CN112519776B

CN112519776B - Control method of automatic driving fleet, vehicle-mounted device and automatic driving vehicle

Info

Publication number: CN112519776B
Application number: CN201910812504.6A
Authority: CN
Inventors: 李文锐; 吴楠; 温博轩; 王文杰; 徐勇
Original assignee: Beijing Tusimple Technology Co Ltd
Current assignee: Beijing Tusimple Technology Co Ltd
Priority date: 2019-08-30
Filing date: 2019-08-30
Publication date: 2022-05-24
Anticipated expiration: 2039-08-30
Also published as: CN112519776A

Abstract

The application provides a control method of an automatic driving fleet, a vehicle-mounted device and an automatic driving vehicle, and relates to the technical field of automatic driving. The method comprises the following steps: obtaining first grade information for a first vehicle in an autonomous fleet of vehicles; obtaining second grade information of a second vehicle in the autonomous fleet adjacent to the first vehicle; determining a compensation amount for controlling the first vehicle according to the first gradient information and the second gradient information; obtaining an original control quantity for controlling a first vehicle; determining an optimized control quantity for controlling the first vehicle according to the original control quantity and the compensation quantity; and sending the optimized control quantity to a longitudinal controller of the first vehicle, so that the longitudinal controller controls a longitudinal actuator of the first vehicle to perform longitudinal control by the optimized control quantity. The method and the device can realize more accurate control of the vehicles in the automatic driving motorcade under the environment of ascending and descending, and avoid the problem that the fluctuation of the distance and the relative speed between the vehicles in the automatic driving motorcade is larger.

Description

Control method of automatic driving fleet, vehicle-mounted device and automatic driving vehicle

Technical Field

The application relates to the technical field of automatic driving, in particular to a control method of an automatic driving fleet, a vehicle-mounted device and an automatic driving vehicle.

Background

Currently, a cooperative autonomous Vehicle fleet (hereinafter referred to as autonomous Vehicle fleet) refers to a formation state in which a plurality of vehicles run with a very small Vehicle distance in the trail based on autonomous driving technology and V2V (Vehicle-to-Vehicle) Vehicle networking technology. In formation, the distance is far lower than the safe driving distance in the general sense, and is only 20 meters or even smaller, the airflow broken by the pilot vehicle can be directly received by the second vehicle at the tail of the vehicle by the extremely small distance, and a low-pressure vortex area can not be formed, so that the total air resistance value of the whole motorcade in the driving process is effectively reduced. The reduced resistance of the vehicle running under the state of the coordinated automatic driving motorcade can save about 10 percent of oil consumption. This short interval can be maintained in coordination with the autonomous vehicle fleet, primarily because V2V can achieve communication within 100ms from end-to-end, benefiting from the low latency communication of V2V communication. Therefore, based on the V2V technology, information interaction can be carried out between vehicles, and a group of vehicles in a formation can follow a pilot vehicle and carry out self-operation along with the operation of the pilot vehicle. For example, the pilot vehicle is operated by stepping on an accelerator, a brake or a steering, and the vehicles in the rear row can be operated in the same way in a short time.

Currently, under the environment of an automatic driving fleet, an accelerator pedal signal and a brake pedal signal of a vehicle in front of the following vehicle are generally directly adopted as feedforward by the following vehicle, and then the following vehicle is controlled by taking an error of a spacing distance between the two vehicles and an error of a relative speed of the vehicle in front of the following vehicle as feedback. However, the following vehicle control method can only meet the requirement of a flat road surface area at present, and if the following vehicle control method is still adopted under the condition that the road surface has a slope, the fluctuation of the distance and the relative speed between the vehicles is large, so that the accurate control of an automatic driving fleet is not facilitated.

Disclosure of Invention

The embodiment of the application provides a control method of an automatic driving motorcade, a vehicle-mounted device and an automatic driving vehicle, which can realize accurate control of the automatic driving motorcade under the condition of facing up and down slope complex road sections.

In order to achieve the above purpose, the embodiment of the present application adopts the following technical solutions:

in a first aspect of an embodiment of the present application, a method for controlling an autonomous driving fleet is provided, including:

obtaining first grade information for a first vehicle in an autonomous fleet of vehicles;

obtaining second grade information of a second vehicle in the autonomous fleet adjacent to the first vehicle;

determining a compensation amount for controlling the first vehicle based on the first and second grade information;

obtaining an original control quantity for controlling the first vehicle;

determining an optimized control quantity for controlling the first vehicle according to the original control quantity and the compensation quantity;

and sending the optimized control quantity to a longitudinal controller of the first vehicle, so that the longitudinal controller controls a longitudinal actuator of the first vehicle to perform longitudinal control according to the optimized control quantity.

In a second aspect of embodiments of the present application, there is provided a first onboard apparatus disposed in a first vehicle in an autonomous fleet of vehicles; the first onboard apparatus includes:

a gradient information acquisition unit for acquiring first gradient information of a first vehicle in an autonomous driving fleet; obtaining second grade information of a second vehicle in the autonomous fleet adjacent to the first vehicle;

a compensation amount determination unit that determines a compensation amount for controlling the first vehicle based on the first gradient information and the second gradient information;

an original control amount obtaining unit configured to obtain an original control amount that controls the first vehicle;

an optimal control amount determining unit configured to determine an optimal control amount for controlling the first vehicle based on the original control amount and the compensation amount;

and the control quantity sending unit is used for sending the optimized control quantity to a longitudinal controller of the first vehicle, so that the longitudinal controller controls a longitudinal actuator of the first vehicle to perform longitudinal control according to the optimized control quantity.

In a third aspect of embodiments of the present application, there is provided an autonomous first vehicle traveling in an autonomous fleet of vehicles, the first vehicle comprising a first onboard device, a longitudinal controller, and a longitudinal actuator; the first vehicle-mounted device is connected with a longitudinal controller, and the longitudinal controller is connected with the longitudinal actuating mechanism;

the first onboard means for obtaining first grade information for a first vehicle in an autonomous fleet; obtaining second grade information of a second vehicle in the autonomous fleet adjacent to the first vehicle; determining a compensation amount for controlling the first vehicle based on the first and second grade information; obtaining an original control quantity for controlling the first vehicle; determining an optimized control quantity for controlling the first vehicle according to the original control quantity and the compensation quantity; sending the optimized control quantity to a longitudinal controller of the first vehicle;

and the longitudinal controller is used for controlling a longitudinal actuating mechanism of the first vehicle to carry out longitudinal control according to the optimized control quantity.

In a fourth aspect of the embodiments of the present application, there is provided a computer-readable storage medium, on which a computer program is stored, wherein the computer program, when executed by a processor, implements the method for controlling an autonomous vehicle fleet according to the first aspect.

In a fifth aspect of embodiments of the present application, there is provided a computer program product comprising instructions which, when run on a computer, cause the computer to perform the method of controlling an autonomous vehicle fleet as described in the first aspect above.

In a sixth aspect of the embodiments of the present application, there is provided a chip system, including a processor, coupled to a memory, where the memory stores program instructions, and when the program instructions stored in the memory are executed by the processor, the method for controlling an autonomous driving vehicle fleet as described in the first aspect is implemented.

In a seventh aspect of embodiments of the present application, there is provided circuitry comprising processing circuitry configured to perform the method of controlling an autonomous vehicle fleet as described in the first aspect above.

In an eighth aspect of embodiments of the present application, there is provided a computer server, comprising a memory, and one or more processors communicatively connected to the memory;

the memory has stored therein instructions executable by the one or more processors to cause the one or more processors to implement a method of controlling an autonomous fleet of vehicles as described in the first aspect above.

According to the control method of the automatic driving fleet, the vehicle-mounted device and the automatic driving vehicle, influence of the automatic driving fleet on vehicle control in complex environments such as up and down slopes is considered, the compensation amount can be determined according to the slope information of the front vehicle and the rear vehicle, and therefore the original control amount is optimized; the obtained optimized control quantity can enable the vehicles in the automatic driving motorcade to realize more accurate control, and the problem that the fluctuation of the distance and the relative speed between the vehicles in the automatic driving motorcade is larger is avoided.

Drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without inventive exercise.

