CN115534950A

CN115534950A - Vehicle control method, device, equipment and computer readable medium

Info

Publication number: CN115534950A
Application number: CN202211534199.7A
Authority: CN
Inventors: 龙文; 李敏; 侯凯斌; 王倩; 黄家琪; 陶武康; 刘智睿; 艾永军
Original assignee: GAC Aion New Energy Automobile Co Ltd
Current assignee: GAC Aion New Energy Automobile Co Ltd
Priority date: 2022-12-02
Filing date: 2022-12-02
Publication date: 2022-12-30
Anticipated expiration: 2042-12-02
Also published as: CN115534950B

Abstract

Embodiments of the present disclosure disclose vehicle control methods, apparatus, devices, and computer readable media. One embodiment of the method comprises: acquiring a positioning coordinate and a current speed value of a vehicle at the current moment; acquiring a road gradient value; determining the difference between the cruising speed value and the current speed value as a target speed error value; transmitting the cruising vehicle speed value, the current vehicle speed value and the road slope value to a driving force feedforward control server to generate a current driving torque value and a current braking torque value; transmitting the target speed error value to a compensation control server to generate a compensated disturbance value; generating a target torque value based on the target speed error value, the current driving torque value, the current braking torque value and the compensation disturbance value; in response to determining that the target speed error value satisfies a preset error condition, the target torque value is transmitted to an engine controller for controlling the vehicle to cruise. The embodiment can improve the tracking capability of the vehicle on the target vehicle speed.

Description

Vehicle control method, device, equipment and computer readable medium

Technical Field

Embodiments of the present disclosure relate to the field of computer technologies, and in particular, to a vehicle control method, apparatus, device, and computer readable medium.

Background

The longitudinal control of the vehicle has important significance for controlling the intelligent vehicle to cruise at a constant speed. At present, when the longitudinal control of the vehicle is carried out, the following modes are generally adopted: first, a vehicle speed deviation during constant speed cruising of a vehicle is feedback-controlled by a regulation algorithm such as PID (Proportional, integral, derivative) control. And then, directly adjusting the current vehicle speed according to the vehicle speed deviation so as to control the vehicle to maintain the target vehicle speed for constant-speed cruising.

However, the inventors have found that when the vehicle control is performed in the above manner, there are often technical problems as follows:

firstly, the vehicle speed deviation has hysteresis, a certain time is needed from the deviation generation to the deviation elimination, the deviation cannot be eliminated in time by feedback control, and the cruise vehicle speed is difficult to be stably controlled by a PID algorithm, so that the tracking capability of the vehicle on the target vehicle speed is poor, and the stability of the constant-speed cruise of the vehicle is reduced;

secondly, if the vehicle is cruising on a road with a slope, the cruising speed is easily reduced too much due to large slope resistance, and the current speed is adjusted only according to the speed deviation, so that the tracking capability of the vehicle on the slope to the target speed is easily poor, and the stability of the vehicle in constant-speed cruising is reduced.

The above information disclosed in this background section is only for enhancement of understanding of the background of the inventive concept and, therefore, it may contain information that does not form the prior art that is already known to a person of ordinary skill in the art.

Disclosure of Invention

This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.

Some embodiments of the present disclosure propose a vehicle control method, apparatus, device and computer readable medium to solve one or more of the technical problems mentioned in the background section above.

In a first aspect, some embodiments of the present disclosure provide a vehicle control method, including: acquiring a positioning coordinate and a current speed value of a vehicle at the current moment; acquiring a road slope value matched with the positioning coordinates from a high-precision map; determining the difference between a preset cruising speed value and the current speed value as a target speed error value; transmitting a preset cruising vehicle speed value, the current vehicle speed value and the road slope value to a driving force feedforward control server to generate a current driving torque value and a current braking torque value; transmitting the target speed error value to a compensation control server to generate a compensation disturbance value; generating a target torque value based on the target speed error value, the current driving torque value, the current braking torque value and the compensation disturbance value; and transmitting the target torque value to an engine controller for controlling the vehicle to cruise in response to determining that the target speed error value meets a preset error condition.

In a second aspect, some embodiments of the present disclosure provide a vehicle control apparatus including: a first acquisition unit configured to acquire a positioning coordinate of a vehicle at a current time and a current vehicle speed value; a second acquisition unit configured to acquire a road gradient value matching the positioning coordinates from a high-precision map; a determination unit configured to determine a difference between a preset cruise vehicle speed value and the current vehicle speed value as a target speed error value; a first generation unit configured to transmit a preset cruise vehicle speed value, the current vehicle speed value, and the road grade value to a driving force feedforward control server to generate a current driving torque value and a current braking torque value; a second generation unit configured to transmit the target speed error value to a compensation control server to generate a compensated disturbance value; a third generating unit configured to generate a target torque value based on the target speed error value, the current driving torque value, the current braking torque value, and the compensation disturbance value; a transmission unit configured to transmit the target torque value to an engine controller for controlling vehicle cruise in response to determining that the target speed error value satisfies a preset error condition.

