WO2021036862A1 - 车辆控制方法、相关设备及计算机存储介质 - Google Patents
车辆控制方法、相关设备及计算机存储介质 Download PDFInfo
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- WO2021036862A1 WO2021036862A1 PCT/CN2020/109765 CN2020109765W WO2021036862A1 WO 2021036862 A1 WO2021036862 A1 WO 2021036862A1 CN 2020109765 W CN2020109765 W CN 2020109765W WO 2021036862 A1 WO2021036862 A1 WO 2021036862A1
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- vehicle
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- road surface
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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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
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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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/02—Control of vehicle driving stability
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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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/06—Automatic manoeuvring for parking
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
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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
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- B60W40/076—Slope angle of the road
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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Definitions
- the present invention relates to the field of vehicle technology, in particular to a vehicle control method, related equipment and computer storage media.
- the first is based on a feedback control algorithm, such as a proportional-integral-derivative controller (proportion-integral-derivative, PID) to achieve gradient parking.
- PID proportional-integral-derivative controller
- the second type is parking control based on longitudinal gradient. In practice, it is found that in the process of parking on a slope, as the direction and posture of the vehicle are different, it is necessary to overcome the resistance components in different directions. However, this scheme only considers the impact of longitudinal gradient on parking, which has certain limitations, which will affect the accuracy and safety of vehicle control.
- the embodiment of the invention discloses a vehicle control method, related equipment and a computer storage medium, which can solve the problems of low vehicle control accuracy and safety in the prior art.
- an embodiment of the present invention discloses a vehicle control method.
- the method includes: a terminal device obtains a road surface lateral gradient and a road longitudinal gradient, and performs joint corrections on the road lateral gradient and the road longitudinal gradient to obtain a combined horizontal and longitudinal gradient.
- the longitudinal gradient of the road surface refers to the road gradient along the longitudinal direction of the vehicle body when the vehicle is driving on the road surface.
- the lateral slope of the road surface refers to the road slope along the vertical direction of the vehicle body when the vehicle is driving on the road surface.
- the terminal device performs torque prediction and brake pressure prediction on the vehicle according to the combined transverse and longitudinal gradient, and obtains the expected torque and the expected brake pressure of the vehicle. Finally, according to the expected torque and the expected brake pressure, the vehicle is instructed to travel.
- the terminal device performs a joint calculation on the lateral slope of the road surface and the longitudinal slope of the road surface according to the side slip angle of the center of mass to obtain the lateral and longitudinal slope of the road surface. Then, according to the current gear of the vehicle, the road transverse and longitudinal gradient is corrected to obtain the combined transverse and longitudinal gradient.
- the horizontal and vertical gradient of the road surface is used to reflect the direction and size of the gradient when the vehicle is driving on the road.
- the side slip angle of the center of mass is the angle between the vehicle along the longitudinal direction of the vehicle body and the direction of movement of the vehicle.
- the terminal device uses the side slip angle of the center of mass and the current gear of the vehicle to jointly correct the lateral gradient of the road surface and the longitudinal gradient of the road surface to obtain a combined lateral and longitudinal gradient that affects the safe driving of the vehicle. It is convenient to predict the torque and braking pressure of the vehicle based on the combined transverse and longitudinal gradient, so as to control the vehicle to drive safely on the road. It is helpful to improve the accuracy of slope calculation, which in turn helps to improve the safety and accuracy of vehicle driving.
- the terminal device calculates the horizontal and vertical road surface based on the road cross slope, the road longitudinal slope, the preset cross slope correction coefficient, the preset longitudinal slope correction coefficient, and the side slip angle of the center of mass. slope. Based on the directional correction coefficient and the horizontal and longitudinal slope of the road, the combined horizontal and vertical slope is calculated, where the directional correction coefficient is calculated based on the current gear of the vehicle.
- the terminal device uses the side slip angle of the center of mass, the current gear of the vehicle, the preset transverse gradient correction coefficient and the preset longitudinal gradient correction coefficient to jointly correct the road cross gradient and the road longitudinal gradient, and obtain the effect that affects the safe driving of the vehicle.
- the combined horizontal and vertical slope It is convenient to predict the torque and braking pressure of the vehicle based on the combined transverse and longitudinal gradient, so as to control the vehicle to drive safely on the road. It is helpful to improve the accuracy of slope calculation, which in turn helps to improve the safety and accuracy of vehicle driving.
