度值达到第二速度值所需的制动力，如果车辆处于牵引控制阶段，则确定车辆由第一速度值达到第二速度值所需的牵引力。这样不仅可以通过车辆牵引系统来控制车速，而且可以通过车辆制动系统来控制车速，使车辆控速更加自能化，从而避免了人工控速操作，进而提高了车辆运行的安全性。
实施例二
如图2所示，为本发明提供的一种车辆定速控制方法实施例一中的制动控制阶段确定制动力方法流程示意图，本实施例是对上述实施例一中的制动控制阶段，确定车辆由第一速度值达到第二速度值所需的制动力方法的进一步优化，具体包括以下步骤：
S201、获取车辆的第一加速度值；
中央控制单元获取车辆的第一加速度值，即目前车辆运行时的加速度值，例如，可以对车辆当前速度即第一速度进行微分得到第一加速度值。
S202、确定车辆的第二加速度值；
具体来说，如下表1所示，中央控制单元可以根据速度差值进一步将车辆的制动控制阶段划分为常减速阶段和制动缓解阶段，车辆的第二加速度值可以根据下表1进行确定。
表1
如果速度差值小于第一预设速度差阈值，例如可以将第一预设速度差阈值设为经验值-18km/h，则确定车辆处于常减速阶段，则第二加速度值确定为第一预设加速度值，例如第一预设加速度值可以设为经验值-0.519m/s2；或者，如果确定速度差值大于第一预设速度差阈值，则确定车辆处于制动缓解阶段；进一步，如果速度差值大于第一预设速度差阈值且小于第二预设速度差阈值，例如，可以将第二预设速度差阈值设为经验值-1km/h，则根据第一预设速度差阈值、第二预设速度差阈值、第一预设加速度值以及第二预设加速度值确定第二加速度值；例如，第二加速度值可以通过如下公式来计算，
或者，如果确定速度差值大于第二预设速度差阈值，则根据第二预设速度差阈值以及第二预设加速度值确定第二加速度值；其中，第二预设速度差阈值以及第二预设加速度值均为小于0的常数，且第一预设速度差阈值小于第二预设速度差阈值、第一预设加速度值小于第二预设加速度值；同上述常减速阶段，第二加速度值可以通过如下公式来计算，
具体地，如果当前的速度差值为-0.5km/h，可以根据第二预设速度差阈值-1km/h，第二预设加速度值
-0.0085m/s2计算第二加速度值，则第二加速度为
S203、根据第一加速度值以及第二加速度值确定车辆由第一速度值达到第二速度值所需的制动力。
在确定了车辆对应的第二加速度值之后，确定第一加速度值和第二加速度值之间的加速度差值；根据加速度差值确定车辆由第一速度值达到第二速度值所需的制动力。具体来说，可以对加速度差值进行比例积分计算所需的制动力。
另外，如果第二速度值为0且第一速度值小于第一预设速度值，则确定车辆处于停车制动阶段，并确定第五加速度值；根据第一加速度值以及第五加速度值确定车辆由第一速度值达到第二速度值所需的制动力。具体来说，预先设置一预设速度值即第一预设速度值以及第五加速度值，例如可以为第一预设速度值可以设为7km/h，第五加速度值可以设为0.3m/s2，当车辆的当前速度即第一速度值小于7km/h时则确定车辆处于停车制动阶段，第五加速度值为0.3m/s2，则可以确定第一加速度值和第五加速度值之间的加速度差值；进一步根据加速度差值确定车辆由第一速度值达到第二速度值所需的制动力。例如，可以对加速度差值进行比例积分计算所需的制动力。此外，还可以将停车制动阶段根据车辆当前速度即第一速度分为停车制动一级和停车制动二级。例如，当车辆第一速度大于第二预设速度值时例如可以设为2km/h处于停车制动一级；车辆第一速度大于0km/h且小于第二预设速度值时处于停车制动二级。停车制动一级时，确定车辆的第五加速度为不大于一预设阈值的常数值，例如一预设阈值可以为0.25m/s2,以确定车辆所需的停车制动力；停车制动二级时，确定车辆第五加速度不大于一预设阈值的常数值，例如预设阈值可以为-0.4m/s2,以确定车辆所需的停车制动力。
本实施例通过获取车辆的第一加速度值；确定车辆的第二加速度值；根据第一加速度值以及第二加速度值确定车辆由第一速度值达到第二速度值所需的制动力。并根据速度差值对车辆处于制动控制阶段，进行进一步的阶段划分，并分别确定每个阶段对应的第二加速度，进一步确定车辆由第一速度值达到第二速度值所需的制动力。这样使速度控制更加细化，从而提高了速度控制的精度，使车辆控速更加自能化，而且