FIG. 1 is a schematic diagram of an autonomous driving fleet of vehicles passing through a road segment with a relatively obvious grade in an embodiment of the present application;

fig. 2 is a schematic structural diagram of an autonomous driving fleet according to an embodiment of the present disclosure;

fig. 3 is a first flowchart of a control method for an autonomous driving fleet according to an embodiment of the present disclosure;

fig. 4 is a flowchart of a control method for an autonomous driving fleet according to an embodiment of the present disclosure;

FIG. 5 is a first schematic view illustrating an ascending/descending scenario of a vehicle according to an embodiment of the present application;

FIG. 6 is a schematic diagram of a second vehicle uphill/downhill scenario in an embodiment of the present application;

FIG. 7 is a third schematic view of a vehicle uphill and downhill scene in an embodiment of the present application;

FIG. 8 is a fourth schematic view illustrating an ascending/descending scenario of a vehicle according to an embodiment of the present application;

fig. 9 is a flowchart three of a control method for automatically driving a fleet according to an embodiment of the present disclosure;

FIG. 10 is a schematic view of a vehicle climbing an uphill or downhill in an embodiment of the present application;

FIG. 11 is a sixth schematic view of a vehicle uphill and downhill scene in an embodiment of the present application;

FIG. 12 is a seventh schematic view illustrating an ascending/descending scenario of a vehicle in an embodiment of the present application;

FIG. 13 is a schematic view eight of a vehicle uphill and downhill scene in the embodiment of the present application;

fig. 14 is a schematic structural diagram of a first vehicle-mounted device according to an embodiment of the present disclosure;

FIG. 15 is a first schematic structural diagram of an autonomous driving first vehicle according to an embodiment of the present disclosure;

fig. 16 is a schematic structural diagram of a second vehicle that automatically drives according to an embodiment of the present application.

Detailed Description

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

It should be noted that the terms "first," "second," and the like in the description and claims of this application and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It should be understood that the data so used may be interchanged under appropriate circumstances such that embodiments of the application described herein may be used. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

In order to make the present application better understood by those skilled in the art, some technical terms appearing in the embodiments of the present application are explained below:

V2V: Vehicle-to-Vehicle, V2V communication technology is a communication technology that is not limited to fixed base stations and provides direct end-to-end wireless communication for moving vehicles.

V2X: vehicle to X is a key technology of a future intelligent transportation system. It enables communication between cars, between cars and base stations, and between base stations. Therefore, a series of traffic information such as real-time road conditions, road information, pedestrian information and the like is obtained, so that the driving safety is improved, the congestion is reduced, the traffic efficiency is improved, and the vehicle-mounted entertainment information is provided.

An IMU: the Inertial measurement unit is a device for measuring the three-axis attitude angle (or angular velocity) and acceleration of an object.

GNSS: global Navigation Satellite System, Global Navigation Satellite System.

GPS: global Positioning System, Global Positioning System.

In some embodiments of the present application, the term "vehicle" is to be broadly interpreted to include any moving object, including, for example, an aircraft, a watercraft, a spacecraft, an automobile, a truck, a van, a semi-trailer, a motorcycle, a golf cart, an off-road vehicle, a warehouse transport vehicle or a farm vehicle, and a vehicle traveling on a track, such as a tram or train, and other rail vehicles. The "vehicle" in the present application may generally include: power systems, sensor systems, control systems, peripheral devices, and computer systems. In other embodiments, the vehicle may include more, fewer, or different systems.

Wherein, the driving system is the system for providing power motion for the vehicle, includes: engine/motor, transmission and wheels/tires, power unit.

The control system may comprise a combination of devices controlling the vehicle and its components, such as a steering unit, a throttle, a brake unit.

The peripheral devices may be devices that allow the vehicle to interact with external sensors, other vehicles, external computing devices, and/or users, such as wireless communication systems, touch screens, microphones, and/or speakers.

Based on the vehicle described above, the unmanned vehicle is also provided with a sensor system and an unmanned control device.

The sensor system may include a plurality of sensors for sensing information about the environment in which the vehicle is located, and one or more actuators for changing the position and/or orientation of the sensors. The sensor system may include any combination of sensors such as global positioning system sensors, inertial measurement units, radio detection and ranging (RADAR) units, cameras, laser rangefinders, light detection and ranging (LIDAR) units, and/or acoustic sensors; the sensor system may also include sensors (e.g., O) that monitor the vehicle interior systems₂Monitors, fuel gauges, engine thermometers, etc.).

The drone controlling device may include a processor and a memory, the memory having stored therein at least one machine executable instruction, the processor executing the at least one machine executable instruction to implement functions including a map engine, a positioning module, a perception module, a navigation or routing module, and an automatic control module, among others. The map engine and the positioning module are used for providing map information and positioning information. The sensing module is used for sensing things in the environment where the vehicle is located according to the information acquired by the sensor system and the map information provided by the map engine. And the navigation or path module is used for planning a driving path for the vehicle according to the processing results of the map engine, the positioning module and the sensing module. The automatic control module inputs and analyzes decision information of modules such as a navigation module or a path module and the like, converts the decision information into a control command output to a vehicle control system, and sends the control command to a corresponding component in the vehicle control system through a vehicle-mounted network (for example, an electronic network system in the vehicle, which is realized through CAN (controller area network) bus, local area internet, multimedia directional system transmission and the like), so as to realize automatic control of the vehicle; the automatic control module can also acquire information of each component in the vehicle through a vehicle-mounted network.

Currently, in an environment of an automatic driving fleet, a following vehicle generally directly adopts an accelerator pedal signal and a brake pedal signal of a vehicle in front of the following vehicle as feedforward, and then controls the following vehicle by taking an error of a spacing distance between the two vehicles and an error of a relative speed of the following vehicle in front of the following vehicle as feedback. However, for example, as shown in the situation of fig. 1, when the autonomous driving vehicle fleet 10 passes through a road section with a relatively obvious gradient (such as the arch bridge shown in fig. 1, and of course, there are road sections with a relatively obvious gradient, such as uneven roads in mountainous areas, which are not listed here), the pilot vehicle 101 already passes through the highest position of the arch bridge, and is located on a downhill road section, while the first following vehicle 102 is located at the highest position of the arch bridge, and the second following vehicle 103 is located on an uphill road section. In such a case, the following vehicle control method is still adopted, and the influence of the gradient is not considered, so that the relative distance and the relative speed of the vehicles in the automatic driving fleet are unstable (for example, the relative distance between the two vehicles in the automatic driving fleet is too close or too far, and the relative speed is not equal to 0), and the accurate control of the automatic driving fleet is difficult to realize.

In order to overcome the problems caused by the situation described in fig. 1, the present application provides a control method for an autonomous driving fleet 20 as shown in fig. 2, where the autonomous driving fleet 20 has a pilot vehicle and one or more following vehicles, and for convenience of description, only two following vehicles are behind the pilot vehicle, which are referred to as the pilot vehicle 21, the second vehicle 22, and the first vehicle 23, respectively. The first vehicle 23 follows the second vehicle 22, and the control of the first vehicle 23 is exemplified in the embodiment of the present application, but the present application is not limited to this, and for example, the second vehicle 22 may follow the pilot vehicle 21 by using the same control scheme, which is not listed here. The autonomous vehicles 20 can communicate with each other via V2V, and in particular, vehicle-mounted V2X devices are provided on the pilot vehicle 21, the second vehicle 22, and the first vehicle 23. Specifically, as shown in fig. 2, a first vehicle-mounted device 231, a first vehicle longitudinal controller 232, a first vehicle longitudinal actuator 233, a first vehicle inertia measurement unit (i.e., IMU)234, a first vehicle positioning sensor 235 and a first vehicle V2X device 236 may be disposed in the first vehicle 23, the first vehicle-mounted device 231 is connected to the first vehicle longitudinal controller 232, the first vehicle inertia measurement unit 234, the first vehicle positioning sensor 235 and the first vehicle V2X device 236, respectively, and the first vehicle longitudinal controller 232 is connected to control the first vehicle longitudinal actuator 233; correspondingly, the second vehicle 22 may be provided with a second vehicle-mounted device 221, a second vehicle longitudinal controller 222, a second vehicle longitudinal actuator 223, a second vehicle inertia measurement unit (i.e., IMU)224, a second vehicle positioning sensor 225 and a second vehicle-mounted V2X device 226, the second vehicle-mounted device 221 being connected with the second vehicle longitudinal controller 222, the second vehicle inertia measurement unit 224, the second vehicle positioning sensor 225 and the second vehicle-mounted V2X device 226, respectively, the second vehicle longitudinal controller 222 being connected to control the second vehicle longitudinal actuator 223.