- the terminal device uses the following formula to calculate the horizontal and vertical gradient of the road surface:
- ⁇ xy k x ⁇ x cos ⁇ v+k y ⁇ y cos ⁇ v
- ⁇ xy is the horizontal and vertical slope of the road surface
- ⁇ x is the horizontal slope of the road surface
- ⁇ y is the vertical slope of the road surface
- ⁇ v is the side slip angle of the center of mass
- k x is the preset horizontal slope correction coefficient
- K y is the preset longitudinal slope correction coefficient
- the terminal device uses the following formula to calculate the combined horizontal and vertical slope:
- gear i is the current gear of the vehicle
- sign(gear i ) is the gear correction coefficient corresponding to the current gear
- ⁇ xy is the transverse and longitudinal gradient of the road surface
- gear i-1 is the last gear of the vehicle
- sign(gear i-1 ) is the gear correction coefficient corresponding to the last gear.
- the terminal device corrects the initial expected acceleration of the vehicle according to the combined transverse and longitudinal gradient to obtain the target expected acceleration.
- the initial expected acceleration is the pre-planned acceleration of the vehicle when driving on the road; then torque prediction and brake pressure prediction are performed on the vehicle according to the target expected acceleration, to obtain the expected torque and expected brake pressure of the vehicle.
- the terminal device uses the combined transverse and longitudinal gradient to correct the initial expected acceleration of the vehicle to obtain the true (target) expected acceleration when the vehicle is running. Then, based on the target desired acceleration, the desired torque and the desired brake pressure of the vehicle are calculated, so as to control the safe driving of the vehicle. In this way, the influence of the transverse and longitudinal gradients on the driving of the vehicle can be comprehensively considered, which is beneficial to improve the accuracy of the vehicle control, thereby ensuring the safety of the vehicle driving.
- the terminal device calculates the target expected acceleration based on the combined transverse and longitudinal gradient, gravitational acceleration, and the initial expected acceleration of the vehicle; then, based on the target expected acceleration and the preset torque coefficient, it is predicted to obtain The expected torque of the vehicle; based on the target expected acceleration and the preset brake pressure coefficient, the expected brake pressure of the vehicle is predicted.
- the terminal device uses the combined transverse and longitudinal gradient, gravitational acceleration, the initial expected acceleration of the vehicle, the preset torque coefficient and the preset brake pressure coefficient to calculate the expected torque and expected brake pressure of the vehicle, thereby controlling Safe driving of the vehicle.
- the influence of the transverse and longitudinal gradients on the driving of the vehicle can be comprehensively considered, which is beneficial to improve the accuracy of the vehicle control, thereby ensuring the safety of the vehicle driving.
- the terminal device uses the following formula to calculate the target expected acceleration:
- a total a ini +g ⁇ sin( ⁇ total )
- a total is the target expected acceleration
- a ini is the initial expected acceleration
- g is the acceleration due to gravity
- ⁇ total is the combined transverse and longitudinal gradient.
- the terminal device uses the following formula to calculate the expected torque and the expected brake pressure:
- T total k 1 ⁇ a total
- T total is the desired torque
- P total is the desired brake pressure
- a total is the target desired acceleration
- k 1 is a preset torque coefficient
- k 2 is a preset brake pressure coefficient.
- the terminal device instructs the vehicle to park according to the expected torque and the expected brake pressure.
- an embodiment of the present invention provides a vehicle control device, which includes a functional device, such as a module or unit, for executing the method described in the first aspect or any possible implementation of the first aspect. Wait.
- an embodiment of the present invention provides a computing device, including: a processor, a memory, a communication interface, and a bus; the processor, the communication interface, and the memory communicate with each other through the bus; the communication interface is used to receive and send data; and the memory , Is used to store instructions; the processor is used to call instructions in the memory to execute the method described in the first aspect or any possible implementation of the first aspect.
- a computer-readable storage medium stores program codes for vehicle control.
- the program code includes instructions for executing the method described in the first aspect or any possible implementation of the first aspect.
- a chip product is provided to implement the foregoing first aspect or the method in any possible implementation manner of the first aspect.
- Fig. 1 is a schematic diagram of a possible vehicle function framework provided by an embodiment of the present invention.
- FIG. 2 is a schematic structural diagram of an internal deployment of a processor according to an embodiment of the present invention.
- Fig. 3 is a schematic structural diagram of a motion control module provided by an embodiment of the present invention.
- Fig. 4 is a schematic diagram of a vehicle provided by an embodiment of the present invention.
- 5A-5C are schematic diagrams of three vehicle driving scenarios provided by an embodiment of the present invention.
- Fig. 6 is a schematic flowchart of a vehicle control method provided by an embodiment of the present invention.
- Fig. 7 is a schematic structural diagram of a vehicle control device provided by an embodiment of the present invention.
- Fig. 8 is a schematic structural diagram of a terminal device provided by an embodiment of the present invention.
- FIG. 1 is a schematic diagram of a possible vehicle function framework provided by an embodiment of the present invention.
- the functional framework of the vehicle 100 may include various subsystems, such as the sensor system 102, the control system 104, one or more peripheral devices 106 (the illustration shows one as an example), the power supply 108, and the Computer system 110.
