CN111497860A - Vehicle terrain mode control method and device - Google Patents
Vehicle terrain mode control method and device Download PDFInfo
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- 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
- B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
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- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
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- B60W40/076—Slope angle of the road
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- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
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- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
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- B60W2050/0001—Details of the control system
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Abstract
The invention relates to the technical field of vehicles, and provides a vehicle terrain mode control method and a vehicle terrain mode control device, wherein the vehicle terrain mode control method comprises the steps of obtaining a vehicle running state parameter, judging whether a vehicle is in a trapped working condition or not based on the vehicle running state parameter, sending a 4L mode prompt signal to a vehicle display if the vehicle is in the trapped working condition, detecting whether the vehicle is in an N-gear state within a set time period, and automatically switching the vehicle to a 4L mode if the vehicle is in the N-gear state.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a vehicle terrain mode control method and device.
Background
Along with the continuous improvement of the living standard of people, people also put forward more requirements to the vehicle, especially in the driving performance experience of the vehicle, the vehicle enterprises are also continuously enriching and optimizing the vehicle function to improve the product competitiveness.
Vehicles with all-terrain control systems having multiple terrain modes, such as economy, standard, sport, snow, mud, sand, 4L modes, can be developed, wherein each mode can perform a different function:
economic mode (eco): in the mode, the power output of the engine is smooth, the gear shifting of the transmission is active, the power performance of the vehicle is reduced, the economy is improved, and the driving style of the whole vehicle is gentle and mild;
standard mode (standard): in the mode, the power performance and the economy of the whole vehicle are considered, and the driving style of the whole vehicle is more conventional;
sport mode (Sport): in the mode, an accelerator pedal is sensitive, the speed changer delays gear shifting, the dynamic property of the vehicle is increased, and the driving style of the whole vehicle tends to be fierce;
snow mode (Snow): the mode mainly runs under the condition of low adhesion coefficient or off-road running, and the mainly used road surfaces comprise snow, ice, grassland, gravel roads and the like;
mud mode (Mud): the mode is mainly applied to deep mud and shallow mud running or off-road running;
sand mode (Sand): the mode is mainly applied to the driving of desert and gobi or off-road driving;
4L mode (four wheel drive low range mode). The vehicle four wheel drive system enters 4L mode, the TCU enters low gear along with the speed, the speed is limited below 40 km/h, the mode is mainly used for the low speed escaping working condition (such as mud escaping working condition, sand escaping working condition) and the working condition that needs large torque climbing working condition.
The driver can use the most suitable terrain mode according to different terrains, different scenes or different working conditions, so that the vehicle can sense the driving intention of the driver and automatically switch the standard mode, the economic mode and the motion mode to the driver to meet different driving style requirements of the driver.
However, the inventor of the present application finds in the process of practicing the present application that at least the technical defects of the related art in the prior art are that, since the 4L mode involves switching of four-wheel drive system hardware, the vehicle must be in the N gear when entering or exiting the 4L mode, so that the automatic switching of the 4L mode cannot be completed during driving because the vehicle is generally manually engaged in the N gear after parking, and the existing all-terrain control system for automatically selecting the mode does not involve the 4L mode, in addition, based on the characteristics of the 4L mode, the 4L mode can effectively improve the climbing or escaping performance of the whole vehicle, but if the 4L mode is applied to a conventional road surface, the driving comfort and maneuverability of the whole vehicle are deteriorated, so that some drivers may forget to select the 4L mode because of the 4L mode is not known, or may forget to leave the 4L mode after completing climbing or escaping the slope by using the 4L mode.
Disclosure of Invention
In view of the above, the present invention is directed to a method for controlling a terrain mode of a vehicle, so as to at least solve the problem that in the related art, the vehicle needs to manually determine a driving condition and manually enter a 4L mode, and cannot automatically switch to the 4L mode.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a vehicle terrain mode control method comprises the steps of obtaining vehicle driving state parameters, judging whether a vehicle is in a trapped working condition or not based on the vehicle driving state parameters, sending a 4L mode prompt signal to a vehicle display if the vehicle is in the trapped working condition, detecting whether the vehicle is in an N-gear state within a set time period, and automatically switching the vehicle to a 4L mode if the vehicle is in the N-gear state.
Further, the vehicle running state parameters include a longitudinal acceleration, a vehicle speed, a gear and a throttle opening, wherein the determining whether the vehicle is in the trapped condition based on the vehicle running state parameters includes: determining a longitudinal gradient of a road surface on which the vehicle is located based on the longitudinal acceleration; if the longitudinal gradient is larger than a preset gradient threshold value, detecting whether the vehicle speed is smaller than a preset vehicle speed threshold value; if the detected vehicle speed is smaller than the vehicle speed threshold, judging whether the gear is a 1 gear or not and whether the opening of the throttle valve is larger than a preset opening threshold or not; and if the gear is the 1 gear and the opening degree of the throttle valve is larger than the opening degree threshold value, determining that the vehicle is in a climbing working condition.
Further, the vehicle driving state parameter further includes a lateral acceleration, wherein the determining the longitudinal gradient of the road surface on which the vehicle is located based on the longitudinal acceleration includes: calculating corresponding calculated longitudinal acceleration according to the vehicle speed; performing Kalman filtering on the measured longitudinal acceleration, the lateral acceleration and the calculated longitudinal acceleration to output a corresponding target longitudinal acceleration, wherein the measured longitudinal acceleration is measured by a longitudinal acceleration sensor; and determining the longitudinal gradient of the road surface where the vehicle is located based on the target longitudinal acceleration.
