CN118419014A - A vehicle control method, device and apparatus based on torque self-optimization - Google Patents

Abstract

The present application provides a vehicle control method, device and equipment based on torque self-optimization. The method comprises: obtaining the road ahead information and vehicle status information in a periodic manner, wherein the road ahead information comprises: the slope of the road ahead; determining the candidate torque of the current period according to the slope and the vehicle status information; optimizing the candidate torque according to the first output torque of the previous period to obtain the second output torque of the current period; and controlling the vehicle to travel according to the second output torque in the current period. The method of the present application reduces the fuel consumption of the vehicle during cruising.

Description

A vehicle control method, device and apparatus based on torque self-optimization

Technical Field

The present application relates to the field of intelligent driving and fuel saving technology, and in particular to a vehicle control method, device and equipment based on torque self-optimization.

Background technique

With the increasing global energy crisis and the continuous improvement of environmental awareness, energy conservation and emission reduction have become an important development direction for the automotive industry and transportation. As an important means of this, the research and development and application of cruise fuel-saving technology are receiving widespread attention.

At present, the cruise algorithms widely used in assisted driving systems mainly include fixed-speed cruise algorithms and adaptive cruise algorithms. Although these algorithms provide convenience to drivers to a certain extent, such as maintaining a constant speed or automatically adjusting the speed according to traffic conditions, they have significant shortcomings in terms of fuel economy.

Specifically, the cruise control algorithm keeps the vehicle at a fixed speed regardless of changes in road conditions, vehicle load or driving style, which often results in the vehicle running at a higher speed when full speed is not required, thereby increasing fuel consumption. On the other hand, although the adaptive cruise control algorithm can automatically adjust the vehicle speed according to the speed and distance of the vehicle in front, in some cases, its reaction speed and adjustment strategy may not be accurate enough, which may also lead to unnecessary fuel waste.

Summary of the invention

The present application provides a vehicle control method, device and equipment based on torque self-optimization, which are used to solve the problem of high fuel consumption during vehicle driving caused by existing cruise algorithms.

On the one hand, the present application provides a vehicle control method based on torque self-optimization, comprising:

Acquire the road ahead information and vehicle status information periodically, wherein the road ahead information includes: the slope of the road ahead;

determining a candidate torque for a current cycle according to the slope and the vehicle state information;

Optimizing the candidate torque according to the first output torque of the previous cycle to obtain the second output torque of the current cycle;

The vehicle is controlled to travel according to the second output torque in the current cycle.

Optionally, the vehicle state information includes: real-time vehicle speed, and determining the candidate torque of the current cycle according to the slope and the vehicle state information includes:

Obtain the vehicle weight and the cruise speed set by the driver;

Determining a cruising speed range according to the vehicle weight and the cruise setting speed;

Determining whether the real-time vehicle speed is within the cruising speed range;

If the real-time vehicle speed is within the cruising speed range, a candidate torque for a current cycle is determined according to the slope and the vehicle state information.

Optionally, the vehicle state information further includes: instantaneous fuel consumption, and determining the candidate torque of the current cycle according to the slope and the vehicle state information includes:

Determining weight coefficients of the vehicle weight, the slope, the instantaneous fuel consumption, and the cruise setting speed;

The candidate torque is determined according to the vehicle weight, the slope, the instantaneous fuel consumption, the cruise setting speed and the weight coefficient.

Optionally, the optimizing the candidate torque according to the first output torque of the previous cycle to obtain the second output torque of the current cycle includes:

determining a relative error between the first output torque and the candidate torque;

Determine whether the relative error is less than a relative error threshold;

If yes, taking the candidate torque as the second output torque of the current cycle;

If not, the candidate torque is optimized based on the first output torque to obtain the second output torque of the current cycle.

Optionally, the optimizing the candidate torque based on the first output torque to obtain the second output torque of the current cycle includes:

determining a driving state of the vehicle according to the first output torque and the candidate torque, the driving state comprising: a speed-up state and a speed-down state;

taking the product of the first output torque and the relative error threshold as a correction term of the candidate torque;

If the driving state is a speed-increasing state, the sum of the first output torque and the correction term is used as the second output torque;

If the running state is a deceleration state, the difference between the first output torque and the correction term is used as the second output torque.

Optionally, before determining the weight coefficients of the vehicle weight, the slope, the instantaneous fuel consumption and the cruise setting speed, the method further includes:

Determine whether there is a historical data group matching the slope and the real-time vehicle speed in the database, wherein the historical data group matching the slope and the real-time vehicle speed refers to a data group in which the historical slope in the historical data group is the same as the slope and the historical real-time vehicle speed is the same as the real-time vehicle speed;

If so, determining whether the historical instantaneous fuel consumption in the historical data set is lower than the instantaneous fuel consumption in the current cycle;

When the historical instantaneous fuel consumption is lower than the instantaneous fuel consumption of the current cycle, the instantaneous fuel consumption of the current cycle is updated to the historical instantaneous fuel consumption.