- the vehicle 100 may also include other functional systems, such as an engine system that provides power to the vehicle 100, etc., which is not limited in the present invention. among them,
- the sensor system 102 may include several detection devices, which can sense the information to be measured, and convert the sensed information into electrical signals or other required forms of information output according to a certain rule.
- these detection devices may include global positioning system 1021 (global positioning system, GPS), vehicle speed sensor 1022, inertial measurement unit 1023 (inertial measurement unit, IMU), radar unit 1024, laser rangefinder 1025, camera device 1026, wheel speed sensor 1027, steering sensor 1028, gear position sensor 1029, or other components used for automatic detection, etc., and the present invention is not limited.
- Global Positioning System GPS 1021 is a system that uses GPS positioning satellites to perform positioning and navigation on a global scale in real time.
- the global positioning system GPS can be used to realize the real-time positioning of the vehicle and provide the geographic location information of the vehicle.
- the vehicle speed sensor 1022 is used to detect the driving speed of the vehicle.
- the inertial measurement unit 1023 may include a combination of an accelerometer and a gyroscope, and is a device that measures the angular rate and acceleration of the vehicle 100. For example, during the running of the vehicle, the inertial measurement unit can measure the position and angle changes of the vehicle body based on the inertial acceleration of the vehicle.
- the radar unit 1024 can also be called a radar system.
- the radar unit uses wireless signals to sense objects in the current environment where the vehicle is driving.
- the radar unit can also sense information such as the speed and direction of travel of the object.
- the radar unit can be configured as one or more antennas for receiving or transmitting wireless signals.
- the laser rangefinder 1025 can use modulated laser to realize the distance measurement of the target object, that is, the laser rangefinder can be used to realize the distance measurement of the target object.
- the laser rangefinder may include, but is not limited to, any one or a combination of multiple components: a laser source, a laser scanner, and a laser detector.
- the imaging device 1026 is used to capture images, such as images and videos.
- the camera device can collect images of the environment in which the vehicle is located in real time. For example, in the process of vehicles entering and exiting the tunnel, the camera device can collect corresponding images in real time and continuously.
- the camera device includes, but is not limited to, a driving recorder, a camera, a camera or other components used for photographing/photography, etc. The number of the camera device is not limited by the present invention.
- the wheel speed sensor 1027 is a sensor for detecting the rotation speed of the wheels of the vehicle.
- wheel speed sensors 1027 may include, but are not limited to, magneto-electric wheel speed sensors and Hall-type wheel speed sensors.
- the steering sensor 1028 which may also be referred to as a steering angle sensor, may represent a system for detecting the steering angle of the vehicle. In practical applications, the steering sensor 1028 can be used to measure the steering angle of a vehicle steering wheel, or to measure an electrical signal indicating the steering angle of the vehicle steering wheel. Optionally, the steering sensor 1028 may also be used to measure the steering angle of the vehicle tires, or to measure electrical signals indicating the steering angle of the vehicle tires, etc., and the present invention is not limited.
- the steering sensor 1028 can be used to measure any one or a combination of the following: the steering angle of the steering wheel, the electrical signal indicating the steering angle of the steering wheel, the steering angle of the wheels (vehicle tires), and the steering angle of the wheels. Electrical signals, etc.
- the gear position sensor 1029 is used to detect the current gear position of the vehicle. Due to the different manufacturers of the vehicles, the gears in the vehicles may also be different. Taking an autonomous vehicle as an example, the autonomous vehicle supports 6 gears, namely: P gear, R gear, N gear, D gear, 2 gear, and L gear. Among them, the P (parking) gear is used for parking. It uses the mechanical device of the vehicle to lock the braking part of the vehicle so that the vehicle cannot move. R (reverse) gear, also called reverse gear, is used to reverse the vehicle. D (drive) gear, also called forward gear, is used for vehicles to drive on the road. The 2 (secondgear) gear is also a forward gear, which is used to adjust the driving speed of the vehicle.
- the 2nd gear can usually be used for the up and down slopes of the vehicle.
- the L (low) gear also known as the low gear, is used to limit the driving speed of the vehicle. For example, on a downhill road, the vehicle enters the L gear, so that the vehicle uses engine power to brake when the vehicle is downhill, and the driver does not have to step on the brake for a long time to cause the brake pads to overheat and cause danger.
- the control system 104 may include several elements, such as a steering unit 1041, a braking unit 1042, a lighting system 1043, an automatic driving system 1044, a map navigation system 1045, a network timing system 1046, and an obstacle avoidance system 1047 shown in the figure.
- the control system 104 may also include components such as a throttle controller and an engine controller for controlling the traveling speed of the vehicle, which are not limited in the present invention.