Further, the kalman filtering the measured longitudinal acceleration, the lateral acceleration, and the calculated longitudinal acceleration to output a corresponding target longitudinal acceleration comprises: performing Kalman covariance calculation on the measured longitudinal acceleration and the calculated longitudinal acceleration according to a preset measurement noise base number and a preset system noise base number to obtain a corresponding noise error compensation value; performing Kalman gain calculation on the measured longitudinal acceleration and the calculated longitudinal acceleration according to the noise error compensation value to obtain a corresponding Kalman gain value; and predicting a Kalman optimal value corresponding to the lateral acceleration, the measured longitudinal acceleration and the calculated longitudinal acceleration according to the Kalman gain value, and determining the predicted Kalman optimal value as the target longitudinal acceleration.
Further, the vehicle driving state parameter includes a wheel speed, a vehicle speed, a wheel acceleration and a vehicle acceleration, wherein determining whether the vehicle is in the trapped condition based on the vehicle driving state parameter includes: detecting whether the stuck vehicle judgment conditions including one or more of the following conditions are all satisfied: judging whether the vehicle speed is smaller than a preset first threshold value, judging whether the wheel speed difference of a front axle or the wheel speed difference of a rear axle is larger than a preset second threshold value, judging whether the difference value between the maximum wheel speed and the vehicle speed is larger than a preset third threshold value, judging whether the difference value between the maximum wheel speed and the minimum wheel speed is larger than a preset fourth threshold value, and judging whether the difference value between the maximum wheel acceleration and the vehicle acceleration is larger than a preset fifth threshold value; and if the detected stuck vehicle judgment conditions are all satisfied, counting the duration time corresponding to the fact that the detected stuck vehicle judgment conditions are all satisfied, and determining that the vehicle is in the stuck vehicle working condition when the counted duration time exceeds the preset effective operation time.
Further, after the automatically switching the vehicle to the 4L mode, the method further includes re-detecting the vehicle driving state parameter and determining whether the vehicle has moved out of the trapped condition based on the re-detected vehicle driving state parameter, and automatically switching the vehicle from the 4L mode to the other terrain mode if it is determined that the vehicle has moved out of the trapped condition.
Further, the re-detected vehicle running state parameters comprise vehicle acceleration, vehicle speed and wheel speed, wherein the determining whether the vehicle is out of the trapped condition according to the re-detected vehicle running state parameters comprises: determining a longitudinal gradient of a road surface on which the vehicle is located based on the re-detected longitudinal acceleration; determining a maximum wheel speed, a minimum wheel speed and a maximum wheel acceleration corresponding to a plurality of wheel speeds acquired in sampling time; when the determined longitudinal gradient is less than a gradient threshold, determining whether the vehicle has disengaged from a trapped condition based on the maximum wheel speed, the vehicle speed, the minimum wheel speed, the maximum wheel acceleration, and the entire vehicle acceleration.
Compared with the prior art, the vehicle terrain mode control method has the following advantages:
according to the vehicle terrain mode control method, whether the vehicle is in a climbing or trapped working condition or not is judged according to the acquired vehicle running state parameters, the driver is timely prompted to have a 4L mode suitable for the current environment when the vehicle is in the trapped working condition, and then the vehicle is automatically switched to the 4L mode when the vehicle is detected to be shifted to the N gear.
Another objective of the present invention is to provide a vehicle terrain mode control device, so as to at least solve the problem that the vehicle in the related art needs to manually determine the driving condition and manually enter the 4L mode, and cannot automatically switch to the 4L mode.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a vehicle terrain mode control device comprises an obtaining unit, a working condition judging unit, a signal sending unit, an N-gear detecting unit and a 4L mode switching unit, wherein the obtaining unit is used for obtaining vehicle running state parameters, the working condition judging unit is used for judging whether a vehicle is in a trapped working condition or not based on the vehicle running state parameters, the trapped working condition comprises a climbing working condition and a stuck working condition, the signal sending unit is used for sending a 4L mode prompting signal to a vehicle display if the vehicle is in the trapped working condition, the N-gear detecting unit is used for detecting whether the vehicle is in an N-gear state or not within a set time period, and the 4L mode switching unit is used for automatically switching the vehicle to a 4L mode if the vehicle is in.
Further, the vehicle driving state parameters include a longitudinal acceleration, a vehicle speed, a gear and a throttle opening, the working condition judgment unit includes a climbing condition detection module, and the climbing condition detection module is configured to perform the following operations: determining a longitudinal gradient of a road surface on which the vehicle is located based on the longitudinal acceleration; if the longitudinal gradient is larger than a preset gradient threshold value, detecting whether the vehicle speed is smaller than a preset vehicle speed threshold value; if the detected vehicle speed is smaller than the vehicle speed threshold, judging whether the gear is a 1 gear or not and whether the opening of the throttle valve is larger than a preset opening threshold or not; and if the gear is the 1 gear and the opening degree of the throttle valve is larger than the opening degree threshold value, determining that the vehicle is in a climbing working condition.
Further, the vehicle running state parameters include wheel speed, vehicle speed, wheel acceleration and vehicle acceleration, wherein the working condition judgment unit includes a stuck vehicle working condition detection module, and the stuck vehicle working condition detection module is used for executing the following operations: detecting whether the stuck vehicle judgment conditions including one or more of the following conditions are all satisfied: judging whether the vehicle speed is smaller than a preset first threshold value, judging whether the wheel speed difference of a front axle or the wheel speed difference of a rear axle is larger than a preset second threshold value, judging whether the difference value between the maximum wheel speed and the vehicle speed is larger than a preset third threshold value, judging whether the difference value between the maximum wheel speed and the minimum wheel speed is larger than a preset fourth threshold value, and judging whether the difference value between the acceleration of the maximum wheel and the acceleration of the whole vehicle is larger than a preset fifth threshold value; and if the detected stuck vehicle judgment conditions are all satisfied, counting the duration time corresponding to the fact that the detected stuck vehicle judgment conditions are all satisfied, and determining that the vehicle is in the stuck vehicle working condition when the counted duration time exceeds the preset effective operation time.
The vehicle terrain mode control device and the vehicle terrain mode control method have the same advantages compared with the prior art, and are not repeated herein.
