CN116749983A - Yaw rate calculation method, yaw rate calculation apparatus, yaw rate calculation device, and readable medium - Google Patents
Yaw rate calculation method, yaw rate calculation apparatus, yaw rate calculation device, and readable medium Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0002—Automatic control, details of type of controller or control system architecture
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Abstract
The invention relates to the technical field of yaw rate of vehicles, in particular to a method, a device and equipment for compensating yaw rate and a readable medium. Specifically, the method comprises the steps of obtaining a first wheel speed at the current moment in the running process of the vehicle and a first road surface characteristic value corresponding to the running road surface of the vehicle; acquiring a first wheel speed compensation value of the current moment in the running process of the vehicle; determining a second wheel speed compensation value based on the first road surface characteristic value and the first fuzzy logic control model; calculating a third compensation value based on the first wheel speed, the first road surface characteristic value and the first dynamics model; determining a first yaw rate and a first yaw rate compensation value corresponding to the vehicle based on the first wheel speed, the first wheel speed compensation value, the second wheel speed compensation value, and the third compensation value; and compensating the first yaw rate according to the first yaw rate compensation value to obtain a compensated second yaw rate.
Description
Technical Field
The invention relates to the technical field of yaw rate of vehicles, in particular to a method, a device and equipment for compensating yaw rate and a readable medium.
Background
Yaw rate (yaw velocity) of a vehicle refers to the angular velocity of the vehicle rotating around the z-axis (car coordinate system), which is an important indicator of the stability of the vehicle and is also the main basis for the control decision of the vehicle dynamics control system. The existing technical scheme is that the yaw rate of the vehicle is estimated through wheel speed and a vehicle kinematic model. However, when the vehicle is running under different complex road conditions, the yaw rate corresponding to the same wheel speed is different. Therefore, the accuracy of the vehicle yaw rate estimated by only the wheel speed and the establishment of the vehicle kinematic model is low.
Disclosure of Invention
The embodiment of the application provides a yaw rate compensation method, a device, equipment and a readable medium, which can compensate the yaw rate by using a calculated yaw rate compensation value, thereby improving the accuracy of the yaw rate.
In a first aspect, an embodiment of the present application provides a method for calculating a yaw rate, including: acquiring a first wheel speed at the current moment in the running process of the vehicle and a first road surface characteristic value corresponding to the running road surface of the vehicle; acquiring a first wheel speed compensation value of the current moment in the running process of the vehicle; determining a second wheel speed compensation value based on the first road surface characteristic value and the first fuzzy logic control model; determining a third compensation value based on the first wheel speed, the first road surface characteristic value and the first dynamics model; determining a first yaw rate and a first yaw rate compensation value corresponding to the vehicle based on the first wheel speed, the first wheel speed compensation value, the second wheel speed compensation value, and the third compensation value; and compensating the first yaw rate according to the first yaw rate compensation value to obtain a compensated second yaw rate.
It will be appreciated that the first wheel speed described above may be obtained by a combination of the second wheel speed and the third wheel speed. The second wheel speed can be obtained through the first whole bus; the third wheel speed can be calculated according to the acquired first wheel speed pulse signal. The first road surface characteristic value can be obtained by calculating a road surface adhesion coefficient and a slip rate parameter according to the current running state of the vehicle, and can also be obtained according to a high-precision map and a sensor carried by the vehicle.
In a possible implementation of the first aspect, the method further includes: acquiring a first wheel speed of a current moment in running of a vehicle, comprising: acquiring a second wheel speed through a first whole bus of the vehicle; collecting a pulse signal corresponding to the wheel speed of the vehicle at the current moment in running, and obtaining a third wheel speed according to the pulse signal; obtaining a fourth wheel speed based on the second wheel speed and the third wheel speed; performing compensation processing on the fourth wheel speed to obtain a first wheel speed; the method for acquiring the first road surface characteristic value corresponding to the running road surface of the vehicle comprises the following steps: determining a road surface adhesion coefficient and a slip ratio parameter corresponding to a running road surface of the vehicle based on a first running parameter of the vehicle; obtaining a first road surface characteristic value based on the road surface attachment coefficient and the slip ratio parameter; or according to the road adhesion coefficient, the slip rate parameter and the detected road information, determining a first road characteristic value by combining a preset road characteristic value record table.
In a possible implementation of the first aspect, the method further includes: acquiring a first wheel speed compensation value of a current moment in vehicle running, comprising: when the first condition is satisfied, obtaining a first wheel speed ratio based on the first wheel speed; when the second condition is met, obtaining a first wheel speed compensation value according to the sampling time interval of the pulse signal; when the first condition is not met or the second condition is not met, taking a wheel speed compensation value corresponding to the moment before the current moment as a first wheel speed compensation value; the first condition is that the difference value between the second wheel speed and the third wheel speed is smaller than or equal to a first difference value threshold value; the second condition is that the first wheel speed ratio is within a predetermined wheel speed ratio threshold range, the current running speed of the vehicle is greater than a preset minimum running speed, and the current total running distance of the vehicle is greater than a preset minimum distance.
In a possible implementation of the first aspect, the method further includes: determining a second wheel speed compensation value based on the first road surface characteristic value and the first fuzzy logic control model, including: based on the input first road surface characteristic value, the first fuzzy logic control model outputs a second wheel speed compensation value; the first fuzzy logic control model is constructed based on the corresponding relation between the first road surface characteristic value and the yaw rate compensation value.
