CN118494473A - Cruise fuel-saving control method and device, controller and vehicle - Google Patents
Cruise fuel-saving control method and device, controller and vehicle Download PDFInfo
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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
- 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
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
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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
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
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Abstract
The invention provides a cruise oil-saving control method the device, the controller and the vehicle are provided, the method comprises the following steps: when the target vehicle enters a cruising state, acquiring road information of the target vehicle at a preset length in front, wherein the road information comprises ramp information; when the road of the target vehicle at the preset length in front is detected to be a flat road, the target vehicle is controlled to alternately perform acceleration running and sliding running in a set vehicle speed interval; the acceleration of the acceleration running is the first acceleration, the first acceleration is determined by controlling the target vehicle to run according to the set torque and the set rotating speed, the set torque and the set rotating speed are determined according to a fuel consumption rate economic curve, the fuel consumption rate economic curve is a fitting curve of the torque and the rotating speed, and the torque corresponding to each rotating speed on the fuel consumption rate economic curve is determined according to the minimum fuel consumption rate corresponding to each rotating speed on a universal characteristic diagram of the target vehicle engine. The invention can effectively reduce cruising oil consumption.
Description
Technical Field
The invention relates to the technical field of vehicle control, in particular to a cruising oil-saving control method, a cruising oil-saving control device, a cruising oil-saving control controller and a vehicle.
Background
Commercial vehicles have also been rapidly developed with economic development and increased logistic demand. The commercial vehicle has the characteristics of heavy load, long service life and the like, and the fuel consumption occupies a considerable proportion in the whole life cycle of the commercial vehicle.
In the existing cruise control technology, the vehicle mostly adopts constant-speed cruising, namely, the vehicle is kept to run at constant speed as much as possible, excessive speed change is avoided, and extra oil consumption caused by acceleration or deceleration can be reduced to a certain extent.
However, when the commercial vehicle adopts a constant-speed cruise uphill or downhill, the fuel consumption cannot be reduced. How to reduce the cost and the oil consumption of the commercial vehicle becomes a technical problem to be solved at present.
Disclosure of Invention
The embodiment of the invention provides a cruising oil-saving control method, a cruising oil-saving control device, a cruising oil-saving control controller and a vehicle, which are used for solving the problem that the current constant-speed cruising cannot effectively reduce oil consumption.
In a first aspect, an embodiment of the present invention provides a cruise fuel saving control method, including:
When the target vehicle enters a cruising state, acquiring road information of the target vehicle at a preset length in front, wherein the road information comprises ramp information;
When the road of the target vehicle at the preset length in front is detected to be a flat road, the target vehicle is controlled to alternately perform acceleration running and sliding running in a set vehicle speed interval;
The difference between the maximum vehicle speed threshold value and the minimum vehicle speed threshold value in the set vehicle speed interval is smaller than or equal to the set threshold value, the maximum vehicle speed threshold value and the minimum vehicle speed threshold value are determined based on the set cruising vehicle speed, the acceleration of the acceleration running is first acceleration, the first acceleration is determined by the control target vehicle according to the set torque and the set rotating speed, the set torque and the set rotating speed are determined according to a fuel consumption rate economic curve, the fuel consumption rate economic curve is a fitting curve of the torque and the rotating speed, and the torque corresponding to each rotating speed on the fuel consumption rate economic curve is determined according to the minimum fuel consumption rate corresponding to each rotating speed on a universal characteristic diagram of the target vehicle engine.
In one possible implementation, the first acceleration is calculated based on a dynamics model of the target vehicle as it is traveling, determined from traction and drag of the engine, the traction of the engine being determined based on an output torque of the target vehicle engine, a transmission ratio and a transmission efficiency, the output torque being determined based on a fuel consumption rate economy curve, the drag including rolling drag, grade drag, windage of the target vehicle, and rotational inertia of the target vehicle engine.
In one possible implementation, the first acceleration a acc is:
Wherein i 0 is the main reduction ratio, i g is the transmission ratio of the gearbox, eta is the transmission efficiency, r w is the tire radius, C D is the wind resistance coefficient, A is the windward area, v is the vehicle speed, m is the mass of the whole vehicle, g is the gravitational acceleration, f is the rolling resistance coefficient, theta is the road gradient, delta is the rotational inertia of the engine, Is an economic curve of fuel consumption rate.
In one possible implementation manner, after obtaining the road information value of the target vehicle at the preset length in front, the method further includes:
When the road of the target vehicle at the preset length in front is detected to be an ascending road section, controlling the speed of the target vehicle when the target vehicle runs to the bottom of the slope to be a maximum speed threshold value, determining the speed of the target vehicle when the target vehicle slides to the top of the slope based on self inertia, if the speed of the target vehicle when the target vehicle slides to the top of the slope is greater than or equal to a minimum speed threshold value, not controlling the target vehicle, and if the speed of the target vehicle is not greater than or equal to the minimum speed threshold value, controlling the target vehicle to accelerate based on the inertia sliding, so that the speed of the target vehicle when the target vehicle runs to the top of the slope is equal to the minimum speed threshold value.
In one possible implementation, controlling acceleration of the target vehicle such that a vehicle speed of the target vehicle when traveling to a top of a hill is equal to a minimum vehicle speed threshold includes:
When the slope length of the uphill section is smaller than the preset length, the control target vehicle runs to the top of the slope based on the second acceleration;
And when the slope length is greater than or equal to the preset length, controlling the target vehicle to alternately perform acceleration running and sliding running in a set speed interval until the distance between the target vehicle and the slope top is smaller than the preset length, and controlling the target vehicle to run to the slope top based on the second acceleration, wherein the second acceleration is determined based on a maximum speed threshold value, a minimum speed threshold value and the slope length.
In one possible implementation manner, after obtaining the road information value of the target vehicle at the preset length in front, the method further includes:
When the road of the target vehicle at the preset length in front is detected to be a downhill road section, determining third acceleration generated by the target vehicle on the downhill road section based on gravity, controlling the target vehicle to alternately perform acceleration running and sliding running in a set speed section if the third acceleration is smaller than or equal to 0, and controlling the target vehicle to slide down a downhill based on gravity if the third acceleration is larger than 0 and the speed of the target vehicle sliding to the bottom of the slope based on gravity is smaller than or equal to a maximum speed threshold.
