WO2021134769A1 - Vehicle speed control method, and motor vehicle with vehicle speed control function - Google Patents

Abstract

Provided is a control method for performing stable vehicle speed controlling on the traveling of a motor vehicle, wherein the method relates to a functional motor vehicle used at a fixed site. The control method comprises: a control process of a boosting mode (S1) of a motor vehicle and a control process of a remote control mode (S2) of the motor vehicle, wherein the two control processes are both performed on the basis of a vehicle speed measurement quantity and a gradient measurement quantity, and the two control processes both involve: performing speed measurement monitoring and performing continuous speed stabilization controlling; moreover, deciding, according to the current slope degree, whether a speeding behavior occurs, and performing brake speed stabilization intervention when it is determined that a speeding behavior occurs. The motor vehicle comprises a vehicle body, a traveling drive system, a speed measurement module, and a sensing module used for measuring a pitch angle. The motor vehicle performs vehicle speed controlling by means of the vehicle speed control method, thereby realizing a vehicle speed control solution with a slope stabilizing function.

Description

Vehicle speed control method and motor vehicle with vehicle speed control function Technical field

The present invention relates to the control of functional motor vehicles used in a fixed site, and in particular to a speed control scheme of a functional motor vehicle used in such a fixed site.

Background technique

At present, the functional motor vehicles used in fixed venues such as golf carts and tool carts on the market have to adapt to a variety of slopes and require certain control interventions on the speed of the vehicles. At present, low-end cars do not have a motor speed measurement module, and their speed control relies on algorithms for fixed output, and their speed control effect is not good; mid-end cars have a motor speed measurement module (Hall or photoelectric coding), which can stabilize the speed. The vehicle speed control can be adjusted according to the vehicle speed feedback, and the vehicle speed control effect is relatively improved. However, due to the lack of spatial awareness of the working environment in the aforementioned two vehicles, flat ground is the optimal situation when the golf cart is walking, and its speed control scheme is also applicable. However, in the actual application environment, there will be "external interference", these interferences can be up and down slopes, potholes in the grass, hitting obstacles, external force control given by people in boost mode, overturning, etc., which will cause the existing The vehicle speed control scheme cannot be applied well.

Summary of the invention

Therefore, the present invention aims at the shortcomings of the vehicle speed control scheme of the functional vehicle used in the existing fixed field, and proposes a functional vehicle with a stable and good vehicle speed control scheme.

The present invention first proposes a vehicle speed control method for stably controlling the walking of a motor vehicle, which specifically includes: (S1) a control process for the motor vehicle boost mode and (S2) a control process for the motor vehicle remote control mode, where The (S1) control process for the vehicle assist mode and (S2) the control process for the vehicle remote control mode are both based on the vehicle speed detection quantity and the slope detection quantity. The (S1) vehicle assistance mode The control process of the push mode and the control process of (S2) the remote control mode of the motor vehicle are both: speed monitoring and continuous speed control, and at the same time, according to the degree of the current gradient to determine whether or not the speeding behavior occurs. Carry out brake steady speed intervention.

As an embodiment, in the (S1) control process for the vehicle assist mode, the degree of the gradient includes the first degree, the second degree, and the third degree. The first degree is the downhill gradient, and the third degree The degree is the uphill gradient, and the second degree is the gradient range between the gentle uphill and gentle downhill slopes. In the first degree, speed monitoring and continuous speed control are carried out, and overspeed during monitoring is carried out. Braking and speed stabilization intervention for behavior; in the second level, only speed monitoring and continuous speed stabilization control are performed, but no braking and stabilization intervention is performed for overspeed behavior that occurs during monitoring; in the third level, only speed measurement is performed Monitor and continuously carry out steady-speed control, but do not perform braking and steady-speed intervention for overspeed behaviors that occur during monitoring.