In a possible implementation of the first aspect, the method further includes: determining a first yaw rate and a first yaw rate compensation value corresponding to the vehicle based on the first wheel speed, the first wheel speed compensation value, the second wheel speed compensation value, and the third wheel speed compensation value, comprising: taking the average value of the first wheel speed compensation value, the second wheel speed compensation value and the third wheel speed compensation value as a fourth wheel speed compensation value; compensating the fourth wheel speed according to the fourth wheel speed compensation value to obtain a compensated first wheel speed; and calculating a third yaw rate based on the first wheel speed; performing amplitude limiting treatment on the third yaw rate to obtain a first yaw rate; acquiring a fourth yaw rate, wherein the fourth yaw rate is calculated by a second operation parameter of the vehicle; determining a second yaw rate compensation value based on the first yaw rate and the fourth yaw rate in combination with the first filter model; and performing amplitude limiting processing on the second yaw rate compensation value to obtain a first yaw rate compensation value.
In a possible implementation of the first aspect, the method further includes: performing amplitude limiting processing on the third yaw rate to obtain a first yaw rate, including: when the third yaw rate is greater than the preset maximum yaw rate, taking the maximum yaw rate as the first yaw rate; when the third yaw rate is smaller than the preset minimum yaw rate, the minimum yaw rate is used as the first yaw rate; when the third yaw rate is equal to or less than the preset maximum yaw rate and equal to or greater than the preset minimum yaw rate, the third yaw rate is used as the first yaw rate.
In a possible implementation of the first aspect, the method further includes: performing clipping processing on the second yaw rate compensation value to obtain a first yaw rate compensation value, including: when the second yaw rate compensation value is larger than a preset maximum yaw rate compensation value, the maximum yaw rate compensation value is used as a first yaw rate compensation value; when the second yaw rate compensation value is smaller than a preset minimum yaw rate compensation value, the minimum yaw rate compensation value is used as a first yaw rate compensation value; and when the second yaw rate compensation value is smaller than or equal to a preset maximum yaw rate compensation value and larger than or equal to a preset minimum yaw rate compensation value, the second yaw rate compensation value is used as the first yaw rate compensation value.
In a second aspect, an embodiment of the present application provides a yaw rate and compensation value calculation apparatus, including: the system comprises a signal processing module, a dynamics calculation module and a data calculation module; the signal processing module is used for acquiring a first wheel speed compensation value at the current moment in the running process of the vehicle and a first road surface characteristic value corresponding to the running road surface of the vehicle; the dynamics calculation module is used for acquiring a first wheel speed compensation value at the current moment in the running process of the vehicle and determining a second wheel speed compensation value based on the first road surface characteristic value and the first fuzzy logic control model; the dynamics calculation module is further used for determining a third compensation value based on the first wheel speed, the first road surface characteristic value and the first dynamics model; the data calculation module is used for determining a first yaw rate and a first yaw rate compensation value corresponding to the vehicle based on the first wheel speed, the first wheel speed compensation value, the second wheel speed compensation value and the third wheel speed compensation value; and compensating the first yaw rate according to the first yaw rate compensation value to obtain a compensated second yaw rate.
In a third aspect, the present application provides an electronic device comprising a processor: and a memory for storing executable instructions of the processor; wherein the processor is configured to execute the executable instructions to implement the method of compensating for yaw rate according to any of the above.
In a fourth aspect, the present application provides a readable medium having stored therein instructions which, when executed by an electronic device, perform the method of compensating for yaw rate of any of the above.
The embodiment of the application has the beneficial effects that:
according to the scheme, the yaw rate of the vehicle is calculated by combining the current road surface characteristic value, the wheel speed and the wheel speed compensation value, so that the yaw rate of the vehicle under different complex road conditions can be accurately calculated.
Drawings
FIG. 1 shows a flow chart of a method of compensating for yaw rate in accordance with an embodiment of the present application;
FIG. 2 shows a block schematic diagram of a yaw rate compensation device according to an embodiment of the application;
FIG. 3 illustrates a functional implementation flow diagram of a vehicle signal processing module, according to an embodiment of the present application;
FIG. 4 illustrates a functional implementation flow diagram of a dynamics calculation module, in accordance with an embodiment of the present application;
FIG. 5 illustrates a functional implementation flow diagram of a data calculation module, in accordance with an embodiment of the present application;
fig. 6 shows a schematic structural diagram of an electronic device 100 according to an embodiment of the application.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application more clear, the technical solutions of the embodiments of the present application will be described in detail below with reference to the accompanying drawings and specific embodiments of the present application.
It should be further stated that, in the embodiment of the present application, the steps in the method and the flow are numbered for convenience of reference, but not for limiting the sequence, and the sequence exists among the steps, and the description is based on the text.
As described above, in the conventional vehicle yaw rate calculation method, the current traveling road condition is not combined in calculating the vehicle yaw rate, and therefore, the accuracy of the vehicle yaw rate obtained according to the conventional calculation method is low.
In order to solve the above problems, the embodiment of the present application provides a method for compensating a yaw rate, specifically, the method obtains a first wheel speed at a current moment in running of a vehicle and a first road surface characteristic value corresponding to a running road surface of the vehicle; acquiring a first wheel speed compensation value of the current moment in the running process of the vehicle; determining a second wheel speed compensation value based on the first road surface characteristic value and the first fuzzy logic control model; calculating a third compensation value based on the first wheel speed, the first road surface characteristic value and the first dynamics model; determining a first yaw rate and a first yaw rate compensation value corresponding to the vehicle based on the first wheel speed, the first wheel speed compensation value, the second wheel speed compensation value, and the third compensation value; and compensating the first yaw rate according to the first yaw rate compensation value to obtain a compensated second yaw rate.