Optionally, determining the candidate torque according to the vehicle weight, the slope, the instantaneous fuel consumption, the cruise setting speed and the weight coefficient includes:

The candidate torque is determined using the following formula:

T(i)＝k ₁ *M+k ₂ *Slp+k ₃ *Fuel+k ₄ *V ₀

Among them, _k1 is the weight coefficient corresponding to the vehicle weight, M is the vehicle weight, _k2 is the weight coefficient corresponding to the slope, Slp is the slope, _k3 is the weight coefficient corresponding to the instantaneous fuel consumption, Fuel is the instantaneous fuel consumption, _k4 is the weight coefficient corresponding to the set vehicle speed, and _V0 is the set vehicle speed.

On the other hand, the present application provides a vehicle control device based on torque self-optimization, comprising:

An acquisition module, used to periodically acquire road ahead information and vehicle status information, wherein the road ahead information includes: a slope of the road ahead;

A determination module, configured to determine a candidate torque for a current cycle according to the slope and the vehicle state information;

A processing module, configured to optimize the candidate torque according to the first output torque of the previous cycle to obtain the second output torque of the current cycle;

A control module is used to control the vehicle to travel according to the second output torque in a current cycle.

Optionally, the vehicle status information includes: real-time vehicle speed, and the device further includes: a judgment module;

The acquisition module is further used to acquire the vehicle weight and the cruise speed set by the driver;

The determination module is further used to determine a cruising speed interval according to the vehicle weight and the cruise setting speed;

The judging module is used to judge whether the real-time vehicle speed is within the cruising speed range;

The determination module is used to determine the candidate torque of the current cycle according to the slope and the vehicle state information when the real-time vehicle speed is in the cruising speed range.

Optionally, the vehicle status information also includes: instantaneous fuel consumption, the determination module is used to determine the weight coefficient of the vehicle weight, slope, the instantaneous fuel consumption and the cruise setting speed; determine the candidate torque according to the vehicle weight, slope, the instantaneous fuel consumption, the cruise setting speed and the weight coefficient.

Optionally, the determination module is used to determine a relative error between the first output torque and the candidate torque;

The judging module is further configured to judge whether the relative error is less than a relative error threshold;

The processing module is configured to use the candidate torque as the second output torque of the current cycle when the relative error is less than a relative error threshold;

The processing module is used to optimize the candidate torque based on the first output torque to obtain the second output torque of the current cycle when the relative error is greater than a relative error threshold.

Optionally, the determination module is used to determine the driving state of the vehicle according to the first output torque and the candidate torque, and the driving state includes: a speed-up state and a speed-down state;

The processing module is used to use the product of the first output torque and the relative error threshold as a correction term of the candidate torque;

The processing module is configured to use the sum of the first output torque and the correction term as the second output torque when the driving state is a speed-increasing state;

The processing module is used to use the difference between the first output torque and the correction term as the second output torque when the driving state is a deceleration state.

Optionally, the determination module is used to determine whether there is a historical data group matching the slope and the real-time vehicle speed in the database, wherein the historical data group matching the slope and the real-time vehicle speed refers to: a data group in which the historical slope in the historical data group is the same as the slope, and the historical real-time vehicle speed is the same as the real-time vehicle speed;

The determination module is further configured to, when there is a historical data group matching the slope and the real-time vehicle speed in the database, determine whether the historical instantaneous fuel consumption in the historical data group is lower than the instantaneous fuel consumption in the current cycle;

The processing module is used to update the instantaneous fuel consumption of the current cycle to the historical instantaneous fuel consumption when the historical instantaneous fuel consumption is lower than the instantaneous fuel consumption of the current cycle.

Optionally, the determination module is used to determine the candidate torque using the following formula:

T(i)＝k ₁ *M+k ₂ *Slp+k ₃ *Fuel+k ₄ *V ₀

Among them, _k1 is the weight coefficient corresponding to the vehicle weight, M is the vehicle weight, _k2 is the weight coefficient corresponding to the slope, Slp is the slope, _k3 is the weight coefficient corresponding to the instantaneous fuel consumption, Fuel is the instantaneous fuel consumption, _k4 is the weight coefficient corresponding to the set vehicle speed, and _V0 is the set vehicle speed.

In a third aspect, the present application provides a vehicle control device based on torque self-optimization, comprising:

Memory;

processor;

Wherein, the memory stores computer-executable instructions;

The processor executes the computer-executable instructions stored in the memory to implement the vehicle control method based on torque self-optimization as described in the above-mentioned first aspect and various possible implementation methods of the first aspect.

In a fourth aspect, the present application provides a computer storage medium having computer execution instructions stored thereon, wherein the computer execution instructions are executed by a processor to implement a vehicle control method based on torque self-optimization as described in the first aspect and various possible implementations of the first aspect.