As an embodiment, in the (S2) control process for the remote control mode of the motor vehicle, the degree of the gradient includes a first degree, a second degree, and a third degree. The first degree is a downhill gradient, and the third degree It is the uphill gradient, and the second degree is the gradient range between the gentle uphill and gentle downhill slopes, where: in the first degree, speed monitoring and continuous speed control are carried out, and the overspeed behavior that occurs during the monitoring is carried out Carry out braking stabilization intervention; when in the second level, carry out speed monitoring and continuous stabilization control, and carry out braking stabilization intervention on overspeeding behaviors that occur in the monitoring; when in the third level, only carry out speed monitoring and continuous control Carry out steady-speed control, but do not make brake steady-speed intervention for overspeed behavior that occurs during monitoring.

As an embodiment, the first degree is a slope corresponding to a pitch angle of less than -4°, the second degree is a slope corresponding to a pitch angle of between -4° and 4°, and the third The degree is the slope corresponding to a pitch angle greater than 4°.

As an embodiment, the speed stabilization control and brake stabilization intervention are realized by changing the PWM waveform corresponding to the power switch tube loaded on the driving circuit of the full-bridge driving DC motor based on the PID control algorithm.

As an implementation manner, the PID control algorithm is an incremental PID algorithm, and when the control amount in the incremental PID algorithm is increased or decreased and becomes less than 0, it is determined whether a brake steady speed intervention is required, if not , The PWM waveform output is 0 and the motor is in the floating state. If it is, the negative control value is taken as an absolute value, and the absolute value control value is expressed as the corresponding PWM waveform, and the output is loaded to the corresponding The brake depth adjustment control is carried out on the power switch tube.

As an embodiment, it also includes (S3) the control process of the motor vehicle following mode, and the speed control mode of the vehicle is consistent with the control process of the (S2) remote control mode of the motor vehicle, which also includes walking and turning. The control process, the control process of walking and turning is to determine whether to increase or decrease the turning force according to the degree of the current slope.

As an embodiment, the degree of gradient in the control process of walking and turning in the control process of the vehicle following mode in (S3) includes a first degree, a second degree, a third degree, and a fourth degree, so The first degree is the downhill gradient, the second degree is the gradient range between the gentle uphill and the gentle downhill, the third degree is the ordinary uphill gradient, and the fourth degree is the steep uphill gradient. At the first level, it will automatically follow the walking and control the turn by increasing the turning force when turning; at the second level, it will automatically follow the walking and control the turn according to the normal turning force when turning; at the third level , To automatically follow walking and control the turning by reducing the turning force when turning; when it is in the fourth degree, stop automatically following walking.

As an embodiment, the first degree is a slope corresponding to a pitch angle of less than -4°, the second degree is a slope corresponding to a pitch angle of between -4° and 4°, and the third The degree is a slope corresponding to a pitch angle greater than 4° but less than or equal to 25°, and the fourth degree is a slope corresponding to a pitch greater than 25°.

Secondly, the present invention also provides a motor vehicle, including a vehicle body, a walking drive system, a speed measurement module, and a sensor module for detecting the pitch angle, the motor vehicle is controlled by the above-mentioned vehicle speed control method.

The present invention adopts the above technical scheme, and adds the gradient of detecting the external environment as one of the reference quantities of vehicle speed adjustment in the vehicle speed control scheme, so that the vehicle of the present invention realizes the vehicle speed control scheme with gradient stabilization function.

Description of the drawings

Fig. 1 is a schematic diagram of a golf cart according to an embodiment of the present invention;

Figure 2 is a flowchart of a vehicle speed control scheme according to an embodiment of the present invention;

Fig. 3 is a flowchart of a PID control method according to an embodiment of the present invention;

Fig. 4 is a schematic circuit diagram of a motor drive system according to an embodiment of the present invention.