In one possible implementation, if the third acceleration is greater than 0 and the vehicle speed of the target vehicle sliding to the bottom of the slope based on gravity is less than or equal to the maximum vehicle speed threshold, controlling the target vehicle to slide downhill based on gravity includes:
If the third acceleration is greater than 0, controlling the vehicle speed when the target vehicle runs to the highest point of the downhill road section to be a first vehicle speed, and controlling the vehicle speed when the target vehicle slides to the bottom of the slope based on gravity to be less than or equal to a maximum vehicle speed threshold value; the first vehicle speed is greater than or equal to a minimum vehicle speed threshold value and less than or equal to a second vehicle speed, and the second vehicle speed is determined based on the slope length of the downhill road section, the maximum vehicle speed threshold value and the third acceleration.
In a second aspect, an embodiment of the present invention provides a cruise fuel saving control device, including:
The system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring road information of a target vehicle at a preset length in front when the target vehicle enters a cruising state, wherein the road information comprises ramp information;
the road leveling control module is used for controlling the target vehicle to alternately perform acceleration running and sliding running in a set speed interval when the road of the target vehicle at the preset front length is detected to be a road leveling;
The difference between the maximum vehicle speed threshold value and the minimum vehicle speed threshold value in the set vehicle speed interval is smaller than or equal to the set threshold value, the maximum vehicle speed threshold value and the minimum vehicle speed threshold value are determined based on the set cruising vehicle speed, the acceleration of the acceleration running is first acceleration, the first acceleration is determined by the control target vehicle according to the set torque and the set rotating speed, the set torque and the set rotating speed are determined according to a fuel consumption rate economic curve, the fuel consumption rate economic curve is a fitting curve of the torque and the rotating speed, and the torque corresponding to each rotating speed on the fuel consumption rate economic curve is determined according to the minimum fuel consumption rate corresponding to each rotating speed on a universal characteristic diagram of the target vehicle engine.
In a third aspect, embodiments of the present invention provide a controller comprising a memory, a processor and a computer program stored in the memory and executable on the processor, the processor implementing the steps of the method as described above in the first aspect or any one of the possible implementations of the first aspect when the computer program is executed.
In a fourth aspect, embodiments of the present invention provide a computer readable storage medium storing a computer program which, when executed by a processor, implements the steps of the method as described above in the first aspect or any one of the possible implementations of the first aspect.
In a fifth aspect, an embodiment of the present invention provides a vehicle comprising the controller of the third aspect.
The embodiment of the invention provides a cruising fuel-saving control method, a cruising fuel-saving control device, a cruising fuel-saving control controller and a vehicle. When the road of the target vehicle at the preset front length is detected to be a flat road, the target vehicle is controlled to alternately perform acceleration running and sliding running in a set vehicle speed interval.
The method and the system plan the speed and the acceleration of the vehicle in advance through the road information of the front preset length which is acquired in advance. When the vehicle is on a flat road, the vehicle is controlled to alternately perform acceleration running and sliding running in a set vehicle speed interval. Since the first acceleration is determined based on the fuel consumption rate economy curve, the fuel consumption rate is highest and the fuel consumption is smallest when the vehicle runs based on the first acceleration. When the vehicle speed is equal to the maximum vehicle speed threshold value, the engine of the vehicle does not output torque any more, and the vehicle can slide forward by virtue of inertia, so that the oil consumption is reduced. And when the vehicle speed is equal to the minimum vehicle speed threshold value, accelerating running is performed again based on the first acceleration, so that the engine is maintained in a high-efficiency working range, and the running oil consumption of the vehicle is reduced.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the embodiments or the description of the prior art will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of an implementation of a cruise fuel saving control method provided by an embodiment of the invention;
FIG. 2 is a process block diagram of a cruise control method provided by an embodiment of the present invention;
FIG. 3 is a schematic illustration of an acceleration ramp provided by an embodiment of the present invention;
FIG. 4 is a general characteristic diagram of a model of engine according to an embodiment of the present invention;
FIG. 5 is a flowchart of another implementation of a cruise control method according to an embodiment of the present invention;
Fig. 6 is a schematic view of an uphill road section in front of a vehicle according to an embodiment of the present invention;
FIG. 7 is a flowchart of a third cruise control method according to an embodiment of the present invention;
Fig. 8 is a schematic view of a downhill road section in front of a vehicle according to an embodiment of the present invention;
FIG. 9 is a schematic diagram of a cruise control device according to an embodiment of the present invention;
FIG. 10 is a schematic diagram of a controller provided by an embodiment of the present invention;
fig. 11 is a schematic view of a vehicle according to an embodiment of the present invention.
Detailed Description
In the following description, for purposes of explanation and not limitation, specific details are set forth such as the particular system architecture, techniques, etc., in order to provide a thorough understanding of the embodiments of the present invention. It will be apparent, however, to one skilled in the art that the present invention may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present invention with unnecessary detail.
For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the following description will be made by way of specific embodiments with reference to the accompanying drawings.
As introduced in the background art, the commercial vehicle occupies a considerable proportion in the whole life cycle of the commercial vehicle due to the characteristics of large load, long travel and the like, so that the fuel consumption is reduced, the cost of the vehicle can be reduced, and the environmental protection requirements of energy conservation and emission reduction are met.
At present, constant speed Control (CC) is mostly adopted, although extra oil consumption caused by acceleration and deceleration can be reduced to a certain extent, the engine can not be ensured to be in a higher efficiency interval while the constant speed Control (CC) keeps advancing at a constant speed, and when the engine is in a low efficiency interval, the energy conversion rate is lower, so that energy waste is caused, and the fuel consumption of actual constant speed cruising is still higher than that of a driver with abundant experience.
In addition, the change of the road gradient can also generate oil consumption, in the constant-speed cruising, the engine outputs more power when ascending to maintain the set vehicle speed, and the vehicle is braked when descending to prevent the vehicle speed from being overlarge, but how to reasonably utilize the inertia and gravitational potential energy of the vehicle to further save the fuel, so that the technical problem to be solved at present is solved.