The present application provides a vehicle control method, device and equipment based on torque self-optimization. The method obtains the road ahead information and vehicle status information in a periodic manner, wherein the road ahead information includes: the slope of the road ahead; determines the candidate torque of the current period according to the slope and the vehicle status information; optimizes the candidate torque according to the first output torque of the previous period to obtain the second output torque of the current period; and controls the vehicle to travel according to the second output torque in the current period. The method of the present application reduces the fuel consumption of the vehicle during cruising.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

FIG1 is a flow chart 1 of a vehicle control method based on torque self-optimization provided in an embodiment of the present application;

FIG2 is a second flow chart of a vehicle control method based on torque self-optimization provided in an embodiment of the present application;

FIG3 is a schematic structural diagram of a vehicle control device based on torque self-optimization provided by the present application;

FIG4 is a schematic diagram of the structure of a vehicle control device based on torque self-optimization provided in the present application.

The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments.

Detailed ways

In order to make the purpose, technical solutions and advantages of this application clearer, the technical solutions in this application will be clearly and completely described below in conjunction with the drawings in this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

The terms "first", "second", "third", "fourth", etc. (if any) in the specification and claims of the present invention and the above drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in sequences other than those illustrated or described herein.

In the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary" or "for example" in the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way.

Traditional cruise control algorithms control the acceleration and deceleration of the vehicle based on the constant speed set by the driver during driving, in order to maintain a constant speed. However, when designing and implementing this algorithm, the impact of actual road conditions on the cruise function is often not fully considered, which can lead to problems such as excessive fuel consumption.

The diversity of road conditions has a direct impact on vehicle driving. For example, on a flat road, a vehicle can travel relatively stably at a constant speed, but when encountering uphill, downhill, curves or uneven road conditions, the vehicle needs additional power to overcome these resistances, or needs to reduce speed through braking to ensure driving safety. In this case, the traditional cruise control algorithm will still maintain the set constant speed, which will cause the vehicle to maintain a high speed when acceleration is not required, or fail to reduce speed in time when deceleration is required, resulting in unnecessary fuel consumption.

In addition, factors such as the driver's acceleration and deceleration habits, vehicle control accuracy, and ability to judge road conditions will affect the vehicle's fuel economy. Traditional cruise control algorithms cannot be personalized according to the driver's driving habits, and will also increase fuel consumption to a certain extent.

In view of the above problems existing in the prior art, the present application provides a vehicle control method based on torque self-optimization. The method obtains the vehicle's own information and the road ahead information to optimize the torque, outputs the optimized torque, and optimizes the output torque according to the relative error between the output torque of the previous cycle and the output torque of the current cycle, thereby saving fuel consumption when the vehicle is cruising.

The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

FIG1 is a flow chart of a vehicle control method based on torque self-optimization provided in an embodiment of the present application. As shown in FIG1 , the vehicle control method based on torque self-optimization provided in this embodiment includes:

S101: Obtaining the road ahead information and vehicle status information periodically.

Among them, the road ahead information includes the slope of the road ahead, and the vehicle status information includes vehicle weight, engine requested torque, instantaneous fuel consumption, real-time vehicle speed, set vehicle speed, etc.

To obtain the above information, the vehicle needs to be equipped with various sensors, and the raw data captured by the sensors must be processed and analyzed to extract information about the road and the vehicle's own status. By setting a fixed time interval, such as every second or every millisecond, the system can regularly trigger the data collection and processing process to ensure the real-time and continuity of information, thereby providing accurate and real-time information to the driver and the autonomous driving system to improve driving safety and efficiency.

S102: Determine a candidate torque for the current cycle according to the slope and the vehicle state information.

Among them, the slope information describes the inclination of the road, and the road slope will directly affect the vehicle's driving performance and power requirements. For example, when going uphill, the vehicle needs more torque to overcome gravity and maintain or increase speed; when going downhill, the vehicle will gain additional acceleration due to gravity, and it is necessary to appropriately reduce torque or brake to prevent excessive speed. Vehicle status information reflects the current operating status of the vehicle and is an important basis for determining torque requirements. Candidate torque is a torque value suitable for the current cycle calculated based on the current driving conditions and vehicle status.

S103: Optimizing the candidate torque according to the first output torque of the previous cycle to obtain the second output torque of the current cycle.

In the process of controlling the driving of the vehicle, in order to achieve more accurate and smooth power output, the candidate torque of the current cycle is usually optimized according to the output torque of the previous cycle, that is, the previous time interval.

Specifically, by obtaining the first output torque data of the previous cycle, which reflects the power output of the vehicle in the past period, and combining the current driving environment, the driver's intention, the real-time status of the vehicle and other factors, the above data is comprehensively analyzed and processed. During the optimization process, the control system can apply various algorithms and models to determine the optimal torque output required by the vehicle in the current cycle, and adjust the candidate torque accordingly.

S104: Controlling the vehicle to travel according to the second output torque in the current cycle.

