CN112549973A - Vehicle control method and device - Google Patents
Vehicle control method and device Download PDFInfo
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- CN112549973A CN112549973A CN201910918772.6A CN201910918772A CN112549973A CN 112549973 A CN112549973 A CN 112549973A CN 201910918772 A CN201910918772 A CN 201910918772A CN 112549973 A CN112549973 A CN 112549973A
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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
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/14—Adaptive cruise control
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
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Abstract
The application provides a vehicle control method and device, wherein the method comprises the following steps: determining road condition information of a first area through which a vehicle passes in the forward driving direction according to the map data; and controlling the vehicle to brake the motor according to the road condition information of the first area and the current running speed of the vehicle, and storing energy generated when the motor is braked. The vehicle control method and the vehicle control device can improve the driving experience of a driver and improve the energy utilization efficiency when the vehicle is braked.
Description
Technical Field
The present disclosure relates to vehicle control technologies, and in particular, to a vehicle control method and apparatus.
Background
With the continuous development of automobile technology and electronic technology, more and more vehicles with automatic driving function gradually enter the market. The vehicle of the type not only allows a driver to operate the vehicle to run, but also can actively control the vehicle to run by an automatic driving module arranged in the vehicle under the condition that the driver does not operate, so that the driving mode of the vehicle is enriched, and the vehicle is more intelligent. In the automatic driving mode of the vehicle, after the road condition information of a road in front of the driving direction of the vehicle is detected through sensors such as a radar and a camera arranged on the vehicle, the driving parameters of the vehicle are adjusted in real time according to the acquired road condition information, and therefore automatic driving of the vehicle is achieved.
Among the prior art, the sensor that sets up on the vehicle can realize the detection to most road conditions, but still has certain detection blind area. For example, when there are road conditions such as a downhill section, a sharp turn, etc. ahead of the traveling direction of the vehicle, the sensors provided on the vehicle may not be able to detect these road conditions after reaching these areas. If the driving parameters of the vehicle are adjusted again, such as deceleration and turning, the adjustment range is too large or deceleration cannot be completed. Therefore, when the vehicle has the above-mentioned road condition in front of the vehicle, the driver on the vehicle is usually required to actively press the brake pedal before reaching the areas, and the brake pad connected with the pedal is rubbed with the vehicle tire to realize the braking by manually operating the vehicle.
Therefore, in the driving process of the vehicle in the automatic driving mode in the prior art, when the vehicle is in an area which cannot be detected by some sensors, a vehicle driver needs to manually operate the vehicle to brake, so that the driving experience of the driver is influenced, and the waste of braking energy is caused when the brake pad is in friction with the tire of the vehicle.
Disclosure of Invention
The application provides a vehicle control method and a vehicle control device, which are used for solving the problem that the road conditions of turning, downhill or speed-limited roads in the front of a driving direction cannot be directly detected by a vehicle in an automatic driving mode in the prior art, so that the vehicle can determine the road condition information in the front through map data and perform motor braking in advance in the automatic driving mode, a vehicle driver does not need to manually operate the vehicle to brake, and the energy utilization efficiency during vehicle braking can be improved.
A first aspect of the present application provides a vehicle control method including: determining road condition information of a first area through which a vehicle passes in the forward driving direction according to the map data; and controlling the vehicle to brake the motor according to the road condition information of the first area and the current running speed of the vehicle, and storing energy generated when the motor is braked.
In an embodiment of the first aspect of the present application, the first area includes: a cornering zone, a downhill zone and/or a speed limit zone.
In an embodiment of the first aspect of the present application, the controlling the vehicle to perform motor braking according to the road condition information of the first area and the current driving speed of the vehicle, and storing energy generated during motor braking includes: determining a target speed according to the road condition information of the first area; and when the current running speed of the vehicle is greater than the target speed, controlling the vehicle to brake the motor, storing energy generated during motor braking, and enabling the target set speed of the vehicle to pass through the first area.
In an embodiment of the first aspect of the present application, the controlling the vehicle to perform motor braking includes: when the vehicle is a first distance away from the first area, controlling the vehicle to brake the motor at a first deceleration; when the vehicle is away from the first area by a first distance and performs motor braking at a first deceleration so that the vehicle passes through the first area at a target speed, the energy generated by the motor braking is maximum.
In an embodiment of the first aspect of the present application, the determining road condition information of a first area through which the vehicle will pass in front of the driving direction by using the map data includes: acquiring map data of a second area; the map data comprises road condition information of all roads in the second area; and determining the road condition information of the first area according to the map data and the driving direction of the vehicle.
In an embodiment of the first aspect of the present application, the determining the target speed according to the traffic information of the first area includes: when the first area is a turning area, determining that the speed of the vehicle passing through the turning area safely is a target speed; or when the first area is a downhill area, determining the speed of the vehicle passing through the downhill area safely as a target speed; or when the first area is a speed limit area, determining the speed limited by the speed limit road as the target speed.
In an embodiment of the first aspect of the present application, the vehicle is in an Adaptive Cruise Control (ACC) mode.