In order to solve the problems in the prior art, the embodiment of the invention provides a cruising oil-saving control method, a cruising oil-saving control device, a cruising oil-saving control controller and a vehicle. The following first describes a cruise fuel-saving control method provided by the embodiment of the invention.
Referring to fig. 1 and fig. 2, a flowchart of an implementation of a cruise fuel saving control method provided by an embodiment of the present invention is shown, and details are as follows:
step S110, when the target vehicle enters a cruising state, road information of the target vehicle at a preset length in front is acquired.
The road information includes ramp information, and the collection of the road information is collected when the target vehicle enters a cruise state through a cruise switch or a cruise setting switch. When the target vehicle enters a cruising state, a corresponding cruising vehicle speed is set. The ramp information comprises the position, gradient and length of the ramp. The hill information is acquired based on sensors in the target vehicle and a high-precision map.
The preset length here is not the same for different vehicles, and is determined according to the whole vehicle mass of the target vehicle, the engine model of the vehicle, and the performance of the vehicle.
Note that, in fig. 2, when θ is greater than 0, it indicates that the target vehicle is on an uphill road, when θ is less than 0, it indicates that the target vehicle is on a downhill road, and when θ is equal to 0, it indicates that the target vehicle is on a flat road.
And step 120, when the road of the target vehicle at the preset length in front is detected to be a flat road, controlling the target vehicle to alternately perform acceleration running and sliding running in a set vehicle speed interval.
The difference between the maximum vehicle speed threshold value and the minimum vehicle speed threshold value in the set vehicle speed section is less than or equal to the set threshold value.
Wherein, the acceleration running is that when the speed of the target vehicle is smaller than the set cruising speed, the control target vehicle accelerates to the maximum speed threshold based on the first acceleration. The coasting is to control the target vehicle to run at a reduced speed to a minimum vehicle speed threshold based on friction when the vehicle speed of the target vehicle is equal to the maximum vehicle speed threshold.
In this embodiment, as shown in fig. 3, when the target vehicle enters the cruise state, the cruise vehicle speed of the target vehicle is set to V set.
If the speed of the target vehicle is smaller than the cruising speed v set, the target vehicle is controlled to run in an accelerating mode based on the first acceleration until the speed reaches a maximum speed threshold v setmax. When the target vehicle is accelerated to run according to the first acceleration, the engine is in a high-efficiency working interval, the torque provided by the engine is larger than the constant-speed required torque, and the vehicle is accelerated by redundant energy and is converted into the kinetic energy of the vehicle.
When the vehicle speed accelerates to a maximum vehicle speed threshold v setmax, the acceleration is stopped and the vehicle slides with the gear based on the first deceleration until the vehicle speed is equal to a minimum vehicle speed threshold v setmin. The coasting means that the target vehicle coasts forward based on its own inertia, and the target vehicle does not need to be braked, and the speed of the target vehicle is continuously reduced due to the rolling resistance and wind resistance during running, so that the target vehicle is decelerated and coasted on the road surface. During coasting, the engine no longer outputs torque, fuel consumption is substantially zero, and the vehicle coasts against stored kinetic energy. Therefore, the total oil consumption for alternately accelerating and sliding in the set vehicle speed interval is smaller than the total oil consumption for constant-speed cruising.
For example, the maximum vehicle speed threshold v setmax and the minimum vehicle speed threshold v setmin may be adjusted according to comfort, safety, and fuel savings requirements. For example, the maximum vehicle speed threshold v setmax may be set to 1.15 times the cruise vehicle speed, i.e., to 1.15v set for v setmax, and the minimum vehicle speed threshold v setmin may be set to 0.85 times the cruise vehicle speed, i.e., to 0.85v set for v setmin.
In this process, when the target vehicle is coasting with a gear based on the first deceleration, the actual absolute value of the deceleration will be less than the first deceleration due to the damping of the driveline, and the lower the gearbox gear, the greater the driveline damping. In order to fully utilize the sliding inertia of the target vehicle and reduce damping, the gearbox can perform upshift processing on the basis of the prior art during sliding.
When the minimum vehicle speed threshold v setmin is reached, the vehicle starts accelerating again, and the vehicle is driven repeatedly in a circulating mode. One of the acceleration and coast periods includes an acceleration period in which the target vehicle accelerates from a minimum vehicle speed threshold v setmin to a maximum vehicle speed threshold v setmax and a coast period in which the target vehicle decelerates from a maximum vehicle speed threshold v setmax to a minimum vehicle speed threshold v setmin.
In some embodiments, the first acceleration is determined by controlling the target vehicle to travel according to a set torque and rotational speed, and the set torque and rotational speed are determined according to a fuel consumption rate economy curve, which is a fitted curve of torque and rotational speed, the torque corresponding to each rotational speed on the fuel consumption rate economy curve being determined according to a minimum fuel consumption rate corresponding to each rotational speed on a universal map of the target vehicle engine.
The universal characteristic diagram of the engine is a relation diagram of fuel consumption rate, engine rotating speed and torque of the engine in a stable state, and can reflect the stable fuel consumption rate of the engine in different rotating speed and torque. Fig. 4 is a general characteristic diagram of an engine of a certain model, the abscissa is the engine speed, the ordinate is the engine output torque, and the current steady-state fuel consumption rate can be found in the diagram according to the speed and the torque. At each rotating speed, the minimum fuel consumption rate exists, and the connecting lines of all the points are corresponding fuel consumption rate economic curves at different engine rotating speeds, if the engine rotating speed and the torque can be controlled to be always on the curves, the efficiency is highest, and the fuel economy is best. By fitting, a relational expression of the economic torque and the economic rotation speed can be obtained
Teco＝F(neco)。
As can be seen from the contour lines in fig. 4, the engine efficiency is highest when the rotational speed and torque are at the dashed line, i.e. the percentage of kinetic energy converted from fuel into vehicle forward motion is high. If the engine speed and torque are distributed along the dashed line, a higher energy conversion can be achieved. If the vehicle is actually running, at 1400rpm, the corresponding torque may be 1000Nm when the vehicle is running at constant speed, according to the strategy provided by the invention, when the torque is increased to the economic curve, the torque is increased, the vehicle starts accelerating, when the vehicle reaches the set maximum vehicle speed threshold limit value, the engine does not output torque any more, i.e. by means of freewheeling, and when the vehicle slides to the minimum vehicle speed threshold lower limit, the vehicle is accelerated again, thus forming the cruise strategy of accelerating (ACCELERATE AND Coast, AC). The oil saving core of the strategy is as follows: when the engine works, the engine is maintained in a high-efficiency working interval, the torque provided is larger than the constant-speed required torque, and the redundant energy accelerates the vehicle and converts the vehicle into the kinetic energy of the vehicle. When the speed reaches the threshold value, the engine does not output torque, the fuel consumption is basically zero, and the vehicle slides by virtue of the stored kinetic energy, so that the total fuel consumption of the accelerated sliding is smaller than the total fuel consumption of the constant-speed cruising, and the fuel saving effect is achieved.