- the steering unit 1041 may represent a system for adjusting the traveling direction of the vehicle 100, which may include, but is not limited to, a steering wheel, or any other structural device for adjusting or controlling the traveling direction of the vehicle.
- the braking unit 1042 may represent a system for slowing down the traveling speed of the vehicle 100, and may also be referred to as a vehicle braking system. It may include, but is not limited to, a brake controller, a speed reducer, or any other structural device used for vehicle deceleration. In practical applications, the braking unit 1042 can use friction to slow down the tires of the vehicle, thereby slowing down the traveling speed of the vehicle.
- the lighting system 1043 is used to provide a lighting function or a warning function for the vehicle.
- the lighting system 1043 may activate the front lights and rear lights of the vehicle to provide the light intensity of the vehicle driving and ensure the safe driving of the vehicle.
- the lighting system includes, but is not limited to, front lights, rear lights, width lights, and warning lights.
- the automatic driving system 1044 may include a hardware system and a software system for processing and analyzing the data input to the automatic driving system 104 to obtain the actual control parameters of each component in the control system 104, such as the desired braking of the brake controller in the braking unit. The pressure and the expected torque of the engine, etc. It is convenient for the control system 104 to implement corresponding control and ensure the safe driving of the vehicle.
- the automatic driving system 104 can also determine obstacles faced by the vehicle, characteristics of the environment in which the vehicle is located (for example, the lane where the vehicle is currently driving, road boundaries, and upcoming traffic lights) by analyzing the data.
- the data input to the automatic driving system 104 can be image data collected by a camera device, or data collected by various components in the sensor system 102, such as steering wheel angle provided by a steering angle sensor, wheel speed provided by a wheel speed sensor, etc. ,
- the present invention is not limited.
- the map navigation system 1045 is used to provide map information and navigation services for the vehicle 100.
- the map navigation system 1045 can plan an optimal driving route based on the positioning information of the vehicle (specifically the current location of the vehicle) provided by GPS and the destination address entered by the user, such as the shortest distance or the less traffic volume Route etc. It is convenient for the vehicle to navigate along the optimal driving route to reach the destination address.
- the map navigation system can also provide or display corresponding map information to the user according to actual needs of the user, such as displaying the current section of the vehicle on the map in real time, which is not limited in the present invention.
- the network time system 1046 (network time system, NTS) is used to provide time synchronization services to ensure that the current system time of the vehicle is synchronized with the network standard time, which is beneficial to provide more accurate time information for the vehicle.
- NTS network time system
- the network time synchronization system 1046 can obtain a standard time signal from GPS satellites, and use the time signal to synchronously update the current system time of the vehicle to ensure that the current system time of the vehicle is consistent with the time of the obtained standard time signal.
- the obstacle avoidance system 1047 is used to predict the obstacles that may be encountered during the driving of the vehicle, and then control the vehicle 100 to bypass or cross the obstacles to realize the normal driving of the vehicle 100.
- the obstacle avoidance system 1047 can analyze the sensor data collected by each element in the sensor system 102 to determine the obstacles that may exist on the road of the vehicle. If the size of the obstacle is relatively large, such as a fixed building (building) on the side of the road, the obstacle avoidance system 1047 can control the vehicle 100 to bypass the obstacle for safe driving. Conversely, if the size of the obstacle is small, such as a small rock on the road, the obstacle avoidance system 1047 can control the vehicle 100 to cross the obstacle and continue to drive forward.
- the peripheral device 106 may include several elements, such as a communication system 1061, a touch screen 1062, a user interface 1063, a microphone 1064, a speaker 1065, and so on as shown in the figure.
- the communication system 1061 is used to implement network communication between the vehicle 100 and other devices except the vehicle 100.
- the communication system 1061 may use wireless communication technology or wired communication technology to implement network communication between the vehicle 100 and other devices.
- the wired communication technology may refer to communication between the vehicle and other devices through a network cable or optical fiber.
- the wireless communication technology includes, but is not limited to, the global system for mobile communications (GSM), general packet radio service (GPRS), code division multiple access (CDMA), Wideband Code Division Multiple Access (WCDMA), Time-Division Code Division Multiple Access (TD-SCDMA), Long Term Evolution (LTE), Wireless Local Area Network (Wireless Local Area) networks, WLAN) (such as wireless fidelity (Wi-Fi) networks), bluetooth (BT), global navigation satellite system (GNSS), frequency modulation (FM), close range Wireless communication technology (near field communication, NFC) and infrared technology (infrared, IR), etc.