Additional features and advantages of the invention will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 is a flow chart of a vehicle terrain mode control method according to an embodiment of the present invention;
FIG. 2 is a flow chart for detecting a hill climbing condition in a vehicle terrain mode control method according to an embodiment of the present invention;
FIG. 3 is a flow chart for determining a longitudinal grade in a vehicle terrain mode control method according to an embodiment of the present invention;
FIG. 4 is a flow chart for detecting stuck conditions in a terrain mode control method for a vehicle according to an embodiment of the present invention;
fig. 5 is a control flowchart for switching the terrain mode in the vehicle terrain mode control method according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of the architecture of the automatic control method for all terrain modes of the vehicle according to an embodiment of the present invention;
FIG. 7 is a block diagram of five blocks provided in the longitudinal gradient determination block of FIG. 6;
FIG. 8A is a schematic diagram illustrating the logic of the Kalman input state module;
FIG. 8B is a schematic diagram of the Kalman covariance module logic;
FIG. 8C is a schematic diagram illustrating the logic of the Kalman gain module;
FIG. 8D is a schematic diagram illustrating the logic of the Kalman state module;
FIG. 9 is a flowchart illustrating the logic for determining stuck conditions in a terrain mode control method for a vehicle according to an embodiment of the present invention;
FIG. 10A is a schematic flow chart diagram illustrating a method for detecting entry into the 4L mode in a terrain mode control system for a vehicle in accordance with an embodiment of the present invention;
FIG. 10B is a schematic flow chart diagram illustrating a method for detecting exit from the 4L mode in a terrain mode control system for a vehicle in accordance with an embodiment of the present invention;
fig. 11 is a block diagram showing a configuration of a vehicle topographic mode control device according to an embodiment of the present invention.
Description of reference numerals:
01 longitudinal gradient judgment module 02 vehicle trap judgment module
03 entering 4L mode determination module 04 exit 4L mode determination module
054L mode prompt and request signal sending module
110 vehicle topographic mode control device 1101 acquisition unit
1102 working condition judging unit 1103 signal sending unit
1104N keeps off detecting element 11054L mode switching unit
Detailed Description
In addition, the embodiments of the present invention and the features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
As shown in fig. 1, a vehicle terrain mode control method according to an embodiment of the present invention includes:
and S11, acquiring the vehicle running state parameters.
Regarding the execution subject of the embodiment of the present invention, it may be various controllers or processors suitable for being configured in the vehicle, such as on one hand, controllers or processors of the vehicle itself, and the vehicle terrain mode control method in the embodiment of the present invention is implemented by performing corresponding hardware and software modifications on the controllers or processors; on the other hand, it may also be a processor or a controller additionally configured on the vehicle to implement the vehicle terrain mode control method as described in this application, and the above embodiments are all within the protection scope of the present invention.
And S12, judging whether the vehicle is in a trapped working condition or not based on the vehicle running state parameters, wherein the trapped working condition comprises a climbing working condition and a stuck working condition.
It will be appreciated that when the vehicle is in a trapped condition, such as climbing a hill or stuck in a vehicle, the vehicle should preferably select the 4L mode, which is more advantageous for the vehicle to output more torque to escape the trapped condition, and the trapped condition may be a condition in which it is difficult for the vehicle to normally travel due to being trapped other than climbing a hill and stuck in a vehicle, and it should not be limited thereto.
And S13, if the vehicle is in the trapped working condition, sending a 4L mode prompt signal to a vehicle display.
Accordingly, if the detection is not in the trapped condition, the 4L mode prompt signal may not be sent, which may indicate that the current driving environment does not belong to the condition suitable for the 4L mode.
As an example, a 4L mode prompting signal may be sent to the vehicle dashboard, so as to prompt the driver that the current driving environment is in a trapped condition through the vehicle dashboard, and prompt the driver to switch to the 4L mode appropriately.
And S14, detecting whether the vehicle is in the N gear state within a set time period.
Therefore, the user is allowed to perform the gear shifting operation corresponding to the 4L mode within the set time period after the prompt signal is sent out, or the corresponding gear shifting operation is allowed to automatically perform the gear shifting operation corresponding to the 4L mode, so that the gear is switched to the N gear.
And S15, if the vehicle is in the N-gear state, automatically switching the vehicle to the 4L mode.
Accordingly, if the vehicle is not in the N range state for the set period of time, the vehicle is not switched to the 4L mode.
When the condition that the vehicle is in the N gear state is detected within the set time period of the reaction of the driver, the gear condition of the 4L mode is met, and at the moment, the vehicle can be automatically switched to the 4L mode without additional operation of the driver, so that the driving performance experience of the vehicle is improved.
In an exemplary application scenario, when a vehicle is in a trapped condition, a processor or a controller sends a 4L mode prompting signal to an instrument panel, a driver stops the vehicle after observing the signal and manually switches to an N gear, and the processor or the controller automatically switches the vehicle to a 4L mode according to the N gear state signal.
As shown in fig. 2, in the vehicle terrain mode control method according to an embodiment of the present invention, a process for detecting a climbing condition is performed, and vehicle driving state parameters applied in detecting the climbing condition include a longitudinal acceleration, a vehicle speed, a gear, and a throttle opening degree, and the specific detection process includes:
and S21, determining the longitudinal gradient of the road surface where the vehicle is located based on the longitudinal acceleration.
Wherein, the longitudinal gradient of the road surface where the vehicle is located can be directly calculated according to the longitudinal acceleration measured by the longitudinal acceleration sensor; preferably, the longitudinal acceleration is also determined by means of a kalman filtering method, and the corresponding longitudinal gradient is determined from the filtered longitudinal acceleration determined, as will be explained in detail below.
And S22, if the longitudinal gradient is larger than the preset gradient threshold value, detecting whether the vehicle speed is smaller than the preset vehicle speed threshold value.
And S23, if the detected vehicle speed is less than the vehicle speed threshold, judging whether the gear is the 1 gear and the throttle opening is greater than a preset opening threshold.