In a third aspect, some embodiments of the present disclosure provide an electronic device, comprising: one or more processors; a storage device having one or more programs stored thereon, which when executed by one or more processors, cause the one or more processors to implement the method described in any of the implementations of the first aspect.

In a fourth aspect, some embodiments of the present disclosure provide a computer-readable medium on which a computer program is stored, wherein the computer program, when executed by a processor, implements the method described in any of the implementations of the first aspect.

The above embodiments of the present disclosure have the following advantages: by the vehicle control method of some embodiments of the present disclosure, the tracking ability of the vehicle to the target vehicle speed can be improved. Specifically, the reason why the vehicle has poor tracking ability for the target vehicle speed is that: because the speed deviation has hysteresis, and a certain time is needed from the generation of the deviation to the elimination of the deviation, the deviation cannot be eliminated in time by feedback control, and the cruise speed is difficult to be stably controlled by a PID algorithm, so that the tracking capability of the vehicle on the target speed is poor. Based on this, the vehicle control method of some embodiments of the present disclosure first obtains the positioning coordinates of the vehicle at the current time and the current vehicle speed value. And acquiring the road slope value matched with the positioning coordinates from the high-precision map. Therefore, the current driving torque value and the current braking torque value can be obtained through a feedforward control mode in the follow-up process, and a linear expansion state observer is constructed to track longitudinal speed disturbance. Thus, the value of the drive torque or the value of the brake torque actually required for the vehicle cruise at a constant speed can be determined. Further, the vehicle's ability to track the target vehicle speed can be improved to better perform cruise control. And secondly, determining the difference between the preset cruising speed value and the current speed value as a target speed error value. Thereby, the subsequent construction of a linear extended state observer is facilitated. Then, the preset cruise vehicle speed value, the current vehicle speed value and the road grade value are transmitted to a driving force feedforward control server to generate a current driving torque value and a current braking torque value. Therefore, the current driving torque value or the current braking torque value can be adjusted through compensating disturbance values subsequently, and the vehicle can be controlled to track the target vehicle speed better. The target speed error value is then transmitted to the compensation control server to generate a compensated disturbance value. And generating a target torque value based on the target speed error value, the current driving torque value, the current braking torque value and the compensation disturbance value. Therefore, the current driving torque value or the current braking torque value can be adjusted through the compensation disturbance value, and the driving torque value or the braking torque value actually required by the vehicle for cruising at constant speed is determined. Finally, in response to determining that the target speed error value satisfies a preset error condition, the target torque value is transmitted to the engine controller for controlling the vehicle to cruise. Therefore, when the target vehicle speed is larger than the current vehicle speed, the value of the driving torque actually required by the vehicle for constant-speed cruising can be transmitted to the engine controller so as to control the vehicle to better track the target vehicle speed. Therefore, the vehicle control method disclosed by the invention adopts a mode of combining the feedforward control and the linear extended state observer, can solve disturbance compensation for the vehicle speed deviation before the vehicle speed deviation is not generated, and can adjust the current driving torque or the current braking torque corresponding to the target vehicle speed through the disturbance compensation so as to achieve the purpose of eliminating the deviation in time. Therefore, the tracking capability of the vehicle to the target vehicle speed can be improved. On the basis, the stability of the vehicle in constant-speed cruising can be improved, so that the vehicle can maintain the target vehicle speed more stably to perform constant-speed cruising.

Drawings

The above and other features, advantages, and aspects of embodiments of the present disclosure will become more apparent by referring to the following detailed description when taken in conjunction with the accompanying drawings. Throughout the drawings, the same or similar reference numbers refer to the same or similar elements. It should be understood that the drawings are schematic and that elements and elements are not necessarily drawn to scale.

FIG. 1 is a flow chart of some embodiments of a vehicle control method according to the present disclosure;

FIG. 2 is a schematic structural diagram of some embodiments of a vehicle control apparatus according to the present disclosure;

FIG. 3 is a schematic block diagram of an electronic device suitable for use in implementing some embodiments of the present disclosure.

Detailed Description

Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While certain embodiments of the disclosure are shown in the drawings, it is to be understood that the disclosure may be embodied in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete. It should be understood that the drawings and embodiments of the disclosure are for illustration purposes only and are not intended to limit the scope of the disclosure.

It should be noted that, for convenience of description, only the portions related to the present invention are shown in the drawings. The embodiments and features of the embodiments in the present disclosure may be combined with each other without conflict.