A second aspect of the present application provides a vehicle control apparatus for executing the vehicle control method according to the first aspect of the present application, the vehicle control apparatus comprising: a determination module and a control module; the determining module is used for determining road condition information of a first area to be passed by the vehicle in front of the driving direction; the control module is used for controlling the vehicle to brake the motor according to the road condition information of the first area and the current running speed of the vehicle, and storing energy generated when the motor is braked.
In an embodiment of the second aspect of the present application, the first region includes: a cornering zone, a downhill zone and/or a speed limit zone.
In an embodiment of the second aspect of the present application, the control module is specifically configured to determine a target speed according to road condition information of a first area; and when the current running speed of the vehicle is greater than the target speed, controlling the vehicle to brake the motor so that the vehicle passes through the first area at the target speed.
In one embodiment of the second aspect of the present application, the control module is specifically configured to control the vehicle to perform motor braking at a first deceleration when the vehicle is at a first distance from the first region; when the vehicle is away from the first area by a first distance and performs motor braking at a first deceleration so that the vehicle passes through the first area at a target speed, the energy generated by the motor braking is maximum.
In an embodiment of the second aspect of the present application, the determining module is specifically configured to obtain map data of a second area; the map data comprises road condition information of all roads in the second area; and determining the road condition information of the first area according to the map data and the driving direction of the vehicle.
In an embodiment of the second aspect of the present application, the determining module is specifically configured to, when the first area is a turning area, determine that a speed at which the vehicle safely passes through the turning area is a target speed; or when the first area is a downhill area, determining the speed of the vehicle passing through the downhill area safely as a target speed; or when the first area is a speed limit area, determining the speed limited by the speed limit road as the target speed.
In one embodiment of the second aspect of the present application, the vehicle is in an Adaptive Cruise Control (ACC) mode.
A third aspect of the present application provides a vehicle control apparatus comprising a processor and a memory, the memory having instructions stored therein, which when invoked by the processor, cause the apparatus to perform the method of the first aspect of the present application.
A fourth aspect of the present application provides a computer-readable storage medium having stored thereon a computer program which, when run on a computer, causes the computer to perform the method according to the first aspect as set forth above.
In summary, the present application provides a vehicle control method and apparatus, wherein the method includes: determining road condition information of a first area through which a vehicle passes in the forward driving direction according to the map data; and controlling the vehicle to brake the motor according to the road condition information of the first area and the current running speed of the vehicle, and storing energy generated when the motor is braked. According to the vehicle control method and device, the road condition information of the first area in front of the driving direction of the vehicle can be determined through the map data, and the vehicle is further controlled to brake the motor according to the road condition information, so that the vehicle can pass through the first area at the target speed corresponding to the first area. Therefore, the vehicle driver does not need to manually operate the vehicle to brake, the driving experience of the driver is improved, and the energy generated when the vehicle brakes the motor is stored and can be used for reutilization, and the energy utilization efficiency when the vehicle brakes can be improved.
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In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without inventive exercise.
FIG. 1 is a schematic diagram of an application scenario of the present application;
FIG. 2 is a schematic diagram of downhill road detection in the prior art;
FIG. 3 is a schematic flow chart diagram illustrating an embodiment of a vehicle control method provided herein;
FIG. 4 is a vehicle state diagram of a vehicle control method provided herein;
FIG. 5 is a vehicle state diagram of a vehicle control method provided herein;
FIG. 6 is a vehicle state diagram of a vehicle control method provided herein;
FIG. 7 is a force analysis diagram of a vehicle provided by the present application;
FIG. 8 is a schematic diagram illustrating the calculation of a grade value of a slope according to the present application;
fig. 9 is a schematic structural diagram of an embodiment of a vehicle control device provided by the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
The terms "first," "second," "third," "fourth," and the like in the description and in the claims of the present application and in the drawings described above, if any, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the application described herein are, for example, capable of operation in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Before formally introducing the embodiments of the present application, a description will be given of the application scenarios and the problems in the prior art with reference to the accompanying drawings.
Fig. 1 is a schematic diagram of an application scenario of the present application, where a vehicle in the scenario shown in fig. 1 has an automatic driving function, which may also be referred to as an Adaptive Cruise Control (ACC) mode, in the ACC mode, an ACC system disposed in the vehicle may detect a road condition of a road ahead of a driving direction through sensors such as a radar, and timely adjust driving parameters of the vehicle according to the road condition information of the road ahead, so as to achieve automatic driving of the vehicle without driver intervention.
For example, in the example shown in fig. 1, when the vehicle travels forward, a radar provided in the vehicle continuously sends out a radar signal in the direction indicated by the reference numeral (r) in the drawing. When a pedestrian appears in front of the vehicle in the driving direction, the radar receives a radar signal reflected by the pedestrian marked in the direction II in the figure. And then, in the third step, the ACC system calculates the distance between the vehicle and the pedestrian according to the received radar signal reflected by the pedestrian, and controls the vehicle to brake so as to prevent the vehicle from colliding with the pedestrian.
Although the autonomous vehicle can detect the traffic information of most roads in the scene shown in fig. 1, certain detection blind areas exist in certain specific areas on some specific roads. Wherein, the road that the vehicle can't detect includes at least: downhill roads, cornering roads and speed-limiting roads.