The first acceleration of the target vehicle may be determined based on the rotation speed and torque in fig. 4 where the engine efficiency at the broken line is highest.
In this embodiment, the first acceleration of the vehicle may be determined based on a relationship between the force experienced by the vehicle and the motion response of the vehicle, such as determining a relationship between the force experienced by the vehicle and the acceleration according to newton's second law.
The vehicle is subjected to traction and resistance of an engine in the running process, and the vehicle is required to overcome rolling resistance generated by interaction of the ground and wheels, wind resistance generated by interaction of the vehicle body and air, gradient resistance of running along a ramp and resistance generated by rotational inertia in accelerating running besides the resistance generated by inertia of a transmission system component of the vehicle in the running process. The tractive effort of the engine is determined based on the target vehicle engine output torque, the transmission gear ratio and the transmission efficiency, and the output torque is determined based on a fuel consumption rate economy curve.
The vehicle dynamics model thus constructed is:
Wherein F 1 is traction, F 2 is windage, F 3 is rolling resistance, F 4 is gradient resistance,
Resistance is generated for moment of inertia.
Thus, the first acceleration may be determined based on a vehicle dynamics model determined from traction and resistance of the engine, a relationship between engine speed and vehicle speed, and a relationship between torque and speed of the engine.
In particular, the method comprises the steps of,
Wherein T e is engine output torque, i 0 is main reduction ratio, i g is gearbox transmission ratio, eta is transmission efficiency, r w is tire radius, C D is wind resistance coefficient, A is windward area, v is vehicle speed, m is whole vehicle mass, g is gravity acceleration, f is rolling resistance coefficient, theta is road gradient, delta is engine rotational inertia, dv/dt is change rate of speed along with time, namely acceleration a.
The relation between the engine speed and the vehicle speed is:
the economic torque versus economic speed relationship expression determined from the foregoing fuel consumption rate economic curve:
Teco＝F(neco)。
The expression of the first acceleration a aec is:
Since θ is 0 during flat road running
When the target vehicle slides based on inertia, the speed of the target vehicle can be reduced under the action of wind resistance, rolling resistance and slope resistance, and the expression of the first deceleration a dec is as follows:
in some embodiments, the predetermined length is the length of one acceleration slip period.
After determining the first acceleration or deceleration of the target vehicle, the resulting first acceleration or deceleration is given to the chassis controller, which controls whether the vehicle is driving or braking based on the value of the first acceleration or deceleration. T e in fig. 2 is the engine output torque to drive the vehicle forward, and T bark is the braking torque to brake the vehicle. The chassis controller will vary the braking torque of the vehicle to effect braking of the vehicle in accordance with the value of the acceleration or deceleration.
The method and the system plan the speed and the acceleration of the vehicle in advance through the road information of the front preset length which is acquired in advance. When the vehicle is on a flat road, the vehicle is controlled to alternately perform acceleration running and sliding running in a set vehicle speed interval. Since the first acceleration is determined based on the fuel consumption rate economy curve, the fuel consumption rate is highest and the fuel consumption is smallest when the vehicle runs based on the first acceleration. When the vehicle speed is equal to the maximum vehicle speed threshold value, the engine of the vehicle does not output torque any more, and the vehicle can slide forward by virtue of inertia, so that the oil consumption is reduced. And when the vehicle speed is equal to the minimum vehicle speed threshold value, accelerating running is performed again based on the first acceleration, so that the engine is maintained in a high-efficiency working range, and the running oil consumption of the vehicle is reduced.
In some embodiments, fuel consumption may also occur when road grade changes, while when a constant speed cruise strategy is employed, the engine needs to continuously output power to maintain a constant speed of the vehicle when ascending, but fuel consumption may be high. In order to reduce fuel consumption, it is also necessary to reasonably control the vehicle speed when the vehicle is ascending a slope.
Step S510, when the target vehicle enters a cruising state, road information of the target vehicle at a preset length in front is acquired.
The embodiment of how to acquire the road information of the target vehicle at the front preset length can be referred to the related description in step S110, and will not be repeated here.
And step S520, when the road of the target vehicle at the preset length in front is detected to be an uphill road section, controlling the speed of the target vehicle when the target vehicle runs to the bottom of the slope to be a maximum speed threshold value, determining the speed of the target vehicle when the target vehicle slides to the top of the slope based on self inertia, if the speed of the target vehicle when the target vehicle slides to the top of the slope is greater than or equal to a minimum speed threshold value, not controlling the target vehicle, and if the speed of the target vehicle is not greater than or equal to the minimum speed threshold value, controlling the target vehicle to accelerate based on the freewheeling, so that the speed of the target vehicle when the target vehicle runs to the top of the slope is equal to the minimum speed threshold value.
As shown in fig. 6, when it is detected that the road of the target vehicle at the preset length in front is an uphill road section, that is, the target vehicle cannot complete the journey of one accelerating cycle when reaching the slope bottom of the uphill road section, it is necessary to accelerate the target vehicle, and the vehicle speed when the target vehicle travels to the slope bottom of the uphill road section is controlled to be the maximum vehicle speed threshold.
Here, the maximum vehicle speed threshold v setmax is set based on the set cruise vehicle speed, and is typically 1.15 times the cruise vehicle speed, that is, v setmax is set to 1.15v set. When the maximum vehicle speed threshold is set, a large vehicle speed is not set for enabling the target vehicle to rush out of the slope top, and the setting is performed on the basis of the premise of safe driving, so that the safe driving of the target vehicle is ensured.