And S24, if the gear is the 1 gear and the throttle opening is larger than the opening threshold, determining that the vehicle is in the climbing condition.
In the embodiment of the invention, the detection of the climbing working condition is completed by combining slope detection, vehicle speed threshold comparison and gear and throttle opening monitoring, so that the reliability of the detection result for the climbing working condition is ensured.
In the acceleration method, an accelerometer attached to a vehicle is used to measure acceleration, and a gravity acceleration component is resolved to calculate a road surface gradient. Although the method is simple and easy to implement, the requirement on the installation mode is high, and the measurement result is greatly influenced by the installation errors of the transverse acceleration and the longitudinal accelerometer of the vehicle. Therefore, the determination of the longitudinal acceleration only by using the sensor detection may cause significant measurement noise, so it is further proposed in the embodiment of the present invention that the longitudinal acceleration may be compensated by using the kalman filter, thereby ensuring high accuracy of the detection result for the longitudinal gradient.
As shown in fig. 3, a process for determining a longitudinal gradient in a vehicle terrain mode control method according to an embodiment of the present invention includes:
and S31, calculating the corresponding longitudinal acceleration according to the vehicle speed.
Wherein the corresponding calculated longitudinal acceleration may be calculated from a plurality of sampled vehicle speed points within a sampling time.
And S32, performing Kalman filtering on the measured longitudinal acceleration, the lateral acceleration and the calculated longitudinal acceleration to output corresponding target longitudinal acceleration, wherein the measured longitudinal acceleration is measured by a longitudinal acceleration sensor.
It should be noted that, when the sensor detects or the system calculates the longitudinal acceleration, corresponding measurement noise or system calculation noise exists, so that the measurement noise base number and the system noise base number can be calibrated through multiple experiments, and corresponding kalman filtering is performed. Performing Kalman covariance calculation on the measured longitudinal acceleration and the calculated longitudinal acceleration according to a preset measurement noise base number and a preset system noise base number to obtain a corresponding noise error compensation value; performing Kalman gain calculation on the measured longitudinal acceleration and the calculated longitudinal acceleration according to the noise error compensation value to obtain a corresponding Kalman gain value; and predicting a corresponding Kalman optimal value according to the Kalman gain value to the lateral acceleration, the longitudinal acceleration and the longitudinal acceleration, and determining the predicted Kalman optimal value as the target longitudinal acceleration.
And S33, determining the longitudinal gradient of the road surface where the vehicle is located based on the target longitudinal acceleration.
In the present embodiment, the target longitudinal acceleration is determined based on the kalman filter manner in combination with the calculation of the longitudinal acceleration and the measurement of the longitudinal acceleration, thereby ensuring high accuracy of the finally determined longitudinal gradient.
As shown in fig. 4, in the vehicle terrain mode control method according to an embodiment of the present invention, the process for detecting the stuck condition includes that the vehicle driving state parameters applied in detecting the stuck condition include a wheel speed, a vehicle speed, a wheel acceleration, and a vehicle acceleration, and the specific detection process includes:
s41, detecting whether the stuck vehicle judgment conditions including one or more of the following conditions are all satisfied: judging whether the vehicle speed is less than a preset first threshold value, judging whether the wheel speed difference of a front axle or the wheel speed difference of a rear axle is greater than a preset second threshold value, judging whether the difference value between the maximum wheel speed and the vehicle speed is greater than a preset third threshold value, judging whether the difference value between the maximum wheel speed and the minimum wheel speed is greater than a preset fourth threshold value, and judging whether the difference value between the acceleration of the maximum wheel and the acceleration of the whole vehicle is greater than a preset fifth threshold value;
it should be noted that the detected stuck determination condition may include one or more of the above 5 stuck determination conditions, for example, the detection result may be indicated to be valid only when all of the above 5 stuck determination conditions are satisfied.
And S42, if the detected stuck vehicle judgment conditions are all satisfied, counting the duration time corresponding to the fact that the detected stuck vehicle judgment conditions are all satisfied, and determining that the vehicle is in the stuck vehicle working condition when the counted duration time exceeds the preset effective operation time.
In order to avoid the problem that the stuck vehicle working condition is misjudged because the detected stuck vehicle judging conditions are all established due to accidental operation of a driver, the embodiment also provides that the vehicle is determined to be in the stuck vehicle working condition only when the duration time corresponding to the fact that the stuck vehicle judging conditions are all established exceeds the preset effective operation time, so that the reliability of the stuck vehicle working condition detection is guaranteed.
In some practical application scenarios, the vehicle may be in a trapped condition before, but the vehicle is driven on a normal and ordinary road surface after, and at this time, the transition from the 4L mode to another terrain mode may be realized through the detection of the driving state parameters, specifically, as shown in fig. 5, in the vehicle terrain mode control method according to an embodiment of the present invention, the control flow for switching the terrain mode includes a vehicle acceleration, a vehicle speed and a wheel speed, and the specific detection flow includes:
and S51, re-detecting the vehicle running state parameters, and determining whether the vehicle is out of the trapped working condition according to the re-detected vehicle running state parameters.
Wherein, the detection order to climbing operating mode or the car operating mode that falls into may be do not do the restriction, for example can be whether detect the vehicle earlier and break away from the climbing operating mode, later detect the car operating mode that falls into again. Specifically, the longitudinal gradient of the road surface on which the vehicle is located may be determined based on the longitudinal acceleration that is newly detected; then, determining the maximum wheel speed, the minimum wheel speed and the maximum wheel acceleration corresponding to a plurality of wheel speeds acquired in sampling time; and then, when the determined longitudinal gradient is smaller than the gradient threshold value, determining that the vehicle has departed from the climbing working condition, and further continuing to determine whether the vehicle has departed from the trapping working condition by using the maximum wheel speed, the vehicle speed, the minimum wheel speed, the maximum wheel acceleration and the vehicle acceleration, wherein the detection process for the departure trapping working condition can refer to the detection process for the entry trapping working condition, namely can also be realized by comparing with the corresponding threshold value.