It is understood that the yaw rate values corresponding to the vehicles traveling on different road surfaces at the same vehicle speed are also different. Therefore, when the yaw rate is calculated based on the yaw rate calculation method, the current road surface characteristic value is combined, so that the calculation result is more accurate.
The acquiring the first wheel speed during the vehicle running may include acquiring the second wheel speed through a first whole vehicle bus (for example, a CAN bus), acquiring a pulse signal corresponding to the wheel speed at the current moment during the vehicle running, and obtaining the third wheel speed according to the pulse signal. And further combining the second wheel speed with the third wheel speed to obtain the first wheel speed. The second wheel speed may be acquired by the radar device from the first whole bus. In some embodiments, the validity determination may also be made for the second wheel speed and the third wheel speed described above. And when the second wheel speed and the third wheel speed are smaller than or equal to the maximum wheel speed and the wheel speed difference of the front axle and the rear axle is smaller than or equal to the maximum wheel speed difference, the second wheel speed and the third wheel speed are the effective wheel speeds. When the second wheel speed and the third wheel speed are larger than the maximum wheel speed and the wheel speed difference of the front axle and the rear axle is larger than the maximum theoretical speed difference, the second wheel speed and the third wheel speed are invalid, for example, the condition that the wheel speed signals corresponding to the second wheel speed are invalid, the signal is out of limit, the signal is abrupt change and the like can occur, and the second wheel speed and the third wheel speed at the moment are invalid and are not processed. It will be appreciated that the second wheel speed and the third wheel speed are combined to achieve a more accurate vehicle wheel speed. Specifically, the average of the second wheel speed and the third wheel speed may be taken as the first wheel speed. The calculation method of the third wheel speed will be described in detail below, and will not be described in detail herein.
It will be appreciated that the first road surface characteristic value described above is used to reflect the coupling effect between the running road surface of the current vehicle and the vehicle tyre. On the one hand, the first road surface characteristic value can acquire road surface information through a high-precision map or a sensor carried by the vehicle, and then the first road surface characteristic value is determined according to the road surface characteristic value corresponding to the recorded road surface information. On the other hand, the first dynamics model may obtain the road adhesion coefficient and the slip ratio parameter according to the current vehicle running state, and obtain the first road characteristic value through the characteristic value calculation formula, and the specific first road characteristic value calculation process will be described in detail below, which will not be described in detail herein. In other embodiments, the first road surface characteristic values obtained in the two modes can be compared to determine that the current road condition information is correct.
The following describes in detail a specific implementation procedure of the vehicle yaw rate calculation method according to the embodiment of the present application with reference to fig. 1. Fig. 1 shows a flow chart of a yaw-rate calculation method according to an embodiment of the present application. It will be appreciated that the subject of execution of the steps in the method may be a computing device or apparatus, such as a radar, that implements the vehicle yaw-rate method of the present application. The structure of a particular computing device or apparatus will be described in detail below and will not be described in detail herein.
As shown in fig. 1, the process includes the steps of:
101: and acquiring a first wheel speed at the current moment in the running process of the vehicle and a first road surface characteristic value corresponding to the running road surface of the vehicle.
It is understood that acquiring a first wheel speed while the vehicle is traveling includes acquiring a second wheel speed via a first whole vehicle bus. And acquiring a pulse signal corresponding to the wheel speed of the vehicle at the current moment in running, and obtaining a third wheel speed according to the pulse signal. And combining the second wheel speed with the third wheel speed to obtain the first wheel speed. For example, the average of the first wheel speed and the second wheel speed is taken as the first wheel speed. In some embodiments, a validity determination is also made for the second wheel speed. Judging the relation between the second wheel speed and the maximum wheel speed according to the formula (1):
|WheelSpdcan|≤WheelSpdcanmax (1)
the WheelSpdcan obtains a second wheel speed through the first whole bus; wheelspin can max is the maximum wheel speed.
In addition, it is also necessary to judge the relationship between the wheel speed difference of the front and rear axles of the vehicle and the maximum wheel speed difference, that is, compare the wheel speed difference of the front and rear axles of the vehicle with the maximum wheel speed difference by the formula (2):
|ΔWheelSpdcan|≤ΔWheelSpdcanmax (2)
wherein Δwheelspdcan is the front-rear wheel speed difference; Δwheelspdcanmax is the maximum wheel speed difference.
It is understood that when the second wheel speed satisfies the magnitude relation shown in the above formula (1) and the formula (2), the second wheel speed is an effective wheel speed. When the second wheel speed does not meet the magnitude relation shown in the formula (1) and the formula (2), the second wheel speed is an invalid wheel speed, for example, a wheel speed signal corresponding to the second wheel speed may have the situations of invalid signal, signal exceeding limit value, abrupt signal change and the like, and the second wheel speed at the moment is an invalid value, and is not processed, and the situation corresponding to the invalid signal may also be reported to a fault event, which is not limited herein. At this time, the corresponding first wheel speed may be determined based on the third wheel speed.
Further, pulse signals corresponding to the wheel speeds output by sensors carried by the vehicle are collected, and third wheel speeds are calculated according to the pulse signals. The third wheel speed can be calculated by the following formula (3):
WheelSpd＝δP/Np*2πR/(cycle time) (3)
wherein wheelspin is the third wheel speed, δp is the number of pulses in one execution cycle, np is the number of revolutions in one execution cycle, R is the wheel radius, and cycle time is the time of executing one cycle.