It should be noted that the terms "first", "second", and the like in the present disclosure are only used for distinguishing different devices, modules or units, and are not used for limiting the order or interdependence of the functions performed by the devices, modules or units.

It is noted that references to "a" or "an" in this disclosure are intended to be illustrative rather than limiting, and that those skilled in the art will appreciate that references to "one or more" are intended to be exemplary and not limiting unless the context clearly indicates otherwise.

The names of messages or information exchanged between devices in the embodiments of the present disclosure are for illustrative purposes only, and are not intended to limit the scope of the messages or information.

The present disclosure will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

Fig. 1 illustrates a flow 100 of some embodiments of a vehicle control method according to the present disclosure. The vehicle control method includes the steps of:

step 101, obtaining the positioning coordinate of the vehicle at the current moment and the current vehicle speed value.

In some embodiments, an executing subject (e.g., a vehicle control unit) of the vehicle control method may acquire the positioning coordinates and the current vehicle speed value through a wired connection manner or a wireless connection manner. The Positioning coordinates may be GPS (Global Positioning System) Positioning coordinates of the current vehicle. The current vehicle speed value may be an actual speed value of the current vehicle. The location coordinates of the vehicle at the current moment CAN be acquired from the vehicle navigation through a CAN (Controller Area Network) bus, and the current vehicle speed value CAN be acquired from a vehicle speed sensor.

And 102, acquiring a road gradient value matched with the positioning coordinates from the high-precision map.

In some embodiments, the execution body may acquire a road gradient value matching the positioning coordinates from a high-precision map. The high-precision map may be a high-resolution map for automatic driving, including road surface features. The road surface feature may include a road grade value of the road. The road grade value may be an angle value of a grade of a road surface. The road gradient value matched with the positioning coordinate may be the road gradient value corresponding to the road positioned on the high-precision map by the positioning coordinate. The road gradient value output by the high-precision map CAN be obtained through the CAN bus.

And 103, determining the difference between the preset cruising speed value and the current speed value as a target speed error value.

In some embodiments, the executing agent may determine a difference between a preset cruise vehicle speed value and the current vehicle speed value as a target speed error value. The preset cruising speed value may be a preset speed value when the current vehicle performs constant-speed cruising. The target speed error value may be an error value between an actual speed value and a set speed value of the current vehicle.

And 104, transmitting the preset cruise vehicle speed value, the current vehicle speed value and the road slope value to a driving force feedforward control server to generate a current driving torque value and a current braking torque value.

In some embodiments, the execution body may transmit a preset cruise vehicle speed value, the current vehicle speed value, and the road slope value to the driving force feedforward control server to generate the current driving torque value and the current braking torque value in various manners. The driving force feedforward control server may be a server for predicting a driving torque value and a braking torque value required by the constant-speed cruising of the current vehicle according to the speed of the current vehicle and the gradient of the road where the current vehicle is located. The above-described present drive torque value may be a value of drive torque required for the vehicle to cruise at a present time without considering the longitudinal speed disturbance. The above-mentioned current brake torque value may be a value of the brake torque required for the vehicle cruise at the current time without considering the longitudinal speed disturbance.

In some optional implementations of some embodiments, the execution agent may transmit a preset cruise vehicle speed value, the current vehicle speed value, and the road gradient value to the driving force feedforward control server through a CAN bus. According to the longitudinal dynamics of the vehicle, the driving force feedforward control server can generate a current driving torque value and a current braking torque value through the following steps:

firstly, generating a current driving torque value based on a preset cruising vehicle speed value and the road gradient value. The current driving torque value may be generated by the following formula:

。

wherein the content of the first and second substances,

representing the current drive torque value (singly)The bits may be:

）。

the unit of the whole vehicle is represented as:

）。

represents the acceleration of gravity (unit may be:

）。

representing the rolling resistance coefficient.

Representing the road grade value.

Representing the air resistance coefficient.

Represents the frontal area of the vehicle (the unit may be:

）。

represents the air density (units may be:

）。

indicating the vehicle speed.

Representing the target value.

Represents a cruising vehicle speed value (unit may be:

）。

representing the vehicle rotating mass conversion factor.

Representing the radius of the wheel.

Representing the variator drive ratio.

Representing the final drive ratio.

Representing the mechanical efficiency of the drive train.

And secondly, generating a current braking torque value based on a preset cruising speed value and the current speed value. Specifically, the current braking torque value may be generated by the following formula:

。

wherein, the first and the second end of the pipe are connected with each other,

indicating the current braking torque value.

Represents a cruising vehicle speed value (unit may be:

）。

indicates the current vehicle speed value (the unit may be:

）。

representing the actual value.

Indicating the proportional adjustment coefficient of the PID control.

Indicating the integral regulation factor of the PID control.