The second output torque value obtained through the above steps will be used as the basis for the vehicle power output in the current cycle, and will be transmitted to the wheels through the transmission system, so as to drive the vehicle to travel in the expected manner. This process means that the vehicle's engine management system, transmission system, and braking system will work together to ensure that the vehicle performs power output or braking operations according to the second output torque.

It can be understood that if the second output torque is a positive value, the engine will provide corresponding power according to this torque value, and the transmission system will transmit the power to the wheels to drive the vehicle; if the second output torque is a negative value, the braking system will intervene and apply corresponding braking force to the wheels according to the torque value to achieve vehicle deceleration. During the whole process, the control system will continuously monitor the vehicle's status and driving environment, and adjust the second output torque in real time as needed to ensure safe and smooth driving of the vehicle.

The embodiment of the present application provides a vehicle control method based on torque self-optimization, which periodically obtains the slope of the road ahead and vehicle status information; determines the candidate torque of the current cycle according to the slope and vehicle status information; optimizes the candidate torque according to the first output torque of the previous cycle to obtain the second output torque of the current cycle; and controls the vehicle to travel according to the second output torque in the current cycle. The method improves the safety and comfort of the vehicle driving process.

FIG2 is a flow chart 2 of a vehicle control method based on torque self-optimization provided in an embodiment of the present application. This embodiment is based on the embodiment of FIG1 and describes in detail the vehicle control method based on torque self-optimization. As shown in FIG2, the vehicle control method based on torque self-optimization provided in this embodiment includes:

S201: Obtaining the road ahead information and vehicle status information periodically.

Among them, step S201 is similar to the above step S101 and will not be repeated here.

S202: Obtain the vehicle weight and the cruise control speed set by the driver.

Among them, vehicle weight has a direct impact on the vehicle's handling, acceleration performance, braking performance, and fuel economy. When obtaining vehicle weight information, it can usually be achieved through the vehicle's manufacturing data or by directly installing a weight sensor on the vehicle. Vehicle weight information can be used to calculate the vehicle's load capacity, evaluate the vehicle's stability and safety, and optimize the vehicle's fuel economy.

The cruise setting speed is the target speed set by the driver when using the cruise control system. When the vehicle reaches the set cruise speed, the cruise control system will automatically maintain the speed, so that the driver does not need to step on the accelerator pedal for a long time, thereby reducing driving fatigue and improving driving safety.

By obtaining the vehicle weight and the cruise control speed set by the driver, the vehicle control system can more accurately evaluate the vehicle's performance and safety and provide the driver with smarter and safer driving assistance. At the same time, the above parameter information can also be used to optimize the vehicle's fuel economy and reduce driving costs.

S203: Determine a cruising speed range according to the vehicle weight and the set cruising speed.

The cruise setting speed interval changes dynamically with the vehicle weight and the cruise setting speed. Specifically, the cruise setting speed is represented by V ₀ , and the upper limit of the cruise setting speed interval V _max = V ₀ + V ₁ ; the lower limit of the cruise setting speed interval V _min = V ₀ - V ₂ . The greater the vehicle weight, the smaller V ₁ and V ₂ ; the higher the cruise setting speed, the larger V ₁ and V ₂ .

S204: Determine whether the real-time vehicle speed is within the cruising speed range; if so, execute step S206; if not, execute step S205.

Among them, the vehicle speed can be obtained in real time through the vehicle's sensors or speedometer, and then it is determined whether the vehicle's real-time speed is within the cruising speed range. If the real-time speed is greater than or equal to the lower limit of the cruising speed range and less than or equal to its upper limit, it is considered that the real-time speed is within the cruising speed range.

In automatic driving or advanced driver assistance systems, by determining whether the real-time vehicle speed is within the cruising speed range, it can be used to maintain the vehicle within the preset cruising speed range to improve driving safety and comfort.

S205: If the real-time vehicle speed is not within the cruising speed range, the vehicle is controlled to continue traveling at the original vehicle speed.

It can be understood that only when the real-time vehicle speed is within the cruising speed range determined in the above steps will the system enter a specific control process, ensuring that when the vehicle is traveling within the desired speed range, more precise torque adjustments can be made based on the slope and vehicle status information.

S206: If the real-time vehicle speed is in the cruising speed range, determine whether there is a historical data set matching the slope and the real-time vehicle speed in the database.

The historical data group that matches the slope and the real-time vehicle speed refers to a data group in which the historical slope in the historical data group is the same as the current slope, and the historical real-time vehicle speed is the same as the current real-time vehicle speed.

S207: If there is a historical data set matching the slope and the real-time vehicle speed in the database, determine whether the historical instantaneous fuel consumption in the historical data set is lower than the instantaneous fuel consumption of the current cycle.

Among them, by comparing the instantaneous fuel consumption of the current cycle with the instantaneous fuel consumption in the historical data set, the operating efficiency of the current vehicle can be evaluated, or the impact of different driving conditions on fuel consumption can be analyzed.