It will be appreciated that the first road surface characteristic value may be obtained by any of the following means:
in the first mode, for example, current road surface information may be obtained from a high-precision map carried by a vehicle, for example, the current road surface is dry asphalt, wet concrete, wet asphalt, soil, snow, and the like, and then a first road surface feature value is determined according to a road surface feature value corresponding to the recorded road surface information.
In the second mode, for example, the road surface attachment coefficient and the slip rate of the current road surface are obtained according to the sensor, and then the first road surface characteristic value is determined according to the recorded road surface characteristic value corresponding to the attachment coefficient and the slip rate. Referring to table 1, table 1 describes road surface characteristic values, road surface adhesion coefficients, and slip ratio parameters of some typical road surfaces. For example, a dry asphalt pavement has a pavement characteristic value of 0.155, a pavement adhesion coefficient of 0.95, and a slip ratio of 0.22; the wet concrete pavement has a pavement characteristic value of 0.11, a pavement adhesion coefficient of 0.8 and a slip ratio of 0.19; the wet asphalt pavement has a pavement characteristic value of 0.07, a pavement adhesion coefficient of 0.6 and a slip ratio of 0.16; the pavement characteristic value of the clay pavement is 0.034, the pavement adhesion coefficient is 0.4, and the slip ratio is 0.12; the snow road surface has a road surface characteristic value of 001, a road surface adhesion coefficient of 02, and a slip ratio of 007.
TABLE 1
In table 1, τ is a characteristic value of the road surface, μ is a road surface adhesion coefficient, and s is a slip ratio.
In the third mode, for example, the first road surface characteristic value may also be obtained by the first dynamics model according to the current running state of the vehicle to obtain the road surface adhesion coefficient and the slip ratio parameter, and the first road surface characteristic value is obtained by a characteristic value calculation formula. The first dynamics model may be established by means of vehicle calibration, and defines a relationship between a driving condition (determined by driving data) of the vehicle and a road surface parameter.
The specific first pavement characteristic value is calculated as shown in the following formula (4):
wherein τ is the characteristic value of the road surface, μ is the adhesion coefficient of the wheel and the ground, and s is the slip ratio.
It will be appreciated that the first road surface characteristic value may be obtained in accordance with any of the three ways described above. In other embodiments, the first road surface feature values obtained in the above three manners may be compared to determine the accurate current road condition information.
102: a first wheel speed compensation value at a current time in running of the vehicle is acquired.
It is understood that the first wheel speed may be either an effective wheel speed or an ineffective wheel speed. For example, when the difference between the second wheel speed and the third wheel speed is less than or equal to the first difference threshold, the first wheel speed is the effective wheel speed. At this time, the first wheel speed ratio is calculated based on the first wheel speed. The first wheel speed ratio comprises a front axle left-right wheel speed ratio and a rear axle left-right wheel speed ratio. The specific calculation process is as follows: when the first wheel speed is filtered by the Kalman filter, the left and right wheel speeds of the front and rear axles of the vehicle can be obtained: front axle left wheel speed wheelspin fl, front axle right wheel speed wheelspin fr, rear axle left wheel speed wheelspin, rear axle right wheel speed wheelspin. Further, the first wheel speed ratio is obtained by the formula (5) and the formula (6):
Ratio_front＝WheelSpdfl/WheelSpdfr (5)
Ratio_rear＝WheelSpdrl/WheelSpdrr (6)
Wherein ratio_front is the front axle left-right wheel speed Ratio, and ratio_rear is the rear axle left-right wheel speed Ratio.
And when the difference value between the second wheel speed and the third wheel speed is larger than a first difference value threshold value, the first wheel speed is the invalid wheel speed. The wheel speed signal corresponding to the first wheel speed may have the situations of invalid signal, signal exceeding limit value, abrupt signal change, etc., and the first wheel speed at this time is an invalid value, and is not processed, and the situation corresponding to the invalid signal may also be reported to the fault event, which is not limited herein.
Further, the first wheel speed ratio is classified according to the second condition. The second condition may be that the first wheel speed ratio is within a predetermined wheel speed ratio threshold range, the current running speed of the vehicle is greater than a preset minimum running speed, and the current running total distance of the vehicle is greater than a preset minimum distance. And when the first wheel speed ratio meets the second condition, calculating to obtain a first wheel speed compensation value according to the sampling interval time. Specifically, an average sampling time Interval interval_ave of the specified sampling times is calculated, and the difference delta Interval of the Interval time is calculated by combining the current time Interval interval_cur, namely delta interval=interval_cur-interval_ave. And further judging whether the difference value of the current time interval satisfies inequality (7):
ΔIntervalmin≤ΔInterval ≤ΔIntervalmax (7)
If the inequality (6) is satisfied, a first wheel speed compensation value is calculated, and a specific calculation formula (8) is as follows:
wherein, factormax is the maximum compensation value and Factormin is the minimum compensation value. It can be understood that the maximum compensation value and the minimum compensation value may be empirical values or statistical values obtained through experimental data, or may be reasonably set according to actual requirements, which is not limited herein.
103: and determining a second wheel speed compensation value based on the first road surface characteristic value and the first fuzzy logic control model.
It can be appreciated that the second wheel speed compensation value is determined based on the first road surface feature value obtained in step 101 in combination with the first fuzzy logic control model. The fuzzy logic control model is constructed based on the corresponding relation among the road surface adhesion coefficient, the slip rate parameter and the yaw rate compensation value.
104: a third wheel speed compensation value is determined based on the first wheel speed, the first road surface characteristic value, and the first dynamics model.
The first power model may calculate a third wheel speed compensation value based on the first wheel speed and the first road surface characteristic value. The first dynamics model may be a whole vehicle dynamics model, and may be established by a whole vehicle calibration mode, where the relationship between the running condition (determined by running data) of the vehicle and the road surface parameter is defined.
