CN113525393A - Vehicle longitudinal acceleration estimation method and system and computer equipment thereof - Google Patents
Vehicle longitudinal acceleration estimation method and system and computer equipment thereof Download PDFInfo
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Abstract
The invention relates to a method for estimating the longitudinal acceleration of a vehicle, a system thereof and computer equipment, wherein the method comprises the following steps: acquiring a measured value of longitudinal acceleration measured by a vehicle inertial sensor at the current moment, and correcting the measured value of the longitudinal acceleration to obtain first longitudinal acceleration; obtaining the measured values of the wheel speeds of the first rear wheel and the second rear wheel measured by the vehicle sensing unit at the current moment, and judging the reliability of the measured values of the wheel speeds of the first rear wheel and the second rear wheel; if at least one of the measured values of the wheel speed of the first rear wheel and the wheel speed of the second rear wheel is reliable, calculating a longitudinal acceleration estimated value at the current moment according to the measured value of the wheel speed of the corresponding reliable rear wheel, and correcting the longitudinal acceleration estimated value to obtain a second longitudinal acceleration; and determining the longitudinal acceleration at the current moment according to the first longitudinal acceleration and the second longitudinal acceleration. The invention can improve the estimation precision of the longitudinal acceleration of the vehicle.
Description
Technical Field
The invention relates to the technical field of vehicle state estimation, in particular to a method and a system for estimating longitudinal acceleration of a vehicle and computer equipment.
Background
The longitudinal acceleration of the vehicle is an important state quantity of the vehicle, some control systems of the vehicle need relatively accurate longitudinal acceleration, a wheel speed sensor is generally installed on a current passenger car, the acceleration can be obtained through speed derivation, but the noise of speed measurement is relatively high, the noise can be obviously amplified after the derivation, the acceleration accuracy is reduced, the longitudinal acceleration can be obtained through the derivation after the speed low-pass filtering, but in this way, because a noise signal with relatively high vehicle speed has to adopt a filter with low cut-off frequency, the time delay is relatively serious, and the error of the method for estimating the longitudinal acceleration is relatively large when the vehicle slips. Although most passenger cars are provided with inertial sensors for measuring longitudinal acceleration, the inertial sensors are affected by gradient and vehicle attitude and have offset, so that the method for measuring longitudinal acceleration by adopting the inertial sensors needs slope and vehicle attitude correction, and accurate slope estimation is difficult to realize at present. The longitudinal acceleration estimation can also be carried out by adopting a kinematics method, which is generally combined with Kalman filtering, but the problem of correcting measurement information based on an inertial sensor cannot be well solved, because the Kalman filtering estimation generally does not model the acceleration, the change of the acceleration is regarded as white noise, and the precision is lower.
Disclosure of Invention
The invention aims to provide a method and a system for estimating the longitudinal acceleration of a vehicle and computer equipment, so as to improve the estimation precision of the longitudinal acceleration of the vehicle.
In a first aspect, an embodiment of the present invention provides a vehicle longitudinal acceleration estimation method, including:
the method comprises the steps of obtaining a measured value of longitudinal acceleration measured by a vehicle inertial sensor at the current moment, and correcting the measured value of the longitudinal acceleration to obtain first longitudinal acceleration;
obtaining the measured values of the wheel speeds of a first rear wheel and a second rear wheel measured by a vehicle sensing unit at the current moment, and judging the reliability of the measured values of the wheel speeds of the first rear wheel and the second rear wheel;
if at least one of the measured values of the wheel speed of the first rear wheel and the wheel speed of the second rear wheel is reliable, calculating a longitudinal acceleration estimated value at the current moment according to the measured value of the wheel speed of the corresponding reliable rear wheel, and correcting the longitudinal acceleration estimated value to obtain a second longitudinal acceleration; and judging the reliability of the first longitudinal acceleration and the second longitudinal acceleration, and determining the longitudinal acceleration at the current moment according to the first longitudinal acceleration, the second longitudinal acceleration and the reliability thereof
In a second aspect, an embodiment of the present invention further provides a vehicle longitudinal acceleration estimation system, including:
the first calculation unit is used for acquiring a measured value of the longitudinal acceleration measured by the vehicle inertia sensor at the current moment and correcting the measured value of the longitudinal acceleration to obtain a first longitudinal acceleration;
the judging unit is used for acquiring the measured values of the wheel speeds of the first rear wheel and the second rear wheel measured by the vehicle sensing unit at the current moment and judging the reliability of the measured values of the wheel speeds of the first rear wheel and the second rear wheel; and
and the second calculation unit is used for calculating the second longitudinal acceleration at the current moment according to the measured value of the corresponding reliable rear wheel speed if at least one of the measured values of the first rear wheel speed and the second rear wheel speed is reliable, and determining the longitudinal acceleration at the current moment according to the first longitudinal acceleration, the second longitudinal acceleration and the reliability of the first longitudinal acceleration and the second longitudinal acceleration.
In a third aspect, an embodiment of the present invention further provides a computer device, including: the vehicle longitudinal acceleration estimation system proposed according to the embodiment of the first aspect; or a memory and a processor, wherein the memory stores computer readable instructions, and the computer readable instructions, when executed by the processor, cause the processor to execute the vehicle longitudinal acceleration estimation method according to the embodiment of the second aspect.