For example, fig. 2 is a schematic diagram of downhill road detection in the prior art, and in the scenario shown in fig. 2, a region ahead in the traveling direction when the vehicle travels in the ACC mode is taken as a downhill road as an example. When the vehicle is still at a certain distance from the downhill road, the radar arranged on the vehicle can only directly send out a radar signal to the front of the driving direction of the vehicle through the direction of a solid line in the figure, and cannot send out the radar signal to the direction of a dotted line in the figure, so that the downhill road existing in the front cannot be detected, and factors influencing the driving of the vehicle, such as pedestrians, vehicles and the like existing on the downhill road cannot be detected. Only when the vehicle arrives at the downhill road and starts to go downhill, the radar can send out a radar signal in the direction of the downhill road so as to detect the downhill road. If the ACC system brakes the vehicle again, the adjustment range is too large or the vehicle cannot be decelerated.
Thus, when the vehicle is about to travel down a downhill road as shown in fig. 2, it is often required that the driver on the vehicle finds the downhill road in advance and exits the ACC mode of the vehicle and actively depresses the brake pedal by the driver before the vehicle reaches these areas. Therefore, the manual operation of the vehicle for mechanical braking is realized in a mode that the brake pad connected with the pedal is in friction with the tire of the vehicle.
That is, in the prior art, if the driving direction the place ahead of vehicle is about to pass through the unable directly detected region of radar that sets up on some vehicles, can not only rely on the motor braking that ACC system goes on the vehicle in the vehicle to the adjustment such as, still need constantly observe the place ahead road conditions and need by the driver of vehicle, manual operation vehicle carries out mechanical braking for automatic driving is not automatic, and intelligent degree is lower, influences driver's driving experience very much.
Meanwhile, as more and more electric vehicles are available in the market at present, the electric vehicles need to consider energy conservation and energy recovery and then generate electricity, and when a driver brakes the vehicle by stepping on a brake pedal and rubbing the brake pad connected with the brake pedal with a vehicle tire, the energy consumed during vehicle braking is converted into heat of friction between the brake pad and the vehicle, which is not beneficial to the recovery of braking energy and causes the waste of braking energy.
Therefore, the present application provides a vehicle control method and apparatus to solve the problem in the prior art that the vehicle cannot directly detect the road conditions of a turn, a downhill, or a speed-limited road in front of the driving direction in the automatic driving mode, so that the vehicle can determine the road condition information in front through map data and perform motor braking in advance in the automatic driving mode, and thus the vehicle driver does not need to manually operate the vehicle to perform braking, and the energy utilization efficiency during vehicle braking can be improved.
The technical solution of the present application will be described in detail below with specific examples. The following several specific embodiments may be combined with each other, and details of the same or similar concepts or processes may not be repeated in some embodiments.
Fig. 3 is a schematic flowchart of an embodiment of a vehicle control method provided in the present application, and as shown in fig. 3, the vehicle control method provided in this embodiment may be used in an automatic driving scenario as shown in fig. 1, an execution subject of the method may be an automatic driving module provided on a vehicle, and the automatic driving module may be any electronic device having a related data processing function, for example: VCU, MCU, ECU, driving computer, cell-phone, panel computer, notebook computer, desktop computer and server etc.. The automatic driving module is used for controlling the vehicle to run under the condition of no driver intervention. The vehicle has at least two braking modes: motor braking and mechanical braking. Alternatively, the autopilot module may also be a chip in the electronic device, such as: a CPU or GPU. In the embodiments of the present application, an execution subject is taken as an example of an automatic driving module provided in a vehicle, and is not limited thereto. Specifically, the vehicle control method shown in fig. 3 includes:
s101: road condition information of a first area through which the vehicle will pass ahead in the driving direction is determined from the map data.
Specifically, when the vehicle provided by this embodiment is running, the automatic driving module arranged in the vehicle firstly determines the road condition information of the first area to be passed by in front of the running direction of the vehicle through the map data, so as to adjust the running parameters of the vehicle passing through the first area subsequently in advance through the road condition information.
Optionally, the first area is an area on a road on which the vehicle is traveling, located in front of a current position of the vehicle. For example, when a vehicle is traveling on road X and is located at point X on road X at a first time, the first area determined by the vehicle at the first time may be an area located 50-100 meters ahead of point X on road X. That is, in S101, the road condition information of the first area may be determined from the map data according to the map data and the current position of the vehicle.
Or, optionally, the first area in this embodiment is a turning area, a downhill area, or a speed limit area on the road ahead of the vehicle in the driving direction. At this time, the road on which the first area is located may be a different road from the road on which the vehicle is currently traveling. For example, in S101, a downhill area that is 5km ahead of the driving direction of the vehicle and is to pass through may be determined as the first area according to the map data and the driving direction of the vehicle, and the road condition information of the first area may be determined, so as to determine in advance that the driving parameters of the vehicle need to be adjusted.