105: and determining a first yaw rate and a first yaw rate compensation value corresponding to the vehicle based on the first wheel speed, the first wheel speed compensation value, the second wheel speed compensation value and the third wheel speed compensation value.
First, a fourth wheel speed compensation value is obtained based on the first wheel speed compensation value, the second wheel speed compensation value, and the third wheel speed compensation value. For example, the average of the first wheel speed compensation value, the second wheel speed compensation value, and the third wheel speed compensation value is taken as the fourth wheel speed compensation value. And secondly, compensating the first wheel speed according to a fourth wheel speed compensation value to obtain a compensated fourth wheel speed. And then calculating a fourth yaw rate according to the fourth wheel speed, wherein the fourth yaw rate can be calculated by the following formula (9):
wherein yawrate is the fourth yaw rate, wmeelspdr is the right wheel speed, wmeelspdl is the left wheel speed, a is the track, and θ is the wheel slip angle.
It is understood that when the fourth yaw rate is greater than the preset maximum yaw rate, the maximum yaw rate is taken as the first yaw rate. When the fourth yaw rate is smaller than the preset minimum yaw rate, the minimum yaw rate is used as the first yaw rate. When the fourth yaw rate is smaller than the preset maximum yaw rate and larger than the preset minimum yaw rate, the fourth yaw rate is taken as the first yaw rate. The following formula (10):
yawratemin≤yawrate≤yawratemax (10)
Wherein yawratemin is the minimum yaw rate and yawratemax is the maximum yaw rate.
In other embodiments, a third yaw rate may be obtained, and a second yaw rate compensation value corresponding to the vehicle may be determined in combination with the first wheel speed, the third wheel speed compensation value, and the first filtering model. The third yaw rate may be a yaw rate of the vehicle calculated from other vehicle motion parameters, for example, a yaw rate calculated from a steering angle during the running of the vehicle. Further, the second yaw rate compensation value is subjected to clipping processing to obtain the first yaw rate compensation value. Wherein the clipping process is identical to the clipping logic of the second yaw rate. That is, when the second yaw-rate compensation value is greater than the preset maximum yaw-rate compensation value, the maximum yaw-rate compensation value is taken as the first yaw-rate compensation value. And when the second yaw rate compensation value is smaller than a preset minimum yaw rate compensation value, the minimum yaw rate compensation value is used as the first yaw rate compensation value. And when the second yaw rate compensation value is smaller than the preset maximum yaw rate compensation value and larger than the preset minimum yaw rate compensation value, the second yaw rate is used as the first yaw rate compensation value. The following formula (11):
yawrat offsetmin ≤yawrat offset ≤yawrat offsetmax (11)
Wherein yawrat offsetmin Minimum yaw rate compensation value, yawrat offsetmax Minimum yaw-rate compensation value.
It can be understood that the maximum yaw rate, the minimum yaw rate, the maximum yaw rate compensation value, and the minimum yaw rate compensation value may be empirical values or statistical values obtained through experimental data, or may be reasonably set according to actual requirements, which is not limited herein.
106: and compensating the first yaw rate according to the first yaw rate compensation value to obtain a compensated second yaw rate.
It will be appreciated that step 104 is performed to obtain a first yaw-rate compensation value, and the first yaw-rate is compensated based on the first yaw-rate compensation value to obtain a compensated second yaw-rate. In other embodiments, the first filtering model may directly output the compensated second yaw rate according to the first yaw rate and the third yaw rate. The first filtering model may be a kalman filtering model.
It will be appreciated that steps 101 to 105 described above may be implemented by the modules in fig. 2 described below. Fig. 2 shows a block diagram of a yaw-rate calculation apparatus according to an embodiment of the present application. The device comprises: the system comprises a signal processing module, a dynamics calculation module and a data calculation module.
The signal processing module is used for acquiring a first wheel speed compensation value at the current moment in the running process of the vehicle and a first road surface characteristic value corresponding to the running road surface of the vehicle;
the dynamics calculation module is used for acquiring a first wheel speed compensation value at the current moment in the running process of the vehicle and determining a second wheel speed compensation value based on the first road surface characteristic value and the first fuzzy logic control model;
the dynamics calculation module is also used for calculating a third compensation value based on the first wheel speed, the first road surface characteristic value and the first dynamics model;
the data calculation module is used for determining a first yaw rate corresponding to the vehicle and a first yaw rate compensation value based on the first wheel speed, the first wheel speed compensation value, the second wheel speed compensation value and the third compensation value, and compensating the first yaw rate according to the first yaw rate compensation value to obtain a compensated second yaw rate.
It will be appreciated that the functional implementation flow of the above-mentioned signal processing module may be as shown in fig. 3, and fig. 3 is a flow chart illustrating a functional implementation flow chart of a vehicle signal processing module according to an embodiment of the present application. The specific steps of fig. 3 are as follows:
301: and acquiring a second wheel speed through the first whole bus.
It is understood that the radar device mounted on the vehicle may acquire the second wheel speed at the current time in running of the vehicle from the first whole vehicle bus. In some embodiments, the validity of the second wheel speed may be determined, which is described in step 101, and will not be described herein.
302: and acquiring a pulse signal corresponding to the wheel speed of the vehicle at the current moment in running, and obtaining a third wheel speed according to the pulse signal.
It can be understood that the pulse signal corresponding to the wheel speed at the current moment output by the wheel speed sensor mounted on the vehicle is collected, and the third wheel speed is calculated according to the pulse signal. The specific calculation process is described with reference to step 101, and will not be described herein.