避免了人工控速操作，进而提高了车辆运行的安全性。
实施例三
如图3所示，为本发明提供的一种车辆定速控制方法实施例一中的牵引控制阶段确定牵引力方法流程示意图，本实施例是对上述实施例一中的牵引控制阶段，确定车辆由第一速度值达到第二速度值所需的牵引力方法的进一步优化，具体包括以下步骤：
中央控制单元可以根据第一速度值进一步将车辆的牵引控制阶段划分为调速阶段和启动阶段，当第一速度值不为0时，则为调速阶段，当第一速度值为0时，则为启动阶段。下面所描述的是调速阶段牵引力的确定方法。
S301、如果第一速度值大于0，则确定车辆处于调速阶段，如果确定速度差值大于第三预设速度差阈值，则确定第三加速度值为第四预设加速度值；或者，如果确定速度差值小于第三预设速度差阈值，则根据第三预设速度差阈值以及第四预设加速度值确定第三加速度值；
具体来说，如下表2所示，中央控制单元可以根据速度差值确定车辆的第二加速度值。
表2
如果第一速度值大于0，则确定车辆处于调速阶段，如果确定速度差值大于第三预设速度差阈值，则确定第三加速度值为第四预设加速度值；例如，第三预设速度差阈值可以设定为22km/h，第四预设加速度值可以设定为0.5m/s2。如果速度差值为26km/h，则确定车辆处于调速阶段，则可以确定第三加速度值为0.5m/s2。
或者，
如果确定速度差值小于第三预设速度差阈值，则根据第三预设速度差阈值、0以及第四预设加速度值确定第三加速度值。例如，第三加速度值可以通过如下公式来计算，
具体
地，第三预设速度差阈值可以设定为22km/h，第四预设加速度值可以设定为0.5m/s2。如果速度差值为20km/h，则确定车辆处于调速阶段，则可以确定第三加速度值为
S302、确定第一加速度值和第三加速度值之间的加速度差值；
在确定了车辆对应的第三加速度值之后，确定第一加速度值和第三加速度值之间的加速度差值。
S303、根据加速度差值确定车辆由第一速度值达到第二速度值所需的牵引力。
根据加速度差值确定车辆由第一速度值达到第二速度值所需的牵引力。具体来说，可以对加速度差值进行比例积分计算所需的牵引力。
另外，如果第一速度值为0，则确定车辆处于启动阶段，则根据车辆质量、预设常量、初始启动牵引力值以及最大可用牵引力值确定启动阶段所需的递增牵引力；具体来说，以列车质量为参数，以初始启动牵引力为最小取值，最大可用牵引力为最大取值，对预设常量进行积分控制得到一个递增牵引力值确定为启动阶段的牵引力设定值。预设常量可以设为经验值15KN。其中，初始启动牵引力大小，最大可用牵引力大小根据牵引系统自身性能来决定。
本实施例通过根据第一速度值进一步将车辆的牵引控制阶段划分为调速阶段和启动阶段。并分别确定调速阶段和启动阶段所需要的牵引力。这样使速度控制更加细化，从而提高了速度控制的精度，使车辆控速更加自能化，而且避免了人工控速操作，进而提高了车辆运行的安全性。
实施例四
另外，在上述实施例一、实施例二以及实施例三的基础上，当车辆由牵引控制转至制动控制时，还可以通过确定制动控制阶段的基准速度，根据基准速度以及第一速度值，进一步确定第二加速度的补偿值，以提高定速对路况和风速等条件的适应性。具体来说包括如下步骤：
S401、当车辆由牵引控制转至制动控制时，根据第一速度值、第二速度值、牵引力以及所需的制动力确定基准制动距离，并对基准制动距
离进行微分确定所需的基准速度；
根据列车当前速度即第一速度值、目标速度即第二速度值、标准最大加速度即第一预设速度差阈值、当前牵引力值和所需的制动力值确定基准制动距离。其中，所需的制动力值通过实施例二中的表1进行计算，计算方法同实施例二这里不再累述。基准制动距离由四部分组成即牵引力减到零所需的距离、制动力建立所需的距离，常减速阶段制动距离和制动缓解阶段制动距离。然后，并对基准制动距离进行微分确定所需的基准速度。
S402、确定基准速度与第一速度值之间的第二速度差值；