The technical scheme at least has the following advantages: the method comprises the steps of periodically obtaining the longitudinal acceleration detected by an inertial sensor at the current moment and correcting to obtain a first longitudinal acceleration, periodically estimating the longitudinal speed of the vehicle by using the wheel speed of a rear wheel at the current moment, calculating to obtain a longitudinal acceleration according to the longitudinal speed estimation value and correcting to obtain a second longitudinal acceleration, and finally analyzing according to the first longitudinal acceleration, the second longitudinal acceleration and the reliability of the second longitudinal acceleration at the current moment to obtain the longitudinal acceleration of the vehicle at the current moment. The technical scheme can improve the estimation precision of the vehicle in longitudinal direction, integrates the wheel speed and the inertia sensor to estimate the longitudinal acceleration, respectively corrects the wheel speed and the longitudinal acceleration obtained by the inertia sensor correspondingly, and finally carries out comprehensive analysis according to the first longitudinal acceleration, the second longitudinal acceleration and the reliability thereof, thereby improving the parameter estimation precision.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
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In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
Fig. 1 is a flowchart of a method for estimating a longitudinal acceleration of a vehicle according to an embodiment of the present invention.
Fig. 2 is a flowchart of a method for estimating a longitudinal acceleration of a vehicle according to another embodiment of the present invention.
FIG. 3 is a schematic diagram of the relationship between the longitudinal force and the slip ratio of a tire under different vertical loads.
Fig. 4 is a detailed flowchart of step S103 in fig. 1-2.
Detailed Description
Various exemplary embodiments, features and aspects of the present disclosure will be described in detail below with reference to the accompanying drawings. In the drawings, like reference numbers can indicate functionally identical or similar elements. While the various aspects of the embodiments are presented in drawings, the drawings are not necessarily drawn to scale unless specifically indicated.
In addition, in the following detailed description, numerous specific details are set forth in order to provide a better understanding of the present invention. It will be understood by those skilled in the art that the present invention may be practiced without some of these specific details. In some instances, well known means have not been described in detail so as not to obscure the present invention.
As shown in fig. 1, an embodiment of the present invention provides a method for estimating a longitudinal acceleration of a vehicle, including the following steps S101 to S103:
s101, obtaining a measured value of a longitudinal acceleration measured by a vehicle inertial sensor at the current moment, and correcting the measured value of the longitudinal acceleration to obtain a first longitudinal acceleration;
in general, the vehicle inertia sensor includes an acceleration sensor and an angular velocity sensor, so a longitudinal acceleration can be obtained according to a vehicle inertia sensing signal, and since the longitudinal acceleration measured by the inertia sensor has a certain deviation, appropriate correction is required, and the correction mode is many, and the embodiment is not particularly limited.
Preferably, the measured value of the longitudinal acceleration is low-pass filtered to reduce noise before the measured value of the longitudinal acceleration is corrected to obtain the first longitudinal acceleration.
Step S102, obtaining the measured values of the wheel speeds of a first rear wheel and a second rear wheel measured by a vehicle sensing unit at the current moment, and judging the reliability of the measured values of the wheel speeds of the first rear wheel and the second rear wheel;
generally, four wheels of a passenger vehicle are provided with wheel speed sensors, so that wheel speed signals can be obtained in real time, and the vehicle speed can be estimated through the wheel speed. However, the driving wheels are influenced by the driving force to slip higher than the non-driving wheels, and the passenger car is generally in a front driving mode, so that the speed of the passenger car is estimated by using the wheel speed of the rear wheels. The reliability determination of the measured values of the first rear wheel speed and the second rear wheel speed is used for eliminating the influence of accidental slippage and jumping of the wheels on the acceleration estimation.
Preferably, the measured value of the wheel speed of the rear wheel is low-pass filtered to reduce noise before the estimated value of the longitudinal acceleration at the present time is calculated from the measured value of the wheel speed of the corresponding reliable rear wheel.
Step S103, if at least one of the measured values of the speed of the first rear wheel and the speed of the second rear wheel is reliable, calculating a longitudinal acceleration estimated value of the current moment according to the measured value of the speed of the corresponding reliable rear wheel, and correcting the longitudinal acceleration estimated value to obtain a second longitudinal acceleration; and judging the reliability of the first longitudinal acceleration and the second longitudinal acceleration, and determining the longitudinal acceleration at the current moment according to the first longitudinal acceleration, the second longitudinal acceleration and the reliability thereof.
Specifically, the reliability of the first longitudinal acceleration and the second longitudinal acceleration is determined in order to reduce the acceleration estimation noise and improve the estimation accuracy.
According to the method, the wheel speed and the inertial sensor are integrated to estimate the longitudinal acceleration, the wheel speed and the longitudinal acceleration obtained by the inertial sensor are respectively corrected correspondingly, and finally, the integrated analysis is carried out according to the first longitudinal acceleration, the second longitudinal acceleration and the reliability of the first longitudinal acceleration and the second longitudinal acceleration, so that the parameter estimation precision is improved.
In a specific embodiment, as shown in fig. 2, the method further includes:
and step S104, if the measured values of the first rear wheel speed and the second rear wheel speed are unreliable, outputting the first longitudinal acceleration as the longitudinal acceleration at the current moment.
Specifically, when the measured values of the wheel speeds of the two rear wheels are unreliable, which indicates that unexpected slip may occur, the probability is low, and the first longitudinal acceleration obtained by correcting the longitudinal acceleration measured by the inertial sensor is used as the longitudinal acceleration of the vehicle at the current time.