Here, in the embodiment of the present application, the first in-vehicle device 231 and the second in-vehicle device 221 may be in-vehicle computers or in-vehicle servers having a calculation processing capability.

Here, in the present embodiment, the first vehicle longitudinal controller 232 and the second vehicle longitudinal controller 222 may be a throttle controller or a brake pedal controller of the vehicle. Accordingly, in the present embodiment, the first vehicle longitudinal actuator 233 and the second vehicle longitudinal actuator 223 may be an accelerator pedal or a brake pedal of the vehicle.

Here, in the embodiment of the present application, the first vehicle positioning sensor 235 and the second vehicle positioning sensor 225 may include an on-vehicle GNSS device, such as an on-vehicle GPS device or an on-vehicle beidou satellite navigation system device. In addition, the first vehicle positioning sensor 235 and the second vehicle positioning sensor 225 may further include a camera, a laser radar, and other sensors to sense the environment outside the vehicle and assist the vehicle-mounted GNSS device in positioning.

As shown in fig. 3, an embodiment of the present application provides a control method for an autonomous driving fleet, including:

step 301, obtaining first grade information for a first vehicle in an autonomous fleet of vehicles.

Step 302, obtaining second grade information for a second vehicle in the autonomous fleet adjacent to the first vehicle.

Step 303, determining a compensation amount for controlling the first vehicle based on the first and second grade information.

And step 304, obtaining an original control quantity for controlling the first vehicle.

And step 305, determining an optimized control quantity for controlling the first vehicle according to the original control quantity and the compensation quantity.

And step 306, sending the optimized control quantity to a longitudinal controller of the first vehicle, so that the longitudinal controller controls a longitudinal actuator of the first vehicle to perform longitudinal control according to the optimized control quantity.

Generally, longitudinal control of vehicles in an autonomous fleet is divided into two categories, one being vehicle acceleration control, i.e., throttle control, and one being vehicle deceleration control, i.e., brake control. The control method of the automatic driving fleet provided by the embodiment of the application is explained based on the two longitudinal control modes.

For example, as shown in fig. 4, an embodiment of the present application provides a control method for an autonomous driving fleet, including:

step 401, first grade information of a first vehicle in an autonomous fleet is obtained.

Here, in this step 401, the first gradient information of the first vehicle may be obtained in the following two ways, but is not limited thereto.

The method I comprises the following steps: a first pitch angle of the first vehicle measured by an inertial measurement unit of the first vehicle may be obtained as the first gradient information. The first gradient information may be a positive value of gradient information when the vehicle ascends a slope and a negative value of gradient information when the vehicle descends a slope, in accordance with a direction of the lane.

The second method comprises the following steps: first position information of the first vehicle in a preset electronic map can be determined according to a positioning sensor of the first vehicle; wherein, the electronic map records the slope information of each position in advance; and acquiring first gradient information corresponding to the first position information in the electronic map. The electronic map may be a high-precision map for automatic driving, which specifically records gradient information at each position in the map, so that after obtaining the first position information of the first vehicle, corresponding first gradient information may be directly obtained in the high-precision map, which may be expressed in terms of angles, for example, in terms of the direction of a lane, with the gradient information being positive when the vehicle is ascending and the gradient information being negative when the vehicle is descending.

In order to facilitate the application of the first gradient information of the first vehicle by a vehicle behind the first vehicle in the autonomous driving fleet, and to facilitate a pilot vehicle and the like to timely know the first gradient information of the first vehicle for knowing the fleet situation, after obtaining the first gradient information, the first gradient information may be broadcast to other vehicles in the autonomous driving fleet through the first vehicle-mounted V2X device of the first vehicle. Of course, one or more of the first position information and the first gradient information may also be broadcast and transmitted to other vehicles in the autonomous driving fleet through the first vehicle-mounted V2X device of the first vehicle, so that on one hand, the other vehicles in the autonomous driving fleet know the first position information, the first gradient information, or both of the first position information and the first gradient information of the first vehicle, and on the other hand, when the other vehicles only obtain the first position information, the other vehicles in the autonomous driving fleet may also obtain the first gradient information corresponding to the first position information in the manner of electronic map lookup in the second manner described above.

Step 402, obtaining second grade information for a second vehicle of the autonomous fleet adjacent to the first vehicle.

Similarly, in this step 402, the second gradient information of the second vehicle may be obtained in the following two ways, but is not limited thereto.

The first method is as follows: second grade information broadcast by a second in-vehicle V2X device of a second vehicle adjacent in front of the first vehicle in the autonomous fleet may be received by the first in-vehicle V2X device of the first vehicle; the second gradient information is obtained by the second vehicle-mounted device of the second vehicle obtaining a second pitch angle of the second vehicle measured by the inertia measuring unit of the second vehicle and taking the second pitch angle as second gradient information; or the second gradient information is obtained by the second vehicle-mounted device of the second vehicle determining second position information of the second vehicle in a preset electronic map according to a positioning sensor of the second vehicle and obtaining second gradient information corresponding to the second position information in the electronic map; the electronic map records therein gradient information at each position. The second gradient information may be a positive value of gradient information when the vehicle ascends a slope and a negative value of gradient information when the vehicle descends a slope, according to a direction of the lane.

The second method comprises the following steps: receiving, by a first in-vehicle V2X device of a first vehicle, second location information transmitted by a second in-vehicle V2X device of a second vehicle in the autonomous fleet adjacent to the first vehicle; the second position information is obtained by the second vehicle-mounted device of the second vehicle determining the second position information of the second vehicle in a preset electronic map according to the positioning sensor of the second vehicle. Then, second gradient information corresponding to the second position information can be obtained in a preset electronic map; the electronic map records therein gradient information at each position. Here, the electronic map may be a high-precision map for automatic driving, which specifically records gradient information at each position in the map, so that after second position information of the second vehicle is obtained, corresponding second gradient information, which may be expressed in terms of angles, for example, in terms of the direction of a lane, with the gradient information when the vehicle is ascending a slope being a positive value and the gradient information when the vehicle is descending a slope being a negative value, may be directly obtained in the high-precision map.

And step 403, subtracting the first gradient information from the second gradient information, and determining the gradient difference χ between the second vehicle and the first vehicle as α - β.

Wherein α is second gradient information; β is first gradient information.

Step 404, determining a compensation amount Δ F for controlling the first vehicle_Compensation-mg · sin χ. Where m is the mass of a vehicle in the autonomous vehicle fleet, and here, for convenience of calculation, it is assumed that the mass of each vehicle in the autonomous vehicle fleet is equal, but not limited thereto, and in the case of unequal masses, the compensation amount may be determined according to a mass proportional relationship between two vehicles, where a relationship between the mass proportional relationship between the two vehicles and the compensation amount satisfies newton's second motion law. g is gravity plusSpeed.

Step 405, receiving, by a first in-vehicle V2X device of a first vehicle, a current acceleration a of a second vehicle sent by a second in-vehicle V2X device of a second vehicle adjacent in front of the first vehicle in the autonomous fleet_Adding。

Step 406, according to the current acceleration a_AddingMass m of a vehicle in an autonomous fleet of vehicles and a predetermined road-to-vehicle resistance F_{Resistance device}Determining the original traction force F for controlling the first vehicle_{Traction device}＝ma_Adding+F_{Resistance device}。

Also, it is assumed here that the mass of each vehicle in the autonomous vehicle fleet is equal, but not limited to this, in case of unequal masses, the original tractive force can be determined from the mass proportionality between the two vehicles, wherein the relationship of the mass proportionality between the two vehicles and the original tractive force satisfies newton's second law of motion. The F_{Resistance device}It may be the rolling resistance of the ground to the vehicle, which is caused by the friction between the vehicle and the road, which may be measured in advance, or calculated in real time, for example using the solution of the invention patent application No. 201710462572.5, F_{Resistance device}The determination of (d) is not the focus of the present application and will not be described herein again.