303: and obtaining the first wheel speed based on the second wheel speed and the third wheel speed.
304: based on the first wheel speed, a first wheel speed ratio is calculated.
It can be appreciated that, in step 304, reference may be made to the description related to step 102, and the calculation process of the first-wheel speed ratio refers to the formula (5) and the formula (6) in step 102, which are not described herein.
305: and calculating a first wheel speed compensation value based on the sampling time interval.
It can be understood that the average sampling time Interval interval_ave of the specified sampling times is calculated first, and the difference delta Interval of the Interval time is calculated by combining the current time Interval interval_cur, i.e. delta interval=interval_cur-interval_ave. And calculating a first wheel speed compensation value based on the difference value of the sampling time interval, the maximum wheel speed compensation value and the minimum wheel speed compensation value. The specific calculation process of the first wheel speed compensation value refers to the formula (8) in the above step 102, and will not be described herein.
It will be appreciated that the flow of implementing the functions of the dynamics calculation module described above may be illustrated in fig. 4, and fig. 4 illustrates a flow chart of implementing the functions of the dynamics calculation module according to an embodiment of the present application. The specific steps of fig. 4 are as follows:
401: and obtaining a first road surface characteristic value.
It can be understood that the road surface attachment coefficient and the slip rate parameter are obtained according to the current running state of the vehicle, and the first characteristic value is obtained through a characteristic value calculation formula. In other embodiments, the first road surface characteristic value may also be determined according to current road surface information or road surface adhesion coefficient and slip ratio parameters obtained through a high-precision map and a sensor carried by the vehicle. Further, the first road surface characteristic value obtained through calculation is compared with the first road surface characteristic value obtained through a high-precision map carried by the vehicle and a sensor in a verification mode, and the current road condition information is ensured to be free of errors.
402: and determining a second wheel speed compensation value based on the first road surface characteristic value and the first fuzzy logic control model.
403: a third wheel speed compensation value is determined based on the first wheel speed, the first road surface characteristic value, and the first dynamics model.
It will be appreciated that the steps 402 to 403 may refer to the descriptions related to the steps 103 to 104, and are not described herein.
It will be appreciated that the functional implementation flow of the data computing module described above may be as shown in fig. 5, and fig. 5 shows a functional implementation flow of the data computing module according to an embodiment of the present application. The specific steps of fig. 5 are as follows:
501: the first yaw rate and the first yaw rate compensation value are determined based on the first wheel speed, the third wheel speed compensation value, and the first filter model.
502: and performing clipping processing on the first yaw rate and the first yaw rate compensation value.
It will be appreciated that the steps 501 to 502 are described with reference to the above step 104, and are not described herein. In other embodiments, compensating the first yaw rate based on the first yaw rate compensation value to obtain a compensated second yaw rate is further included.
The embodiment of the application also provides a method for executing the compensation value method of the yaw rate of the electronic device 100 shown in fig. 1. Fig. 6 shows a schematic structural diagram of an electronic device 100 according to an embodiment of the application.
As shown in fig. 6, electronic device 100 includes one or more processors 101, a system memory 102, a non-volatile memory (NVM) 103, an input/output (I/O) device 104, a communication interface 105, and system control logic 106 for coupling processor 101, system memory 102, non-volatile memory 103, communication interface 105, and input/output (I/O) device 104. Wherein:
the processor 101 may include one or more processing units, e.g., data processing units or processing circuits, which may include a central processing unit (central processing unit, CPU), an image processor (graphics processing unit, GPU), a digital signal processor (digital signal processor, DSP), a microprocessor (micro-programmed control unit, MCU), artificial intelligence (artificial intelligence, AI), a processor or programmable logic device (field programmable gate array, FPGA), a neural-network processor (neural-network processing unit, NPU), etc., may include one or more single-core or multi-core processors.
The system memory 102 is a volatile memory such as a random-access memory (RAM), a double data rate synchronous dynamic random access memory (doubledata rate synchronous dynamic random access memory, DDR SDRAM), or the like. The system memory is used to temporarily store data and/or instructions. For example, in some embodiments, the system memory 102 may be used to store the calculated fourth wheel speed compensation value and the first yaw-rate compensation value.
Nonvolatile memory 103 may include one or more tangible, non-transitory computer-readable media for storing data and/or instructions. In some embodiments, the nonvolatile memory 103 may include any suitable nonvolatile memory such as flash memory and/or any suitable nonvolatile storage device, for example, a Hard Disk Drive (HDD), compact Disc (CD), digital versatile disc (digital versatiledisc, DVD), solid State Drive (SSD), and the like. In some embodiments, the nonvolatile memory 103 may also be a removable storage medium, such as a Secure Digital (SD) memory card or the like.
In particular, the system memory 102 and the nonvolatile memory 103 may each include: a temporary copy and a permanent copy of instruction 107. The instructions 107 may include: the execution by at least one of the processors 101 causes the electronic device 100 to implement the yaw-rate compensation method provided by the embodiments of the present application.
The communication interface 105 may include a transceiver to provide a wired or wireless communication interface for the electronic device 100 to communicate with any other suitable device via one or more networks. In some embodiments, the communication interface 105 may be integrated with other components of the electronic device 100, e.g., the communication interface 105 may be integrated in the processor 101. In some embodiments, electronic device 100 may communicate with other devices through communication interface 105.
Input/output (I/O) devices 104 may include input devices such as a keyboard, mouse, etc., output devices such as a display, etc., through which a user may interact with electronic device 100.