In a specific embodiment, the correcting the longitudinal acceleration estimated value in step S102 to obtain a second longitudinal acceleration specifically includes:
the method comprises the steps of obtaining a vertical load and a tire longitudinal force of a current vehicle, obtaining a corresponding slip rate according to the vertical load and the tire longitudinal force, and correcting a longitudinal acceleration estimated value according to the slip rate to obtain a second longitudinal acceleration.
Generally, two rear wheels of the passenger car are non-driving wheels, and the slip rate is low under most working conditions without considering the influence of the tire slip on the vehicle speed estimation. However, when the vehicle is braked strongly, the tire has a relatively obvious slip and needs to be corrected. The tire slip ratio estimation is obtained through the relation between the slip ratio and the longitudinal force, the relation between the slip ratio and the longitudinal force under different adhesion road surfaces and different vertical loads is different, and the high adhesion coefficient road surface is mainly considered.
Let the vehicle travel on a slope with a slope angle theta and a longitudinal acceleration axWith positive forward direction and vertical rear-axle force FzrComprises the following steps:
Fzr＝(mgLfcosθ±mghsinθ-maxh)/L (1)
wherein m is the vehicle mass, h is the height of the center of mass, L is the wheel base, LfIs the centroid to front axis distance. For passenger cars, these parameters can all be considered constant values. In the formula, the positive sign and the negative sign are respectively positive when ascending and negative when descending.
The slope angle θ is known in equation (1), and can be obtained by the longitudinal acceleration obtained from the wheel speed and the longitudinal acceleration offset of the inertial acceleration sensor.
Longitudinal acceleration a of inertial acceleration measurementxsWith the actual longitudinal acceleration a of the vehiclexThe relation is shown as the formula (2),
in the formula, LcsThe inertial sensor is laterally offset from the center of rotation of the vehicle during cornering,
the point is the yaw angular acceleration,
is a pitch angle.
The unknown quantity in formula (2) has VyAnd a pitch angle
Due to the fact that
Wherein a isyThe lateral velocity V can be obtained by integrating equation (3) for the centroid lateral accelerationy，ayCan be measured by a sensor, having
In the formula, LdsFor sensor longitudinal offset, the γ angle is the roll angle, here approximated by the roll gradient and lateral acceleration, i.e.:
γ＝kcay (5)
in the formula, kcA roll gradient, can be obtained by testing.
For pitch angles, there are:
wherein m 'is the sprung mass, I'y＝Iy+m′h2，IyMoment of inertia of sprung mass about y-axis, MyIs the y-axis moment, neglecting the vertical displacement caused by pitching, and has the following:
wherein Kf、KrSpring rates, R, for front and rear axle suspension respectivelyf、RrRespectively, front and rear axle damper characteristics.
Thus, the above VyAnd estimated pitch angle
The gradient estimation can be obtained by substituting the formula (2), and the gradient estimation result is input into the formula (1) for vertical force estimation after being low-pass filtered.
Vehicle braking force F during hill brakingbComprises the following steps:
Fbr＝±mgsinθ-Fr-δmgax (8)
in the formula, the +/-is positive when going downhill, the +/-is negative when going uphill, and delta is a rotating mass conversion coefficient, calibration can be carried out based on different gears, and approximate calculation can be regarded as 1.03, FrThe vehicle resistance is generally obtained through a coasting experiment test when the vehicle runs on flat ground, and generally the acceleration caused by the item is small and does not cause large errors.
When the braking force is too large, the ABS can act, the braking force of the front wheel and the rear wheel is related to the slip rate, but the ABS does not act in most cases, the pressures of brake cylinders of the front wheel and the rear wheel are consistent, the distribution of the front braking force and the rear braking force only depends on the structural parameters of a brake disc and a brake caliper, the front braking force and the rear braking force can be obtained according to a calibration test in advance, and the proportion of the rear wheel braking force in the whole braking force is assumed to be KbTherefore, the rear wheel braking force is represented by equation (9):
Fbr＝KbFb＝Kb(±mgsinθ-Fr-δmgax) (9)
through tests, the relationship between the vertical force, the longitudinal force and the slip ratio can be obtained, as shown in fig. 3, the tire slip ratio s can be obtained according to the two-dimensional pulse spectrum of fig. 3, different curves in fig. 3 represent the relationship between the tire longitudinal force and the slip ratio under different vertical loads, and therefore the corrected longitudinal acceleration is ax/(1+s)。
Therefore, based on the above, the method of the present embodiment obtains a longitudinal acceleration a by using the longitudinal vehicle speed derivation2Then, the corresponding tire slip ratio s is obtained, the longitudinal acceleration is corrected according to the analysis content, and the corrected second longitudinal acceleration is equal to a2/(1+s)。
Because the acceleration estimation method only considers kinematic factors, the vibration borne by the tire is higher than that of a vehicle body, the speed uncertainty is large, and the estimated acceleration is corrected by introducing dynamic compensation.
In a specific embodiment, the step S101 specifically includes:
correcting the measured value of the longitudinal acceleration based on the gradient and the pitch angle at the current moment to obtain a first longitudinal acceleration;
specifically, the longitudinal acceleration measured by the inertial sensor has a certain offset, and the offset is greatly affected by the gradient of the road on which the vehicle is located and the posture of the vehicle body, so the longitudinal acceleration is corrected according to the gradient and the pitch angle in the present embodiment. The relationship between the longitudinal acceleration measured by the inertial sensor and the actual vehicle longitudinal acceleration is shown in equation (2).