If the current vehicle speed is v c, the speed when the vehicle runs to the bottom of the slope is v setmax, the length of the target vehicle from the bottom of the slope is s 1, the acceleration isSo that the speed of the target vehicle is controlled to be maximum when reaching the bottom of the slope based on the acceleration.
In some embodiments, after determining that the target vehicle has reached the bottom of the hill at speed v setmax, and that the hill has a length s 2 and a grade θ, if the target vehicle is not under any control, the speed v 2 at which the target vehicle travels to the top of the hill is determined based solely on the target vehicle's freewheeling.
If the vehicle speed v 2 of the target vehicle running to the top of the slope is greater than or equal to the minimum vehicle speed threshold v setmin, the target vehicle can be proved to run out of the slope by self-freewheeling, the engine does not need to output power, the target vehicle does not need to be controlled, and the target vehicle only needs to be controlled to run out of the slope based on freewheeling.
If the vehicle speed v 2 of the target vehicle running on the top of the uphill road section is smaller than the minimum vehicle speed threshold v setmin, the target vehicle is proved to be unable to run out of the uphill by self-freewheeling, and the engine is required to participate in output power so as to ensure that the vehicle speed of the target vehicle is within the range of [ v setmin,vsetmax ].
In this embodiment, in order to ensure that the vehicle speed of the target vehicle is within the range of [ vsetmin, vsetmax ] and that the engine output is as low as possible, it is also necessary to determine the output power of the engine based on the slope length s 2, and the specific determination procedure is as follows:
When s 2 is smaller than the preset length, that is, s 2 is smaller than the length of one acceleration sliding period, the target vehicle can be controlled to travel to the top of the slope at the constant second acceleration a s2, and finally the speed reaching the top of the slope is v setmin.
Wherein,
When s 2 is greater than or equal to the preset length, that is, s 2 is greater than or equal to the length of one acceleration and coasting cycle, the target vehicle may first alternately perform acceleration and coasting and ascending in the set vehicle speed interval until the distance from the target vehicle to the top of the slope is less than the preset length, that is, the distance from the target vehicle to the top of the slope is less than the length of one acceleration and coasting cycle, then the target vehicle needs to be controlled to travel to the top of the slope based on the second acceleration a s2, and finally the speed reaching the top of the slope is v setmin.
Further, after determining the acceleration a s1 or the acceleration a s2 of the target vehicle, the obtained acceleration value is given to the chassis controller, which controls whether the vehicle is driven or braked according to the acceleration value. T e1、Te2、Te3 in fig. 2 is the engine output torque to drive the vehicle forward, and T bark1、Tbark2、Tbark3 is the braking torque to brake the vehicle. The chassis controller will vary the braking torque of the vehicle to effect braking of the vehicle in accordance with the value of the acceleration or deceleration.
When the vehicle is ascending, the vehicle is firstly controlled to have the maximum speed threshold when reaching the bottom of the slope, so that the vehicle has larger kinetic energy when ascending, and the output power of the vehicle is reduced. And when the vehicle is determined to be greater than or equal to the minimum vehicle speed threshold value based on self-freewheeling to the top of the slope, the vehicle does not need to output power, the vehicle can freewheels to go out of the slope by self, and the oil consumption is little. When the vehicle speed is smaller than the minimum vehicle speed threshold value based on the fact that the vehicle freewheels to the top of the slope, the fact that the vehicle cannot coast to the slope is proved, and the vehicle speed of the vehicle running to the top of the slope can be ensured to be between the set vehicle speeds only by outputting certain power through the engine is confirmed.
In some embodiments, when the constant-speed cruising strategy is adopted, in order to achieve a set constant vehicle speed when the vehicle descends, the engine needs to be continuously braked to keep the vehicle descending at a constant speed, and larger oil consumption is generated. In order to reduce fuel consumption, it is also necessary to reasonably control the vehicle speed when the vehicle is descending a slope.
Step S710, when the target vehicle enters a cruising state, road information of the target vehicle at a preset length in front is acquired.
The embodiment of how to acquire the road information of the target vehicle at the front preset length can be referred to the related description in step S110, and will not be repeated here.
And step S720, when the road of the target vehicle at the preset length in front is detected to be a downhill section, determining a third acceleration generated by the target vehicle on the downhill section based on gravity, if the third acceleration is smaller than or equal to 0, controlling the target vehicle to alternately perform acceleration running and sliding running in a set speed section, and if the speed of the target vehicle sliding to the bottom of the slope based on gravity is smaller than or equal to a maximum speed threshold, controlling the target vehicle to slide downhill based on gravity.
As shown in fig. 2 and 8, when it is detected that the road of the target vehicle at the front preset length is a downhill section, it is necessary to first determine a third acceleration of the target vehicle generated based on the own weight when the target vehicle is on the downhill section. The third acceleration at this time is determined based on the self-gravity of the target vehicle, wind resistance, rolling resistance, and slope resistance.
Specifically, the calculation may be performed according to the expression of the first deceleration a dec provided above, and the calculation process is not described herein.
If the third acceleration is smaller than 0, the gradient is smaller, the target vehicle cannot slide down by means of the gravity of the target vehicle, the down-slope road section can be regarded as a flat road treatment, and the target vehicle can alternately perform acceleration running and sliding running in a set vehicle speed section.
If the third acceleration is greater than 0, the gradient is large enough, and the target vehicle can slide down the slope by means of self gravity. When the vehicle slides to the bottom of the slope based on gravity and the speed is less than or equal to the maximum speed threshold value, the vehicle does not need to brake when running on the slope. The speed of the vehicle is continuously increased in downhill, and in order to ensure that the speed of the vehicle sliding to the bottom of the slope based on the self gravity is less than or equal to the maximum speed threshold value, the speed of the vehicle when reaching the highest point of the downhill road section needs to be controlled.
If the vehicle speed at the highest point of the downhill road is v 1, the vehicle speed at the bottom of the slope is v setmax, the length of the downhill road is s 1, the acceleration at the time of downhill is a third acceleration a s3, and the formula is shown in the specification
The maximum vehicle speed when reaching the highest point of the downhill road section can be determined to be the second vehicle speed, and in order to ensure that the vehicle can slide downhill by gravity on the downhill road section without braking, the first vehicle speed of the vehicle is controlled to be larger than or equal to the minimum vehicle speed threshold value and smaller than or equal to the second vehicle speed.