Step 407, according to the original traction force F_{Traction device}And the compensation amount deltaF_CompensationDetermining optimal tractive effort F 'to control the first vehicle'_{Traction device}＝F_{Traction device}+ΔF_Compensation。

Here, as shown in fig. 5, 6, 7, and 8, the generation of the optimized traction force will be described by taking a scene in which one autonomous vehicle group travels on a road section L having a slope as an example. Here, taking only the first vehicle 23 and the second vehicle 22 ahead thereof as an example, the section L having a slope is assumed to have 5 stages, which are an L1 horizontal section, an L2 uphill section, an L3 horizontal section, an L4 downhill section, and an L5 horizontal section, respectively.

As shown in FIG. 5, when the second vehicle 22 has been on the L2 uphill road segment and the first vehicle 23 is still on the L1 horizontal road segment, the second vehicle 22 experiences a resistance down the grade due to the grade of the L2 uphill road segment, which isSize equal to | Δ F_CompensationI so that the second vehicle 22 and the first vehicle 23 still follow the original traction force F_{Traction device}When the vehicle is driven, the original relative distance and the original relative speed (the original relative speed is ideally 0) between the two cannot be maintained, and a phenomenon that the first vehicle 23 gradually approaches the second vehicle 22 occurs. Thus, the optimal tractive effort of the first vehicle should be F'_{Traction device}＝F_{Traction device}+ΔF_CompensationI.e. F'_{Traction device}＝F_{Traction device}Mg · sin χ, where the second gradient information α is positive and the first gradient information β is 0, so that χ α - β is positive, i.e., the first vehicle 23 should reduce the traction appropriately to maintain the original relative distance and the original relative speed.

As shown in FIG. 6, when the second vehicle 22 is already at the L3 level road segment and the first vehicle 23 is still at the L2 uphill road segment, the first vehicle 23 experiences a resistance down the grade equal to | Δ F |, due to the grade of the L2 uphill road segment_CompensationI so that the second vehicle 22 and the first vehicle 23 still follow the original traction force F_{Traction device}For driving, the original relative distance and the original relative speed (the original relative speed is ideally 0) between the two cannot be maintained, and a phenomenon that the first vehicle 23 gradually moves away from the second vehicle 22 occurs. Thus, the optimal tractive effort of the first vehicle should be F'_{Traction device}＝F_{Traction device}+ΔF_CompensationI.e. F'_{Traction device}＝F_{Traction device}Mg · sin χ, where the second gradient information α is 0 and the first gradient information β is positive, so χ ═ α - β is negative, i.e., the first vehicle 23 should increase the traction force appropriately to maintain the original relative distance and the original relative speed.

As shown in FIG. 7, when the second vehicle 22 is already on the L4 downhill section and the first vehicle 23 is still on the L3 horizontal section, the second vehicle 22 experiences a downward slope tractive force equal to | Δ F due to the slope of the L4 downhill section_CompensationI so that the second vehicle 22 and the first vehicle 23 still follow the original traction force F_{Traction device}For driving, the original relative distance and the original relative speed (the original relative speed is ideally 0) between the two cannot be maintained, and a phenomenon that the first vehicle 23 gradually moves away from the second vehicle 22 occurs. Thus, the optimal traction of the first vehicleShould be F'_{Traction device}＝F_{Traction device}+ΔF_CompensationI.e. F'_{Traction device}＝F_{Traction device}Mg · sin χ, where the second gradient information α is negative and the first gradient information β is 0, so that χ ═ α - β is negative, i.e., the first vehicle 23 should increase the traction force appropriately to maintain the original relative distance and the original relative speed.

As shown in FIG. 8, when the second vehicle 22 is already on the L5 level road segment and the first vehicle 23 is still on the L4 downhill road segment, the first vehicle 23 experiences a downward grade tractive force equal in magnitude to | Δ F due to the grade of the L4 downhill road segment_CompensationI so that the second vehicle 22 and the first vehicle 23 still follow the original traction force F_{Traction device}When the vehicle is driven, the original relative distance and the original relative speed (the original relative speed is ideally 0) between the two cannot be maintained, and a phenomenon that the first vehicle 23 gradually approaches the second vehicle 22 occurs. Thus, the optimal tractive effort of the first vehicle should be F'_{Traction device}＝F_{Traction device}+ΔF_CompensationI.e. F'_{Traction device}＝F_{Traction device}Mg · sin χ, where the second gradient information α is 0 and the first gradient information β is negative, and thus χ ═ α - β is positive, that is, the first vehicle 23 should appropriately reduce the traction force to maintain the original relative distance and the original relative speed.

Step 408, obtaining an optimized traction force F 'of the first vehicle from the preset mapping relation information of the traction force and the accelerator pedal control amount'_{Traction device}And correspondingly optimizing the control quantity of the accelerator pedal.

Here, the accelerator pedal control amount may be, for example, a throttle opening degree of the vehicle. Before the automatic driving vehicle gets on the road, the dynamic performance of the vehicle can be calibrated in advance to obtain a plurality of groups of mapping relations between the traction force and the control quantity of the accelerator pedal, so that the mapping relation information between the traction force and the control quantity of the accelerator pedal can be formed, and the mapping relation information can be in the form of a mapping relation table and the like. Thus, the optimal traction force F 'of the first vehicle is obtained'_{Traction device}In this case, the optimized accelerator pedal control amount may be obtained by querying the mapping information, but is not limited thereto. It will be appreciated that those skilled in the art may also determine traction through more sophisticated algorithmsThe relationship between the force and the accelerator pedal control amount will not be described in detail herein.

And 409, sending the optimized accelerator pedal control quantity to an accelerator controller of the first vehicle, so that the accelerator controller controls an accelerator pedal of the first vehicle to optimize the accelerator pedal control quantity to control the accelerator pedal.

It can be seen that through the above steps 401 to 409, the control of the accelerator pedal of the vehicle in the autonomous driving fleet can be more accurate according to the gradient information, and the problem of unstable relative distance and relative speed caused by the single control depending on the control amount of the front vehicle can be avoided.

For example, as shown in fig. 9, an embodiment of the present application provides a control method for an autonomous driving fleet, including:

step 501, first grade information of a first vehicle in an autonomous fleet is obtained.

Here, in this step 501, the first gradient information of the first vehicle may be obtained in the following two ways, but is not limited thereto.

The first method is as follows: a first pitch angle of the first vehicle measured by an inertial measurement unit of the first vehicle may be obtained as the first gradient information. The first gradient information may be a positive value of gradient information when the vehicle ascends a slope and a negative value of gradient information when the vehicle descends a slope, in accordance with a direction of the lane.

The second method comprises the following steps: first position information of the first vehicle in a preset electronic map can be determined according to a positioning sensor of the first vehicle; wherein, the electronic map records the slope information of each position in advance; and obtaining first gradient information corresponding to the first position information in the electronic map. The electronic map may be a high-precision map for automatic driving, which specifically records gradient information at each position in the map, so that after obtaining the first position information of the first vehicle, corresponding first gradient information may be directly obtained in the high-precision map, which may be expressed in terms of angles, for example, in terms of the direction of a lane, with the gradient information being positive when the vehicle is ascending and the gradient information being negative when the vehicle is descending.

Step 502, obtaining second grade information for a second vehicle in the autonomous fleet adjacent to the first vehicle.

Similarly, in this step 502, the second gradient information of the second vehicle may be obtained in the following two ways, but is not limited thereto.

The second method comprises the following steps: receiving, by a first in-vehicle V2X device of a first vehicle, second location information transmitted by a second in-vehicle V2X device of a second vehicle in the autonomous fleet of vehicles that is adjacent in front of the first vehicle; the second position information is obtained by the second vehicle-mounted device of the second vehicle determining the second position information of the second vehicle in a preset electronic map according to the positioning sensor of the second vehicle. Then, second gradient information corresponding to the second position information can be obtained in a preset electronic map; the electronic map records therein gradient information at each position. Here, the electronic map may be a high-precision map for automatic driving, which specifically records gradient information at each position in the map, so that after second position information of the second vehicle is obtained, corresponding second gradient information, which may be expressed in terms of angles, for example, in terms of the direction of a lane, with the gradient information when the vehicle is ascending a slope being a positive value and the gradient information when the vehicle is descending a slope being a negative value, may be directly obtained in the high-precision map.

And step 503, subtracting the first gradient information from the second gradient information, and determining the gradient difference χ between the second vehicle and the first vehicle as α - β.

Wherein α is second gradient information; β is first gradient information.