Detailed ways

To further illustrate the various embodiments, the present invention is provided with drawings. These drawings are a part of the disclosure of the present invention, which are mainly used to illustrate the embodiments, and can cooperate with the relevant description in the specification to explain the operation principle of the embodiments. With reference to these contents, those of ordinary skill in the art should be able to understand other possible implementation manners and advantages of the present invention. The components in the figure are not drawn to scale, and similar component symbols are usually used to indicate similar components.

The present invention will now be further described with reference to the drawings and specific embodiments.

Referring to FIG. 1, the motor vehicle of the present invention is described by taking a golf cart used in a golf course as an example. The moving modes of golf carts in the golf course usually include: boost mode, remote control mode and follow mode. The boost mode refers to the way that manpower assists the golf cart to walk, and the speed of the cart is relatively consistent with the speed of the person. The ideal state of this mode should be that people are expected to not be hindered by the golf cart during operation so that they can have a better performance. Small thrust, but still have to ensure that no danger will occur due to overspeed and loss of control. The remote control mode means that the vehicle is controlled by people through the remote control, which is equivalent to the "external interference" is caused by the environment, without human interference, this mode only needs to ensure that no danger will occur due to speeding out of control. The follow mode is the way the car follows people to walk, which is equivalent to autonomous navigation. It requires the vehicle to detect the environment in real time and control itself. Therefore, this mode also needs to ensure that it will not cause danger due to overspeed or loss of control.

However, in the golf mountain course, the slope is very large, and the center of gravity of the car is very different on different slopes. When going uphill, the center of gravity is back. If there is no speed stabilization system with slope monitoring, it is easy to roll back or A rollover accident. Because if there is no speed stabilization system with gradient monitoring, the whole vehicle cannot judge whether the external interference is caused by human control or caused by different loads when going up and down when people are in the boost mode. If the vehicle cannot be judged, in the boost mode, the vehicle will produce an action against manpower. For example, the speed of the vehicle is stabilized at 5Km/h during the boost, and the booster wants to go faster. Give the vehicle a forward force and manpower will come. Accelerate, if there is no slope detection, the speed measurement module of the vehicle finds that the motor exceeds 5km/h, and the vehicle thinks it is downhill or other overspeed behavior, and will brake and slow down to stabilize the speed at 5km/h, so as to boost The user will obviously feel that the vehicle is resisting themselves. The greater the force used by the person, the greater the resistance of the vehicle, which is obviously unfriendly to the user. However, once the vehicle reaches a downhill environment, the vehicle must brake to stabilize the speed when going downhill, otherwise the vehicle will go faster and faster, which will lead to overspeed and loss of control and danger.

In addition, some existing vehicles with auto-following or auto-navigation functions have built-in flat turning control algorithms that are not applicable to different slopes. As vehicles require more precise turning control, the built-in flat ground turning control algorithm will cause the center of gravity to be different due to the gradient in a gradient environment, which will cause the actual turning angle to be greatly deviated. For example, when the center of gravity is rearward when going uphill, the friction of the front wheels is small. For example, a complete vehicle on a flat ground can turn 10 degrees with 1 gear, and on a 10 degree slope, it can turn 30 degrees with 1 gear. In this way, for auto-following and auto-navigating cars in the follow mode, it is possible that due to terrain problems, the direction deviation will be huge.

Therefore, the golf cart of the present invention is based on this, and the slope of the external environment is added to the vehicle speed control scheme as one of the reference quantities for vehicle speed adjustment, so that the golf cart of the present invention can well judge the "external interference source". ", a vehicle speed control scheme with slope stabilization function is realized.