After successfully matching the historical data group with the same current slope and real-time vehicle speed, the instantaneous fuel consumption record in the historical data group is extracted from the database and compared with the instantaneous fuel consumption of the current cycle to determine whether the instantaneous fuel consumption in the historical data group is lower than the instantaneous fuel consumption of the current cycle.

S208: When the historical instantaneous fuel consumption is lower than the instantaneous fuel consumption of the current cycle, updating the instantaneous fuel consumption of the current cycle to the historical instantaneous fuel consumption.

Among them, after comparing the instantaneous fuel consumption of the current cycle with the instantaneous fuel consumption in the matched historical data set, if it is found that the instantaneous fuel consumption in the historical data set is lower, it means that under the current road and vehicle speed conditions, the vehicle has a more energy-saving operating state or driving strategy. Further, the data set with lower instantaneous fuel consumption is used to determine the candidate torque in the subsequent steps.

S209: Determine the weight coefficients of the vehicle weight, the slope, the instantaneous fuel consumption and the cruise setting speed.

Among them, the weight coefficient is a tool used to quantify the degree of influence of different parameters on system performance. In the vehicle control system, different parameters such as vehicle weight, slope, instantaneous fuel consumption, cruise setting speed, etc. have different effects on the vehicle's dynamic performance, fuel economy, comfort, etc. By determining the weight coefficients of the above parameters, the performance of the vehicle can be controlled more accurately to meet the needs and expectations of the driver.

It is understandable that vehicle weight is an important parameter that affects vehicle performance. The heavier the vehicle weight, the more energy is required for vehicle acceleration and deceleration, and the higher the requirements for the power system. At the same time, vehicle weight also affects the braking performance and handling stability of the vehicle. Therefore, when determining the weight coefficient, it is necessary to fully consider the impact of vehicle weight on vehicle performance and assign an appropriate weight.

Slope is an important factor in road conditions and has a significant impact on the vehicle's power requirements. When going uphill, the vehicle needs more energy to overcome gravity, so the output of the power system needs to increase accordingly. When going downhill, the vehicle can use the potential energy of gravity to assist in deceleration and reduce the burden on the power system. Therefore, the impact of slope on vehicle performance also needs to be quantified through weight coefficients.

Instantaneous fuel consumption reflects the fuel consumption of the vehicle under the current working conditions. By determining the weight coefficient of instantaneous fuel consumption, the vehicle can be controlled to maintain a low fuel consumption as much as possible during cruising to improve fuel economy.

The cruise setting speed is the vehicle speed that the driver expects. In the cruise control system, the system needs to ensure that the vehicle can stably maintain near the set cruise speed. Therefore, giving the cruise setting speed a corresponding weight coefficient can ensure that the system can accurately respond to the driver's expected speed.

The determination of weight coefficients is usually based on experimental data, engineering experience, and driver preferences. By statistically analyzing a large amount of experimental data, the degree of influence of different parameters on vehicle performance can be determined, and the corresponding weight coefficients can be determined accordingly. In addition, the weight coefficients can be adjusted based on driver feedback and preferences to meet the needs and expectations of different drivers.

S210: Determine the candidate torque according to the vehicle weight, the slope, the instantaneous fuel consumption, the cruise setting speed and the weight coefficient.

Among them, the weight coefficients of different parameters are determined and applied to the vehicle control system. By multiplying the weight coefficients with the corresponding parameter values and summing them, a comprehensive performance indicator can be obtained to guide the decision-making process of the vehicle control system.

For example, in a cruise control system, the output of the power system can be adjusted based on comprehensive performance indicators to ensure that the vehicle can stably maintain near the set cruising speed while meeting the requirements of fuel economy and power.

Specifically, the candidate torque can be determined using the following formula:

T(i)＝k ₁ *M+k ₂ *Slp+k ₃ *Fuel+k ₄ *V ₀

Among them, _k1 is the weight coefficient corresponding to the vehicle weight, M is the vehicle weight, _k2 is the weight coefficient corresponding to the slope, Slp is the slope, _k3 is the weight coefficient corresponding to the instantaneous fuel consumption, Fuel is the instantaneous fuel consumption, _k4 is the weight coefficient corresponding to the set vehicle speed, and _V0 is the set vehicle speed.

S211: Determine a relative error between the first output torque and the candidate torque.

The first output torque refers to the output torque of the previous cycle, and the candidate torque refers to the output torque of the current cycle determined according to the slope and vehicle state information.

It can be understood that the output torque of the previous cycle is taken as the true value, and the relative error between the output torque of the previous cycle and the output torque of the current cycle is calculated by the following formula:

Where, δ is the relative error, _T1 is the output torque of the current cycle, and _TZ-1 is the output torque of the previous cycle.

S212: Determine whether the relative error is less than a relative error threshold, if so, execute step S213, if not, execute step S214.