Representing the differential regulation coefficient of the PID control.

Step 105, the target speed error value is transmitted to the compensation control server to generate a compensated disturbance value.

In some embodiments, the execution agent may transmit the target speed error value to a penalty control server via a CAN bus to generate a penalty disturbance value. Wherein, the compensation control server may be a server that obtains compensation disturbance related to longitudinal speed control through a linear extended state observer. The compensation disturbance value may be a torque value that is additionally required to be compensated due to the deviation of the longitudinal speed control of the current vehicle at the current moment.

In some optional implementations of some embodiments, the execution subject may transmit the target speed error value to a compensation control server, and the compensation control server may generate the compensated disturbance value by:

first, a first derivative value of the target speed error value is determined as a target acceleration value.

And secondly, determining a second derivative value of the target speed error value as a target acceleration change rate.

And thirdly, constructing an observer state equation based on the target speed error value, the target acceleration value and the target acceleration change rate. Wherein the observer state equation can be used to characterize a linear extended state observer. An observer state equation can be constructed according to a second-order system modeling method.

In some optional implementations of some embodiments, the compensation control server may construct the observer state equation based on the target speed error value, the target acceleration value, and the target acceleration change rate by:

and step one, constructing a second-order differential equation based on the target speed error value, the target acceleration value and the target acceleration change rate. The second order differential equation described above may be used, among other things, to characterize a second order system with respect to the rate of change of acceleration. First, the target speed error value, the target acceleration value, and the preset disturbance variable are respectively used as state variables, and then the state variables can be represented by the three state variables. The preset disturbance variable can be used for representing the expansion state including the longitudinal speed disturbance. Then, the drive torque value is used as a control amount. Finally, the following second order differential equation can be constructed by differential method:

。

representing the target acceleration rate.

A target acceleration value is indicated.

Representing a target speed error value. The above state quantities can be used

And (4) showing.

Representing a matrix transpose.

Representing a preset disturbance variable.

An unknown coefficient representing a target acceleration value.

An unknown coefficient representing a target speed error value.

Indicating an external disturbance.

Representing an adjustable known item.

The control amount is indicated.

And secondly, constructing an initial state equation based on the second-order differential equation. Wherein the initial state equations described above can be used to characterize a continuous expanding state space. The second order differential equation can be converted into the following initial state equation by the above state quantity:

。

represents the above state quantity

。

Represents the state quantity

The rate of change of (c).

Indicating longitudinal velocity disturbances

The rate of change of (c).

Representing the output.

To represent

The compensation term of (2).

And thirdly, performing conversion processing on the initial state equation to obtain an observer state equation. Wherein, the observer state equation can be used to characterize a linear extended state observer that compensates for longitudinal errors. By applying the above initial state equation

And as a control variable, respectively taking the target speed error value estimator, the target acceleration value estimator and the preset disturbance variable estimator as state variables, and performing conversion processing on the initial state equation to obtain the following observer state equation:

。

representing a target speed error value estimate.

Representing a target acceleration value estimate.

Representing the longitudinal velocity disturbance estimate.

Is represented by the above state variables

、

And

state quantity of composition

。

Represents a state quantity

The rate of change of (c).

The linear extended state observer described above is represented.

The control amount corresponding to the linear extended state observer is shown.

Representing the corresponding output of the linear extended state observer.

Representing the gain matrix of the observer. The observer state can be parameterizedThe poles of the range are placed at the same position to obtain the gain matrix of the observer, which can be expressed by the following formula:

。

representing the same position where the poles of the observer equation of state are located. It should be noted that, in the following description,

the value of (1) is set according to the tracking condition of the target vehicle speed in the real vehicle test.

And fourthly, generating a compensation disturbance value based on the observer state equation. The preset disturbance variable can be tracked through a longitudinal speed disturbance estimator in an observer state equation, and the observer state equation is solved through a preset heterogeneous state equation solving method to obtain a compensation disturbance value. The compensated disturbance value may be expressed by the following equation:

。

wherein the content of the first and second substances,

representing the compensated disturbance value.

As an example, the above-mentioned preset inhomogeneous state equation solving method may include, but is not limited to, at least one of the following: direct method, laplace transform method.

In practice, the target speed error value pair may be based on

、

And performing segmentation selection. When the target speed error value is greater than 10 km/h, a larger value can be selected in a preset value range

And medium

. For example, the above

Can be from 0 to 10, as described above

The value interval of (a) may be 1 to 3. When the absolute value of the target speed error value is less than 3 kilometers/meter, a smaller medium value can be taken in a preset value-taking interval

And is smaller

。

And 106, generating a target torque value based on the target speed error value, the current driving torque value, the current braking torque value and the compensation disturbance value.