Step 504, determining a compensation amount Δ F for controlling the first vehicle_Compensation-mg · sin χ. Where m is the mass of a vehicle in the autonomous vehicle fleet, and here, for convenience of calculation, it is assumed that the mass of each vehicle in the autonomous vehicle fleet is equal, but not limited thereto, and in the case of unequal masses, the compensation amount may be determined according to a mass proportional relationship between two vehicles, where a relationship between the mass proportional relationship between the two vehicles and the compensation amount satisfies newton's second motion law. g is the acceleration of gravity.

Step 505, receiving, by a first onboard V2X device of a first vehicle, a second onboard V of a second vehicle in the autonomous fleet adjacent in front of the first vehicleCurrent braking deceleration a of the second vehicle sent by the 2X device_Reducing。

Step 506, according to the current braking deceleration a_{Reducing the weight of}Mass m of a vehicle in an autonomous fleet of vehicles and a predetermined road-to-vehicle resistance F_{Resistance device}Determining an original braking force F for controlling the first vehicle_{Making (A) a}＝ma_{Reducing the weight of}-F_{Resistance device}。

Also, it is assumed here that the mass of each vehicle in the autonomous vehicle fleet is equal, but not limited to this, in case of unequal masses, the original braking force can be determined from the mass proportional relationship between two vehicles, wherein the relationship of the mass proportional relationship between two vehicles and the original braking force satisfies newton's second law of motion. The F_{Resistance device}It may be the rolling resistance of the ground to the vehicle, which is caused by the friction between the vehicle and the road, which may be measured in advance, or calculated in real time, for example using the solution of the invention patent application No. 201710462572.5, F_{Resistance device}The determination of (d) is not the focus of the present application and will not be described herein again.

Step 507, according to the original braking force F_{System for making}And the compensation amount deltaF_CompensationDetermining an optimized braking force F 'to control the first vehicle'_{System for making}＝F_{System for making}-ΔF_Compensation。

Here, as shown in fig. 10, 11, 12, and 13, the generation of the optimal braking force will be described by taking as an example a scene in which one autonomous vehicle group travels on a road section L having a slope. Here, taking only the first vehicle 23 and the second vehicle 22 ahead thereof as an example, the section L having a slope is assumed to have 5 stages, which are an L1 horizontal section, an L2 uphill section, an L3 horizontal section, an L4 downhill section, and an L5 horizontal section, respectively.

As shown in FIG. 10, when the second vehicle 22 has been on the L2 uphill road segment and the first vehicle 23 is still on the L1 horizontal road segment, the second vehicle 22 experiences a resistance downward along the slope, due to the slope of the L2 uphill road segment, which is equal to | Δ F |_{Compensating for}If the second vehicle 22 and the first vehicle 23 still follow the original braking force F_{System for making}When braking, the brake cannot be kept between the twoThe original relative distance and the original relative speed (the original relative speed is ideally 0) cause a phenomenon in which the first vehicle 23 gradually approaches the second vehicle 22. Thus, the optimal braking force of the first vehicle should be F'_{System for making}＝F_{Making (A) a}-ΔF_CompensationI.e. F'_{Making (A) a}＝F_{System for making}+ mg · sin χ, where the second gradient information α is positive and the first gradient information β is 0, therefore χ ═ α - β is positive, that is, the first vehicle 23 should increase the braking force appropriately to maintain the original relative distance and the original relative speed.

As shown in FIG. 11, when the second vehicle 22 is already at the L3 level road segment and the first vehicle 23 is still at the L2 uphill road segment, the first vehicle 23 experiences a resistance down the grade equal to | Δ F |, due to the grade of the L2 uphill road segment_CompensationIf the second vehicle 22 and the first vehicle 23 still follow the original braking force F_{System for making}When braking, the original relative distance and the original relative speed (the original relative speed is ideally 0) between the two cannot be maintained, and a phenomenon occurs in which the first vehicle 23 gradually moves away from the second vehicle 22. Thus, the optimal braking force of the first vehicle should be F'_{System for making}＝F_{System for making}-ΔF_CompensationI.e. F'_{System for making}＝F_{System for making}+ mg · sin χ, where the second gradient information α is 0 and the first gradient information β is positive, therefore χ ═ α - β is negative, that is, the first vehicle 23 should appropriately reduce the braking force to maintain the original relative distance and the original relative speed.

As shown in FIG. 12, when the second vehicle 22 is already on the L4 downhill section and the first vehicle 23 is still on the L3 horizontal section, the second vehicle 22 is subjected to a traction force down the gradient equal to | Δ F |, due to the gradient of the L4 downhill section_CompensationIf the second vehicle 22 and the first vehicle 23 still follow the original braking force F_{System for making}When braking, the original relative distance and the original relative speed (the original relative speed is ideally 0) between the two cannot be maintained, and a phenomenon occurs in which the first vehicle 23 gradually moves away from the second vehicle 22. Thus, the optimal braking force of the first vehicle should be F'_{System for making}＝F_{System for making}-ΔF_{Compensating for}I.e. F'_{System for making}＝F_{System for making}+ mg. sin χ, where the second slope information α is negative, the first slope information α is negativeThe gradient information β is 0, and thus χ ═ α - β is negative, that is, the first vehicle 23 should appropriately reduce the braking force to maintain the original relative distance and the original relative speed.

As shown in FIG. 13, when the second vehicle 22 is already on the L5 level road segment and the first vehicle 23 is still on the L4 downhill road segment, the first vehicle 23 is subjected to a downward grade tractive force equal in magnitude to | Δ F due to the grade of the L4 downhill road segment_CompensationIf the second vehicle 22 and the first vehicle 23 still follow the original braking force F_{Making (A) a}When braking is performed, the original relative distance and the original relative speed between the two cannot be maintained (the original relative speed is ideally 0), and a phenomenon occurs in which the first vehicle 23 gradually approaches the second vehicle 22. Thus, the optimal braking force of the first vehicle should be F'_{System for making}＝F_{System for making}-ΔF_CompensationI.e. F'_{System for making}＝F_{System for making}+ mg · sin χ, where the second gradient information α is 0 and the first gradient information β is negative, therefore χ ═ α - β is positive, i.e., the first vehicle 23 should increase the braking force appropriately to maintain the original relative distance and the original relative speed.

Step 508, obtaining the optimized braking force F 'of the first vehicle from the preset mapping relation information of the braking force and the brake pedal control quantity'_{System for making}And correspondingly optimizing the control quantity of the brake pedal.

Here, the brake pedal control amount may be, for example, an opening degree of a brake pedal of the vehicle. Before the automatically-driven vehicle gets on the road, the dynamic performance of the vehicle can be calibrated in advance to obtain a plurality of groups of mapping relations between the braking force and the control quantity of the brake pedal, so that the information of the mapping relations between the braking force and the control quantity of the brake pedal can be formed, and the information can be in the form of a mapping relation table and the like. Thus, the optimum braking force F 'of the first vehicle is obtained'_{System for making}In this case, the optimal brake pedal control amount may be obtained by referring to the map information, but is not limited thereto. It should be understood that the relationship between the braking force and the control amount of the brake pedal can be determined by a more complicated algorithm by those skilled in the art, and the embodiments of the present application will not be described herein.

And 509, sending the optimized brake pedal control quantity to a brake pedal controller of the first vehicle, so that the brake pedal controller controls a brake pedal of the first vehicle to optimize the brake pedal control quantity to control the brake pedal.

It can be seen that through the above steps 501 to 509, the control of the brake pedal of the vehicle in the autonomous driving fleet can be more accurate according to the gradient information, and the problem of unstable relative distance and relative speed caused by the single control depending on the control amount of the front vehicle can be avoided.

In addition, as shown in fig. 14, an embodiment of the present application further provides a first vehicle-mounted device, where the first vehicle-mounted device is disposed in a first vehicle in an autonomous driving fleet; the first vehicle-mounted device includes:

a gradient information obtaining unit 61 for obtaining first gradient information of a first vehicle in an autonomous driving fleet; second grade information is obtained for a second vehicle in the autonomous fleet adjacent in front of the first vehicle.

A compensation amount determination unit 62 for determining a compensation amount for controlling the first vehicle based on the first gradient information and the second gradient information.

A raw control amount obtaining unit 63 for obtaining a raw control amount for controlling the first vehicle.