While the first longitudinal acceleration should be equal to the actual longitudinal acceleration axTherefore, when the gradient and pitch angles are estimated, the longitudinal acceleration a that can be measured by the inertial sensor is based on the yaw ratexsAnd the formula (2) calculates the actual longitudinal acceleration as the first longitudinal acceleration.
In an embodiment, the determining the reliability of the first rear wheel speed and the second rear wheel speed in step S102 specifically includes:
step S201, calculating estimated values of the speed of a first rear wheel and the speed of a second rear wheel according to a first formula;
in this embodiment, the first formula is:
v′xw(k)＝vx(k-1)+ax(k-1)×dt±dr×r/2
wherein, v'xwAs rear wheel speed estimate, vx(k-1) longitudinal vehicle speed at the previous time, ax(k-1) is the longitudinal acceleration at the previous moment, drIs the track width between the first rear wheel and the second rear wheel, r is the yaw rate at the current moment, dt is the time step between the current moment and the previous moment, and when the calculated rear wheel is the turning outside wheel, ± is +, when the calculated rear wheel is the turning inside wheel, ± is-;
step S202, whether the wheel speed of the first rear wheel is reliable is judged according to the comparison result of the absolute value of the difference between the wheel speed estimation value of the first rear wheel and the wheel speed measurement value of the first rear wheel and the corresponding preset threshold, and whether the wheel speed of the second rear wheel is reliable is judged according to the comparison result of the absolute value of the difference between the wheel speed estimation value of the second rear wheel and the wheel speed measurement value of the second rear wheel and the corresponding preset threshold.
Specifically, when v'xw(k)-vxw(k)|<Threshold value, vxw(k) And if the current wheel speed is the measured value, the wheel speed of the wheel is reliable, otherwise, the wheel speed is unreliable.
In a specific embodiment, the calculating the longitudinal acceleration of the current period according to the corresponding reliable rear wheel speed in step S102 specifically includes:
step S301, if one and only one of the measured values of the speed of the first rear wheel and the speed of the second rear wheel is reliable, calculating the longitudinal speed of the vehicle at the current moment according to the measured value of the speed of the corresponding reliable rear wheel and a second formula;
in this embodiment, the second formula is:
vx(k)＝vxw(k)±dr×r/2
wherein v isx(k) Is the longitudinal velocity, vxw(k) As a measure of the speed of the rear wheel, drIs the track width between the first rear wheel and the second rear wheel, r is the current moment yaw rate, dt is the time step between the current moment and the previous moment, and + -is + when the calculated rear wheel is the outside-turning wheel and + -is-when the calculated rear wheel is the inside-turning wheel.
Step S302, if the reliability of the measured values of the wheel speed of the first rear wheel and the wheel speed of the second rear wheel is reliable, calculating according to the measured value of the wheel speed of the first rear wheel and the second formula to obtain a corresponding first longitudinal speed, calculating according to the measured value of the wheel speed of the second rear wheel and the second formula to obtain a corresponding second longitudinal speed, and taking the average value of the first longitudinal speed and the second longitudinal speed as the longitudinal speed of the vehicle at the current moment;
and step S303, deriving the calculated longitudinal speed of the vehicle at the current moment to obtain a longitudinal acceleration estimated value at the current moment.
In an embodiment, as shown in fig. 4, the step S103 specifically includes:
s401, acquiring a master cylinder pressure value at the current moment, and judging whether the master cylinder pressure value at the current moment is greater than a corresponding preset threshold value or not;
step S402, if the master cylinder pressure value at the current moment is larger than the corresponding preset threshold value, obtaining the variation delta (a) of the first longitudinal acceleration in the latest time stepx1) The variation delta (a) of the second longitudinal accelerationx2) And the variation delta (P) of the master cylinder pressure value, and according to delta (a)x1)、delta(ax2) And delta (P) determining the reliability of the first longitudinal acceleration and the second longitudinal acceleration, and determining the longitudinal acceleration a at the current moment according to the first longitudinal acceleration, the second longitudinal acceleration and the reliability thereofx(k)。
Wherein, according to delta (a)x1)、delta(ax2) And delta (p) determining the reliability of the first longitudinal acceleration and the second longitudinal acceleration, specifically comprising:
if | Kp×delta(P)-delta(ax1) If | is less than the corresponding preset threshold, the first longitudinal acceleration is reliable, | Kp×delta(P)-delta(ax1) If | is greater than or equal to the corresponding preset threshold, the first longitudinal acceleration is unreliable;
if | Kp×delta(P)-delta(ax2) If | is less than the corresponding preset threshold, the second longitudinal acceleration is reliable, | Kp×delta(P)-delta(ax2) If | is greater than or equal to the corresponding preset threshold, the second longitudinal acceleration is unreliable;
wherein, KpThe relation between the acceleration change and the master cylinder pressure change can be calibrated in advance or identified on line.