The relative error threshold is usually determined based on actual needs, industry standards or technical limitations. In practical applications, the rationality of the relative error threshold can be verified through actual tests.

If the relative error is less than the relative error threshold, the result is considered accurate and reliable and meets the accuracy requirement; if the relative error is greater than or equal to the relative error threshold, it is necessary to consider taking appropriate measures to reduce the error and improve the accuracy of the result.

S213: Using the candidate torque as the second output torque of the current cycle.

The second output torque is the optimal torque of the current cycle. When the relative error between the output torque of the current cycle and the output torque of the previous cycle is less than the relative error threshold, the output torque of the current cycle is considered to be accurate, and further, the output torque of the current cycle is used as the second output torque.

S214: Determine the driving state of the vehicle according to the first output torque and the candidate torque.

The driving state of the vehicle includes an acceleration state and a deceleration state. When judging the driving state, the control system will compare the size and change trend of the first output torque and the candidate torque. If the candidate torque is greater than the first output torque, the control system can judge that the vehicle is in an acceleration state, which means that the driver or the automatic control system wants the vehicle to accelerate, so the control system will adjust the torque output of the engine or other power source accordingly. If the candidate torque is less than the first output torque, the control system can judge that the vehicle is in a deceleration state, and the control system will reduce the torque output to achieve deceleration.

By comprehensively considering the size and change trend of the first output torque and the candidate torque, the control system can accurately judge the driving state of the vehicle and adjust the output of the power system accordingly to meet the driver's intentions and the needs of the vehicle.

S215: taking the product of the first output torque and the relative error threshold as a correction term for the candidate torque.

Among them, taking the product of the first output torque and the relative error threshold as the correction item of the candidate torque means that the control system will calculate an additional torque value according to the current first output torque and the allowable error range, and this additional torque value will be used to correct the candidate torque.

S216: If the driving state is a speed-increasing state, the sum of the first output torque and the correction term is used as the second output torque.

Among them, if the vehicle needs to accelerate in the current cycle, in order to ensure the stability and accuracy of the power output, it is necessary to make certain adjustments to the output torque of the previous cycle. Specifically, the first output torque is added to the correction term determined in the above steps, and the result is the second output torque.

The above process can also be expressed by the following formula:

T＝T _Z-1 +T ₁ *ε(T ₁ -T _Z-1 )*δ ₀

Wherein, ε(T ₁ -T _Z-1 ) is a step function, T ₁ is the output torque of the current cycle, T _Z-1 is the output torque of the previous cycle, and δ ₀ is the relative error threshold.

S217: If the driving state is a deceleration state, the difference between the first output torque and the correction term is used as the second output torque.

Among them, if the vehicle needs to decelerate in the current cycle, in order to achieve a safe and smooth deceleration process, the output torque of the previous cycle needs to be adjusted accordingly. Specifically, the first output torque is subtracted from the correction term determined in the above steps, and the result is the second output torque.

It can be understood that the above process can also be expressed by the formula in step S216.

S218: Controlling the vehicle to travel according to the second output torque in the current cycle.

Among them, step S218 is similar to the above-mentioned step S104 and will not be repeated here.

The vehicle control method based on torque self-optimization provided in this embodiment determines the cruising speed range according to the vehicle weight and the cruising speed set by the driver, determines the weight coefficient of the vehicle weight, slope, instantaneous fuel consumption and the cruising speed, and determines the candidate torque according to the vehicle weight, slope, instantaneous fuel consumption, cruising speed and weight coefficient, determines whether the relative error between the first output torque of the current cycle and the candidate torque is less than the relative error threshold, and then optimizes the candidate torque to obtain the second output torque of the current cycle, and controls the vehicle to travel according to the second output torque in the current cycle. This method saves fuel consumption when the vehicle is cruising and improves the driving economy.

FIG3 is a schematic diagram of the structure of a vehicle control device based on torque self-optimization provided by the present application. As shown in FIG3 , a vehicle control method device 300 based on torque self-optimization provided by the present embodiment includes:

The acquisition module 301 is used to periodically acquire the road ahead information and vehicle status information, wherein the road ahead information includes: the slope of the road ahead;

A determination module 302, configured to determine a candidate torque for a current cycle according to the slope and the vehicle state information;

A processing module 303 is used to optimize the candidate torque according to the first output torque of the previous cycle to obtain the second output torque of the current cycle;

The control module 304 is configured to control the vehicle to travel according to the second output torque in a current cycle.

Optionally, the vehicle status information includes: real-time vehicle speed, and the device further includes: a judgment module 305;

The acquisition module 301 is further used to acquire the vehicle weight and the cruise speed set by the driver;

The determination module 302 is further configured to determine a cruising speed interval according to the vehicle weight and the cruise setting speed;

The judging module 305 is used to judge whether the real-time vehicle speed is within the cruising speed range;

The determination module 302 is used to determine the candidate torque of the current cycle according to the slope and the vehicle state information when the real-time vehicle speed is in the cruising speed range.