And an optimal control amount determining unit 64 for determining an optimal control amount for controlling the first vehicle based on the original control amount and the compensation amount.

A control amount sending unit 65 for sending the optimized control amount to the longitudinal direction controller of the first vehicle itself so that the longitudinal direction controller controls the longitudinal direction actuator of the first vehicle itself to perform the longitudinal direction control with the optimized control amount.

Here, for a specific implementation manner of the first vehicle-mounted device provided in the embodiment of the present application, reference may be made to the method embodiments corresponding to fig. 1 to fig. 13, and details are not described here again.

In addition, as shown in fig. 15, the present embodiment provides an autonomous first vehicle 23, the first vehicle 23 traveling in an autonomous vehicle fleet 20, the first vehicle 23 including a first onboard device 231, a longitudinal controller 232, and a longitudinal actuator 233; the first onboard device 231 is connected to a longitudinal controller 232, and the longitudinal controller 232 is connected to a longitudinal actuator 233.

A first onboard means 231 for obtaining first grade information of a first vehicle in the autonomous fleet; obtaining second grade information of a second vehicle in the autonomous fleet adjacent to the first vehicle; determining a compensation amount for controlling the first vehicle according to the first gradient information and the second gradient information; obtaining an original control quantity for controlling a first vehicle; determining an optimized control quantity for controlling the first vehicle according to the original control quantity and the compensation quantity; the optimized control amount is sent to the longitudinal controller 232 of the first vehicle itself.

And a longitudinal controller 232 for controlling a longitudinal actuator 233 of the first vehicle itself to perform longitudinal control with an optimized control amount.

In addition, as shown in fig. 16, the first vehicle 23 is further provided with an inertia measurement unit 234, and the first in-vehicle device 231 is connected to the inertia measurement unit 234.

The first vehicle-mounted device 231 is specifically configured to:

a first pitch angle of the first vehicle measured by the inertia measurement unit 234 of the first vehicle is obtained as the first gradient information.

In addition, as shown in fig. 16, the first vehicle 23 is further provided with a positioning sensor 235, and the first in-vehicle device 231 is connected to the positioning sensor 235.

The first on-board device 231 is specifically configured to determine first position information of the first vehicle 23 in a preset electronic map according to the positioning sensor 235 of the first vehicle 23; the electronic map records the gradient information of each position; and obtaining first gradient information corresponding to the first position information in the electronic map.

In addition, as shown in fig. 16, the first vehicle 23 is also provided with a first vehicle-mounted V2X apparatus 236, and the first vehicle-mounted device 231 is connected to the first vehicle-mounted V2X apparatus 236.

The first onboard apparatus 231 is also configured to broadcast the first grade information to other vehicles in the autonomous vehicle fleet 20 via the first onboard V2X device 236 of the first vehicle 23.

In addition, as shown in fig. 16, the first vehicle 23 is further provided with a first vehicle-mounted V2X apparatus 236, and the first vehicle-mounted device 231 is connected to the first vehicle-mounted V2X apparatus 236.

The first in-vehicle apparatus 231 is further configured to broadcast one or more of the first position information and the first grade information to other vehicles in the autonomous vehicle fleet 20 via the first in-vehicle V2X device 236 of the first vehicle 23.

In addition, as shown in fig. 16, the first vehicle 23 is further provided with a first vehicle-mounted V2X apparatus 236, and the first vehicle-mounted device 231 is connected to the first vehicle-mounted V2X apparatus 236. The first in-vehicle V2X device 236 is communicatively coupled to a second in-vehicle V2X device 226 of a second vehicle 22 in the autonomous fleet 20 that is adjacent in front of the first vehicle 23.

The first vehicle-mounted device 231 is specifically configured to: the second grade information broadcast by the second in-vehicle V2X device 226 of the second vehicle 22 adjacent in front of the first vehicle 23 in the autonomous vehicle fleet 20 is received by the first in-vehicle V2X device 236 of the first vehicle 23.

Wherein the second gradient information is obtained by the second onboard device 221 of the second vehicle 22 obtaining a second pitch angle of the second vehicle 22 measured 224 by the inertia measurement unit of the second vehicle 22, and taking the second pitch angle as the second gradient information; alternatively, the second gradient information is obtained by determining, by the second on-vehicle device 221 of the second vehicle 22, second position information of the second vehicle 22 in a preset electronic map according to the positioning sensor 225 of the second vehicle 22, and obtaining second gradient information corresponding to the second position information in the electronic map; the electronic map records therein gradient information at each position.

In addition, as shown in fig. 16, the first vehicle 23 is further provided with a first on-board V2X apparatus 236, and the first on-board device 231 is connected with the first on-board V2X apparatus 236; the first in-vehicle V2X device 236 is communicatively coupled to a second in-vehicle V2X device 226 of a second vehicle 22 in the autonomous fleet 20 that is adjacent in front of the first vehicle 23.

The first onboard apparatus 231, in particular, is configured to receive, through the first onboard V2X device 236 of the first vehicle 23, the second location information sent by the second onboard V2X device 226 of the second vehicle 22 adjacent in front of the first vehicle 23 in the autonomous vehicle fleet 20; the second position information is obtained by the second in-vehicle device 221 of the second vehicle 22 determining the second position information of the second vehicle 22 in the electronic map set in advance based on the position sensor 225 of the second vehicle 22. Obtaining second gradient information corresponding to the second position information in a preset electronic map; wherein, the electronic map records the slope information of each position.

In addition, when the automatic driving vehicle group 20 runs, if the gradient information of the vehicle when ascending the slope is a positive value, and if the gradient information of the vehicle when descending the slope is a negative value, the first vehicle-mounted device 231 is specifically configured to:

subtracting the first gradient information from the second gradient information to determine a gradient difference χ - β between the second vehicle and the first vehicle; wherein α is second gradient information; β is first gradient information.

Determining a compensation quantity deltaF for controlling a first vehicle_Compensation-mg · sin χ; wherein m is the mass of one vehicle in the automatic driving fleet; g is the acceleration of gravity.

In addition, as shown in fig. 16, the first vehicle 23 is also provided with a first on-board V2X apparatus 236, and the first on-board device 231 is connected with the first on-board V2X apparatus 236; the first in-vehicle V2X device 236 is communicatively coupled to a second in-vehicle V2X device 226 of a second vehicle 22 in the autonomous fleet 20 that is adjacent in front of the first vehicle 23.

The first onboard device 231 is specifically configured to:

receiving, by a first onboard V2X device 236 of a first vehicle 23, a current acceleration a of a second vehicle 22 transmitted by a second onboard V2X device 226 of a second vehicle 22 adjacent in front of the first vehicle 23 in the autonomous fleet 20_Adding。

According to the current acceleration a_AddingMass m of a vehicle in an autonomous fleet of vehicles and a predetermined road-to-vehicle resistance F_{Resistance device}Determining the original traction force F for controlling the first vehicle_{Traction device}＝ma_Adding+F_{Resistance device}。

In addition, the first onboard device 231 is specifically configured to:

according to the original traction force F_{Traction device}And the compensation amount deltaF_CompensationDetermining an optimal tractive effort F 'to control the first vehicle'_{Traction apparatus}＝F_{Traction apparatus}+ΔF_{Compensating for}。

Obtaining optimized traction force F 'of the first vehicle from preset mapping relation information of traction force and accelerator pedal control amount'_{Traction device}And correspondingly optimizing the control quantity of the accelerator pedal.

In addition, the longitudinal controller 232 may be a throttle controller, and the longitudinal actuator 233 may be a throttle pedal.

The first vehicle-mounted device 231 is specifically configured to:

sending the optimized accelerator pedal control amount to the accelerator controller of the first vehicle 23 itself;

the throttle controller is specifically configured to:

the accelerator pedal of the first vehicle 23 itself is controlled to optimize the accelerator pedal control amount for accelerator pedal control.