Optionally, in embodiments of the present application, the traffic information includes one or more of the following: the slope of the downhill area, the turning radius of the turning area, the speed limited by the speed limit area, and the like.
In particular, in S101, when determining the first area, the automatic driving module may determine the road condition information ahead of the vehicle according to a preset condition, and use the area meeting the preset condition as the first area. Wherein the preset conditions include: the grade is greater than the preset grade, the turning radius is greater than the first turning radius, and/or the limited speed is less than the preset speed, etc.
In a specific implementation manner of S101, the automatic driving module may determine road condition information of the first area according to the map data stored therein; or, the automatic driving module can also acquire map data sent by a server arranged on the network side through the internet. The map data may be map data of a second area including the first area, and the map data includes road condition information of all roads in the second data. For example, when the vehicle travels in the beijing city, the map data may be map data of the beijing city, and the map data includes road condition information of all roads in the beijing city, so that the automatic driving module may determine the road condition information of the first area ahead of the vehicle when the vehicle travels in the beijing city according to the map data.
S102: and controlling the vehicle to brake the motor according to the road condition information of the first area and the current running speed of the vehicle, and storing energy generated when the motor is braked.
Subsequently, in S102, the automatic driving module controls the vehicle to perform motor braking according to the road condition information of the first area determined in S101 and in combination with the current driving speed of the vehicle, so that the vehicle passes through the first area at the target speed required by the first area.
The motor brake can also be called as sliding brake, and refers to a vehicle driven by a motor, in the process of vehicle deceleration, the inertia of wheels is used for dragging a driving motor to rotate reversely, at the moment, the driving motor is in a reverse rotation state, namely in a power generation state, and the generated electric energy is returned to a vehicle power battery; meanwhile, motor feedback torque generated by motor reverse rotation is applied to the driving shaft, so that the whole vehicle is braked. From the perspective of the energy of the whole vehicle, part of kinetic energy of the vehicle advancing reversely flows back to the power battery through the driving motor, so that the purposes of prolonging the single charging endurance mileage of the electric vehicle and improving the energy utilization efficiency of the whole vehicle are achieved. On the other hand, the braking mechanism during the sliding braking is that the torque generated by the reverse rotation of the motor drives the wheels to stop gradually, and a mechanical braking system is not used, so that the friction of a brake disc can be avoided, the heat load generated by the friction can be reduced, the abrasion of the brake can be reduced, and the safety and the practical economy during the braking of the vehicle can be improved.
More specifically, in S102, the automatic driving module needs to first determine a target speed corresponding to the vehicle passing through the first area according to the road condition information of the first area determined in S101. And then, when the current running speed of the vehicle is greater than the target speed, controlling the vehicle to brake the motor.
For example, fig. 4 is a vehicle state diagram of the vehicle control method provided by the present application, and fig. 4 shows that when the first zone is a downhill zoneAnd then, the state schematic diagram of the vehicle to which the vehicle control method is applied. When the first area starting from the point B is determined to be a downhill area on the road ahead of the vehicle, the automatic driving module further determines the safe speed of the vehicle passing through the downhill area as the target speed. The safe speed can be the speed of the vehicle when the vehicle reaches the downhill area, and when the subsequent vehicle goes downhill according to the self weight, the speed of the vehicle after passing through the downhill area can be guaranteed not to exceed the limited speed of the downhill area even without braking, so that the safety of the vehicle is guaranteed. The target speed may be related to the weight of the vehicle and the received resistance, for example, the automatic driving module may calculate the weight m and the received resistance F of the vehicle according to formula 1 provided in this applicationg(t)、Fr(t) and Fa(t) determining the speed v of the vehicle through a downhill section with a gradient α. Because the quality and the resistance of different vehicles are different even in the same-gradient downhill areas, different vehicles can correspond to different safe speeds in the same-gradient downhill areas, and the automatic driving module can store the corresponding relation between the vehicle in which the automatic driving module is located and the safe speed corresponding to the gradient, so that after the road condition information of the downhill areas is determined, the automatic driving module can determine the target speed from the corresponding relation according to the gradient of the downhill areas. For example, the autopilot module may store a correspondence of "5% -20 km/h", and when it is determined that the gradient of the preceding downhill area is 5%, it may be determined that the speed of the vehicle safely passing through the downhill area is 20km/h according to the mapping relationship and is taken as the target speed. And assuming that the current speed of the vehicle is 40km/h, controlling the vehicle to perform motor braking from a point A according to the determined target speed of 20km/h by the automatic driving module, and finally reducing the speed of the vehicle to the target speed when the point B in the downhill area is reached.
Further, in a specific implementation manner of this embodiment, the automatic driving module may perform motor braking on the vehicle according to the maximum deceleration that can be achieved by the motor braking; for example, if the autopilot module determines that deceleration to the speed v1 is required upon reaching the first zone, the autopilot module calculates the distance required for the vehicle to decelerate to the speed v1 from the maximum deceleration of the vehicle and the current speed v2 together and starts decelerating from this distance. Alternatively, the autopilot module may also apply motor braking to the vehicle in accordance with a preset deceleration, which may be preconfigured or set in advance by the driver.