- GSM global system for mobile communications
- GPRS general packet radio service
- CDMA code division multiple access
- WCDMA Wideband Code Division Multiple Access
- TD-SCDMA Time-Division Code Division Multiple Access
- LTE Long Term Evolution
- WLAN Wireless Local Area Network
- WLAN such as wireless fidelity (Wi-Fi) networks
- BT global navigation satellite system
- FM frequency modulation
- the touch screen 1062 can be used to detect operation instructions on the touch screen 1062.
- the user performs a touch operation on the content data displayed on the touch screen 1062 according to actual needs to realize the function corresponding to the touch operation, such as playing multimedia files such as music and videos.
- the user interface 1063 may specifically be a touch panel for detecting operation instructions on the touch panel.
- the user interface 1063 may also be a physical button or a mouse.
- the user interface 1064 may also be a display screen for outputting data and displaying images or data.
- the user interface 1064 may also be at least one device belonging to the category of peripheral devices, such as a touch screen, a microphone, and a speaker.
- the microphone 1064 also called a microphone or microphone, is used to convert sound signals into electrical signals.
- the loudspeaker 1065 is also called a loudspeaker, and is used to convert audio electric signals into sound signals. The vehicle can listen to music through the speaker 1065, or listen to hands-free calls.
- the power source 108 represents a system that provides power or energy for the vehicle, and it may include, but is not limited to, a rechargeable lithium battery or a lead-acid battery. In practical applications, one or more battery components in the power supply are used to provide electric energy or energy for starting the vehicle, and the type and material of the power supply are not limited by the present invention.
- the power supply 108 may also be an energy source for providing an energy source for the vehicle, such as gasoline, diesel, ethanol, solar battery or battery panel, etc., which is not limited in the present invention.
- the computer system 110 may include one or more processors 1101 (a processor is shown as an example in the figure) and a memory 1102 (may also be referred to as a storage device).
- processors 1101 a processor is shown as an example in the figure
- memory 1102 may also be referred to as a storage device.
- the memory 1102 is also inside the computer system 110, and may also be outside the computer system 110, for example, as a cache in the vehicle 100, which is not limited in the present invention. among them,
- the processor 1101 may include one or more general-purpose processors, such as a graphics processing unit (GPU).
- the processor 1101 may be used to run related programs or instructions corresponding to the programs stored in the memory 1102 to implement corresponding functions of the vehicle.
- the memory 1102 may include volatile memory, such as RAM; the memory may also include non-volatile memory, such as ROM, flash memory, HDD, or solid-state drive SSD; 1102 may also include a combination of the above-mentioned types of memories.
- the memory 1102 may be used to store a set of program codes or instructions corresponding to the program codes, so that the processor 1101 can call the program codes or instructions stored in the memory 1102 to implement corresponding functions of the vehicle. This function includes but is not limited to part or all of the functions in the schematic diagram of the vehicle function framework shown in FIG. 1.
- the memory 1102 can store a set of program codes for vehicle control, and the processor 1101 can call the program codes to control the safe driving of the vehicle. The details of how to realize the safe driving of the vehicle are described in detail below in the present invention.
- the memory 1102 may also store information such as road maps, driving routes, and sensor data.
- the computer system 110 may be combined with other elements in the functional framework diagram of the vehicle, such as sensors in the sensor system, GPS, etc., to implement relevant functions of the vehicle.
- the computer system 110 can control the traveling direction or traveling speed of the vehicle 100 based on the data input of the sensor system 102, which is not limited in the present invention.
- FIG. 1 of the present invention shows that it includes three subsystems, and the sensor system, the control system and the computer system are only examples and do not constitute a limitation.
- the vehicle 100 can combine several components in the vehicle according to different functions to obtain corresponding subsystems with different functions.
- the vehicle 100 may also include an electronic stability program (ESP) and an electric power steering system (electric power steering, EPS), etc., which are not shown in the figure.
- ESP electronic stability program
- EPS electric power steering
- the ESP system can be composed of some sensors in the sensor system 102 and some elements in the control system 104.
- the ESP system can include a wheel speed sensor 1027, a steering sensor 1028, a lateral acceleration sensor, and a control unit involved in the control system 104. and many more.
- the EPS system can be composed of some sensors in the sensor system 102, some components in the control system 104, and power supply 108.
- the EPS system can include a steering sensor 1028, a generator and a reducer involved in the control system 104, and a battery. Power supply and so on.
- FIG. 1 is only a schematic diagram of a possible functional framework of the vehicle 100.
- the vehicle 100 may include more or fewer systems or components, which is not limited in the present invention.
- FIG. 2 is a schematic structural diagram of a possible processor 1101 during operation according to an embodiment of the present invention.
- the processor 1101 shown in FIG. 2 can call the program codes stored in the memory 1102 to implement the functions of each software module.