Specifically, the walking drive and vehicle speed control of the golf cart of the present invention are controlled by a single DC motor using a full-bridge drive mode. Refer to Figure 4, which is a motor drive circuit of a preferred embodiment of the golf cart of the present invention, which includes a single-motor full-bridge drive circuit composed of 4 power switch tubes QA, QB, QC, and QD. When the power switches QA and QD are turned on, the motor DC MOTOR rotates forward, and when the power switches QB and QC are turned on, the motor DC MOTOR reverses. Therefore, as long as a certain PWM (Pulse Width Modulation) waveform is used to control the conduction of power switches QA and QD or control the conduction of power switches QB and QC by adjusting the duty cycle, the speed control of the motor DC MOTOR can be realized. . When the power switch tube turns on QB and QD, the two ends of the DC MOTOR of the motor are shorted to ground at this time. As long as the external force rotates the motor DC MOTOR, there will be an electric potential at both ends of the motor DC MOTOR, and a short-circuit current will be generated. This current is just opposite to the direction of rotation of the motor, which will form resistance. At this time, the motor DC MOTOR has a braking force. . At this time, applying enough external force to the motor DC MOTOR can still rotate, but there will be a lot of resistance. Therefore, if we use a certain PWM (Pulse Width Modulation) waveform and adjust the duty cycle to control the power switch QB and QD to conduct to short-circuit the motor, there will be a brake depth (brake force change) adjustment control . For example, short-circuit the PWM waveform with a duty cycle of ten percent. At this time, the braking resistance of the motor is relatively small. Gradually increase the duty cycle of the PWM waveform, and the braking resistance will gradually increase until the power is switched on. Tube QB and QD are turned on all the way to achieve a complete short-circuit of the motor and achieve the maximum braking resistance.

In addition, the golf cart also has a motor speed measurement module, such as the use of Hall sensors or photoelectric coding for counting to achieve motor speed measurement, so that the current vehicle speed can be converted. This part can be achieved by conventional techniques in the field, and will not be described in detail here. .

More importantly, the golf cart of the present invention also has a sensing module for detecting the pitch angle. For example, it is realized by the MPU6500 angular velocity and angular acceleration sensor. The detected pitch angle is the slope of the environment where the golf cart is located at this time. The detected pitch angle can be used as the control input variable to participate in the vehicle speed control adjustment.

Referring to Figure 2, the flow of the vehicle speed control scheme as a preferred embodiment is as follows:

First, judge the control mode: if it is the boost mode, then enter the control sub-process of (S1) boost mode; if it is the remote control mode, then enter the control sub-process of (S2) remote control mode; if it is the follow mode, then enter the control sub-process of (S2) remote control mode. (S3) Follow mode control sub-flow.

Among them, the control sub-process of (S1) boost mode is as follows:

S10: Determine the size of the pitch angle according to the detected pitch angle;

If the pitch angle is less than -4°, enter S11: carry out speed monitoring and continuous PID steady speed control, and carry out PID braking steady speed intervention for overspeed behavior that occurs during monitoring;

If the pitch angle is between -4° and 4° (including this number), then enter S12: only speed monitoring and continuous PID steady speed control, but do not intervene in the overspeed behavior that occurs in the monitoring (that is, no Carry out PID brake steady speed intervention);

If the pitch angle is greater than 4°, then enter S13: Only speed monitoring and continuous PID steady speed control will be performed, but the overspeed behavior during monitoring will not be interfered (that is, PID braking steady speed intervention is not performed).

The setting values (such as -4°, 4°) for determining the size of the pitch angle set in the three control schemes in the control sub-flow of the above (S1) boost mode are based on the structure of the golf cart according to a specific embodiment The parameters such as the center of gravity distribution and wheel friction are obtained in specific field experiments. In actual applications, they can be slightly adjusted according to the structure and center of gravity distribution of different vehicles. These set values should not be understood as limiting the cost. The scope of the invention.

Among them, (S2) the control sub-flow of the remote control mode is as follows:

S20: Determine the size of the pitch angle according to the detected pitch angle;

If the pitch angle is less than -4°, enter S21: carry out speed monitoring and continuous PID steady speed control, and carry out PID braking steady speed intervention for overspeed behavior that occurs during monitoring;

If the pitch angle is between -4° and 4° (including this number), then enter S22: carry out speed monitoring and continuous PID steady speed control, and also carry out PID brake steady speed intervention for overspeed behavior that occurs during monitoring ；

If the pitch angle is greater than 4°, then enter S13: Only speed monitoring and continuous PID steady speed control will be performed, but the overspeed behavior during monitoring will not be interfered (that is, PID braking steady speed intervention is not performed).