Obtaining the longitudinal acceleration a of the current moment according to the first longitudinal acceleration, the second longitudinal acceleration and the reliability thereofx(k) The method specifically comprises the following steps:
if the first longitudinal acceleration and the second longitudinal acceleration are both reliable, and delta (a)x1) Is less than delta (a)x2) According to the longitudinal acceleration a of the previous momentx(k-1) and delta (a)x1) Calculating the longitudinal acceleration a of the current momentx(k) I.e. ax(k)＝ax(k-1)+delta(ax1)；
If the first longitudinal acceleration and the second longitudinal acceleration are both reliable, and delta (a)x2) Is less than delta (a)x1) According to the longitudinal acceleration a of the previous momentx(k-1) and delta (a)x2) Calculating the longitudinal acceleration a of the current momentx(k) I.e. ax(k)＝ax(k-1)+delta(ax2)；
If the first longitudinal acceleration is reliable and the second longitudinal acceleration is unreliable, the longitudinal acceleration a at the previous moment is usedx(k-1) and delta (a)x1) Calculating the longitudinal acceleration a of the current momentx(k) I.e. ax(k)＝ax(k-1)+delta(ax1)；
If the second longitudinal acceleration is reliable and the first longitudinal acceleration is unreliable, the longitudinal acceleration a at the previous moment is usedx(k-1) and delta (a)x2) Calculating the longitudinal acceleration a of the current momentx(k) I.e. ax(k)＝ax(k-1)+delta(ax2)；
If the first longitudinal acceleration and the second longitudinal acceleration are unreliable, the method is based on the ax(k-1)、delta(ax1)、delta(ax2) Determining the longitudinal acceleration a at the present timex(k) Using ax1And ax2The way of combining the estimates, i.e. ax(k)＝ax(k-1)+k1×delta(ax1)+k2×delta(ax2)。
Where k1+ k2 is 1, which is a weighting factor that gives k1 a greater weight when the vehicle has no large longitudinal and lateral acceleration and the inertial sensor signal fluctuation is small, and otherwise gives it a smaller weight.
In an embodiment, as shown in fig. 4, the step S103 specifically includes:
s501, acquiring a master cylinder pressure value at the current moment, and judging whether the master cylinder pressure value at the current moment is larger than a corresponding preset threshold value or not;
step S502, if the master cylinder pressure value at the current moment is less than or equal to the corresponding preset threshold value, a vehicle driving mode is obtained;
step S503, if the vehicle driving mode is idle torque or in the gear shifting process, acquiring the longitudinal acceleration a at the previous momentx(k-1) and delta (a) of the change in the first longitudinal acceleration in the last time stepx1) The variation delta (a) of the second longitudinal accelerationx2) According to ax(k-1)、delta(ax1)、delta(ax2) Determining the longitudinal acceleration a at the present timex(k) Using ax1And ax2The way of combining the estimates, i.e. ax(k)＝ax(k-1)+k1×delta(ax1)+k2×delta(ax2)。
Step S504, if the vehicle driving mode is in the driving working condition, obtaining the variation delta (a) of the first longitudinal acceleration in the latest time stepx1) The variation delta (a) of the second longitudinal accelerationx2) And the amount of change in engine torque, delta, (T), based on delta (a)x1)、delta(ax2) And delta (T) determining the reliability of the first longitudinal acceleration and the second longitudinal acceleration, and determining the longitudinal acceleration a at the current moment according to the first longitudinal acceleration, the second longitudinal acceleration and the reliability thereofx(k)。
Wherein said is according to delta (a)x1)、delta(ax2) And delta (t) determining the reliability of the first longitudinal acceleration and the second longitudinal acceleration, specifically comprising:
if | Kt×delta(T)-delta(ax1) If | is less than the corresponding preset threshold, the first longitudinal acceleration is reliable, | Kt×delta(T)-delta(ax1) | is greater than or equal to corresponding preset threshold valueThe first longitudinal acceleration is unreliable;
if | Kt×delta(T)-delta(ax2) If | is less than the corresponding preset threshold, the second longitudinal acceleration is reliable, | Kt×delta(T)-delta(ax2) If | is greater than or equal to the corresponding preset threshold, the second longitudinal acceleration is unreliable;
wherein, KtThe engine torque change and the acceleration change coefficient can be calibrated in advance or identified on line.
Obtaining the longitudinal acceleration a of the current moment according to the first longitudinal acceleration, the second longitudinal acceleration and the reliability thereofx(k) The method specifically comprises the following steps:
if the first longitudinal acceleration and the second longitudinal acceleration are both reliable, and delta (a)x1) Is less than delta (a)x2) According to the longitudinal acceleration a of the previous momentx(k-1) and delta (a)x1) Calculating the longitudinal acceleration a of the current momentx(k) I.e. ax(k)＝ax(k-1)+delta(ax1)；
If the first longitudinal acceleration and the second longitudinal acceleration are both reliable, and delta (a)x2) Is less than delta (a)x1) According to the longitudinal acceleration a of the previous momentx(k-1) and delta (a)x2) Calculating the longitudinal acceleration a of the current momentx(k) I.e. ax(k)＝ax(k-1)+delta(ax2)；
If the first longitudinal acceleration is reliable and the second longitudinal acceleration is unreliable, the longitudinal acceleration a at the previous moment is usedx(k-1) and delta (a)x1) Calculating the longitudinal acceleration a of the current momentx(k) I.e. ax(k)＝ax(k-1)+delta(ax1)；
If the second longitudinal acceleration is reliable and the first longitudinal acceleration is unreliable, the longitudinal acceleration a at the previous moment is usedx(k-1) and delta (a)x2) Calculating the longitudinal acceleration a of the current momentx(k) I.e. ax(k)＝ax(k-1)+delta(ax2)；
If the first longitudinal acceleration and the second longitudinal accelerationThe acceleration is unreliable, according to ax(k-1)、delta(ax1)、delta(ax2) Determining the longitudinal acceleration a at the present timex(k) I.e. ax(k)＝ax(k-1)+k1×delta(ax1)+k2×delta(ax2)。
The embodiment of the invention also provides a vehicle longitudinal acceleration estimation system, which is used for realizing the method of the embodiment, and the system of the embodiment comprises the following steps:
the first calculation unit is used for acquiring a measured value of the longitudinal acceleration measured by the vehicle inertia sensor at the current moment and correcting the measured value of the longitudinal acceleration to obtain a first longitudinal acceleration;
the judging unit is used for acquiring the measured values of the wheel speeds of the first rear wheel and the second rear wheel measured by the vehicle sensing unit at the current moment and judging the reliability of the measured values of the wheel speeds of the first rear wheel and the second rear wheel;
the second calculation unit is used for calculating a second longitudinal acceleration at the current moment according to the measured value of the wheel speed of the corresponding reliable rear wheel if at least one of the measured values of the wheel speed of the first rear wheel and the wheel speed of the second rear wheel is reliable, and determining the longitudinal acceleration at the current moment according to the first longitudinal acceleration, the second longitudinal acceleration and the reliability of the first longitudinal acceleration and the second longitudinal acceleration; and if the measured values of the wheel speeds of the first rear wheel and the second rear wheel are unreliable, outputting the first longitudinal acceleration as the longitudinal acceleration at the current moment.