- the software module in the figure may include a perception fusion module 11, a motion planning module 12, and a motion control module 13. among them,
- the sensory fusion module 11 is used to perform fusion processing on sensor data collected by some or all of the sensors in the sensor system 100 to obtain fused sensor data. Furthermore, the fusion sensor data can be sent to the motion planning module 12. For example, the perception fusion module 11 fusion sends road condition information (such as road width, curve length, curve angle, road slope, etc.) collected by the camera device 1026 in the sensor system 100 and obstacle information collected by the radar sensor 104. Give motion planning module 12 and so on.
- road condition information such as road width, curve length, curve angle, road slope, etc.
- the perception fusion module 11 can also identify sensor data sent by some or all of the sensors in the sensor system 100 to obtain current driving information of the vehicle, which may also be referred to as motion state information.
- the motion state information is further sent to the motion control module 13.
- the driving information includes, but is not limited to, the driving speed, wheel speed, longitudinal acceleration, lateral acceleration, steering wheel angle, or other information related to the driving of the vehicle.
- the motion planning module 12 is used to plan corresponding driving information for the vehicle in advance according to the fusion sensor data, such as the planned driving path, driving speed and acceleration, and so on.
- the motion planning module 12 may send the obtained planned driving information to the motion control module 13.
- the motion control module 13 is configured to adjust the current driving information of the vehicle according to the planned driving information sent by the motion planning module 12 to control the vehicle to drive safely.
- the motion control module 13 includes a horizontal control module 131 and a vertical control module 132.
- the lateral control module is used to control driving information that is perpendicular to the longitudinal direction of the vehicle body (ie, the lateral direction), such as lateral acceleration, lateral driving speed, and so on.
- the longitudinal control module is used to control the driving information related to the longitudinal direction of the vehicle body, such as longitudinal acceleration, longitudinal driving speed and so on. The transverse direction and the longitudinal direction will be described in detail below in this application.
- the motion control module 13 can adjust the current driving information of the vehicle according to the planned driving information through the lateral control module and/or the longitudinal control module.
- the planned driving information obtained by the motion planning module 13 is specifically: the driving speed at time t0 is 60 km/h, and the steering wheel angle is 30°.
- the current driving information obtained by the perception fusion module 11 is specifically: the current driving speed of the vehicle is 800 km/h, and the steering wheel angle is 0°.
- the motion control module 13 can send a deceleration control command to the vehicle brake system to control the vehicle brake system to decelerate, thereby ensuring that the driving speed at t0 is 60km/h; at the same time, it sends a steering command to the vehicle steering wheel. Control the steering of the steering wheel to ensure that the steering wheel angle at t0 is 30°, which is convenient for the vehicle to drive safely in bends.
- Fig. 3 a schematic diagram of the internal structure of a possible motion control module 13 (specifically, a longitudinal control module or a lateral control module) provided by an embodiment of the present invention.
- Fig. 3 takes the longitudinal control module as an example, which includes an initial expected acceleration acquisition unit 131, a lateral gradient acquisition unit 132, a longitudinal gradient acquisition unit 133, a centroid side slip angle acquisition unit 134, a transverse and longitudinal gradient calculation unit 135, and a slope compensation calculation unit 136 , The total desired acceleration calculation unit 137 and the torque and brake pressure calculation unit 138. among them,
- the initial expected acceleration acquiring unit 131 is configured to acquire the initial expected acceleration when the vehicle is traveling on the road, where the initial expected acceleration is the driving acceleration planned by the motion planning module 12 for the vehicle in advance.
- the lateral gradient acquiring unit 132 is used to acquire the lateral gradient of the road surface when the vehicle is driving on the road surface.
- the longitudinal gradient acquisition unit 133 is used to acquire the longitudinal gradient of the road surface when the vehicle is driving on the road surface.
- the longitudinal gradient (for example, the longitudinal gradient of the road surface) involved in the present invention refers to the road gradient along the longitudinal direction of the vehicle body.
- the lateral gradient refers to the road gradient along the longitudinal direction perpendicular to the vehicle body.
- FIG. 4 for a schematic diagram of a vehicle.
- the X axis represents the longitudinal direction of the vehicle body, which can be a direction parallel to the ground and pointing forward when the vehicle is at a standstill.
- the Y axis represents the longitudinal direction perpendicular to the vehicle body, that is, the transverse direction.
- the Z axis indicates the direction that passes through the center of mass of the vehicle (the origin of the coordinate system) and points upward.
- the road longitudinal gradient refers to the road gradient along the X-axis direction
- the road lateral gradient refers to the road gradient along the Y-axis direction.
- the centroid side slip angle obtaining unit 134 is used to obtain the centroid side slip angle when the vehicle is running on the road surface.
- the side slip angle of the center of mass may specifically refer to the angle between the vehicle along the longitudinal direction of the vehicle body and the driving direction of the vehicle. Please refer to the following 5B, V represents the direction of movement of the vehicle, X represents the longitudinal direction of the vehicle body, and ⁇ is the side slip angle of the vehicle's center of mass.