The setting values (e.g. -4°, 4°) for determining the size of the pitch angle set in the three control schemes in the control sub-flow of the above (S2) remote control mode are based on the structure of the golf cart according to a specific embodiment and The parameters such as the center of gravity distribution and wheel friction are obtained in specific field experiments. In actual applications, they can be slightly adjusted according to the structure and center of gravity distribution of different vehicles. These set values should not be understood as limiting the present invention. Range.

Refer to Figure 3 and refer to Figure 4 at the same time. In the above-mentioned (S1) boost mode control sub-process and (S2) remote control mode control sub-process, both PID brake steady speed intervention and PID steady speed control It is based on the proportional-integral-derivative control strategy (PID) to adjust the PWM waveforms of the corresponding power switches QA, QB, QC, and QD to achieve brake steady speed control and vehicle speed steady speed control. For example, in this embodiment, the control of the brake steady speed is to adjust and change the PWM waveform loaded on the power switch tubes QB and QD to change the braking resistance of the motor, so as to realize the brake steady speed; the control of the vehicle speed and steady speed is to adjust and change the load on the power The PWM waveforms on the switching tubes QA, QD (forward rotation) and/or the power switching tubes QB, QC (reverse rotation) change the rotation speed of the motor, so as to achieve a stable vehicle speed. Among them, the change of the PWM waveform is realized based on the PID control strategy. The PID control strategy to achieve PWM waveform adjustment is a technology that can be mastered by those skilled in the art, and will not be described in detail here. It should be noted that, in addition to being implemented based on the PID control strategy, in the application of other embodiments, other control strategies, such as fuzzy control strategy, FPS control strategy, ADRC control strategy, etc., can also be used for adjustment control.

Referring to FIG. 3, as a PID control method in an embodiment of the present invention, it is shown as follows:

S41: Collect the photoelectric coding signal of the motor (if the Hall sensor is used for speed measurement, then the Hall signal is collected);

S42: Convert the motor speed according to the photoelectric encoding signal of the motor (that is, know the current vehicle speed);

S43: Load the set target speed (that is, load the set target speed);

S44: According to the motor speed and target speed, the incremental PID algorithm is used for calculation;

S45: Calculate the increase or decrease of the control quantity according to the incremental PID algorithm;

S46: According to the current control amount and the calculated increase or decrease amount, update and adjust the control amount;

S47: Determine whether the updated and adjusted control value is less than 0;

If not, then S48: express the control value into the corresponding PWM waveform, and load the output to the corresponding power switch tube for vehicle speed adjustment control;

in the case of,

Then S49: Judge whether PID brake steady speed intervention is needed;

If not, then S410: Make the PWM waveform output 0 and leave the motor in a floating state;

If yes, S411: Take the absolute value of the negative control value, and express the absolute value of the control value (positive value) into the corresponding PWM waveform, and load the output to the corresponding power switch tube to adjust the brake depth control.

The improvement of the PID control method in this embodiment is that the present invention takes into account that the PID speed control link has a control value less than 0. If brake speed control is to be performed, the negative value is taken as the absolute value, and the generated value is input To adjust in the brake mode, there will be a braking depth, which can brake more smoothly and stabilize the speed, instead of completely braking when the control amount is less than 0, or reversing, this will cause serious damage to the motor control system board and the motor mechanical mechanism. .