Therefore, the vehicle can be ensured to slide down a slope by self gravity without applying braking force by a braking system of the vehicle, and the vehicle can travel to the bottom of the slope in a set vehicle speed interval. Compared with the continuous braking force application required for ensuring the constant speed in the downhill process of constant-speed cruising, the downhill driving strategy provided by the invention can greatly reduce the oil consumption.
In some embodiments, when the speed when the vehicle runs to the highest point of the downhill road section is the minimum speed threshold v setmin and the speed when the vehicle runs to the bottom of the slope based on the third acceleration is still greater than the maximum speed threshold, the braking system is required to participate in the sliding process to give a certain braking force so as to prevent the speed from exceeding the maximum speed threshold.
At this time, in order to control the vehicle speed at the highest point of the downhill path to reach the minimum vehicle speed threshold v setmin, the current vehicle speed of the target vehicle is v c, the final speed is v setmin, the length of the target vehicle from the top of the slope is s 1, and the magnitude of the deceleration is
Thereby controlling the vehicle speed of the vehicle at the highest point of the downhill road section to reach the minimum vehicle speed threshold v setmin.
In order to ensure that the vehicle speed of the vehicle running to the bottom of a slope is in the range of [ v setmin,vsetmax ], the target vehicle is controlled to slide with a gear, a braking system is required to be involved in the sliding process to give a certain braking force for decelerating, the final speed is prevented from exceeding the maximum limit value, and the first deceleration at the moment is as follows:
After determining the deceleration of the target vehicle, the resulting deceleration value is given to the chassis controller, which controls whether the vehicle is driven or braked according to the deceleration value. T e3、Te4 in fig. 2 is the engine output torque to drive the vehicle forward, and T bark3、Tbark4 is the braking torque to brake the vehicle. The chassis controller will vary the braking torque of the vehicle to effect braking of the vehicle in accordance with the value of the acceleration or deceleration.
The method and the system plan the speed and the acceleration of the vehicle in advance through the road information of the front preset length which is acquired in advance. When the vehicle is on a flat road, the vehicle is controlled to alternately perform acceleration running and sliding running in a set speed interval, so that the engine of the vehicle is kept in a higher efficiency interval, and the running oil consumption of the vehicle is reduced. When the vehicle is on an uphill road section, the vehicle is firstly controlled to reach the slope bottom with the maximum speed threshold value, the speed of the vehicle based on self-freewheeling to the slope top is determined, when the speed of the vehicle sliding to the slope top is greater than or equal to the minimum speed threshold value, the vehicle can be controlled based on self-freewheeling to the slope top without controlling the vehicle, the inertia of the vehicle can be utilized to the greatest extent, and the output power of the vehicle is reduced. When the speed of the vehicle sliding to the top of the slope is smaller than the minimum speed threshold, the speed of the vehicle when the vehicle runs to the top of the slope is controlled to be equal to the minimum speed threshold, so that less output power can be achieved, and the oil consumption is reduced. When the vehicle is on the downhill section, the second acceleration generated by the vehicle on the downhill section based on gravity is determined, and whether the vehicle can slide down the downhill based on self gravity is determined, so that the gravity downhill of the vehicle can be utilized to the greatest extent, the vehicle can go out of the slope at a proper speed, and the purpose of reducing oil consumption is achieved to the greatest extent.
It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic, and should not limit the implementation process of the embodiment of the present invention.
Based on the cruise oil-saving control method provided by the embodiment, correspondingly, the invention also provides a specific implementation mode of the cruise oil-saving control device applied to the cruise oil-saving control method. Please refer to the following examples.
As shown in fig. 9, there is provided a cruise control apparatus 900 that includes:
An obtaining module 910, configured to obtain, when the target vehicle enters a cruising state, road information of the target vehicle at a preset length in front, where the road information includes ramp information;
the level road control module 920 is configured to control the target vehicle to alternately perform acceleration running and sliding running in a set vehicle speed interval when it is detected that the road of the target vehicle at the preset front length is a level road;
The difference between the maximum vehicle speed threshold value and the minimum vehicle speed threshold value in the set vehicle speed interval is smaller than or equal to the set threshold value, the maximum vehicle speed threshold value and the minimum vehicle speed threshold value are determined based on the set cruising vehicle speed, the acceleration of the acceleration running is first acceleration, the first acceleration is determined by the control target vehicle according to the set torque and the set rotating speed, the set torque and the set rotating speed are determined according to a fuel consumption rate economic curve, the fuel consumption rate economic curve is a fitting curve of the torque and the rotating speed, and the torque corresponding to each rotating speed on the fuel consumption rate economic curve is determined according to the minimum fuel consumption rate corresponding to each rotating speed on a universal characteristic diagram of the target vehicle engine.
In one possible implementation, the first acceleration is calculated based on a kinetic model of the target vehicle determined from traction and drag of the engine while driving, the traction of the engine being determined based on an output torque of the target vehicle engine, a transmission ratio and a transmission efficiency, the output torque being determined based on a fuel consumption rate economy curve, the drag including rolling drag, grade drag, windage of the target vehicle, and rotational inertia of the target vehicle engine.
In one possible implementation, the first acceleration a acc is:
Wherein i 0 is the main reduction ratio, i g is the transmission ratio of the gearbox, eta is the transmission efficiency, r w is the tire radius, C D is the wind resistance coefficient, A is the windward area, v is the vehicle speed, m is the mass of the whole vehicle, g is the gravitational acceleration, f is the rolling resistance coefficient, theta is the road gradient, delta is the rotational inertia of the engine, Is an economic curve of fuel consumption rate.
In one possible implementation, the control module 920 is configured to, when it is detected that the road of the target vehicle at the preset length in front is an uphill road section, control the vehicle speed when the target vehicle runs to the bottom of the slope to be a maximum vehicle speed threshold value, determine the vehicle speed when the target vehicle runs to the top of the slope based on self inertia, if the vehicle speed when the target vehicle runs to the top of the slope is greater than or equal to a minimum vehicle speed threshold value, not control the target vehicle, and if the target vehicle runs to the top of the slope, control the target vehicle to run uphill based on inertia, otherwise, control the target vehicle to accelerate, so that the vehicle speed when the target vehicle runs to the top of the slope is equal to the minimum vehicle speed threshold value.