- the transverse and longitudinal gradient calculation unit 135 is used to jointly calculate the transverse gradient of the road surface and the longitudinal gradient of the road surface of the vehicle to obtain the transverse and longitudinal gradient of the road surface.
- the vertical and horizontal slope of the road surface can be specifically expressed as a vector, which includes the direction of the slope and the magnitude of the slope.
- the gradient compensation calculation unit 136 is used to perform direction compensation on the transverse and longitudinal gradient of the road surface to obtain the combined transverse and longitudinal gradient.
- the total expected acceleration calculation unit 137 is used to correct the initial expected acceleration according to the combined transverse and longitudinal gradient to obtain the target expected acceleration, so as to comprehensively consider the impact of the road transverse gradient and the longitudinal gradient on the vehicle driving, which is beneficial to ensure the safety of the vehicle driving.
- the torque and brake pressure calculation unit 138 is used to calculate the desired torque or the desired brake pressure of the vehicle according to the target desired acceleration. So that the motion control module controls the torque output by the vehicle engine according to the desired torque. Specifically, the motion control module can send a control command to the vehicle engine to control the torque output by the vehicle engine, thereby controlling the driving speed of the vehicle. Alternatively, the motion control module controls the braking pressure output by the vehicle braking system according to the desired braking pressure. Specifically, the motion control module can send control instructions to the vehicle braking system to control the braking pressure output by the vehicle braking system, thereby controlling the driving speed of the vehicle to ensure the safe driving of the vehicle.
- each unit in the motion control module 13 in the embodiment of the present invention will be described in detail below in this application.
- this application is applicable to various road driving scenes with slopes. For example, due to the shortage of parking spaces in the garage, there are many irregular parking spaces. During the parking process, it is necessary to overcome certain slope resistance and avoid obstacles to realize automatic parking of the vehicle, that is, this application is suitable for slope parking scenarios
- FIG. 5A shows a schematic diagram of a possible parking scene.
- the curve superelevation refers to the increase of the outside of the lane or the decrease of the inside of the lane in the flat curve of the road, that is, the road pavement has a certain horizontal gradient and longitudinal gradient, so that the vehicle is on the curve.
- Fig. 5B shows a schematic diagram of a possible curve driving scene.
- FIG. 5C shows a schematic diagram of a possible slope driving scene. As shown in FIG. 5C, the vehicle is only traveling uphill as an example, but it does not constitute a limitation.
- FIG. 6 is a schematic flowchart of a vehicle control method according to an embodiment of the present invention.
- the method shown in Figure 6 includes the following implementation steps:
- the terminal device obtains the lateral gradient of the road surface and the longitudinal gradient of the road surface.
- the longitudinal gradient of the road surface refers to the road gradient along the longitudinal direction of the vehicle body when the vehicle is running on the road surface
- the lateral gradient of the road surface refers to the road gradient along the longitudinal direction perpendicular to the vehicle body when the vehicle is running on the road surface.
- the lateral gradient of the road surface and the longitudinal gradient of the road surface may be measured by using a measuring tool (for example, a slope measuring instrument), or may be sent from other equipment (such as a server), or may be respectively obtained by a terminal device. Calculated based on the lateral acceleration and longitudinal acceleration of the vehicle.
- a measuring tool for example, a slope measuring instrument
- the terminal device calculates the lateral slope of the road surface and the longitudinal slope of the road surface.
- the terminal device calculates the longitudinal acceleration of the road when the vehicle is running on the road according to the longitudinal acceleration of the vehicle.
- the specific implementation is as follows:
- the terminal device obtains the driving speed V x of the vehicle.
- the driving speed may be the vehicle driving speed directly collected by the terminal device through the speed sensor, or it may be obtained by calculating the respective wheel speeds of the coaxial wheels.
- the coaxial wheel includes two wheels, and the two wheels are coaxial, that is, the axes of the two wheels are the same.
- the left front wheel and the right front wheel, the left rear wheel and the right rear wheel are all regarded as coaxial wheels.
- the wheel speed of each wheel (hereinafter referred to as wheel speed for short) can be specifically collected by wheel sensors.
- the terminal device obtains the left rear wheel speed V lr and the right rear wheel speed V rr of the vehicle, the following formula (1) is used to calculate the vehicle The driving speed V x .
- the terminal device uses the following formula (2) to calculate the rate of change of the driving speed V x with time to obtain the true longitudinal acceleration a x of the vehicle.
- the terminal device obtains the measured longitudinal acceleration a x_m of the vehicle.
- the measured longitudinal acceleration may be the initial longitudinal acceleration directly measured by the longitudinal acceleration sensor of the vehicle body, or the acceleration obtained after processing the initial longitudinal acceleration.