The system control logic 106 may include any suitable interface controller to provide any suitable interface with other modules of the electronic device 100. For example, in some embodiments, the system control logic 106 may include one or more memory controllers to provide an interface to the system memory 102 and the non-volatile memory 103.
In some embodiments, at least one of the processors 101 may be packaged together with logic for one or more controllers of the system control logic 106 to form a System In Package (SiP). In other embodiments, at least one of the processors 101 may also be integrated on the same chip with logic for one or more controllers of the system control logic 106 to form a system-on-chip (SoC).
It is to be understood that the configuration of the electronic device 100 shown in fig. 6 is merely an example, and in other embodiments, the electronic device 100 may include more or fewer components than shown, or may combine certain components, or may split certain components, or may have a different arrangement of components. The illustrated components may be implemented in hardware, software, or a combination of software and hardware, without limitation.
The embodiment of the application also provides a computer program product for realizing the method for compensating the yaw rate provided by the embodiments.
Embodiments of the disclosed mechanisms may be implemented in hardware, software, firmware, or a combination of these implementations. Embodiments of the application may be implemented as computer modules or module code executing on a programmable system including at least one processor, a storage system (including volatile and non-volatile memory and/or storage elements), at least one input device, and at least one output device.
Module code may be applied to input instructions to perform the functions described herein and to generate output information. The output information may be applied to one or more output devices in a known manner. For the purposes of this application, a processing system includes any system having a processor such as, for example, a digital signal processor (digital signal processor, DSP), microcontroller, application specific integrated circuit (application specific integrated circuit, ASIC), or microprocessor.
The module code may be implemented in a high level modular language or an object oriented programming language for communication with a processing system. The module code may also be implemented in assembly or machine language, if desired. Indeed, the mechanisms described in the present application are not limited in scope by any particular programming language. In either case, the language may be a compiled or interpreted language.
In some cases, the disclosed embodiments may be implemented in hardware, firmware, software, or any combination thereof. The disclosed embodiments may also be implemented as instructions carried by or stored on one or more transitory or non-transitory machine-readable (e.g., computer-readable) storage media, which may be read and executed by one or more processors. For example, the instructions may be distributed over a network or through other computer readable media. Thus, a machine-readable medium may include any mechanism for storing or transmitting information in a form readable by a machine (e.g., a computer), including but not limited to floppy diskettes, optical disks, read-only memories (CD-ROMs), magneto-optical disks, read-only memories (ROMs), random access memories (random access memory, RAMs), erasable programmable read-only memories (erasable programmable read only memory, EPROMs), electrically erasable programmable read-only memories (electrically erasable programmable read-only memories), magnetic or optical cards, flash memory, or tangible machine-readable memory for transmitting information (e.g., carrier waves, infrared signal digital signals, etc.) using the internet in the form of an electrical, optical, acoustical or other form of propagated signal. Thus, a machine-readable medium includes any type of machine-readable medium suitable for storing or transmitting electronic instructions or information in a form readable by a machine (e.g., a computer).
In the drawings, some structural or methodological features may be shown in a particular arrangement and/or order. However, it should be understood that such a particular arrangement and/or ordering may not be required. Rather, in some embodiments, these features may be arranged in a different manner and/or order than shown in the illustrative figures. Additionally, the inclusion of structural or methodological features in a particular figure is not meant to imply that such features are required in all embodiments, and in some embodiments, may not be included or may be combined with other features. Reference in the specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one example implementation or technique disclosed in accordance with embodiments of the application. The appearances of the phrase "in one embodiment" in various places in the specification are not necessarily all referring to the same embodiment.
The disclosure of the embodiments of the present application also relates to an operating device for executing the text. The apparatus may be specially constructed for the required purposes, or it may comprise a general-purpose computer selectively activated or reconfigured by a computer program stored in the computer. Such a computer program may be stored in a computer readable medium, such as, but is not limited to, any type of disk including floppy disks, optical disks, CD-ROMs, magnetic-optical disks, read-only memories (ROMs), random Access Memories (RAMs), EPROMs, EEPROMs, magnetic or optical cards, application Specific Integrated Circuits (ASICs), or any type of media suitable for storing electronic instructions, and each may be coupled to a computer system bus. Furthermore, the computers referred to in the specification may include a single processor or may be architectures employing multiple processors for increased computing power.
It should be further stated that, in the embodiment of the present application, the steps in the method and the flow are numbered for convenience of reference, but not for limiting the sequence, and the sequence exists among the steps, and the description is based on the text.
Additionally, the language used in the specification has been principally selected for readability and instructional purposes, and may not have been selected to delineate or circumscribe the disclosed subject matter. Accordingly, the present disclosure of embodiments is intended to be illustrative, but not limiting, of the scope of the concepts discussed herein.
Claims (10)
1. A method of compensating for yaw rate, the method comprising:
acquiring a first wheel speed of a vehicle at the current moment in running and a first road surface characteristic value corresponding to a running road surface of the vehicle;
acquiring a first wheel speed compensation value of the current moment in the running process of the vehicle;
determining a second wheel speed compensation value based on the first road surface characteristic value and a first fuzzy logic control model;
determining a third wheel speed compensation value based on the first wheel speed, the first road surface characteristic value and the first dynamics model;
determining a first yaw rate and a first yaw rate compensation value corresponding to the vehicle based on the first wheel speed, the first wheel speed compensation value, the second wheel speed compensation value, and the third wheel speed compensation value;
And compensating the first yaw rate according to the first yaw rate compensation value to obtain a compensated second yaw rate.