Optionally, the vehicle status information also includes: instantaneous fuel consumption, the determination module 302 is used to determine the weight coefficient of the vehicle weight, slope, the instantaneous fuel consumption and the cruise setting speed; determine the candidate torque according to the vehicle weight, slope, the instantaneous fuel consumption, the cruise setting speed and the weight coefficient.

Optionally, the determination module 302 is used to determine a relative error between the first output torque and the candidate torque;

The judging module 305 is further configured to judge whether the relative error is less than a relative error threshold;

The processing module 303 is configured to use the candidate torque as the second output torque of the current cycle when the relative error is less than a relative error threshold;

The processing module 303 is used to optimize the candidate torque based on the first output torque to obtain the second output torque of the current cycle when the relative error is greater than a relative error threshold.

Optionally, the determination module 302 is used to determine the driving state of the vehicle according to the first output torque and the candidate torque, and the driving state includes: a speed-up state and a speed-down state;

The processing module 303 is used to use the product of the first output torque and the relative error threshold as a correction term of the candidate torque;

The processing module 303 is used for, when the driving state is a speed-increasing state, taking the sum of the first output torque and the correction term as the second output torque;

The processing module 303 is configured to use the difference between the first output torque and the correction term as the second output torque when the driving state is a deceleration state.

Optionally, the determination module 302 is used to determine whether there is a historical data group matching the slope and the real-time vehicle speed in the database, wherein the historical data group matching the slope and the real-time vehicle speed refers to: a data group in which the historical slope in the historical data group is the same as the slope, and the historical real-time vehicle speed is the same as the real-time vehicle speed;

The determination module 302 is further configured to determine whether the historical instantaneous fuel consumption in the historical data group is lower than the instantaneous fuel consumption in the current cycle when there is a historical data group matching the slope and the real-time vehicle speed in the database;

The processing module 303 is configured to update the instantaneous fuel consumption of the current cycle to the historical instantaneous fuel consumption when the historical instantaneous fuel consumption is lower than the instantaneous fuel consumption of the current cycle.

Optionally, the determination module 302 is configured to determine the candidate torque using the following formula:

T(i)＝k ₁ *M+k ₂ *Slp+k ₃ *Fuel+k ₄ *V ₀

Among them, _k1 is the weight coefficient corresponding to the vehicle weight, M is the vehicle weight, _k2 is the weight coefficient corresponding to the slope, Slp is the slope, _k3 is the weight coefficient corresponding to the instantaneous fuel consumption, Fuel is the instantaneous fuel consumption, _k4 is the weight coefficient corresponding to the set vehicle speed, and _V0 is the set vehicle speed.

Fig. 4 is a schematic diagram of the structure of a vehicle control device based on torque self-optimization provided by the present application. As shown in Fig. 4, the vehicle control device based on torque self-optimization provided by the present application, the vehicle control device based on torque self-optimization 400 comprises: a receiver 401, a transmitter 402, a processor 403 and a memory 404.

Receiver 401, for receiving instructions and data;

A transmitter 402, used for sending instructions and data;

Memory 404, for storing computer-executable instructions;

The processor 403 is used to execute the computer-executable instructions stored in the memory 404 to implement the various steps executed by the vehicle control method based on torque self-optimization in the above embodiment. For details, please refer to the relevant description in the above embodiment of the vehicle control method based on torque self-optimization.

Optionally, the memory 404 may be independent or integrated with the processor 403 .

When the memory 404 is independently provided, the electronic device further includes a bus for connecting the memory 404 and the processor 403 .

The present application also provides a computer storage medium, in which computer execution instructions are stored. When a processor executes the computer execution instructions, a vehicle control method based on torque self-optimization as performed by the above-mentioned vehicle control device based on torque self-optimization is implemented.

It will be appreciated by those skilled in the art that all or some of the steps, systems, and functional modules/units in the methods disclosed above may be implemented as software, firmware, hardware, and appropriate combinations thereof. In hardware implementations, the division between the functional modules/units mentioned in the above description does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed by several physical components in cooperation. Some or all physical components may be implemented as software executed by a processor, such as a central processing unit, a digital signal processor, or a microprocessor, or implemented as hardware, or implemented as an integrated circuit, such as an application-specific integrated circuit. Such software may be distributed on a computer-readable medium, which may include a computer storage medium (or non-transitory medium) and a communication medium (or temporary medium). As known to those skilled in the art, the term computer storage medium includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules, or other data). Computer storage media include, but are not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital versatile disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tapes, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store the desired information and can be accessed by a computer. In addition, it is well known to those of ordinary skill in the art that communication media typically contain computer-readable instructions, data structures, program modules, or other data in a modulated data signal such as a carrier wave or other transport mechanism, and may include any information delivery media.

Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the invention disclosed herein. The present application is intended to cover any modification, use or adaptation of the present application, which follows the general principles of the present application and includes common knowledge or customary techniques in the art that are not disclosed in the present application. The specification and examples are intended to be exemplary only, and the true scope and spirit of the present application are indicated by the following claims.

It should be understood that the present application is not limited to the precise structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims (10)

1. A vehicle control method based on torque self-optimization, the method comprising:

acquiring front road information and vehicle state information according to a period, wherein the front road information comprises: slope of the road ahead;

determining a candidate torque of the current period according to the gradient and the vehicle state information;

Optimizing the candidate torque according to the first output torque of the previous period to obtain a second output torque of the current period;

and controlling the vehicle to run according to the second output torque in the current period.

2. The method of claim 1, wherein the vehicle status information comprises: and determining the candidate torque of the current period according to the gradient and the vehicle state information, wherein the candidate torque comprises the following components:

Acquiring the weight of the vehicle and the cruising set vehicle speed set by a driver;

determining a cruising speed interval according to the vehicle weight and the cruising set speed;

Judging whether the real-time vehicle speed is in the cruising vehicle speed interval or not;

And if the real-time vehicle speed is in the cruising vehicle speed section, determining candidate torque in the current period according to the gradient and the vehicle state information.

3. The method of claim 2, wherein the vehicle status information further comprises: and determining the candidate torque of the current period according to the gradient and the vehicle state information, wherein the candidate torque comprises the following components:

determining weight coefficients of the vehicle weight, the gradient, the instant oil consumption and the cruising set vehicle speed;

And determining the candidate torque according to the vehicle weight, the gradient, the instant oil consumption, the cruising set vehicle speed and the weight coefficient.

4. A method according to claim 3, wherein said optimizing said candidate torque according to a first output torque of a previous cycle to obtain a second output torque of said current cycle comprises:

determining a relative error between the first output torque and the candidate torque;

Judging whether the relative error is smaller than a relative error threshold value or not;

If yes, the candidate torque is used as a second output torque of the current period;

If not, optimizing the candidate torque based on the first output torque to obtain a second output torque in the current period.

5. The method of claim 4, wherein optimizing the candidate torque based on the first output torque to obtain the second output torque for the current period comprises:

Determining a driving state of the vehicle according to the first output torque and the candidate torque, wherein the driving state comprises: a speed increasing state and a speed decreasing state;

Taking the product of the first output torque and the relative error threshold as a correction term for the candidate torque;

if the running state is a speed increasing state, taking the sum of the first output torque and the correction term as the second output torque;

And if the running state is a deceleration state, taking the difference between the first output torque and the correction term as the second output torque.

6. The method of claim 3, wherein prior to said determining the weighting factors for the vehicle weight, grade, instantaneous fuel consumption, and cruise set vehicle speed, the method further comprises:

Determining whether a historical data set matched with the gradient and the real-time vehicle speed exists in a database, wherein the historical data set matched with the gradient and the real-time vehicle speed refers to: the historical gradient in the historical data set is the same as the gradient, and the historical real-time vehicle speed is the same as the real-time vehicle speed;

if so, determining whether the historical instantaneous oil consumption in the historical data set is lower than the instantaneous oil consumption of the current period;

and updating the instant oil consumption of the current period into the historical instant oil consumption when the historical instant oil consumption is lower than the instant oil consumption of the current period.

7. The method of claim 3, wherein said determining said candidate torque based on said vehicle weight, grade, said instantaneous fuel consumption, said cruise set vehicle speed, and said weighting factor comprises:

The candidate torque is determined using the following formula:

T(i)＝k₁*M+k₂*Slp+k₃*Fuel+k₄*V₀

Wherein k ₁ is a weight coefficient corresponding to the vehicle weight, M is a weight coefficient corresponding to the gradient, k ₂ is a weight coefficient corresponding to the gradient, slp is a weight coefficient corresponding to the instantaneous Fuel consumption, k ₃ is a weight coefficient corresponding to the instantaneous Fuel consumption, k ₄ is a weight coefficient corresponding to the set vehicle speed, and V ₀ is the set vehicle speed.

8. A torque self-optimizing based vehicle control apparatus, the apparatus comprising:

The system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring front road information and vehicle state information according to a period, and the front road information comprises: slope of the road ahead;

A determining module for determining a candidate torque of a current period according to the gradient and the vehicle state information;

the processing module is used for optimizing the candidate torque according to the first output torque of the previous period to obtain the second output torque of the current period;

and the control module is used for controlling the vehicle to run according to the second output torque in the current period.

9. A torque self-optimizing based vehicle control apparatus, characterized by comprising:

a memory;

A processor;

wherein the memory stores computer-executable instructions;

The processor executes computer-executable instructions stored in the memory to implement a torque self-optimizing based vehicle control method as claimed in any one of claims 1-7.

10. A computer storage medium having stored therein computer executable instructions which when executed by a processor are adapted to implement a torque self-optimizing based vehicle control method as claimed in any one of claims 1-7.