In some embodiments, the execution body may generate the target torque value based on the target speed error value, the current driving torque value, the current braking torque value, and the compensation disturbance value in various manners. The target torque value may be a value of a driving torque or a braking torque that is actually required to be applied when the vehicle performs cruise control at the present time.

In some optional implementations of some embodiments, the executing body may generate the target torque value based on the target speed error value, the current driving torque value, the current braking torque value, and the compensation disturbance value by:

in a first step, in response to determining that the target speed error value satisfies a preset error condition, the compensation disturbance value is determined as a compensation driving torque value. The preset error condition may be that the target speed error value is greater than 0. The above-mentioned compensated drive torque value may be a value at which vehicle acceleration requires compensation of the applied drive torque.

And secondly, determining a first preset gain coefficient corresponding to the road gradient value as a first gradient gain coefficient. The first preset gain factor may be a weighting factor preset according to the road grade value for adjusting the compensation driving torque value. The first preset gain coefficient is within a preset weight value range. The road gradient value and the first preset gain coefficient have a corresponding relation. When the gradient is small, a small weight coefficient can be selected in the weight value interval. The weight value interval may be a preset value interval. When the gradient is large, a large weight coefficient can be selected in the weight value-taking interval. When the gradient is medium, a medium weight coefficient can be selected in the weight value range.

And thirdly, determining the product of the first gradient gain coefficient and the compensation driving torque value as a target compensation driving torque value. The target compensation drive torque value may be a value at which the vehicle acceleration actually requires compensation of the applied drive torque.

And fourthly, determining the sum of the current driving torque value and the target compensation driving torque value as a target torque value.

Optionally, the executing body may further perform the following steps:

in the first step, in response to the fact that the target speed error value does not meet the preset error condition, the compensation disturbance value is determined to be a compensation braking torque value. The compensating brake torque value may be a value at which the vehicle is decelerated requiring a compensation of the applied brake torque.

And secondly, determining a second preset gain coefficient corresponding to the road grade value as a second grade gain coefficient. The second preset gain coefficient may be a weight coefficient preset according to the road grade value and used for adjusting the compensation braking torque value. The second predetermined gain factor is within the predetermined weight value range. And the road gradient value and the second preset gain coefficient have a corresponding relation.

And thirdly, determining the product of the second gradient gain coefficient and the compensation braking torque value as a target compensation braking torque value. The target compensation braking torque value can be a value which is actually required to compensate the applied braking torque when the vehicle accelerates.

And fourthly, determining the sum of the current braking torque value and the compensation braking torque value as a target torque value.

The above target torque value generation step and its related content are regarded as an inventive point of the embodiments of the present disclosure, and the technical problem mentioned in the background art two "the vehicle has poor tracking ability on the target vehicle speed at the slope" is solved. Factors that lead to poor vehicle tracking of the target vehicle speed at a hill tend to be as follows: the ramp resistance is large, the cruising speed is easy to reduce too much, the current speed is adjusted only according to the speed deviation, and the tracking capability of the vehicle to the target speed at the ramp is easy to cause to be poor. If the factors are solved, the effect of improving the tracking capability of the vehicle on the target vehicle speed at the slope can be achieved. To achieve this, first, it is determined whether the current vehicle needs to be subjected to drive control or brake control, and whether the disturbance compensation corresponds to the drive control or brake control, from the above-described target speed error value. Then, considering the influence of the gradient on the vehicle speed, the torque required to be compensated and increased by the current vehicle can be further adjusted by adding a weight coefficient to the compensation disturbance. Finally, if the current vehicle needs to be subjected to drive control, the adjustment range of the current drive torque can be controlled through the compensation torque with the gradient influence. If the current vehicle needs to be braked, the adjustment amplitude of the current braking torque can be controlled through the compensation torque with the gradient influence. Therefore, the current driving torque or the current braking torque can be adjusted more accurately, so that the vehicle can better maintain the target vehicle speed cruise at the slope. Also, when the gradient is small, a smaller weight coefficient may be selected. When the gradient is larger, a larger weight coefficient may be selected. When the gradient is medium, a medium weight coefficient may be selected. Thus, a precise regulation of the present driving torque or the present braking torque can be achieved by adding a gradient-related weighting factor to the compensating disturbance to add the influence of the gradient on the vehicle speed. Further, the ability of the vehicle to track the target vehicle speed at the slope can be improved. Further, the stability of the vehicle at constant speed cruising can be improved.

In response to determining that the target speed error value meets a preset error condition, a target torque value is transmitted to the engine controller for controlling the vehicle to cruise, step 107.

In some embodiments, the execution agent may transmit the target torque value to an engine controller for controlling vehicle cruise in response to determining that the target speed error value satisfies a preset error condition. The engine controller may be a device that controls driving of the vehicle based on the driving torque. The target torque value CAN be transmitted to the engine controller through the CAN bus to carry out driving control, and the vehicle is controlled to be maintained at the target speed so as to realize constant-speed cruising.