Among them, the control sub-process of (S3) following mode, the speed control mode of the vehicle is consistent with the control sub-process of (S2) remote control mode, but it also involves the control of walking and turning. The specific process is as follows:

S30: Determine the size of the pitch angle according to the detected pitch angle;

If the pitch angle is less than -4°, enter S31: auto follow walking and control the turn by increasing the turning force when turning;

If the pitch angle is between -4° and 4° (including this number), then enter S32: Automatically follow walking and control the turn according to the normal turning force when turning;

If the pitch angle is greater than 4° but less than or equal to 25°, then enter S33: automatically follow walking and control the turn by reducing the turning force when turning;

If the pitch angle is greater than 25°, then enter S34: stop automatically following walking.

In the control sub-process of the follow mode of the present invention, taking into account the influence of the slope of the external environment on the turning effect of the vehicle, when the pitch angle is less than -4°, the turning is controlled by increasing the turning strength when turning; When the pitch angle is greater than 4° but less than or equal to 25°, the turning is controlled by reducing the turning strength when turning; compared to the existing constant turning strength control method, the turning on the corresponding terrain is more accurate and avoids The occurrence of large turning deviations. Specifically, to increase or decrease the amount of increase or decrease in turning strength can be adjusted according to the vehicle’s model structure, center of gravity distribution, wheel friction and other parameters obtained in specific field experiments. For example, the turning strength of flat terrain is 10. When the pitch angle is less than -4°, the turning strength can be changed to 12, 13, 14... (specifically, it can be adjusted according to the size of the slope), and when the pitch angle is greater than 4° but less than or equal to 25° , The turning force can be changed to 8, 7, 6... (specifically, it can be adjusted according to the size of the slope).

Similarly, the setting values (such as -4°, 4°, 25°) for determining the size of the pitch angle set in the four control schemes in the control sub-flow of the above (S3) follow mode are based on a specific embodiment The golf cart structure, center of gravity distribution, wheel friction and other parameters are obtained in specific field experiments. In actual applications, they can be slightly adjusted according to the structure and center of gravity distribution of different vehicles. These set values should not be Understanding is used to define the scope of the present invention.

For an embodiment of the present invention, the control method of turning is illustrated as follows: When receiving a turning command, such as turning left, the wheel on the right maintains the original speed, and the wheel on the left brakes. This brake is not a complete brake. Instead, use the above PID brake control method to change the PWM waveform to control the braking depth, so that the strength of the turn can be controlled. The following mode in flat terrain walks according to the preset turning force. When the slope increases, the duty cycle of the brake PWM waveform is reduced, so that the turning force when going uphill can be reduced, and no turning force will appear. If it is too large, it will cause the body to sway; when the slope becomes smaller, make corresponding adjustments and changes in a similar way.

Although the present invention is specifically shown and described in conjunction with the preferred embodiments, those skilled in the art should understand that the present invention can be modified in form and detail without departing from the spirit and scope of the present invention defined by the appended claims. Various changes are within the protection scope of the present invention.

Claims (10)