S403、根据第二速度差值确定车辆由第一速度值达到第二速度值所需的第三加速度值；并将第三加速度值作为第二加速度值的补偿值；
确定第三加速度值的方法同实施例二中确定第二加速度值的方法，这里不再累述。
S404、根据补偿值确定车辆由述第一速度值达到第二速度值所需的制动力。
实施例五
如图4所示，为本发明提供的一种车辆定速控制装置实施例一结构示意图，具体包括：接收模块51、计算模块52、第一确定模块53以及第二确定模块54。
接收模块51，用于接收用户输入的第二速度值，获取车辆的第一速度值；
计算模块52，用于确定第二速度值减去第一速度值的速度差值；
第一确定模块53，用于如果确定速度差值小于0，则确定车辆处于制动控制阶段，并确定车辆由第一速度值达到第二速度值所需的制动力，并采用所述制动力对车辆速度进行控制；
第二确定模块54，用于如果确定速度差值大于0，则确定车辆处于牵引控制阶段，并确定车辆由第一速度值达到第二速度值所需的牵引力，并采用所述牵引力对车辆速度进行控制，。
进一步地，上述第一确定模块53，具体用于：获取车辆的第一加速度值；确定车辆的第二加速度值；根据第一加速度值以及第二加速度
值，确定车辆由第一速度值达到第二速度值所需的制动力。
进一步地，上述第一确定模块53，具体用于：如果确定速度差值小于第一预设速度差阈值，则确定车辆处于常减速阶段，则确定第二加速度值为第一预设加速度值；其中，第一预设速度差阈值以及第一预设加速度值为小于0的常数；或者，如果速度差值大于第一预设速度差阈值，则确定车辆处于制动缓解阶段；如果速度差值大于第一预设速度差阈值且小于第二预设速度差阈值，则根据第一预设速度差阈值、第二预设速度差阈值、第一预设加速度值以及第二预设加速度值确定第二加速度值；或者，如果确定速度差值大于第二预设速度差阈值，则根据第二预设速度差阈值以及第二预设加速度值确定第二加速度值；其中，第二预设速度差阈值以及第二预设加速度值均为小于0的常数，且第一预设速度差阈值小于第二预设速度差阈值、第一预设加速度值小于第二预设加速度值；确定第一加速度值和第二加速度值之间的加速度差值；根据加速度差值确定车辆由第一速度值达到第二速度值所需的制动力。
进一步地，上述第二确定模块54，具体用于：
如果第一速度值为0，则确定车辆处于启动阶段，则根据车辆质量、预设常量、初始启动牵引力值以及最大可用牵引力值确定启动阶段所需的递增牵引力；或者，如果第一速度值大于0，则确定车辆处于调速阶段，如果确定速度差值大于第三预设速度差阈值，则确定第三加速度值为第四预设加速度值；或者，如果确定速度差值小于第三预设速度差阈值，则根据第三预设速度差阈值以及第四预设加速度值确定第三加速度值；确定第一加速度值和第三加速度值之间的加速度差值；根据加速度差值确定车辆由第一速度值达到第二速度值所需的牵引力。
本实施例的装置用于执行上述实施例一、实施例二以及实施例三所描述的方法实施例，其实现原理和技术效果类似，此处不再赘述。
实施例六
如图5所示，为本发明提供的一种车辆定速控制装置实施例二结构示意图，本实施例除了包括实施例五中的接收模块61、计算模块62、第一确定模块63以及第二确定模块64之外，还包括微分模块65、第三确定模块66以及第四确定模块67，具体如下：
接收模块61，用于接收用户输入的第二速度值，获取车辆的第一速度值；
计算模块62，用于确定第二速度值减去第一速度值的速度差值；
第一确定模块63，用于如果确定速度差值小于0，则确定车辆处于制动控制阶段，并确定车辆由第一速度值达到第二速度值所需的制动力，并采用所述制动力对车辆速度进行控制；
第二确定模块64，用于如果确定速度差值大于0，则确定车辆处于牵引控制阶段，并确定车辆由第一速度值达到第二速度值所需的牵引力，并采用所述牵引力对车辆速度进行控制。
进一步地，上述第一确定模块63，具体用于：获取车辆的第一加速度值；确定车辆的第二加速度值；根据第一加速度值以及第二加速度值，确定车辆由第一速度值达到第二速度值所需的制动力。