Optionally, the executing body may further transmit the target torque value to a wheel controller in response to determining that the target speed error value does not satisfy the preset error condition, so as to control the vehicle to cruise. The wheel controller may be a device that brakes the wheel to decelerate according to the braking torque. The target torque value CAN be transmitted to the wheel controller through the CAN bus to perform braking control, and the vehicle is controlled to maintain at the target speed to realize constant-speed cruising.

The above embodiments of the present disclosure have the following advantages: by the vehicle control method of some embodiments of the disclosure, the tracking capability of the vehicle on the target vehicle speed can be improved. Specifically, the reason why the vehicle has poor tracking ability for the target vehicle speed is that: because the speed deviation has hysteresis, and a certain time is needed from the generation of the deviation to the elimination of the deviation, the deviation cannot be eliminated in time by feedback control, and the cruise speed is difficult to be stably controlled by a PID algorithm, so that the tracking capability of the vehicle on the target speed is poor. Based on this, the vehicle control method of some embodiments of the present disclosure, first, obtains the positioning coordinates of the vehicle at the current time and the current vehicle speed value. And acquiring the road gradient value matched with the positioning coordinates from the high-precision map. Therefore, the current driving torque value and the current braking torque value can be obtained through a feedforward control mode, and a linear extended state observer is constructed to track longitudinal speed disturbance. Thus, the value of the drive torque or the value of the brake torque actually required for the vehicle cruise at a constant speed can be determined. Further, the vehicle's ability to track the target vehicle speed can be improved to better perform cruise control. And secondly, determining the difference between the preset cruising speed value and the current speed value as a target speed error value. Thereby, the subsequent construction of a linear extended state observer is facilitated. Then, the preset cruise vehicle speed value, the current vehicle speed value and the road grade value are transmitted to a driving force feedforward control server to generate a current driving torque value and a current braking torque value. Therefore, the current driving torque value or the current braking torque value is adjusted conveniently through compensating disturbance values, and the vehicle can be controlled to better track the target vehicle speed. The target speed error value is then transmitted to the compensation control server to generate a compensated disturbance value. And generating a target torque value based on the target speed error value, the current driving torque value, the current braking torque value and the compensation disturbance value. Therefore, the current driving torque value or the current braking torque value can be adjusted through compensating the disturbance value, and the value of the driving torque or the value of the braking torque actually required by the vehicle cruise at the constant speed is determined. Finally, in response to determining that the target speed error value satisfies a preset error condition, transmitting the target torque value to an engine controller for controlling the vehicle to cruise. Therefore, when the target vehicle speed is larger than the current vehicle speed, the value of the driving torque actually required by the vehicle for constant-speed cruising can be transmitted to the engine controller so as to control the vehicle to better track the target vehicle speed. Therefore, the vehicle control method disclosed by the invention adopts a mode of combining the feedforward control with the linear extended state observer, can solve disturbance compensation for the vehicle speed deviation before the vehicle speed deviation is not generated, and can adjust the current driving torque or the current braking torque corresponding to the target vehicle speed through the disturbance compensation so as to achieve the purpose of eliminating the deviation in time. Therefore, the tracking capability of the vehicle to the target vehicle speed can be improved. On the basis, the stability of the vehicle in constant-speed cruising can be improved, so that the vehicle can stably maintain the target vehicle speed to perform constant-speed cruising.

With further reference to fig. 2, as an implementation of the methods illustrated in the above figures, the present disclosure provides some embodiments of a vehicle control apparatus, corresponding to those illustrated in fig. 1, which may be particularly applicable in various electronic devices.

As shown in fig. 2, the vehicle control device 200 of some embodiments includes: a first acquisition unit 201, a second acquisition unit 202, a determination unit 203, a first generation unit 204, a second generation unit 205, a third generation unit 206, and a transmission unit 207. The first obtaining unit 201 is configured to obtain a positioning coordinate of the vehicle at the current moment and a current vehicle speed value; a second acquisition unit 202 configured to acquire a road gradient value matching the positioning coordinates from the high-precision map; a determination unit 203 configured to determine a difference between a preset cruise vehicle speed value and the current vehicle speed value as a target speed error value; a first generation unit 204 configured to transmit a preset cruise vehicle speed value, the current vehicle speed value, and the road grade value to a driving force feedforward control server to generate a current driving torque value and a current braking torque value; a second generating unit 205 configured to transmit the target speed error value to a compensation control server to generate a compensated disturbance value; a third generating unit 206 configured to generate a target torque value based on the target speed error value, the current driving torque value, the current braking torque value, and the compensation disturbance value; a transmission unit 207 configured to transmit the target torque value to an engine controller for controlling vehicle cruising in response to determining that the target speed error value satisfies a preset error condition.