The first onboard device 231 is specifically configured to:

receiving, by a first onboard V2X device 236 of a first vehicle 23, a current brake deceleration a of a second vehicle 22 sent by a second onboard V2X device 226 of a second vehicle 22 adjacent in front of the first vehicle 23 in the autonomous fleet 20_Reducing。

According to the current braking deceleration a_ReducingMass m of a vehicle in an autonomous fleet of vehicles and a predetermined road-to-vehicle resistance F_{Resistance device}Determining an original braking force F for controlling the first vehicle_{System for making}＝ma_Reducing-F_{Resistance device}。

In addition, this first on-vehicle device specifically is used for:

according to the original braking force F_{System for making}And the compensation amount deltaF_CompensationDetermining control ofOptimized braking force F 'of vehicle'_{System for making}＝F_{System for making}-ΔF_Compensation。

Obtaining the optimized braking force F 'of the first vehicle from the preset mapping relation information of the braking force and the brake pedal control quantity'_{Making (A) a}And correspondingly optimizing the control quantity of the brake pedal.

In addition, the longitudinal controller 232 may be a brake pedal controller, and the longitudinal actuator 233 may be a brake pedal.

The first vehicle-mounted device 231 is specifically configured to:

the optimized brake pedal control amount is sent to the brake pedal controller of the first vehicle 23 itself.

The brake pedal controller is specifically used for:

the brake pedal of the first vehicle 23 itself is controlled to optimize the brake pedal control amount for brake pedal control.

It should be noted that, for a specific implementation manner of the first vehicle that is automatically driven provided in the embodiment of the present application, reference may be made to the method embodiments corresponding to fig. 1 to 13, and details are not described herein again. In addition, the vehicles in the autonomous fleet in the embodiments of the present application may be, but are not limited to, an autonomous van or an autonomous truck with a tractor and trailer.

In addition, an embodiment of the present application further provides a computer-readable storage medium, on which a computer program is stored, where the computer program is executed by a processor to implement the method for controlling an autonomous driving vehicle fleet corresponding to fig. 1 to 13. The specific implementation manner of the method may refer to the method embodiments corresponding to fig. 1 to fig. 13, which are not described herein again.

In addition, the embodiment of the present application further provides a computer program product containing instructions, which when the computer program product runs on a computer, causes the computer to execute the method for controlling an autonomous driving fleet as described above in fig. 1 to 13. The specific implementation manner of the method may refer to the method embodiments corresponding to fig. 1 to fig. 13, which are not described herein again.

In addition, an embodiment of the present application further provides a chip system, which includes a processor, where the processor is coupled to a memory, where the memory stores program instructions, and when the program instructions stored in the memory are executed by the processor, the method for controlling an autonomous driving fleet of vehicles according to fig. 1 to 13 is implemented. The specific implementation manner of the method may refer to the method embodiments corresponding to fig. 1 to fig. 13, which is not described herein again.

In addition, the present application further provides a circuit system, where the circuit system includes a processing circuit, and the processing circuit is configured to execute the method for controlling an autonomous driving fleet as described in fig. 1 to 13. The specific implementation manner of the method may refer to the method embodiments corresponding to fig. 1 to fig. 13, which is not described herein again.

In addition, the embodiment of the application also provides a computer server, which comprises a memory and one or more processors which are connected with the memory in a communication way;

the memory has stored therein instructions executable by the one or more processors, the instructions being executable by the one or more processors to cause the one or more processors to implement a method of controlling an autonomous vehicle fleet as described above with respect to fig. 1-13. The specific implementation manner of the method may refer to the method embodiments corresponding to fig. 1 to fig. 13, which is not described herein again.

As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.

The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

The principle and the implementation mode of the present application are explained by applying specific embodiments in the present application, and the description of the above embodiments is only used to help understanding the method and the core idea of the present application; meanwhile, for a person skilled in the art, according to the idea of the present application, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present application.

Claims

1. A method of controlling an autonomous vehicle fleet, comprising:

obtaining an original control quantity for controlling the first vehicle;

sending the optimized control quantity to a longitudinal controller of the first vehicle, so that the longitudinal controller controls a longitudinal actuator of the first vehicle to perform longitudinal control on the optimized control quantity;

wherein the determining a compensation amount for controlling the first vehicle according to the first gradient information and the second gradient information specifically includes:

when the gradient information of the vehicle ascending is a positive value and the gradient information of the vehicle descending is a negative value, subtracting the first gradient information from the second gradient information, and determining the gradient difference χ between the second vehicle and the first vehicle as α - β; wherein α is the second gradient information; β is the first gradient information;

determining a compensation amount Δ F for controlling the first vehicle_Compensation-mg · sin χ; wherein m is a mass of the first vehicle; g is the gravitational acceleration.

2. The method of claim 1, wherein obtaining first grade information for a first vehicle in the autonomous fleet comprises:

and obtaining a first pitch angle of the first vehicle measured by an inertia measuring unit of the first vehicle, and taking the first pitch angle as the first gradient information.

3. The method of claim 1, wherein obtaining first grade information for a first vehicle in the autonomous fleet comprises:

determining first position information of a first vehicle in a preset electronic map according to a positioning sensor of the first vehicle; the electronic map records gradient information of each position;

and obtaining first gradient information corresponding to the first position information in the electronic map.

4. The method of control of an autonomous fleet of vehicles according to claim 2 or 3, wherein said method further comprises:

the first grade information is broadcast to other vehicles in the autonomous fleet via a first onboard V2X device of the first vehicle.

5. The method of control of an autonomous fleet of vehicles according to claim 3, further comprising:

one or more of the first location information and the first grade information is broadcast to other vehicles in the autonomous fleet via a first in-vehicle V2X device of the first vehicle.

6. The method of claim 1, wherein obtaining second grade information for a second vehicle of the autonomous fleet of vehicles that is adjacent to the first vehicle comprises:

receiving, by a first in-vehicle V2X device of a first vehicle, second grade information broadcast transmitted by a second in-vehicle V2X device of a second vehicle in the autonomous fleet adjacent to the first vehicle;

the second gradient information is obtained by a second vehicle-mounted device of a second vehicle by obtaining a second pitch angle of the second vehicle measured by an inertia measurement unit of the second vehicle and taking the second pitch angle as the second gradient information; or the second gradient information is obtained by determining, by a second vehicle-mounted device of the second vehicle, second position information of the second vehicle in a preset electronic map according to a positioning sensor of the second vehicle, and obtaining second gradient information corresponding to the second position information in the electronic map; the electronic map records gradient information at each position.

7. The method of claim 1, wherein obtaining second grade information for a second vehicle of the autonomous fleet of vehicles that is adjacent to the first vehicle comprises:

receiving, by a first in-vehicle V2X device of a first vehicle, second location information transmitted by a second in-vehicle V2X device of a second vehicle in the autonomous fleet adjacent in front of the first vehicle; the second position information is obtained by a second vehicle-mounted device of the second vehicle determining second position information of the second vehicle in a preset electronic map according to a positioning sensor of the second vehicle;

obtaining second gradient information corresponding to the second position information in a preset electronic map; the electronic map records gradient information at each position.

8. The method of claim 1, wherein said obtaining an original control quantity for controlling the first vehicle comprises:

receiving, by a first in-vehicle V2X device of a first vehicle, a current acceleration a of a second vehicle in an autonomous fleet of vehicles transmitted by a second in-vehicle V2X device of a second vehicle adjacent in front of the first vehicle_Adding；

According to the current acceleration a_AddingA mass m of the first vehicle and a predetermined road-to-vehicle resistance F_{Resistance device}Determining a raw tractive effort to control the first vehicleF_{Traction apparatus}＝ma_Adding+F_{Resistance device}。

9. The method of claim 8, wherein determining an optimal control quantity for controlling the first vehicle based on the raw control quantity and the compensation quantity comprises:

according to the original traction force F_{Traction device}And the compensation amount deltaF_{Compensating for}Determining an optimized tractive effort F 'to control the first vehicle'_{Traction apparatus}＝F_{Traction apparatus}+ΔF_{Compensating for}；

Obtaining optimized traction force F 'of the first vehicle from preset mapping relation information of traction force and accelerator pedal control quantity'_{Traction device}And correspondingly optimizing the control quantity of the accelerator pedal.

10. The method of autonomous fleet control of claim 9, wherein said longitudinal controller is a throttle controller and said longitudinal actuator is a throttle pedal;

the sending the optimized control quantity to a longitudinal controller of the first vehicle, so that the longitudinal controller controls a longitudinal actuator of the first vehicle to perform longitudinal control with the optimized control quantity, comprises:

and sending the optimized accelerator pedal control quantity to an accelerator controller of the first vehicle, so that the accelerator controller controls an accelerator pedal of the first vehicle to perform accelerator pedal control according to the optimized accelerator pedal control quantity.