进一步地，上述第一确定模块63，具体用于：如果确定速度差值小于第一预设速度差阈值，则确定车辆处于常减速阶段，则确定第二加速度值为第一预设加速度值；其中，第一预设速度差阈值以及第一预设加速度值为小于0的常数；或者，如果确定速度差值大于第一预设速度差阈值，则确定车辆处于制动缓解阶段；如果速度差值大于第一预设速度差阈值且小于第二预设速度差阈值，则根据第一预设速度差阈值、第二预设速度差阈值、第一预设加速度值以及第二预设加速度值确定第二加速度值；或者，如果速度差值大于第二预设速度差阈值，则根据第二预设速度差阈值以及第二预设加速度值确定第二加速度值；其中，第二预设速度差阈值以及第二预设加速度值均为小于0的常数，且第一预设速度差阈值小于第二预设速度差阈值、第一预设加速度值小于第二预设加速度值；确定第一加速度值和第二加速度值之间的加速度差值；根据加速度差值确定车辆由第一速度值达到第二速度值所需的制动力。
进一步地，上述第二确定模块64，具体用于：如果第一速度值为0，则确定车辆处于启动阶段，则根据车辆质量、预设常量、初始启动牵引力值以及最大可用牵引力值确定启动阶段所需的递增牵引力；或者，如果第一速度值大于0，则确定车辆处于调速阶段，如果确定速度差值大于第三预设速度差阈值，则确定第三加速度值为第四预设加速度值；或
者，如果确定速度差值小于第三预设速度差阈值，则根据第三预设速度差阈值以及第四预设加速度值确定第三加速度值；确定第一加速度值和第三加速度值之间的加速度差值；根据加速度差值确定车辆由第一速度值达到第二速度值所需的牵引力。
微分模块65，用于当车辆由牵引控制转至制动控制时，根据第一速度值、第二速度值、牵引力以及所需的制动力确定基准制动距离，并对基准制动距离进行微分确定所需的基准速度；
上述计算模块62，还用于确定基准速度与第一速度值之间的第二速度差值；
第三确定模块66，用于根据第二速度差值确定车辆由第一速度值达到第二速度值所需的第三加速度值；并将第三加速度值作为第二加速度值的补偿值；根据补偿值确定车辆由第一速度值达到第二速度值所需的制动力。
第四确定模块67，用于如果第二速度值为0且第一速度值小于第一预设速度值，则确定车辆处于停车制动阶段，并确定第五加速度值；根据第一加速度值以及第五加速度值确定车辆由第一速度值达到第二速度值所需的制动力。
本实施例的装置用于执行上述实施例一、实施例二、实施例三以及实施例四所描述的方法实施例，其实现原理和技术效果类似，此处不再赘述。
需要说明的是：对于前述的各方法实施例，为了简单描述，故将其都表述为一系列的动作组合，但是本领域技术人员应该知悉，本发明并不受所描述的动作顺序的限制，因为依据本发明，某些步骤可以采用其他顺序或者同时进行。其次，本领域技术人员也应该知悉，说明书中所描述的实施例均属于优选实施例，所涉及的动作和模块并不一定是本发明所必须的。
本领域普通技术人员可以理解：实现上述方法实施例的全部或部分步骤可以通过程序指令相关的硬件来完成，前述的程序可以存储于一计算机可读取存储介质中，该程序在执行时，执行包括上述方法实施例的步骤；而前述的存储介质包括：ROM、RAM、磁碟或者光盘等各种可以存储程序代码的介质。
最后应说明的是：以上实施例仅用以说明本发明的技术方案，而非对其限制；尽管参照前述实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的精神和范围。
Claims (12)
- 一种车辆定速控制方法，其特征在于，包括：接收用户输入的第二速度值，获取所述车辆的第一速度值；确定所述第二速度值减去所述第一速度值的速度差值；如果确定所述速度差值小于0，则确定所述车辆处于制动控制阶段，确定所述车辆由所述第一速度值达到所述第二速度值所需的制动力，并采用所述制动力对车辆速度进行控制；如果确定所述速度差值大于0，则确定所述车辆处于牵引控制阶段，确定所述车辆由所述第一速度值达到所述第二速度值所需的牵引力，并采用所述牵引力对车辆速度进行控制。
- 根据权利请求1所述的方法，其特征在于，所述确定所述车辆由所述第一速度值达到所述第二速度值所需的制动力，包括：获取所述车辆的第一加速度值；确定所述车辆的第二加速度值；根据所述第一加速度值以及所述第二加速度值，确定所述车辆由所述第一速度值达到所述第二速度值所需的制动力。