In one possible implementation, the control module 920 is configured to control the target vehicle to travel to the top of the slope based on the second acceleration when the slope length of the uphill road section is less than the preset length;
And when the slope length is greater than or equal to the preset length, controlling the target vehicle to alternately perform acceleration running and sliding running in a set speed interval until the distance between the target vehicle and the slope top is smaller than the preset length, and controlling the target vehicle to run to the slope top based on the second acceleration, wherein the second acceleration is determined based on a maximum speed threshold value, a minimum speed threshold value and the slope length.
In one possible implementation manner, the control module 920 is configured to determine, when it is detected that the road of the target vehicle at the preset front length is a downhill road section, a third acceleration generated by the target vehicle on the downhill road section based on gravity, and if the third acceleration is less than or equal to 0, control the target vehicle to alternately perform acceleration running and sliding running in a set vehicle speed section, and if the third acceleration is greater than 0 and a vehicle speed of the target vehicle sliding to the bottom of the slope based on gravity is less than or equal to a maximum vehicle speed threshold, control the target vehicle to slide downhill based on gravity.
In one possible implementation, the control module 920 is configured to control the vehicle speed when the target vehicle runs to the highest point of the downhill road section to be the first vehicle speed if the third acceleration is greater than 0, and control the vehicle speed when the target vehicle slides to the bottom of the slope based on gravity to be less than or equal to the maximum vehicle speed threshold; the first vehicle speed is greater than or equal to a minimum vehicle speed threshold value and less than or equal to a second vehicle speed, and the second vehicle speed is determined based on the slope length of the downhill road section, the maximum vehicle speed threshold value and the third acceleration.
Fig. 10 is a schematic diagram of a controller according to an embodiment of the present invention. As shown in fig. 10, the controller 10 of this embodiment includes: a processor 100, a memory 101 and a computer program 102 stored in the memory 101 and executable on the processor 100. The processor 100, when executing the computer program 102, implements the steps of the various cruise control method embodiments described above, such as steps 110 through 120 shown in fig. 1. Or the processor 100, when executing the computer program 102, performs the functions of the modules in the apparatus embodiments described above, for example, the functions of the modules 910 to 920 shown in fig. 9.
Illustratively, the computer program 102 may be partitioned into one or more modules that are stored in the memory 101 and executed by the processor 100 to perform the present invention. The one or more modules may be a series of computer program instruction segments capable of performing particular functions for describing the execution of the computer program 102 in the controller 10. For example, the computer program 102 may be partitioned into modules 910 through 920 shown in FIG. 9.
The controller 10 may include, but is not limited to, a processor 100, a memory 101. It will be appreciated by those skilled in the art that fig. 10 is merely an example of the controller 10 and is not intended to limit the controller 10, and may include more or fewer components than shown, or may combine certain components, or different components, e.g., the controller may further include input-output devices, network access devices, buses, etc.
The Processor 100 may be a central processing unit (Central Processing Unit, CPU), other general purpose Processor, digital signal Processor (DIGITAL SIGNAL Processor, DSP), application SPECIFIC INTEGRATED Circuit (ASIC), field-Programmable gate array (Field-Programmable GATE ARRAY, FPGA) or other Programmable logic device, discrete gate or transistor logic device, discrete hardware components, or the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The memory 101 may be an internal storage unit of the controller 10, such as a hard disk or a memory of the controller 10. The memory 101 may also be an external storage device of the controller 10, such as a plug-in hard disk, a smart memory card (SMART MEDIA CARD, SMC), a Secure Digital (SD) card, a flash memory card (FLASH CARD) or the like, which are provided on the controller 10. Further, the memory 101 may also include both an internal storage unit and an external storage device of the controller 10. The memory 101 is used to store the computer program and other programs and data required by the controller. The memory 101 may also be used to temporarily store data that has been output or is to be output.
Fig. 11 is a schematic structural view of a vehicle provided by the present invention, the vehicle including a controller 10.
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional units and modules is illustrated, and in practical application, the above-described functional distribution may be performed by different functional units and modules according to needs, i.e. the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-described functions. The functional units and modules in the embodiment may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit, where the integrated units may be implemented in a form of hardware or a form of a software functional unit. In addition, the specific names of the functional units and modules are only for distinguishing from each other, and are not used for limiting the protection scope of the present application. The specific working process of the units and modules in the above system may refer to the corresponding process in the foregoing method embodiment, which is not described herein again.
In the foregoing embodiments, the descriptions of the embodiments are emphasized, and in part, not described or illustrated in any particular embodiment, reference is made to the related descriptions of other embodiments.
Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
In the embodiments provided in the present invention, it should be understood that the disclosed apparatus/controller and method may be implemented in other manners. For example, the apparatus/controller embodiments described above are merely illustrative, e.g., the division of the modules or units is merely a logical functional division, and there may be additional divisions in actual implementation, e.g., multiple units or components may be combined or integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection via interfaces, devices or units, which may be in electrical, mechanical or other forms.
The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in the embodiments of the present invention may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The integrated modules/units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the present invention may implement all or part of the flow of the method of the above embodiments, or may be implemented by instructing the relevant hardware by a computer program, where the computer program may be stored in a computer readable storage medium, and the computer program may implement the steps of each of the cruise control method embodiments described above when executed by a processor. Wherein the computer program comprises computer program code which may be in source code form, object code form, executable file or some intermediate form etc. The computer readable medium may include: any entity or device capable of carrying the computer program code, a recording medium, a U disk, a removable hard disk, a magnetic disk, an optical disk, a computer Memory, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), an electrical carrier signal, a telecommunications signal, a software distribution medium, and so forth.
The above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention, and are intended to be included in the scope of the present invention.