11. The method of claim 1, wherein obtaining a raw control quantity for controlling the first vehicle comprises:

receiving, by a first in-vehicle V2X device of a first vehicle, a current brake deceleration a of a second vehicle in an autonomous fleet of vehicles transmitted by a second in-vehicle V2X device of a second vehicle adjacent in front of the first vehicle_Reducing；

Decelerating according to the current brakeDegree a_ReducingA mass m of the first vehicle and a predetermined road-to-vehicle resistance F_{Resistance device}Determining an original braking force F for controlling the first vehicle_{System for making}＝ma_{Reducing the weight of}-F_{Resistance device}。

12. The method of claim 11, wherein determining an optimal control quantity for controlling the first vehicle based on the raw control quantity and the compensation quantity comprises:

according to the original braking force F_{System for making}And the compensation amount deltaF_CompensationDetermining an optimized braking force F 'to control the first vehicle'_{System for making}＝F_{System for making}-ΔF_Compensation；

Obtaining the optimized braking force F 'of the first vehicle from preset mapping relation information of the braking force and the brake pedal control quantity'_{System for making}And correspondingly optimizing the control quantity of the brake pedal.

13. The autonomous-vehicle fleet control method of claim 12, wherein said longitudinal controller is a brake pedal controller and said longitudinal actuator is a brake pedal;

and sending the optimized brake pedal control quantity to a brake pedal controller of the first vehicle, so that the brake pedal controller controls a brake pedal of the first vehicle to perform brake pedal control according to the optimized brake pedal control quantity.

14. A first onboard apparatus, wherein the first onboard apparatus is disposed in a first vehicle in an autonomous fleet; the first onboard apparatus includes:

a control quantity sending unit, which is used for sending the optimized control quantity to a longitudinal controller of the first vehicle so that the longitudinal controller controls a longitudinal actuator of the first vehicle to perform longitudinal control according to the optimized control quantity;

determining a compensation amount Δ F for controlling the first vehicle_Compensation-mg · sin χ; wherein m is a mass of the first vehicle; g is the acceleration of gravity.

15. An autonomous first vehicle, wherein the first vehicle travels in an autonomous fleet of vehicles, the first vehicle comprising a first onboard device, a longitudinal controller, and a longitudinal actuator; the first vehicle-mounted device is connected with a longitudinal controller, and the longitudinal controller is connected with the longitudinal actuating mechanism;

the first onboard device is used for obtaining first gradient information of a first vehicle in the automatic driving fleet; obtaining second gradient information of a second vehicle adjacent to the front of the first vehicle in the automatic driving fleet; determining a compensation amount for controlling the first vehicle based on the first and second grade information; obtaining an original control quantity for controlling the first vehicle; determining an optimized control quantity for controlling the first vehicle according to the original control quantity and the compensation quantity; sending the optimized control quantity to a longitudinal controller of the first vehicle;

the longitudinal controller is used for controlling a longitudinal actuator of the first vehicle to carry out longitudinal control according to the optimized control quantity;

determining a compensation amount Δ F for controlling the first vehicle_{Compensating for}1, is-mg. sin χ; wherein m is a mass of the first vehicle; g is the gravitational acceleration.

16. The autonomous-capable first vehicle of claim 15, wherein the first vehicle is further provided with an inertial measurement unit, the first onboard device being connected with the inertial measurement unit;

the first vehicle-mounted device is specifically configured to:

17. The autonomous-capable first vehicle of claim 15, wherein the first vehicle is further provided with a positioning sensor, the first on-board device being connected with the positioning sensor;

the first vehicle-mounted device is specifically configured to:

18. The autonomous-capable first vehicle of claim 16 or 17, wherein the first vehicle is further provided with a first onboard V2X apparatus, the first onboard device being connected with the first onboard V2X apparatus;

the first onboard apparatus is further configured to:

19. The autonomous-capable first vehicle of claim 17, wherein the first vehicle is further provided with a first onboard V2X apparatus, the first onboard device being connected with the first onboard V2X apparatus;

the first onboard apparatus is further configured to:

20. The autonomous-capable first vehicle of claim 15, wherein the first vehicle is further provided with a first onboard V2X apparatus, the first onboard device being connected with the first onboard V2X apparatus; the first in-vehicle V2X device is communicatively connected with a second in-vehicle V2X device of a second vehicle in the autonomous fleet adjacent in front of the first vehicle;

the first vehicle-mounted device is specifically configured to:

21. The autonomous-capable first vehicle of claim 15, wherein the first vehicle is further provided with a first onboard V2X apparatus, the first onboard device being connected with the first onboard V2X apparatus; the first in-vehicle V2X device is communicatively connected with a second in-vehicle V2X device of a second vehicle in the autonomous fleet adjacent in front of the first vehicle;

the first vehicle-mounted device is specifically configured to:

22. The autonomous-capable first vehicle of claim 15, wherein the first vehicle is further provided with a first onboard V2X apparatus, the first onboard device being connected with the first onboard V2X apparatus; the first in-vehicle V2X device is communicatively connected with a second in-vehicle V2X device of a second vehicle in the autonomous fleet adjacent in front of the first vehicle;

the first vehicle-mounted device is specifically configured to:

receiving, by a first in-vehicle V2X device of a first vehicle, a current acceleration a of a second vehicle in an autonomous fleet of vehicles transmitted by a second in-vehicle V2X device of a second vehicle adjacent in front of the first vehicle_{Add a}；

According to the current acceleration a_AddingMass m of the first vehicle and a predetermined road-to-vehicle resistance F_{Resistance device}Determining an original tractive effort F for controlling said first vehicle_{Traction device}＝ma_Adding+F_{Resistance block}。

23. The autonomous-capable first vehicle of claim 22, wherein the first onboard apparatus is specifically configured to:

according to the original traction force F_{Traction device}And the compensation amount deltaF_CompensationDetermining an optimized tractive effort F 'to control the first vehicle'_{Traction device}＝F_{Traction device}+ΔF_Compensation；

24. The autonomous-capable first vehicle of claim 23, wherein the longitudinal controller is a throttle controller and the longitudinal actuator is a throttle pedal;

the first vehicle-mounted device is specifically configured to:

sending the optimized accelerator pedal control quantity to an accelerator controller of the first vehicle;

the throttle controller is specifically configured to:

and controlling the accelerator pedal of the first vehicle to perform accelerator pedal control according to the optimized accelerator pedal control quantity.

25. The autonomous-capable first vehicle of claim 15, wherein the first vehicle is further provided with a first onboard V2X apparatus, the first onboard device being connected with the first onboard V2X apparatus; the first in-vehicle V2X device is communicatively connected with a second in-vehicle V2X device of a second vehicle in the autonomous fleet adjacent in front of the first vehicle;

the first vehicle-mounted device is specifically configured to:

According to the current braking deceleration a_ReducingMass m of the first vehicle and a predetermined road-to-vehicle resistance F_{Resistance device}Determining an original braking force F for controlling the first vehicle_{System for making}＝ma_{Reducing the weight of}-F_{Resistance device}。

26. The autonomous-capable first vehicle of claim 25, wherein the first onboard apparatus is specifically configured to:

27. The autonomous-capable first vehicle of claim 26, wherein the longitudinal controller is a brake pedal controller and the longitudinal actuator is a brake pedal;

the first vehicle-mounted device is specifically configured to:

sending the optimized brake pedal control quantity to a brake pedal controller of the first vehicle;

the brake pedal controller is specifically configured to:

and controlling the brake pedal of the first vehicle to perform brake pedal control according to the optimized brake pedal control amount.

28. A computer-readable storage medium comprising a program or instructions for implementing the method of controlling an autonomous fleet of vehicles according to any of claims 1 to 13 when the program or instructions are run on a computer.

29. A chip system comprising a processor coupled to a memory, the memory storing program instructions that, when executed by the processor, implement the method of controlling an autonomous vehicle fleet of any of claims 1 to 13.

30. Circuitry, characterized in that the circuitry comprises processing circuitry configured to perform the method of controlling an autonomous fleet of vehicles according to any of claims 1 to 13.

31. A computer server comprising a memory and one or more processors communicatively coupled to the memory;

the memory has stored therein instructions executable by the one or more processors to cause the one or more processors to implement a method of controlling an autonomous fleet of vehicles according to any of claims 1 to 13.