The above-described system embodiments are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment.
It should be noted that the system of the foregoing embodiment corresponds to the method of the foregoing embodiment, and therefore, a part of the system of the foregoing embodiment that is not described in detail can be obtained by referring to the content of the method of the foregoing embodiment, and the method steps of the foregoing embodiment can be understood as the functional/purpose limitations of the system of the foregoing embodiment, which are not described herein again.
Also, the vehicle longitudinal acceleration estimation system of the above embodiment, if implemented in the form of a software functional unit and sold or used as a separate product, may be stored in a computer-readable storage medium.
An embodiment of the present invention further provides a computer device, including a memory and a processor, where the memory stores computer-readable instructions, and the computer-readable instructions, when executed by the processor, cause the processor to execute the steps of the vehicle longitudinal acceleration estimation method described in the above embodiment.
Of course, the computer device may also have components such as a wired or wireless network interface, a keyboard, and an input/output interface, so as to perform input/output, and the computer device may also include other components for implementing the functions of the device, which are not described herein again.
Illustratively, the computer program may be divided into one or more units, which are stored in the memory and executed by the processor to accomplish the present invention. The one or more units may be a series of computer program instruction segments capable of performing certain functions, which are used to describe the execution of the computer program in the computer device.
The Processor may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic device, discrete hardware component, etc. The general purpose processor may be a microprocessor or the processor may be any conventional processor or the like, which is the control center for the computer device and connects the various parts of the overall computer device using various interfaces and lines.
The memory may be used for storing the computer program and/or unit, and the processor may implement various functions of the computer device by executing or executing the computer program and/or unit stored in the memory and calling data stored in the memory. In addition, the memory may include high speed random access memory, and may also include non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), at least one magnetic disk storage device, a Flash memory device, or other volatile solid state storage device.
Having described embodiments of the present invention, the foregoing description is intended to be exemplary, not exhaustive, and not limited to the embodiments disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen in order to best explain the principles of the embodiments, the practical application, or improvements made to the technology in the marketplace, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein.
Claims (16)
1. A vehicle longitudinal acceleration estimation method, characterized by comprising:
the method comprises the steps of obtaining a measured value of longitudinal acceleration measured by a vehicle inertial sensor at the current moment, and correcting the measured value of the longitudinal acceleration to obtain first longitudinal acceleration;
obtaining the measured values of the wheel speeds of a first rear wheel and a second rear wheel measured by a vehicle sensing unit at the current moment, and judging the reliability of the measured values of the wheel speeds of the first rear wheel and the second rear wheel;
if at least one of the measured values of the wheel speed of the first rear wheel and the wheel speed of the second rear wheel is reliable, calculating a longitudinal acceleration estimated value at the current moment according to the measured value of the wheel speed of the corresponding reliable rear wheel, and correcting the longitudinal acceleration estimated value to obtain a second longitudinal acceleration; and judging the reliability of the first longitudinal acceleration and the second longitudinal acceleration, and determining the longitudinal acceleration at the current moment according to the first longitudinal acceleration, the second longitudinal acceleration and the reliability thereof.
2. The vehicle longitudinal acceleration estimation method according to claim 1, characterized by comprising:
and if the measured values of the wheel speeds of the first rear wheel and the second rear wheel are unreliable, outputting the first longitudinal acceleration as the longitudinal acceleration at the current moment.
3. The vehicle longitudinal acceleration estimation method according to claim 1, characterized in that the correction of the measured value of the longitudinal acceleration results in a first longitudinal acceleration, in particular:
and correcting the measured value of the longitudinal acceleration based on the gradient and the pitch angle at the current moment to obtain a first longitudinal acceleration.
4. The method for estimating the longitudinal acceleration of the vehicle according to claim 1, wherein the correcting the longitudinal acceleration estimation value to obtain the second longitudinal acceleration specifically comprises:
the method comprises the steps of obtaining a vertical load and a tire longitudinal force of a current vehicle, obtaining a corresponding slip rate according to the vertical load and the tire longitudinal force, and correcting a longitudinal acceleration estimated value according to the slip rate to obtain a second longitudinal acceleration.