It will be understood that the units described in the apparatus 200 correspond to the various steps in the method described with reference to fig. 1. Thus, the operations, features and resulting advantages described above with respect to the method are also applicable to the apparatus 200 and the units included therein, and are not described herein again.

With further reference to fig. 3, a schematic structural diagram of an electronic device 300 suitable for use in implementing some embodiments of the present disclosure is shown. The electronic device shown in fig. 3 is only an example, and should not bring any limitation to the functions and the scope of use of the embodiments of the present disclosure.

As shown in fig. 3, the electronic device 300 may include a processing means (e.g., a central processing unit, a graphics processor, etc.) 301 that may perform various appropriate actions and processes in accordance with a program stored in a Read Only Memory (ROM) 302 or a program loaded from a storage means 308 into a Random Access Memory (RAM) 303. In the RAM 303, various programs and data necessary for the operation of the electronic apparatus 300 are also stored. The processing device 301, the ROM 302, and the RAM 303 are connected to each other via a bus 304. An input/output (I/O) interface 305 is also connected to bus 304.

Generally, the following devices may be connected to the I/O interface 305: input devices 306 including, for example, a touch screen, touch pad, keyboard, mouse, camera, microphone, accelerometer, gyroscope, etc.; an output device 307 including, for example, a Liquid Crystal Display (LCD), a speaker, a vibrator, and the like; storage devices 308 including, for example, magnetic tape, hard disk, etc.; and a communication device 309. The communication means 309 may allow the electronic device 300 to communicate wirelessly or by wire with other devices to exchange data. While fig. 3 illustrates an electronic device 300 having various means, it is to be understood that not all illustrated means are required to be implemented or provided. More or fewer devices may alternatively be implemented or provided. Each block shown in fig. 3 may represent one device or may represent multiple devices, as desired.

In particular, according to some embodiments of the present disclosure, the processes described above with reference to the flow diagrams may be implemented as computer software programs. For example, some embodiments of the present disclosure include a computer program product comprising a computer program embodied on a computer readable medium, the computer program comprising program code for performing the method illustrated in the flow chart. In some such embodiments, the computer program may be downloaded and installed from a network through the communication device 309, or installed from the storage device 308, or installed from the ROM 302. The computer program, when executed by the processing apparatus 301, performs the above-described functions defined in the methods of some embodiments of the present disclosure.

It should be noted that the computer readable medium described above in some embodiments of the present disclosure may be a computer readable signal medium or a computer readable storage medium or any combination of the two. A computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the foregoing. More specific examples of the computer readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In some embodiments of the disclosure, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. In some embodiments of the present disclosure, however, a computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated data signal may take many forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer readable signal medium may be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to: electrical wires, optical cables, RF (radio frequency), etc., or any suitable combination of the foregoing.

In some embodiments, the clients, servers may communicate using any currently known or future developed network Protocol, such as HTTP (HyperText Transfer Protocol), and may interconnect with any form or medium of digital data communication (e.g., a communications network). Examples of communication networks include a local area network ("LAN"), a wide area network ("WAN"), the Internet (e.g., the Internet), and peer-to-peer networks (e.g., ad hoc peer-to-peer networks), as well as any currently known or future developed network.

The computer readable medium may be embodied in the apparatus; or may exist separately without being assembled into the electronic device. The computer readable medium carries one or more programs which, when executed by the electronic device, cause the electronic device to: acquiring a positioning coordinate and a current speed value of a vehicle at the current moment; acquiring a road slope value matched with the positioning coordinates from a high-precision map; determining the difference between a preset cruising speed value and the current speed value as a target speed error value; transmitting a preset cruising vehicle speed value, the current vehicle speed value and the road slope value to a driving force feedforward control server to generate a current driving torque value and a current braking torque value; transmitting the target speed error value to a compensation control server to generate a compensation disturbance value; generating a target torque value based on the target speed error value, the current driving torque value, the current braking torque value and the compensation disturbance value; and transmitting the target torque value to an engine controller for controlling the vehicle to cruise in response to determining that the target speed error value meets a preset error condition.

Computer program code for carrying out operations for embodiments of the present disclosure may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, smalltalk, C + +, and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer may be connected to the user's computer through any type of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet service provider).

The flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems that perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.

The units described in some embodiments of the present disclosure may be implemented by software, and may also be implemented by hardware. The described units may also be provided in a processor, which may be described as: a processor includes a first acquisition unit, a second acquisition unit, a determination unit, a first generation unit, a second generation unit, a third generation unit, and a transmission unit. Here, the names of these units do not constitute a limitation of the unit itself in some cases, and for example, the first acquisition unit may also be described as a "unit that acquires the location coordinates of the vehicle at the present time and the present vehicle speed value".