- 根据权利要求2所述的方法，其特征在于，所述确定所述车辆的第二加速度值，包括：如果确定所述速度差值小于第一预设速度差阈值，则确定所述车辆处于常减速阶段，则确定所述第二加速度值为第一预设加速度值；其中，所述第一预设速度差阈值以及所述第一预设加速度值为小于0的常数；或者，如果确定所述速度差值大于第一预设速度差阈值，则确定所述车辆处于制动缓解阶段；如果所述速度差值大于第一预设速度差阈值且小于第二预设速度差阈值，则根据所述第一预设速度差阈值、所述第二预设速度差阈值、所述第一预设加速度值以及第二预设加速度值确定所述第二加速度值；或者，如果所述速度差值大于第二预设速度差阈值，则根据所述第二预设速度差阈值以及所述第二预设加速度值确定所述第二加速度值；其中，所述第二预设速度差阈值以及第二预设加速度值均为小 于0的常数，且所述第一预设速度差阈值小于所述第二预设速度差阈值、所述第一预设加速度值小于所述第二预设加速度值；所述根据所述第一加速度值以及所述第二加速度值确定所述车辆由所述第一速度值达到所述第二速度值所需的制动力，包括：确定所述第一加速度值和第二加速度值之间的加速度差值；根据所述加速度差值确定所述车辆由所述第一速度值达到所述第二速度值所需的制动力。
- 根据权利要求1所述的方法，其特征在于，所述如果确定所述速度差值大于0，则确定所述车辆处于牵引控制阶段，并确定所述车辆由所述第一速度值达到所述第二速度值所需的牵引力，包括：如果所述第一速度值为0，则确定所述车辆处于启动阶段，根据车辆质量、预设常量、初始启动牵引力值以及最大可用牵引力值确定启动阶段所需的递增牵引力；或者，如果所述第一速度值大于0，则确定所述车辆处于调速阶段，如果确定所述速度差值大于所述第三预设速度差阈值，则确定第三加速度值为第四预设加速度值；或者，如果确定所述速度差值小于所述第三预设速度差阈值，则根据所述第三预设速度差阈值以及第四预设加速度值确定所述第三加速度值；所述根据所述第一加速度值以及所述第三加速度值确定所述车辆由所述第一速度值达到所述第二速度值所需的牵引力包括：确定所述第一加速度值和第三加速度值之间的加速度差值；根据所述加速度差值确定所述车辆由所述第一速度值达到所述第二速度值所需的牵引力。
- 根据权利要求1～4任意一种所述的方法，其特征在于，还包括：当车辆由牵引控制转至制动控制时，根据第一速度值、第二速度值、牵引力以及所需的制动力确定基准制动距离，并对所述基准制动距离进行微分确定所需的基准速度；确定所述基准速度与所述第一速度值之间的第二速度差值；根据所述第二速度差值确定所述车辆由所述第一速度值达到所述第 二速度值所需的第三加速度值；并将所述第三加速度值作为所述第二加速度值的补偿值；根据所述补偿值确定所述车辆由所述第一速度值达到所述第二速度值所需的制动力。
- 根据权利要求1～4任意一种所述的方法，其特征在于，还包括：如果所述第二速度值为0且所述第一速度值小于第一预设速度值，则确定所述车辆处于停车制动阶段，并确定第五加速度值；根据所述第一加速度值以及所述第五加速度值确定所述车辆由所述第一速度值达到所述第二速度值所需的制动力。
- 一种车辆定速控制装置，其特征在于，包括：接收模块，用于接收用户输入的第二速度值，获取所述车辆的第一速度值；计算模块，用于确定所述第二速度值减去所述第一速度值的速度差值；第一确定模块，用于如果确定所述速度差值小于0，则确定所述车辆处于制动控制阶段，并确定所述车辆由所述第一速度值达到所述第二速度值所需的制动力，并采用所述制动力对车辆速度进行控制；第二确定模块，用于如果确定所述速度差值大于0，则确定所述车辆处于牵引控制阶段，并确定所述车辆由所述第一速度值达到所述第二速度值所需的牵引力，并采用所述牵引力对车辆速度进行控制。
- 根据权利请求7所述的装置，其特征在于，所述第一确定模块，具体用于：获取所述车辆的第一加速度值；确定所述车辆的第二加速度值；根据所述第一加速度值以及所述第二加速度值，确定所述车辆由所述第一速度值达到所述第二速度值所需的制动力。