5. The vehicle longitudinal acceleration estimation method according to claim 1, characterized in that the determining the reliability of the measured values of the first rear wheel speed and the second rear wheel speed specifically includes:
respectively calculating the wheel speed estimated values of the first rear wheel and the second rear wheel;
and judging whether the wheel speed of the first rear wheel is reliable or not according to a comparison result of the absolute value of the difference between the wheel speed estimated value of the first rear wheel and the wheel speed measured value of the first rear wheel and a corresponding preset threshold value, and judging whether the wheel speed of the second rear wheel is reliable or not according to a comparison result of the absolute value of the difference between the wheel speed estimated value of the second rear wheel and the wheel speed measured value of the second rear wheel and the corresponding preset threshold value.
6. The vehicle longitudinal acceleration estimation method according to claim 5, characterized in that the estimated values of the first rear wheel speed, the second rear wheel speed are calculated as shown in the following expressions:
v′xw(k)＝vx(k-1)+ax(k-1)×dt±dr×r/2
wherein, v'xwAs rear wheel speed estimate, vx(k-1) longitudinal vehicle speed at the previous time, ax(k-1) is the longitudinal acceleration at the previous moment, drIs the track width between the first rear wheel and the second rear wheel, r is the current moment yaw rate, dt is the time step between the current moment and the previous moment, and + -is + when the calculated rear wheel is the outside-turning wheel and + -is-when the calculated rear wheel is the inside-turning wheel.
7. The method for estimating longitudinal acceleration of a vehicle according to claim 1, wherein said calculating the estimated value of longitudinal acceleration at the current time based on the measured value of the wheel speed of the corresponding reliable rear wheel specifically comprises:
if the reliability of only one of the measured values of the wheel speed of the first rear wheel and the wheel speed of the second rear wheel is reliable, calculating the longitudinal speed of the vehicle at the current moment according to the measured value of the wheel speed of the corresponding reliable rear wheel;
if the reliability of the measured values of the wheel speeds of the first rear wheel and the second rear wheel is reliable, calculating according to the measured value of the wheel speed of the first rear wheel to obtain a corresponding first longitudinal speed, calculating according to the measured value of the wheel speed of the second rear wheel to obtain a corresponding second longitudinal speed, and taking the average value of the first longitudinal speed and the second longitudinal speed as the longitudinal speed of the vehicle at the current moment;
and the longitudinal acceleration estimated value of the current moment is obtained by deriving the calculated longitudinal speed of the vehicle at the current moment.
8. The vehicle longitudinal acceleration estimation method according to claim 7, characterized in that, the corresponding longitudinal speed is calculated from the measured value of the rear wheel speed as shown in the following expression:
vx(k)＝vxw(k)±dr×r/2
wherein v isx(k) Is the longitudinal velocity, vxw(k) As a measure of the speed of the rear wheel, drIs the track width between the first rear wheel and the second rear wheel, r is the current moment yaw rate, dt is the time step between the current moment and the previous moment, and + -is + when the calculated rear wheel is the outside-turning wheel and + -is-when the calculated rear wheel is the inside-turning wheel.
9. The vehicle longitudinal acceleration estimation method according to claim 1, characterized in that the determining of the longitudinal acceleration at the present time from the first longitudinal acceleration, the second longitudinal acceleration and the reliability thereof specifically comprises:
acquiring a master cylinder pressure value at the current moment, and judging whether the master cylinder pressure value at the current moment is greater than a corresponding preset threshold value or not;
if the master cylinder pressure value at the current moment is larger than the corresponding preset threshold value, acquiring the variation delta (a) of the first longitudinal acceleration in the latest time stepx1) The variation delta (a) of the second longitudinal accelerationx2) And the variation delta (P) of the master cylinder pressure value, and according to delta (a)x1)、delta(ax2) And delta (P) determining the reliability of the first longitudinal acceleration and the second longitudinal acceleration, and determining the longitudinal acceleration a at the current moment according to the first longitudinal acceleration, the second longitudinal acceleration and the reliability thereofx(k)。
10. The vehicle longitudinal acceleration estimation method according to claim 9, characterized in that, the method is based on delta (a)x1)、delta(ax2) And delta (p) determining the reliability of the first longitudinal acceleration and the second longitudinal acceleration, specifically comprising:
if | Kp×delta(P)-delta(ax1) If | is less than the corresponding preset threshold, the first longitudinal acceleration is reliable, | Kp×delta(P)-delta(ax1) If | is greater than or equal to the corresponding preset threshold, the first longitudinal acceleration is unreliable;
if | Kp×delta(P)-delta(ax2) If | is less than the corresponding preset threshold, the second longitudinal acceleration is reliable, | Kp×delta(P)-delta(ax2) If | is greater than or equal to the corresponding preset threshold, the second longitudinal acceleration is unreliable;
wherein, KpThe parameter values are calibrated in advance.