Or, in another specific implementation manner of this embodiment, the automatic driving module determines that the vehicle performs motor braking at the first deceleration when the distance from the first area is the first distance, specifically, according to a principle that energy generated when the vehicle performs motor braking is maximized so that energy generated when the vehicle performs motor braking is maximized.
For example, in the example shown in fig. 4, after the vehicle has determined the angle of the downhill area ahead, and the speed v1 the vehicle needs to have at point B, the energy generated when the vehicle is motor-braked at different distances and at different decelerations is further calculated. When motor braking is performed at a first deceleration starting at a point a at which a first distance from the first region is calculated, the most energy can be generated and more energy can be recovered. Therefore, the automatic driving module controls the vehicle to start motor braking at the first deceleration when the vehicle runs to the point a in the figure, so that the vehicle is reduced from the speed v0 to the speed v1, thereby achieving both motor braking of the vehicle and maximization of the recoverable energy.
In another example, fig. 5 is a vehicle state diagram of the vehicle control method provided by the present application, and fig. 5 shows a state diagram of a vehicle to which the vehicle control method of the present application is applied when the first region is a turning region. Wherein, when it is determined that the first region from the point B on the road ahead of the vehicle is the turning region, the automatic driving module further determines a safe speed at which the vehicle passes through the turning region as the target speed. Wherein the target speed can be related to the weight of the vehicle and the centrifugal force, and the centrifugal force is related to the center and the moment arm of the vehicle, for example, the automatic driving model can be expressed by a formula
And F L1<Calculating a safe speed v when the vehicle passes through a turning area, wherein if the vehicle is expected to smoothly pass through the turning area, the centrifugal force of the vehicle is required to be smaller than the force required when the vehicle turns, L1 is the gravity center of the vehicle, L2 is the moment arm of the vehicle, Mg is the total vehicle mass of the vehicle, including the vehicle mass and the passengers and load on the vehicle, v is the speed of the vehicle, and r is the turning radius of the turning area. Because different vehicles have different masses and even though the turning areas with the same turning radius are different, different vehicles can correspond to different safe speeds in the same turning area, and the corresponding relation between the safe speed corresponding to the turning radius and the turning area of the vehicle where the automatic driving module is located can be stored by the automatic driving module, so that after the road condition information of the turning area is determined, the target speed can be determined from the corresponding relation according to the ramp of the turning area. For example, the autopilot module may store a correspondence relationship of "50 m-20 km/h" and "40 m-10 km/h", and when it is determined that the turning radius of the front turning region is 50m, it may be determined that the speed of the vehicle safely passing through the turning region is 20km/h according to the mapping relationship and be the target speed. And assuming that the current speed of the vehicle is 40km/h, controlling the vehicle to perform motor braking from the point A according to the determined target speed of 20km/h by the automatic driving module, and finally reducing the speed of the vehicle to the target speed when the point B where the turning area is located is reached. Likewise, in the example shown in fig. 5, after the vehicle has determined the turning radius of the front turning region and the speed v1 that the vehicle needs to have at point B, the energy generated when the vehicle is motor-braked at different distances and at different decelerations is further calculated. When motor braking is performed at a first deceleration starting at a point a at which a first distance from the first region is calculated, the most energy can be generated and more energy can be recovered.
In another example, fig. 6 is a vehicle state diagram of the vehicle control method provided by the present application, and fig. 6 shows a state diagram of a vehicle to which the vehicle control method of the present application is applied when the first zone is a speed limit zone. When the fact that the road in front of the vehicle is in the speed-limiting area between the B-C is determined, the limited speed is v1, the automatic driving module determines the speed v1 limited by the speed-limiting area as the target speed. And when the current speed v0 is judged to be more than v1, the automatic driving module controls the vehicle to start motor braking from the point A, so that when the vehicle reaches the point B where the speed limit area is located, the speed of the vehicle is reduced to the target speed v1, and the vehicle passes through the whole B-C speed limit area at the target speed v 1. Furthermore, after passing C electricity, the autopilot module may also continue to control the vehicle to accelerate to v 0. Likewise, in the example shown in fig. 6, the autopilot module may also calculate a first deceleration to motor brake the vehicle beginning at point a at a first distance from the first zone to enable maximum energy to be generated during motor braking of the vehicle for greater energy recovery.
In summary, in the embodiments shown in fig. 3 to 6, the automatic driving module disposed in the vehicle may determine the road condition information of the first area in front of the driving direction of the vehicle according to the map data, and further control the vehicle to perform motor braking according to the road condition information, so that the vehicle can pass through the first area at the target speed corresponding to the first area. Meanwhile, the energy generated when the vehicle brakes the motor is stored and can be used for reutilization.
In particular, in the vehicle control method provided by this embodiment, when the automatic driving module executes the above S101-S102, and the vehicle passes through the first area, the vehicle is in the ACC mode in the whole process, and the driver does not need to perform any intervention control, and the automatic driving module itself can determine the first area road condition information and control the motor braking of the vehicle, so as to improve the intelligent degree of the automatic driving module, so that the intelligent degree of the vehicle capable of being automatically driven is higher, and a better driving experience is brought to the driver. And the energy generated when the vehicle brakes the motor can be recovered and stored, and the energy utilization efficiency when the vehicle brakes can be improved.