A vehicle speed control method for stably controlling the walking of a motor vehicle, which is characterized in that it includes (S1) a control process for the motor vehicle boost mode and (S2) a control process for the motor vehicle remote control mode, wherein the (S1) The control process for the motor vehicle assist mode and (S2) the control process for the motor vehicle remote control mode are both based on the vehicle speed detection amount and the slope detection amount. The (S1) motor vehicle assist mode The control process of (S2) the control process of the remote control mode of the motor vehicle is: speed monitoring and continuous speed control, and at the same time, according to the degree of the current gradient, it is determined whether to brake when overspeeding occurs. Steady intervention. The vehicle speed control method according to claim 1, characterized in that: in the (S1) control process of the vehicle assist mode, the degree of the gradient includes the first degree, the second degree and the third degree, and the The first degree is the downhill gradient, the third degree is the uphill gradient, and the second degree is the gradient range between gentle uphill and gentle downhill. In the first degree, speed monitoring and continuous stabilization are carried out. Speed control, and brake and speed stabilization interventions for overspeeding behaviors that occur during monitoring; in the second level, only speed measurement monitoring and continuous speed stabilization control are performed, but overspeeding behaviors that occur during monitoring will not be braked and stabilization speed interventions; At the third level, only speed monitoring and constant speed control are carried out, but the braking and speed stabilization intervention is not carried out for overspeed behaviors that occur during monitoring. The vehicle speed control method according to claim 1, characterized in that: in the control process of (S2) the remote control mode of the motor vehicle, the degree of the gradient includes the first degree, the second degree and the third degree, and the first degree The first degree is downhill gradient, the third degree is uphill gradient, and the second degree is the range of gradient between gentle uphill and gentle downhill, where: in the first degree, speed monitoring and continuous speed stabilization are performed Control and intervene in braking and speed stabilization for overspeeding behaviors that occur during monitoring; when in the second level, perform speed measurement monitoring and continuous speed stabilization control, and perform braking and stabilization interventions for overspeeding behaviors that occur during monitoring; In the third degree, only speed monitoring and constant speed control are carried out, but the braking and speed stabilization intervention is not carried out for the overspeed behavior that occurs in the monitoring. The vehicle speed control method according to claim 2 or 3, wherein the first degree is a slope corresponding to a pitch angle of less than -4°, and the second degree is a pitch angle of between -4° and 4°. The third degree is the slope corresponding to a pitch angle greater than 4°. The vehicle speed control method according to claim 1 or 2 or 3, characterized in that: the speed stabilization control and brake stabilization intervention are based on PID control algorithm to change the power loaded on the drive circuit of the full-bridge drive DC motor The switch tube corresponds to the PWM waveform. The vehicle speed control method according to claim 5, characterized in that: the PID control algorithm is an incremental PID algorithm, and when the control amount in the incremental PID algorithm is increased or decreased and is less than 0, it is determined whether it is necessary In the case of braking and speed stabilization intervention, if not, the PWM waveform output is set to 0 and the motor is in a floating state. If it is, the negative control value is taken as an absolute value, and the control value after the absolute value is expressed as a corresponding The output of the PWM waveform is loaded on the corresponding power switch tube to adjust and control the brake depth. The vehicle speed control method according to claim 1, characterized in that it further comprises (S3) the control process of the motor vehicle following mode, the vehicle speed control mode of the vehicle travel and the control process of (S2) the remote control mode of the motor vehicle It is consistent, and it also includes the control process of walking and turning. The control process of walking and turning is based on the degree of the current gradient to determine whether to increase or decrease the turning force. The vehicle speed control method according to claim 7, characterized in that: the degree of the gradient in the control flow of the walking and turning in the control flow of the motor vehicle following mode (S3) includes a first degree and a second degree , The third degree and the fourth degree, the first degree is the downhill gradient, the second degree is the gradient range between the gentle uphill and the gentle downhill, the third degree is the ordinary uphill gradient, and the fourth degree is the steep uphill slope. Slope gradient, in which: when in the first degree, automatically follow walking and control the turning by increasing the turning force when turning; when in the second degree, perform automatic following walking and turn in accordance with the normal turn when turning The strength controls the turning; when it is in the third degree, it automatically follows the walking and controls the turning by reducing the turning strength when turning; when it is in the fourth degree, it stops automatically following the walking. The vehicle speed control method according to claim 8, wherein the first degree is a slope corresponding to a pitch angle of less than -4°, and the second degree is a pitch angle of between -4° and 4°. The third degree corresponds to a slope corresponding to a pitch angle greater than 4° but less than or equal to 25°, and the fourth degree corresponds to a slope greater than 25°. A motor vehicle, comprising a vehicle body, a walking drive system, and a speed measurement module, and is characterized in that it also includes a sensor module for detecting a pitch angle, and the motor vehicle is controlled by the vehicle speed according to any one of claims 1-9. Method for vehicle speed control.

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