- 根据权利要求8所述的装置，其特征在于，所述第一确定模块，具体用于：如果确定所述速度差值小于第一预设速度差阈值，则确定所述车辆处于常减速阶段，则确定所述第二加速度值为第一预设加速度值；其 中，所述第一预设速度差阈值以及所述第一预设加速度值为小于0的常数；或者，如果确定所述速度差值大于第一预设速度差阈值，则确定所述车辆处于制动缓解阶段；如果所述速度差值大于第一预设速度差阈值且小于第二预设速度差阈值，则根据所述第一预设速度差阈值、所述第二预设速度差阈值、所述第一预设加速度值以及第二预设加速度值确定所述第二加速度值；或者，如果所述速度差值大于第二预设速度差阈值，则根据所述第二预设速度差阈值以及所述第二预设加速度值确定所述第二加速度值；其中，所述第二预设速度差阈值以及第二预设加速度值均为小于0的常数，且所述第一预设速度差阈值小于所述第二预设速度差阈值、所述第一预设加速度值小于所述第二预设加速度值；确定所述第一加速度值和第二加速度值之间的加速度差值；根据所述加速度差值确定所述车辆由所述第一速度值达到所述第二速度值所需的制动力。
- 根据权利要求1所述的装置，其特征在于，所述第二确定模块，具体用于：如果所述第一速度值为0，则确定所述车辆处于启动阶段，根据车辆质量、预设常量、初始启动牵引力值以及最大可用牵引力值确定启动阶段所需的递增牵引力；或者，如果所述第一速度值大于0，则确定所述车辆处于调速阶段，如果确定所述速度差值大于所述第三预设速度差阈值，则确定第三加速度值为第四预设加速度值；或者，如果确定所述速度差值小于所述第三预设速度差阈值，则根据所述第三预设速度差阈值以及第四预设加速度值确定所述第三加速度值；确定所述第一加速度值和第三加速度值之间的加速度差值；根据所述加速度差值确定所述车辆由所述第一速度值达到所述第二速度值所需的牵引力。
- 根据权利要求7～10任意一种所述的装置，其特征在于，还包括：微分模块以及第三确定模块；所述微分模块，用于当车辆由牵引控制转至制动控制时，根据第一速度值、第二速度值、牵引力以及所需的制动力确定基准制动距离，并对所述基准制动距离进行微分确定所需的基准速度；所述计算模块，还用于确定所述基准速度与所述第一速度值之间的第二速度差值；所述第三确定模块，用于根据所述第二速度差值确定所述车辆由所述第一速度值达到所述第二速度值所需的第三加速度值；并将所述第三加速度值作为所述第二加速度值的补偿值；根据所述补偿值确定所述车辆由所述第一速度值达到所述第二速度值所需的制动力。
- 根据权利要求7～10任意一种所述的装置，其特征在于，还包括：第四确定模块；所述第四确定模块，用于如果所述第二速度值为0且所述第一速度值小于第一预设速度值，则确定所述车辆处于停车制动阶段，并确定第五加速度值；根据所述第一加速度值以及所述第五加速度值确定所述车辆由所述第一速度值达到所述第二速度值所需的制动力。
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| CN110235072A (zh) * | 2017-01-30 | 2019-09-13 | 捷豹路虎有限公司 | 控制车辆的运动 |
| US11305767B2 (en) | 2017-01-30 | 2022-04-19 | Jaguar Land Rover Limited | Controlling movement of a vehicle |
| CN110235072B (zh) * | 2017-01-30 | 2022-08-26 | 捷豹路虎有限公司 | 控制车辆的运动 |
| US11780437B2 (en) | 2017-01-30 | 2023-10-10 | Jaguar Land Rover Limited | Controlling movement of a vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN103754228A (zh) | 2014-04-30 |
| CN103754228B (zh) | 2017-01-18 |
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