In the following, the vehicle control method in the above embodiment is combined to quantitatively describe the energy that can be recovered and stored when the vehicle is subjected to motor braking in this embodiment with specific experimental data. The vehicle is assumed to be a power battery-driven electric vehicle and to have an automatic driving function.
First, a vehicle running state model is established based on the attributes of the vehicle itself, and the resistance and traction received while running. When the running state of the vehicle is measured from the energy angle, the motion process of the vehicle is that the electric energy of the vehicle is converted into the kinetic energy and the potential energy of the whole vehicle and the energy consumed for overcoming various resistances; from the aspect of force application, the force applied to the vehicle comprises driving force and resistance force, wherein the driving force comprises effective function and potential energy acting force, and the resistance force comprises ramp resistance, road rolling resistance, air resistance and the like. And the relationship between the driving force and the resistance force can be expressed by the following formula 1.
More specifically, fig. 7 is a vehicle stress analysis diagram provided by the present application, and with reference to fig. 7, it can be seen that, in formula 1, m is a total vehicle mass of the vehicle, including a vehicle mass, a person on the vehicle, and a load; delta is a vehicle rotating mass conversion coefficient; v is the current speed of the vehicle at time t.
Ft(t) is a driving force of the vehicle for realizing an acceleration of the vehicle; as calculated by the following formula,
wherein r is the wheel radius (m) of the vehicle; etatIs the driveline transmission efficiency of the vehicle; i is the total gear ratio, i ═ ig*io，igIs the transmission gear ratio of the vehicle and io is the final reduction ratio of the vehicle. T ise(t) is a desired output torque of the vehicle motor,
n (t) is the rotation speed of the motor of the vehicle at the time t. p is a radical ofe(t) desired output Power for vehicle click, pe(t)＝θ(t)*PmaxAnd theta (t) is the opening degree of the electric door pedal, PmaxThe maximum output power of the motor. The relationship existing between the vehicle speed and the motor rotating speed is
n is the rotational speed of the motor of the vehicle.
Fg(t) is a slope resistance caused by an uneven road on which the vehicle is traveling; calculated by the following formula: fg(t) ═ mg sin α, where α is the slope.
Fr(t) is the rolling resistance experienced by the vehicle; calculated by the following formula: fr(t) ═ mg · cos α · η, where η is the coefficient of tire rolling friction resistance.
Fa(t) is the air resistance experienced by the vehicle; calculated by the following formula:
where ρ a is the vehicle ambient air density, which may be generally calculated as 1.2258(NS 2 m-4); a is the frontal area of the vehicle; cD(v) For the windage coefficient, the value may be related to the vehicle speed, or sometimes a constant may be obtained by experiment as the windage coefficient, and the above formula may be expressed as
Then, based on the above-described model of the vehicle, the energy feedback value that can be theoretically obtained when the vehicle performs motor braking is represented by the following equation 2.
Wherein E isbackM is the total vehicle mass of the vehicle, including the self mass of the vehicle, personnel on the vehicle and the load; g is the acceleration of gravity; h is the height of the ramp; v0 is the initial speed of the vehicle; v1 is the speed at the end of vehicle braking; alpha is the angle of the ramp value of the ramp; eta is tyre rollingAnd a is the acceleration of the vehicle motor during braking.
The energy that can actually be stored in the power battery of the vehicle passes through E due to the loss of the vehicle during energy storagereg＝Eback*ηbCalculation of, wherein ηbThe braking energy conversion rate.
For a downhill area where a vehicle passes, the following definition is adopted for the slope value of the downhill area in this embodiment, as shown in fig. 8, fig. 8 is a schematic diagram of slope value calculation of a slope provided by the present application, where the slope value is obtained by finding an angle value of an included angle between a connection line of a next sampling point and a horizontal direction according to a drawing direction by one sampling point. In particular, by the formula
Wherein s is the horizontal distance between the two points AB, and h is the height difference between the two points AB. Therefore, if the gradient value α has a positive or negative value, the gradient is positive if the elevation of the point B is higher than that of the point a. If the elevation at point B is lower than that at point A, the gradient is a negative value.
Based on the vehicle state model established for the vehicle, the vehicle state model for the experiment can be obtained after inputting the corresponding experimental data shown in table 1 below.
TABLE 1
Then, for the road on which the vehicle is traveling, according to the road condition information used in the vehicle control method provided in the embodiment of the present application, one sampling point may be set at a certain length interval for each road in the map data, and the road condition information shown in table 2 may be input at each sampling point in the map data.
TABLE 2
| Field(s) | Of significance |
| Current grade | Slope of each point on the road |
| Current curvature | Curvature of each point on the road |
| Speed limit | Speed limit information of each point on road |
| Speed of rotation | Current speed of vehicle |
| Length of route | Selected overall road length |
Meanwhile, considering that the driver of the autonomous vehicle usually starts the ACC mode of the vehicle on the expressway and the urban expressway, several types of roads as shown in the following table 3 may be used as the road for the experiment.