Claims (10)
1. A cruise fuel saving control method, characterized by comprising:
When a target vehicle enters a cruising state, acquiring road information of the target vehicle at a preset length in front, wherein the road information comprises ramp information;
when the road of the target vehicle at the preset length in front is detected to be a flat road, controlling the target vehicle to alternately perform acceleration running and sliding running in a set speed interval;
The difference between the maximum vehicle speed threshold value and the minimum vehicle speed threshold value in the set vehicle speed interval is smaller than or equal to the set threshold value, the maximum vehicle speed threshold value and the minimum vehicle speed threshold value are determined based on the set cruising vehicle speed, the acceleration of the acceleration running is the first acceleration, the first acceleration is determined by controlling the target vehicle to run according to set torque and rotating speed, the set torque and rotating speed are determined according to a fuel consumption rate economic curve, the fuel consumption rate economic curve is a fitting curve of the torque and the rotating speed, and the torque corresponding to each rotating speed on the fuel consumption rate economic curve is determined according to the minimum fuel consumption rate corresponding to each rotating speed on a universal characteristic diagram of the target vehicle engine.
2. The cruise control method according to claim 1, characterized in that the first acceleration is calculated based on a dynamics model determined from traction and resistance of an engine of the target vehicle while the target vehicle is running, the traction of the engine being determined based on an output torque of the target vehicle engine, a transmission gear ratio, and a transmission efficiency, the output torque being determined based on the fuel consumption rate economy curve, the resistance including rolling resistance, gradient resistance, wind resistance, and rotational inertia of the target vehicle engine.
3. The cruise control method according to claim 1 or 2, characterized in that the first acceleration a acc is:
Wherein i 0 is the main reduction ratio, i g is the transmission ratio of the gearbox, eta is the transmission efficiency, r w is the tire radius, C D is the wind resistance coefficient, A is the windward area, v is the vehicle speed, m is the mass of the whole vehicle, g is the gravitational acceleration, f is the rolling resistance coefficient, theta is the road gradient, delta is the rotational inertia of the engine, And (3) an economic curve for the fuel consumption rate.
4. The cruise control method according to claim 1, characterized in that after the road information value of the target vehicle at a front preset length is obtained, further comprising:
When the condition that the road of the target vehicle at the preset length in front is an ascending road section is detected, controlling the speed of the target vehicle when the target vehicle runs to the bottom of a slope to be the maximum speed threshold value, determining the speed of the target vehicle when the target vehicle slides to the top of the slope based on self inertia, if the speed of the target vehicle slides to the top of the slope to be greater than or equal to the minimum speed threshold value, not controlling the target vehicle, and otherwise, controlling the target vehicle to accelerate to enable the speed of the target vehicle when the target vehicle runs to the top of the slope to be equal to the minimum speed threshold value.
5. The cruise control method according to claim 4, characterized in that the control of the acceleration of the target vehicle so that the vehicle speed at which the target vehicle runs to the top of the slope becomes equal to the minimum vehicle speed threshold value includes:
when the slope length of the uphill section is smaller than the preset length, controlling the target vehicle to run to the top of the slope based on the second acceleration;
And when the slope length is greater than or equal to the preset length, controlling the target vehicle to alternately perform acceleration running and sliding running in the set vehicle speed interval until the distance between the target vehicle and the slope top is smaller than the preset length, and controlling the target vehicle to run to the slope top based on the second acceleration, wherein the second acceleration is determined based on the maximum vehicle speed threshold, the minimum vehicle speed threshold and the slope length.
6. The cruise control method according to claim 1, characterized in that after the road information value of the target vehicle at a front preset length is obtained, further comprising:
When the condition that the road of the target vehicle at the preset length in front is a downhill road section is detected, determining third acceleration generated by the target vehicle on the downhill road section based on gravity, controlling the target vehicle to alternately perform acceleration running and sliding running in the set speed section if the third acceleration is smaller than or equal to 0, and controlling the target vehicle to slide down a slope based on gravity if the third acceleration is larger than 0 and the speed of the target vehicle sliding to the bottom of the slope based on gravity is smaller than or equal to the maximum speed threshold.
7. The cruise control method according to claim 6, characterized in that if the third acceleration is greater than 0 and a vehicle speed at which the target vehicle slides to a bottom of a slope based on gravity is less than or equal to the maximum vehicle speed threshold value, controlling the target vehicle to slide downhill based on gravity includes:
If the third acceleration is greater than 0, controlling the vehicle speed when the target vehicle runs to the highest point of the downhill road section to be a first vehicle speed, and controlling the vehicle speed when the target vehicle slides to the bottom of the slope based on gravity to be less than or equal to the maximum vehicle speed threshold; the first vehicle speed is greater than or equal to the minimum vehicle speed threshold and less than or equal to a second vehicle speed, and the second vehicle speed is determined based on the slope length of the downhill road section, the maximum vehicle speed threshold and the third acceleration.
8. A cruise control device characterized by comprising:
The system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring road information of a target vehicle at a preset length in front when the target vehicle enters a cruising state, wherein the road information comprises ramp information;
the road leveling control module is used for controlling the target vehicle to alternately perform acceleration running and sliding running in a set vehicle speed interval when the road of the target vehicle at the preset front length is detected to be a road leveling;
The difference between the maximum vehicle speed threshold value and the minimum vehicle speed threshold value in the set vehicle speed interval is smaller than or equal to the set threshold value, the maximum vehicle speed threshold value and the minimum vehicle speed threshold value are determined based on the set cruising vehicle speed, the acceleration of the acceleration running is the first acceleration, the first acceleration is determined by controlling the target vehicle to run according to the set torque and the set rotating speed, the set torque and the set rotating speed are determined according to a fuel consumption rate economic curve, the fuel consumption rate economic curve is a fitting curve of the torque and the rotating speed, and the torque corresponding to each rotating speed on the fuel consumption rate economic curve is determined according to the minimum fuel consumption rate corresponding to each rotating speed on a universal characteristic diagram of the target vehicle engine.
9. A controller comprising a memory for storing a computer program and a processor for invoking and running the computer program stored in the memory to perform the method of any of claims 1 to 7.
10. A vehicle is characterized in that, comprising a controller according to claim 9.
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| CN119103342A (en) * | 2024-11-07 | 2024-12-10 | 湖南行必达网联科技有限公司 | Vehicle torque control method, device, vehicle and storage medium |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN119103342A (en) * | 2024-11-07 | 2024-12-10 | 湖南行必达网联科技有限公司 | Vehicle torque control method, device, vehicle and storage medium |
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