2. The method of claim 1, wherein the obtaining the first wheel speed at the current time of the vehicle traveling comprises:
acquiring a second wheel speed through a first whole bus of the vehicle;
collecting a pulse signal corresponding to the wheel speed of the vehicle at the current moment in running, and obtaining a third wheel speed according to the pulse signal;
obtaining a fourth wheel speed based on the second wheel speed and the third wheel speed;
performing compensation processing on the fourth wheel speed to obtain the first wheel speed;
the method for obtaining the first road surface characteristic value corresponding to the running road surface of the vehicle comprises the following steps:
determining a road surface adhesion coefficient and a slip ratio parameter corresponding to a running road surface of the vehicle based on the first running parameter of the vehicle;
obtaining the first road surface characteristic value based on the road surface attachment coefficient and the slip ratio parameter;
or according to the road surface adhesion coefficient, the slip rate parameter and the detected road surface information, combining a preset road surface characteristic value record table to determine the first road surface characteristic value.
3. The method according to claim 1 or 2, wherein the obtaining a first wheel speed compensation value for a current time in vehicle travel includes:
When a first condition is met, obtaining a first wheel speed ratio based on the first wheel speed;
when the second condition is met, obtaining the first wheel speed compensation value according to the sampling time interval of the pulse signal;
when the first condition is not met or the second condition is not met, taking a wheel speed compensation value corresponding to the moment before the current moment as the first wheel speed compensation value;
wherein the first condition is that the difference between the second wheel speed and the third wheel speed is less than or equal to a first difference threshold; the second condition is that the first wheel speed ratio is within a predetermined wheel speed ratio threshold range, a current running speed of the vehicle is greater than a preset minimum running speed, and a total current running distance of the vehicle is greater than a preset minimum distance.
4. The method of claim 1, wherein determining a second wheel speed compensation value based on the first road surface feature value and a first fuzzy logic control model comprises:
based on the input first road surface characteristic value, the first fuzzy logic control model outputs a second wheel speed compensation value;
the first fuzzy logic control model is constructed based on the corresponding relation between the first road surface characteristic value and the yaw rate compensation value.
5. The method of claim 1, wherein determining the first yaw rate and the first yaw rate compensation value for the vehicle based on the first wheel speed, the first wheel speed compensation value, the second wheel speed compensation value, and the third wheel speed compensation value comprises:
taking the average value of the first wheel speed compensation value, the second wheel speed compensation value and the third wheel speed compensation value as a fourth wheel speed compensation value;
according to the fourth wheel speed compensation value, compensating the fourth wheel speed to obtain a compensated first wheel speed; the method comprises the steps of,
calculating a third yaw rate based on the first wheel speed;
performing amplitude limiting treatment on the third yaw rate to obtain the first yaw rate;
acquiring a fourth yaw rate, wherein the fourth yaw rate is calculated by the second operation parameter of the vehicle;
determining the second yaw rate compensation value based on the first yaw rate and the fourth yaw rate in combination with a first filtering model;
and carrying out amplitude limiting processing on the second yaw rate compensation value to obtain a first yaw rate compensation value.
6. The method of claim 5, wherein clipping the third yaw rate to obtain the first yaw rate comprises:
When the third yaw rate is greater than a preset maximum yaw rate, taking the maximum yaw rate as the first yaw rate;
when the third yaw rate is smaller than a preset minimum yaw rate, the minimum yaw rate is used as the first yaw rate;
and when the third yaw rate is smaller than or equal to the preset maximum yaw rate and larger than or equal to the preset minimum yaw rate, the third yaw rate is used as the first yaw rate.
7. The method of claim 5, wherein clipping the second yaw-rate compensation value to obtain a first yaw-rate compensation value comprises:
when the second yaw rate compensation value is larger than a preset maximum yaw rate compensation value, the maximum yaw rate compensation value is used as the first yaw rate compensation value;
when the second yaw rate compensation value is smaller than a preset minimum yaw rate compensation value, the minimum yaw rate compensation value is used as the first yaw rate compensation value;
and when the second yaw rate compensation value is smaller than or equal to the preset maximum yaw rate compensation value and larger than or equal to the preset minimum yaw rate compensation value, the second yaw rate compensation value is used as the first yaw rate compensation value.
8. A device for compensating for yaw rate, the device comprising: the system comprises a signal processing module, a dynamics calculation module and a data calculation module;
the signal processing module is used for acquiring a first wheel speed compensation value at the current moment in the running process of the vehicle and a first road surface characteristic value corresponding to the running road surface of the vehicle;
the dynamics calculation module is used for acquiring a first wheel speed compensation value of the current moment in the running process of the vehicle and determining a second wheel speed compensation value based on the first road surface characteristic value and a first fuzzy logic control model;
the dynamics calculation module is further used for determining a third wheel speed compensation value based on the first wheel speed, the first road surface characteristic value and the first dynamics model;
the data calculation module is used for determining a first yaw rate and a first yaw rate compensation value corresponding to the vehicle based on the first wheel speed, the first wheel speed compensation value, the second wheel speed compensation value and the third wheel speed compensation value; and the first yaw rate compensation value is used for compensating the first yaw rate according to the first yaw rate compensation value so as to obtain a compensated second yaw rate.
9. An electronic device, comprising:
A processor: the method comprises the steps of,
a memory for storing executable instructions of the processor;
wherein the processor is configured to execute the executable instructions to implement the method of compensating for yaw rate according to any one of claims 1 to 7.
10. A readable medium, characterized in that the readable medium has stored therein instructions which, when executed by an electronic device, perform the method of compensating for yaw rate according to any of claims 1 to 7.
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