TABLE 3
The energy value recoverable by the vehicle control method according to the embodiment of the present application can be calculated for each road by the following steps in combination with the vehicle model established in the above experimental data and the road model.
The first step is as follows: and selecting road condition data of any road section in the table 3, and calculating the whole-course energy consumption of the vehicle running through the road section at constant speed by combining the vehicle model shown in the table 1.
For example, if a distance of an expressway is selected, the distance is recorded as 51kM, and the overall vehicle energy consumption is calculated as 7.65 kwh.
The second step is that: and determining the speed of the vehicle passing through different areas according to the speed limit, the turning radius and the downhill gradient value of the road section, and calculating the energy which can be recovered by using the motor brake rather than the manual brake pedal brake in the deceleration process.
For example, if the speed is reduced to 40km/h of the speed limit of the road from the running speed of 80km/h in a deceleration process, the deceleration which can be used by the vehicle is 0.55m/s 2. Then it can be given the formula t ═ v0-vend) Where a is the acceleration of the vehicle, and abs (a) is the absolute value of the acceleration. Calculating the time required for deceleration as t ═ 33.33-16.67)/0.55 ═ 30.3 s; and can be according to formulas
The distance from the speed limit distance to start deceleration was calculated to be 757.57 m. Subsequently, it can be calculated according to equation 2 that the amount of energy recovered by the electric brake is 259.15KJ more than by the pedal brake during the deceleration.
The third step: in the same manner as in the second step, the total energy that can be recovered by the vehicle using the motor brake rather than the pedal brake in all the areas requiring deceleration in the section determined in the first step is calculated.
The fourth step: according to the formula all _ EBP ═ (all _ MB-all _ PB) × 100/EC. Wherein all _ MB is energy which can be recovered by using the motor brake; all _ PB is the energy recoverable by the brake pedal; EC is the energy consumed by the vehicle in the whole process; all _ EBP is the energy which can be recovered by utilizing the electric braking ratio in all the deceleration areas of the road determined by the vehicle in the first step and utilizing the brake pedal, and accounts for the percentage of the energy used in the whole process.
Finally, when the energy percentages of all types of links as in table 3 are calculated by the methods of the first to fourth steps as described above, the calculation results as shown in table 4 can be obtained.
TABLE 4
| Type of road | Can recover more energy percentage | Increased mileage |
| Multiple ramp area | 5.9％ | 11.8Km |
| Plain area | 1.73％ | 3.5Km |
| Area with multiple deceleration | 7.95％ | 15.9Km |
| Area without deceleration | 1.98％ | 4Km |
| Super complex region | 6.9％ | 13.8Km |
According to the experimental results obtained in table 4, it can be seen that when the vehicle control method provided by the present application is used for driving on different types of roads, more recovered energy percentages can be obtained due to the use of motor braking during deceleration, so that the energy utilization efficiency during vehicle braking is improved.
In the embodiments provided in the present application, the methods provided in the embodiments of the present application are introduced. In order to implement each function in the method provided by the embodiment of the present application, the autopilot module as an execution subject may include a hardware structure and/or a software module, and each function is implemented in the form of a hardware structure, a software module, or a hardware structure and a software module. Whether any of the above-described functions is implemented as a hardware structure, a software module, or a hardware structure plus a software module depends upon the particular application and design constraints imposed on the technical solution.
For example, fig. 9 is a schematic structural diagram of an embodiment of a vehicle control device provided in the present application, and the vehicle control device shown in fig. 9 may be used to execute the vehicle control method shown in fig. 3. Specifically, the vehicle control device includes: the vehicle driving information management system comprises a determining module 901 and a control module 902, wherein the determining module 901 is used for determining road condition information of a first area to be passed by a vehicle in front of a driving direction; the control module 902 is configured to control the vehicle to perform motor braking according to the road condition information of the first area and the current driving speed of the vehicle, and store energy generated when the motor is braked.
Optionally, the first region comprises: a cornering zone, a downhill zone and/or a speed limit zone.
Optionally, the control module 902 is specifically configured to determine a target speed according to the road condition information of the first area; and when the current running speed of the vehicle is greater than the target speed, controlling the vehicle to brake the motor so that the vehicle passes through the first area at the target speed.
Optionally, the control module 902 is specifically configured to control the vehicle to perform motor braking at a first deceleration when the vehicle is a first distance from the first zone; when the vehicle is away from the first area by a first distance and performs motor braking at a first deceleration, energy generated during motor braking is stored, and when the vehicle passes through the first area at a target speed, the energy generated during motor braking is maximum.
Optionally, the determining module 901 is specifically configured to obtain map data of a second area; the map data comprises road condition information of all roads in the second area; and determining the road condition information of the first area according to the map data and the driving direction of the vehicle.
Optionally, the determining module 901 is specifically configured to, when the first area is a turning area, determine that the speed at which the vehicle safely passes through the turning area is a target speed; or when the first area is a downhill area, determining the speed of the vehicle passing through the downhill area safely as a target speed; or when the first area is a speed limit area, determining the speed limited by the speed limit road as the target speed.