11. The vehicle longitudinal acceleration estimation method according to claim 9, characterized in that the longitudinal acceleration a at the present time is obtained from the first longitudinal acceleration, the second longitudinal acceleration, and the reliability thereofx(k) The method specifically comprises the following steps:
if the first longitudinal acceleration and the second longitudinal acceleration are both reliable, and delta (a)x1) Is less than delta (a)x2) According to the longitudinal acceleration a of the previous momentx(k-1) and delta (a)x1) Calculating the longitudinal acceleration a of the current momentx(k)；
If the first longitudinal acceleration and the second longitudinal acceleration are both reliable, and delta (a)x2) Is less than delta (a)x1) According to the longitudinal acceleration a of the previous momentx(k-1) and delta (a)x2) Calculating the longitudinal acceleration a of the current momentx(k)；
If the first longitudinal acceleration is reliable and the second longitudinal acceleration is unreliable, the longitudinal acceleration a at the previous moment is usedx(k-1) and delta (a)x1) Calculating the longitudinal acceleration a of the current momentx(k)；
If the second longitudinal acceleration is reliable and the first longitudinal acceleration is unreliable, the longitudinal acceleration a at the previous moment is usedx(k-1) and delta (a)x2) Calculating the longitudinal acceleration a of the current momentx(k)。
12. The vehicle longitudinal acceleration estimation method according to claim 1, characterized in that the determining of the longitudinal acceleration at the present time from the first longitudinal acceleration, the second longitudinal acceleration and the reliability thereof specifically comprises:
acquiring a master cylinder pressure value at the current moment, and judging whether the master cylinder pressure value at the current moment is greater than a corresponding preset threshold value or not;
if the master cylinder pressure value at the current moment is less than or equal to the corresponding preset threshold value, acquiring a vehicle driving mode;
if the vehicle driving mode is idle torque or in the gear shifting process, acquiring the longitudinal acceleration a at the previous momentx(k-1) and delta (a) of the change in the first longitudinal acceleration in the last time stepx1) The variation delta (a) of the second longitudinal accelerationx2) According to ax(k-1)、delta(ax1)、delta(ax2) Determining the longitudinal acceleration a at the present timex(k)；
If the vehicle driving mode is in the driving working condition, acquiring the variation delta (a) of the first longitudinal acceleration in the latest time stepx1) The variation delta (a) of the second longitudinal accelerationx2) And the amount of change in engine torque, delta, (T), based on delta (a)x1)、delta(ax2) And delta (T) determining the reliability of the first longitudinal acceleration and the second longitudinal acceleration, and determining the longitudinal acceleration a at the current moment according to the first longitudinal acceleration, the second longitudinal acceleration and the reliability thereofx(k)。
13. The vehicle longitudinal acceleration estimation method according to claim 12, characterized in that, the method is based on delta (a)x1)、delta(ax2) And delta (t) determining the reliability of the first longitudinal acceleration and the second longitudinal acceleration, specifically comprising:
if | Kt×delta(T)-delta(ax1) If | is less than the corresponding preset threshold, the first longitudinal acceleration is reliable, | Kt×delta(T)-delta(ax1) If | is greater than or equal to the corresponding preset threshold, the first longitudinal acceleration is unreliable;
if | Kt×delta(T)-delta(ax2) If | is less than the corresponding preset threshold, the second longitudinal acceleration is reliable, | Kt×delta(T)-delta(ax2) If | is greater than or equal to the corresponding preset threshold, the second longitudinal acceleration is unreliable;
wherein, KtThe parameter values are calibrated in advance.
14. The vehicle longitudinal acceleration estimation method according to claim 12, characterized in that the longitudinal acceleration a at the present time is obtained from the first longitudinal acceleration, the second longitudinal acceleration, and the reliability thereofx(k) The method specifically comprises the following steps:
if the first longitudinal acceleration and the second longitudinal acceleration are both reliable, and delta (a)x1) Is less than delta (a)x2) According to the longitudinal acceleration a of the previous momentx(k-1) and delta (a)x1) Calculating the longitudinal acceleration a of the current momentx(k)；
If the first longitudinal acceleration and the second longitudinal acceleration are both reliable, and delta (a)x2) Is less than delta (a)x1) According to the longitudinal acceleration a of the previous momentx(k-1) and delta (a)x2) Calculating the longitudinal acceleration a of the current momentx(k)；
If the first longitudinal acceleration is reliable and the second longitudinal acceleration is unreliable, the longitudinal acceleration a at the previous moment is usedx(k-1) and delta (a)x1) Calculating the longitudinal acceleration a of the current momentx(k)；
If the second longitudinal acceleration is reliable and the first longitudinal acceleration is unreliable, the longitudinal acceleration a at the previous moment is usedx(k-1) and delta (a)x2) Calculating the longitudinal acceleration a of the current momentx(k)；
If the first longitudinal acceleration and the second longitudinal acceleration are unreliable, the method is based on the ax(k-1)、delta(ax1)、delta(ax2) Determining the longitudinal acceleration a at the present timex(k)。
15. A vehicle longitudinal acceleration estimation system for implementing the method of any one of claims 1-14, characterized by comprising:
the first calculation unit is used for acquiring a measured value of the longitudinal acceleration measured by the vehicle inertia sensor at the current moment and correcting the measured value of the longitudinal acceleration to obtain a first longitudinal acceleration;
the judging unit is used for acquiring the measured values of the wheel speeds of the first rear wheel and the second rear wheel measured by the vehicle sensing unit at the current moment and judging the reliability of the measured values of the wheel speeds of the first rear wheel and the second rear wheel; and
and the second calculation unit is used for calculating the second longitudinal acceleration at the current moment according to the measured value of the corresponding reliable rear wheel speed if at least one of the measured values of the first rear wheel speed and the second rear wheel speed is reliable, and determining the longitudinal acceleration at the current moment according to the first longitudinal acceleration, the second longitudinal acceleration and the reliability of the first longitudinal acceleration and the second longitudinal acceleration.
16. A computer device, comprising: the vehicle longitudinal acceleration estimation system according to claim 15; or a memory and a processor, the memory having stored therein computer readable instructions which, when executed by the processor, cause the processor to perform the vehicle longitudinal acceleration estimation method according to any one of claims 1-14.
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