The functions described herein above may be performed, at least in part, by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field Programmable Gate Arrays (FPGAs), application Specific Integrated Circuits (ASICs), application Specific Standard Products (ASSPs), systems on a chip (SOCs), complex Programmable Logic Devices (CPLDs), and the like.

The foregoing description is only exemplary of the preferred embodiments of the disclosure and is illustrative of the principles of the technology employed. It will be appreciated by those skilled in the art that the scope of the invention in the embodiments of the present disclosure is not limited to the specific combinations of the above-mentioned features, and other embodiments in which the above-mentioned features or their equivalents are combined arbitrarily without departing from the spirit of the invention are also encompassed. For example, the above features and (but not limited to) technical features with similar functions disclosed in the embodiments of the present disclosure are mutually replaced to form the technical solution.

Claims

1. A vehicle control method comprising:

acquiring a positioning coordinate and a current speed value of a vehicle at the current moment;

acquiring a road slope value matched with the positioning coordinates from a high-precision map;

determining the difference between a preset cruising speed value and the current speed value as a target speed error value;

transmitting a preset cruising vehicle speed value, the current vehicle speed value and the road slope value to a driving force feedforward control server to generate a current driving torque value and a current braking torque value;

transmitting the target speed error value to a compensation control server to generate a compensated disturbance value;

generating a target torque value based on the target speed error value, the current drive torque value, the current brake torque value, and the compensation disturbance value;

in response to determining that the target speed error value satisfies a preset error condition, transmitting the target torque value to an engine controller for controlling vehicle cruise.

2. The method of claim 1, wherein the method further comprises:

in response to determining that the target speed error value does not satisfy the preset error condition, transmitting the target torque value to a wheel controller for controlling vehicle cruise.

3. The method of claim 1, wherein the transmitting preset cruise vehicle speed values, the current vehicle speed value, and the road grade value to a drive force feedforward control server to generate a current drive torque value and a current brake torque value comprises:

generating a current driving torque value based on a preset cruising vehicle speed value and the road gradient value;

and generating a current braking torque value based on a preset cruising speed value and the current speed value.

4. The method of any of claims 1-3, wherein the transmitting the target speed error value to a compensation control server to generate a compensated disturbance value comprises:

determining a first derivative value of the target speed error value as a target acceleration value;

determining a second derivative value of the target speed error value as a target acceleration change rate;

constructing an observer state equation based on the target speed error value, the target acceleration value and the target acceleration change rate;

and generating a compensation disturbance value based on the observer state equation.

5. The method of claim 4, wherein the constructing an observer state equation based on the target speed error value, the target acceleration value, and the target rate of change of acceleration comprises:

constructing a second order differential equation based on the target speed error value, the target acceleration value and the target acceleration change rate;

constructing an initial state equation based on the second-order differential equation;

and performing conversion processing on the initial state equation to obtain an observer state equation.

6. Method according to one of claims 1-3, wherein said generating a target torque value based on said target speed error value, said current drive torque value, said current brake torque value and said compensation disturbance value comprises:

determining the compensated disturbance value as a compensated drive torque value in response to determining that the target speed error value satisfies the preset error condition;

determining a first preset gain coefficient corresponding to the road gradient value as a first gradient gain coefficient;

determining a product of the first gradient gain factor and the compensated drive torque value as a target compensated drive torque value;

determining a sum of the current driving torque value and the target compensated driving torque value as a target torque value.

7. A vehicle control apparatus comprising:

a first acquisition unit configured to acquire a positioning coordinate of a vehicle at a current time and a current vehicle speed value;

a second acquisition unit configured to acquire a road gradient value matching the positioning coordinates from a high-precision map;

a determination unit configured to determine a difference between a preset cruise vehicle speed value and the current vehicle speed value as a target speed error value;

a first generation unit configured to transmit preset cruise vehicle speed values, the current vehicle speed value, and the road grade value to a driving force feedforward control server to generate a current driving torque value and a current braking torque value;

a second generation unit configured to transmit the target speed error value to a compensation control server to generate a compensated disturbance value;

a third generating unit configured to generate a target torque value based on the target speed error value, the current drive torque value, the current brake torque value, and the compensation disturbance value;

a transmission unit configured to transmit the target torque value to an engine controller for controlling vehicle cruise in response to determining that the target speed error value satisfies a preset error condition.

8. An electronic device, comprising:

one or more processors;

a storage device having one or more programs stored thereon,

when executed by the one or more processors, cause the one or more processors to implement the method of any one of claims 1-6.

9. A computer-readable medium, on which a computer program is stored which, when being executed by a processor, carries out the method according to any one of claims 1-6.