Optionally, the vehicle is in an adaptive cruise control, ACC, mode.
The methods in the embodiments of the present application may be implemented in whole or in part by software, hardware, firmware, or any combination thereof. When implemented in software, may be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer programs or instructions. When the computer program or instructions are loaded and executed on a computer, the processes or functions described in the embodiments of the present application are performed in whole or in part. The computer may be a general purpose computer, a special purpose computer, a network of computers, or other programmable device. The computer program or instructions may be stored in or transmitted over a computer-readable storage medium. The computer readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server that integrates one or more available media. The usable medium may be a magnetic medium, such as a floppy disk, a hard disk, a magnetic tape; or optical media, such as CD-ROM, DVD; it may also be a semiconductor medium, such as a Solid State Disk (SSD), a Random Access Memory (RAM), a read-only memory (ROM), a register, and the like.
An exemplary storage medium is coupled to the processor such the processor can read information from, and write information to, the storage medium. Of course, the storage medium may also be integral to the processor. The processor and the storage medium may reside in an ASIC. In addition, the ASIC may reside in a network device or a terminal device. Of course, the processor and the storage medium may reside as discrete components in a transmitting device or a receiving device.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (14)
1. A vehicle control method characterized by comprising:
determining road condition information of a first area through which a vehicle passes in the forward driving direction according to the map data;
and controlling the vehicle to brake the motor according to the road condition information of the first area and the current running speed of the vehicle, and storing energy generated when the motor is braked.
2. The method of claim 1, wherein the first region comprises:
a cornering zone, a downhill zone and/or a speed limit zone.
3. The method as claimed in claim 2, wherein the controlling the vehicle to perform motor braking according to the road condition information of the first area and the current driving speed of the vehicle and storing energy generated during motor braking comprises:
determining a target speed according to the road condition information of the first area;
and when the current running speed of the vehicle is greater than the target speed, controlling the vehicle to brake a motor, and storing energy generated during motor braking to enable the vehicle to pass through the first area at the target speed.
4. The method of claim 3, wherein the controlling the vehicle to perform motor braking comprises:
when the vehicle is a first distance away from the first region, controlling the vehicle to perform motor braking at a first deceleration;
when the vehicle is away from the first area by a first distance and performs motor braking at a first deceleration so that the vehicle passes through the first area at the target speed, the energy generated by the motor braking is maximum.
5. The method as claimed in claim 3 or 4, wherein the determining the target speed according to the traffic information of the first area comprises:
when the first area is a turning area, determining that the speed of the vehicle passing through the turning area safely is the target speed; or,
when the first area is a downhill area, determining that the speed of the vehicle passing through the downhill area safely is the target speed; or,
and when the first area is a speed-limiting area, determining that the speed limited by the speed-limiting road is the target speed.
6. The method according to any one of claims 1 to 5, wherein determining road condition information of a first area through which the vehicle will pass ahead in the driving direction by map data comprises:
acquiring map data of a second area; the second area comprises the first area, and the map data comprises road condition information of all roads in the second area;
and determining the road condition information of the first area according to the map data and the driving direction of the vehicle.
7. The method according to any one of claims 1 to 6,
the vehicle is in an Adaptive Cruise Control (ACC) mode.
8. A vehicle control apparatus characterized by comprising:
the system comprises a determining module, a judging module and a judging module, wherein the determining module is used for determining road condition information of a first area to be passed by a vehicle in front of a driving direction;
and the control module is used for controlling the vehicle to brake the motor according to the road condition information of the first area and the current running speed of the vehicle, and storing energy generated when the motor is braked.
9. The apparatus of claim 8, wherein the first region comprises:
a cornering zone, a downhill zone and/or a speed limit zone.
10. The apparatus of claim 9, wherein the control module is specifically configured to,
determining a target speed according to the road condition information of the first area;
and when the current running speed of the vehicle is greater than the target speed, controlling the vehicle to brake a motor, and storing energy generated during motor braking to enable the vehicle to pass through the first area at the target speed.
11. The apparatus of claim 10, wherein the control module is specifically configured to control the vehicle to motor brake at a first deceleration when the vehicle is a first distance from the first zone;
when the vehicle is away from the first area by a first distance and performs motor braking at a first deceleration so that the vehicle passes through the first area at the target speed, the energy generated by the motor braking is maximum.
12. The device according to claim 10 or 11, characterized in that the control module is specifically configured to,
when the first area is a turning area, determining that the speed of the vehicle passing through the turning area safely is the target speed; or,
when the first area is a downhill area, determining that the speed of the vehicle passing through the downhill area safely is the target speed; or,
and when the first area is a speed-limiting area, determining that the speed limited by the speed-limiting road is the target speed.
13. The apparatus according to any of claims 8-12, wherein the determining means is specifically configured to,
acquiring map data of a second area; the second area comprises the first area, and the map data comprises road condition information of all roads in the second area;
and determining the road condition information of the first area according to the map data and the driving direction of the vehicle.
14. The apparatus according to any one of claims 8 to 13,
the vehicle is in an Adaptive Cruise Control (ACC) mode.
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