And S52, if the vehicle is determined to be out of the trapped working condition, automatically switching the vehicle from the 4L mode to other terrain modes.
The other terrain modes may be an economy mode other than the 4L mode, a standard mode, a sport mode, a snow mode, a mud mode, a sand mode, etc., and the type of the specific other terrain mode to which the switch is made may be determined according to an actual driving state or a user's demand, which is not limited herein.
As shown in fig. 6, in the architecture of the vehicle all-terrain mode automatic control method according to an embodiment of the present invention, the system architecture is mainly provided with a longitudinal gradient determining module 01, a vehicle stuck determining module 02, a 4L entering mode determining module 03, a 4L exiting mode determining module 04, and a 4L mode prompting and requesting signal sending module 05, and data communication interaction among the modules is performed to intelligently prompt a driver to enter or exit the 4L mode.
I longitudinal gradient judging module 01
Specifically, in a module 01, a Kalman filtering equation is used for calculating the longitudinal gradient of a current road, which is an important condition for judging whether the vehicle is necessary to enter a 4L mode when climbing a slope, a module 02 is used for judging whether the current vehicle is in a working condition that the vehicle needs to enter the 4L mode to get rid of the difficulty, a module 03 is combined with the longitudinal gradient judging module and the vehicle trapping module to judge whether the current request is reasonable to enter the 4L mode, a module 04 judges whether the current request is reasonable to exit the 4L mode through the speed and the wheel speed, a module 05 sends a corresponding prompting signal to an instrument according to signals sent by the module 03 and the module 04 to prompt a driver to stop and hang up in the N gear, and meanwhile, the module 05 sends a 4L mode entering or exiting signal so that the system can automatically enter or exit the 4L mode after the driver stops and hangs up in the N gear, so that the instrument can display different information to correspondingly prompt the driver to switch the N gear at a safe position according to the requirements displayed by the instrument when receiving different signals.
Some important modules involved in the embodiment of the present invention will be described below, and five modules are provided in the longitudinal gradient determination module shown in fig. 7: the system comprises a Kalman input state module (module I), a Kalman covariance module (module II), a Kalman gain module (module III), a Kalman state module (module IV) and a ramp value calculation module (module V).
The function and the working principle of each module are as follows:
1) the function of the module one is to receive TkAnd outputting parameters which can be used for Kalman iteration according to the relevant parameters of the whole vehicle at the moment. Referring to FIG. 8A, a Kalman input state module functional logic is shown, in which the module receives the longitudinal acceleration ax (measured by a longitudinal acceleration sensor) of the vehicle, the reference vehicle speed vx(reference vehicle speed, which may be calculated using ESP), and then outputs a one-step transfer matrix AkMeasuring array HkMean square error matrix Q of system noisekAnd measuring the noise variance matrix RkAnd measuring the lateral acceleration ZkWherein:
2) the function of the module two is to receive the output parameter of the module one and then calculate TkCovariance of time kalman. Referring to FIG. 8B, which shows the Kalman covariance module operating logic, the parameters from module one to module two are included as a one-step transfer matrix AkAnd a measuring array HkSystem noise variance matrix QkAnd measuring the noise variance matrix RkThe output parameters of the module two comprise a one-step prediction mean square error Pk+1,k. The working logic of the kalman variance is according to equation (2).
3) Module three, calculating T according to output parameters of module one and module twokThe kalman gain at a time. Referring to FIG. 8C, there is shown the operating logic of the Kalman gain module, with the parameter received by module three being a one-step transfer array AkMeasuring array HkAnd one-step prediction of the mean square error Pk+1,kOf it outputThe parameter being TkKalman gain value of time Kk+1Its working logic is according to the formula:
4) referring to FIG. 8D, there is shown the Kalman State Module operating logic, Module four being based on the input parameters of Module one and the Kalman gain value of Module three, as defined by TkState optimum value X of timekUpdated to obtain Tk+1State optimum value X of timek+1. The specific working logic is that according to equation (3), T is obtained firstk+1One-step predicted value X of timek+1,kThen in a second equation according to equation (3), Tk+1State optimum value X of timek+1。
5) Can be found at T according to module fourk+1( k 1,2, 3.) the state optimum value X at timek+1And T can be obtained from the formula (3)k+1( k 1,2, 3.) X of timek+1Then, the value is taken as G (k +1), and then, from G (k +1) ═ gsin α, the value at T can be obtainedk+1The slope value of the road at the moment is expressed as follows:
α＝arcsin(G(k+1)/g) (4)
therefore, the real-time slope value of the road can be obtained through the continuous updating iteration of the parameter values of the five modules, and the signal sent by the module 01 is HillAngle.
II vehicle collapse judging module 02
Referring to fig. 9, a logic flow for determining a stuck condition in a terrain mode control method for a vehicle according to an embodiment of the present invention is shown, in which a module 02 receives a left front wheel acceleration signal (L F _ wheaccspd), a right front wheel acceleration signal (RF _ wheaccspd), a left rear wheel acceleration signal (L R _ wheaccspd), a right rear wheel acceleration signal (RR _ wheaccspd), a left front wheel speed signal (L F _ wheespd), a right front wheel speed signal (RF _ wheespd), a left rear wheel speed signal (L R _ wheespd), a right rear wheel speed signal (RR _ wheespd), a vehicle acceleration signal (ax), a reference signal (vehiclespdd), a maximum wheel speed signal (Maxwheelspd), and a minimum wheel speed signal (Minwheelspd).
Maxwheelspd＝MAX(LF_whespd，RF_whespd，LR_whespd，RR_whespd)
Minwheelspd＝MIN(LF_whespd，RF_whespd，LR_whespd，RR_whespd)
Maxwheelaccspd＝MAX(LF_wheaccspd，RF_wheaccspd，LR_wheaccspd，RR_wheaccspd)
The module 02 has the following logic: firstly, judging whether the vehicle speed is less than a (TBD, calibration value), and if the condition is not met, marking that the vehicle is not stuck (StuckingFlg is 0); if the condition is satisfied, continuously judging whether the absolute value of the wheel speed difference of the two front wheels or the absolute value of the wheel speed difference of the two rear wheels is larger than b (TBD, a calibrated value), and if the condition is not satisfied, marking that the vehicle is not stuck (StuckingFlg is 0); if the condition is satisfied, continuously judging whether the absolute value of the difference value between the maximum wheel speed and the vehicle speed is larger than c (TBD, calibration value), and if the condition is not satisfied, marking that the vehicle is not stuck (StuckingFlg is 0); if the condition is satisfied, continuously judging whether the difference value between the maximum wheel speed and the minimum wheel speed is larger than d (TBD, calibration value), and if the condition is not satisfied, marking that the vehicle is not stuck (StuckingFlg is 0); if the condition is satisfied, continuously judging whether the absolute value of the difference value between the maximum wheel acceleration and the whole vehicle acceleration is larger than e (TBD, calibration value), and if the condition is not satisfied, marking that the vehicle is not stuck (StuckingFlg is 0); and if the condition is satisfied, continuously judging whether the state that the 5 conditions are true can be continuously maintained for exceeding the time f, if the condition is not satisfied, marking that the vehicle is not stuck (StuckingFlg is 0), and if the condition is satisfied, marking that the vehicle is in a stuck working condition (StuckingFlg is 1).
Judging module 03 for entering 4L mode and judging module 04 for exiting 4L mode
As shown in fig. 10A, which illustrates a principle flow for detecting the entering of the 4L mode in the vehicle terrain mode control method according to an embodiment of the present invention, the module 03 is a determination module for entering the 4L mode, and receives the longitudinal gradient value signal (HillAngle) sent by the module 01 and the vehicle stuck flag signal (stuck flag) sent by the module 02, the vehicle speed signal (Vehiclespd), the throttle opening signal (ThrottlePosition), and the gear signal (GearPosition). the module outputs two signals, one is a status signal (4L state) of the 4L mode and the other is a prompt signal (4L) of the 4L mode, the determination logic of the module is as follows, first, whether the longitudinal gradient of the road is greater than a (TBD, calibration threshold) and the vehicle speed is less than b, if the above condition is not met, the determination is finished, if the above condition is met, then the determination is continued, and the determination is continued if the above condition is met, the condition is 351, if the above condition is met, the condition is 357, the vehicle stuck flag is continued, if the above condition is met, and the above condition is not met, the above condition is continued (351, and the vehicle stuck flag is ended, if the above condition is not met, then the above condition is continued.
Referring to fig. 10B, which illustrates a principle flow for detecting exit from the 4L mode in the vehicle terrain mode control method according to an embodiment of the present invention, the module 04 is a determination module for exit from the 4L mode, which receives a Request signal (4L Request) of the 4L 0 mode, a longitudinal gradient value signal (HillAngle), a vehicle acceleration signal (ax), a reference vehicle speed signal (VehicleSpd), a maximum wheel speed signal (maxheelspd), a minimum wheel speed signal (Minwheelspd), a maximum wheel acceleration signal (maxheelaccspd), which outputs two signals, i.e., a state signal (4L state) of the 4L mode and a prompt signal (4L warning) of the 4L mode, and a determination logic of which is as follows, first determines whether the current 4L mode Request signal 4L Request is 1, if the above conditions are satisfied, if the above conditions are satisfied, the above is continued to determine whether the above conditions are satisfied, if the above, the above conditions are satisfied, the above is smaller than the above, if the above conditions are satisfied, the above conditions are continued to determine if the above mentioned conditions are satisfied, the above is continued to be smaller than the above conditions, the above, if the above conditions are satisfied, the above conditions are continued to be determined if the above mentioned, the above conditions are satisfied, the above mentioned is continued to be smaller than the above conditions, the above mentioned conditions are satisfied, the above conditions are determined if the above mentioned, the above continued to be determined if the above conditions are continued to be determined if the above, the above conditions are satisfied, the above conditions.
IV 4L mode prompt signal and request signal sending module 05
As shown in fig. 6, module 03 and module 04 output two signals 4L state and 4L warming, which are received by module 05. the 4L 0 mode Request signal (4L 1Request) will Request to enter or exit 4L 4 mode depending on the value of the 4L 2 mode status signal (4L 3state), when 4L 5 mode status signal 4L 6state is equal to 1, the 4L mode Request signal 4L Request is set to 1, until the 4L mode status signal becomes 0 (i.e. 4L state is equal to 0), the 4L mode Request signal 4L Request is set to 0. module 05 will send 4L Request to each subsystem, each subsystem will enter or exit the corresponding mode depending on the Request after the gear and vehicle speed are met, module 05 will forward the 4L warming signal, the meters will display different contents depending on the different codding values, and the driver will be prompted to operate properly.
As shown in table 1, what is true is the signal sent by module 05 and the description of the purpose of the sent signal:
TABLE 14L mode prompt and request signals
The embodiment of the invention provides a method for prompting a driver to stop and hang up a N gear in an all-terrain automatic mode and then automatically entering or exiting a 4L mode for the driver, wherein the method disclosed by the invention identifies whether the vehicle is trapped or not and needs to get rid of the trouble by detecting parameters such as vehicle speed, wheel speed, longitudinal gradient of a road, acceleration of the whole vehicle and the like in the all-terrain automatic mode, also discloses a method for calculating the longitudinal gradient value of the road by using Kalman filtering, so that whether the current vehicle climbs a steep slope again or not can be supported and judged, and further discloses conditions for requesting to enter and exit the 4L mode by a system in the all-terrain automatic mode, and can ensure that the vehicle enters or exits the 4L mode in a proper scene by combining with the prompting of an instrument to the driver.
In the embodiment of the invention, the method for prompting whether the driver parks and is in the N gear or not by detecting the driving working condition of the vehicle in the all-terrain automatic mode and then automatically entering or exiting the 4L mode for the driver is provided, so that the functions and the intelligent and performance of the chassis can be improved by improving the codes on a software level without modifying system parts, and the development process is simple and flexible.
Therefore, compared with the current method that the full-terrain automatic mode needs to be exited first if the 4L mode needs to be applied or exited, and then the 4L mode needs to be selected or exited through a manual knob, the embodiment of the invention discloses a method that the driver is prompted to stop and engage in the N gear and then the driver enters or exits the 4L mode automatically in the full-terrain automatic mode, which can effectively improve the intelligence degree of the system and reduce the operation of the driver, in addition, the invention can identify whether the vehicle is trapped or needs to get rid of the trouble or whether the vehicle needs to climb a large torque on a large slope or not through detecting parameters such as the speed, the longitudinal gradient of the road, the acceleration of the whole vehicle and the like in the full-terrain automatic mode, when the system detects that the vehicle runs under the two working conditions, the system can prompt the driver to stop and engage in the N gear through an instrument, and then the system can automatically select the 4L mode, so that the driver can be helped to deal with the complex road conditions.
As shown in fig. 11, a vehicle terrain mode control device 110 according to an embodiment of the present invention includes an obtaining unit 1101 configured to obtain a vehicle driving state parameter, a condition determining unit 1102 configured to determine whether a vehicle is in a trapped condition based on the vehicle driving state parameter, where the trapped condition includes a climbing condition and a stuck condition, a signal sending unit 1103 configured to send a 4L mode prompt signal to a vehicle display if the vehicle is in the trapped condition, an N-range detecting unit 1104 configured to detect whether the vehicle is in an N-range state within a set time period, and a 4L mode switching unit 1105 configured to automatically switch the vehicle to a 4L mode if the vehicle is in the N-range state.
In some embodiments, the vehicle driving state parameters include a longitudinal acceleration, a vehicle speed, a gear position, and a throttle opening, wherein the operating condition determining unit 1102 includes a climbing condition detecting module, and the climbing condition detecting module is configured to: determining a longitudinal gradient of a road surface on which the vehicle is located based on the longitudinal acceleration; if the longitudinal gradient is larger than a preset gradient threshold value, detecting whether the vehicle speed is smaller than a preset vehicle speed threshold value; if the detected vehicle speed is smaller than the vehicle speed threshold, judging whether the gear is a 1 gear or not and whether the opening of the throttle valve is larger than a preset opening threshold or not; and if the gear is the 1 gear and the opening degree of the throttle valve is larger than the opening degree threshold value, determining that the vehicle is in a climbing working condition.
In some embodiments, the vehicle driving state parameters include a wheel speed, a vehicle speed, a wheel acceleration, and a vehicle acceleration, where the condition determining unit 1102 includes a stuck condition detecting module, and the stuck condition detecting module is configured to perform the following operations: detecting whether the stuck vehicle judgment conditions including one or more of the following conditions are all satisfied: judging whether the vehicle speed is smaller than a preset first threshold value, judging whether the wheel speed difference of a front axle or the wheel speed difference of a rear axle is larger than a preset second threshold value, judging whether the difference value between the maximum wheel speed and the vehicle speed is larger than a preset third threshold value, judging whether the difference value between the maximum wheel speed and the minimum wheel speed is larger than a preset fourth threshold value, and judging whether the difference value between the acceleration of the maximum wheel and the acceleration of the whole vehicle is larger than a preset fifth threshold value; and if the detected stuck vehicle judgment conditions are all satisfied, counting the duration time corresponding to the fact that the detected stuck vehicle judgment conditions are all satisfied, and determining that the vehicle is in the stuck vehicle working condition when the counted duration time exceeds the preset effective operation time.
For more details of the vehicle terrain mode control apparatus according to the embodiment of the present invention, reference may be made to the above description of the vehicle terrain mode control method embodiment, and the same or corresponding technical effects as those of the vehicle terrain mode control method can be obtained, so that no further description is provided herein.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (10)
1. A vehicle terrain mode control method, characterized by comprising:
acquiring vehicle running state parameters;
judging whether the vehicle is in a trapped working condition or not based on the vehicle running state parameter, wherein the trapped working condition comprises a climbing working condition and a vehicle trapping working condition;
if the vehicle is in the trapped working condition, sending a 4L mode prompt signal to a vehicle display;
detecting whether the vehicle is in an N gear state within a set time period; and
and if the vehicle is in the N gear state, automatically switching the vehicle to a 4L mode.
2. The vehicle terrain mode control method of claim 1, wherein the vehicle driving state parameters include a longitudinal acceleration, a vehicle speed, a gear, and a throttle opening, and wherein the determining whether the vehicle is in the trapped condition based on the vehicle driving state parameters includes:
determining a longitudinal gradient of a road surface on which the vehicle is located based on the longitudinal acceleration;
if the longitudinal gradient is larger than a preset gradient threshold value, detecting whether the vehicle speed is smaller than a preset vehicle speed threshold value;
if the detected vehicle speed is smaller than the vehicle speed threshold, judging whether the gear is a 1 gear or not and whether the opening of the throttle valve is larger than a preset opening threshold or not;
and if the gear is the 1 gear and the opening degree of the throttle valve is larger than the opening degree threshold value, determining that the vehicle is in a climbing working condition.
3. The vehicle terrain mode control method of claim 2, wherein the vehicle driving state parameters further include a lateral acceleration, wherein the determining a longitudinal gradient of a road surface on which the vehicle is located based on the longitudinal acceleration comprises:
calculating corresponding calculated longitudinal acceleration according to the vehicle speed;
performing Kalman filtering on the measured longitudinal acceleration, the lateral acceleration and the calculated longitudinal acceleration to output a corresponding target longitudinal acceleration, wherein the measured longitudinal acceleration is measured by a longitudinal acceleration sensor;
and determining the longitudinal gradient of the road surface where the vehicle is located based on the target longitudinal acceleration.
4. The vehicle terrain mode control method of claim 3, wherein Kalman filtering the measured longitudinal acceleration, the lateral acceleration, and the calculated longitudinal acceleration to output a corresponding target longitudinal acceleration comprises:
performing Kalman covariance calculation on the measured longitudinal acceleration and the calculated longitudinal acceleration according to a preset measurement noise base number and a preset system noise base number to obtain a corresponding noise error compensation value;
performing Kalman gain calculation on the measured longitudinal acceleration and the calculated longitudinal acceleration according to the noise error compensation value to obtain a corresponding Kalman gain value;
and predicting a Kalman optimal value corresponding to the lateral acceleration, the measured longitudinal acceleration and the calculated longitudinal acceleration according to the Kalman gain value, and determining the predicted Kalman optimal value as the target longitudinal acceleration.
5. The vehicle terrain mode control method of claim 1, wherein the vehicle driving state parameters include a wheel speed, a vehicle speed, a wheel acceleration, and a vehicle acceleration, and wherein determining whether the vehicle is in a stuck condition based on the vehicle driving state parameters comprises:
detecting whether the stuck vehicle judgment conditions including one or more of the following conditions are all satisfied:
judging whether the vehicle speed is less than a preset first threshold value,
judging whether the wheel speed difference of the front axle or the wheel speed difference of the rear axle is larger than a preset second threshold value,
judging whether the difference value between the maximum wheel speed and the vehicle speed is greater than a preset third threshold value, an
Determining whether the difference between the maximum wheel speed and the minimum wheel speed is greater than a preset fourth threshold value,
judging whether the difference value between the maximum wheel acceleration and the whole vehicle acceleration is larger than a preset fifth threshold value or not;
and if the detected stuck vehicle judgment conditions are all satisfied, counting the duration time corresponding to the fact that the detected stuck vehicle judgment conditions are all satisfied, and determining that the vehicle is in the stuck vehicle working condition when the counted duration time exceeds the preset effective operation time.
6. A vehicle terrain mode control method as set forth in claim 1, wherein after the automatically switching the vehicle to the 4L mode, the method further comprises:
re-detecting the vehicle running state parameters, and determining whether the vehicle is out of the trapped working condition according to the re-detected vehicle running state parameters; and
if it is determined that the vehicle has been out of the trapped condition, the vehicle is automatically switched from the 4L mode to the other terrain mode.
7. The vehicle terrain mode control method of claim 6, wherein the re-detected vehicle driving state parameters include vehicle acceleration, vehicle speed, and wheel speed, and wherein the determining whether the vehicle has escaped the trapped condition based on the re-detected vehicle driving state parameters includes:
determining a longitudinal gradient of a road surface on which the vehicle is located based on the re-detected longitudinal acceleration;
determining a maximum wheel speed, a minimum wheel speed and a maximum wheel acceleration corresponding to a plurality of wheel speeds acquired in sampling time;
when the determined longitudinal gradient is less than a gradient threshold, determining whether the vehicle has disengaged from a trapped condition based on the maximum wheel speed, the vehicle speed, the minimum wheel speed, the maximum wheel acceleration, and the entire vehicle acceleration.
8. A vehicle terrain mode control apparatus characterized by comprising:
an acquisition unit for acquiring a vehicle driving state parameter;
the working condition judging unit is used for judging whether the vehicle is in a trapped working condition or not based on the vehicle running state parameter, wherein the trapped working condition comprises a climbing working condition and a vehicle trapping working condition;
the signal sending unit is used for sending a 4L mode prompt signal to a vehicle display if the vehicle is in a trapped working condition;
the N gear detection unit is used for detecting whether the vehicle is in an N gear state within a set time period; and
and the 4L mode switching unit is used for automatically switching the vehicle to the 4L mode if the vehicle is in the N-gear state.
9. The vehicle terrain mode control apparatus of claim 8, wherein the vehicle driving state parameters include a longitudinal acceleration, a vehicle speed, a gear, and a throttle opening, wherein the condition determining unit includes a hill climbing condition detecting module, and the hill climbing condition detecting module is configured to perform operations of:
determining a longitudinal gradient of a road surface on which the vehicle is located based on the longitudinal acceleration;
if the longitudinal gradient is larger than a preset gradient threshold value, detecting whether the vehicle speed is smaller than a preset vehicle speed threshold value;
if the detected vehicle speed is smaller than the vehicle speed threshold, judging whether the gear is a 1 gear or not and whether the opening of the throttle valve is larger than a preset opening threshold or not;
and if the gear is the 1 gear and the opening degree of the throttle valve is larger than the opening degree threshold value, determining that the vehicle is in a climbing working condition.
10. The vehicle terrain mode control device of claim 8, wherein the vehicle driving state parameters include a wheel speed, a vehicle speed, a wheel acceleration, and a vehicle acceleration, wherein the condition determining unit includes a stuck condition detecting module for performing the following operations:
detecting whether the stuck vehicle judgment conditions including one or more of the following conditions are all satisfied:
judging whether the vehicle speed is less than a preset first threshold value,
judging whether the wheel speed difference of the front axle or the wheel speed difference of the rear axle is larger than a preset second threshold value,
judging whether the difference value between the maximum wheel speed and the vehicle speed is larger than a preset third threshold value,
determining whether the difference between the maximum wheel speed and the minimum wheel speed is greater than a preset fourth threshold value,
judging whether the difference value between the maximum wheel acceleration and the whole vehicle acceleration is larger than a preset fifth threshold value or not;
and if the detected stuck vehicle judgment conditions are all satisfied, counting the duration time corresponding to the fact that the detected stuck vehicle judgment conditions are all satisfied, and determining that the vehicle is in the stuck vehicle working condition when the counted duration time exceeds the preset effective operation time.
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