- the measured longitudinal acceleration may be the acceleration obtained after filtering the initial longitudinal acceleration through a low-pass filter and denoising.
- the low-pass filter includes but is not limited to Kalman filter and Butterworth Filters, etc.
- the terminal device uses the following formula (3) to calculate the true longitudinal acceleration a x and the measured longitudinal acceleration a x_m of the vehicle to obtain the road longitudinal gradient ⁇ x when the vehicle is driving on the road.
- the terminal device calculates the lateral acceleration of the road when the vehicle is running on the road according to the lateral acceleration of the vehicle.
- the specific implementation is as follows:
- the terminal device calculates the wheel speed difference V dx of the coaxial wheels. Taking the coaxial wheels including the left rear wheel and the right rear wheel as an example, the wheel speed of each wheel can be collected by the corresponding wheel sensor. After obtaining the wheel speed V lr of the left rear wheel and the wheel speed V rr of the right rear wheel of the vehicle, the terminal device uses the following formula (4) to calculate the wheel speed difference V dx .
- V dx V lr -V rr formula (4)
- the terminal device uses the following formula (5) to calculate the wheel speed difference V dx according to the vehicle dynamics equation to obtain the official lateral acceleration a y of the vehicle.
- V x is the driving speed of the vehicle.
- L is the wheelbase of the vehicle.
- the track is the distance between coaxial wheels, such as the track L between the front left wheel and the front right wheel shown in Figure 4 above.
- the terminal device obtains the measured lateral acceleration a y_m of the vehicle.
- the measured lateral acceleration may be the initial lateral acceleration directly measured by the vehicle lateral acceleration sensor, or it may be the acceleration obtained after processing the initial lateral acceleration.
- the measured lateral acceleration may be the acceleration obtained after filtering the initial lateral acceleration through a low-pass filter to remove noise.
- the terminal device uses the following formula (6) to calculate the true lateral acceleration and the measured lateral acceleration of the vehicle to obtain the road lateral gradient ⁇ y when the vehicle is driving on the road.
- the terminal device may specifically be a vehicle, a processor deployed in a vehicle, or a device that supports network communication with the vehicle.
- the device includes, but is not limited to, a mobile phone, a tablet (table personal computer), and a personal digital assistant (personal digital assistant).
- digital assistant PDA
- mobile internet device mobile internet device, MID
- wearable device wearable device
- in-vehicle equipment and other devices that support network communication.
- the terminal device performs a joint correction on the lateral gradient of the road surface and the longitudinal gradient of the road surface to obtain the combined lateral and longitudinal gradient.
- the terminal device may perform a joint calculation on the lateral slope of the road surface and the longitudinal slope of the road surface according to the side slip angle of the center of mass to obtain the lateral and longitudinal slope of the road surface.
- the horizontal and vertical gradient of the road surface is a vector with magnitude and direction.
- the horizontal and vertical gradient of the road surface indicates the direction and magnitude of the gradient when the vehicle is driving on the road surface.
- the lateral deflection angle of the center of mass reference may be made to the relevant definitions in the foregoing embodiment, which will not be repeated here.
- the terminal device performs direction correction on the transverse and longitudinal gradient of the road surface according to the current gear of the vehicle to obtain the combined transverse and longitudinal gradient.
- the current gear position of the vehicle can be measured by a gear position sensor.
- the terminal device may calculate the horizontal and vertical slope of the road based on the lateral slope of the road, the longitudinal slope of the road, the side slip angle of the center of mass, the preset lateral slope correction coefficient, and the preset longitudinal slope correction coefficient. Then, the terminal device obtains the current gear position of the vehicle, and processes the current gear position to obtain the direction correction coefficient. Finally, the terminal equipment corrects the horizontal and vertical slope of the road based on the direction correction coefficient to obtain the combined horizontal and vertical slope.
- the terminal device obtains the centroid side slip angle ⁇ v .
- the steering gear acquires a vehicle steering wheel angle [theta] s and s of the vehicle than i.
- the steering wheel angle ⁇ s is directly collected by the steering sensor.
- the steering gear ratio refers to the ratio of the steering wheel angle to the steering angle of the steered wheels.
- the steering wheel usually refers to the front wheel, and the steering angle of the steering wheel can also be referred to as the front wheel angle for short.
- the terminal equipment using the following formula (7) of the steering wheel angle ⁇ s is calculated and the steering gear ratio i s, to obtain the front wheel angle ⁇ ⁇ .
- the terminal device uses the following formula (8) to use the Alman turning model to calculate the front wheel turning angle ⁇ ⁇ to obtain the turning radius R of the wheel.
- L fr is the wheelbase of the wheel.
- the wheelbase refers to the distance between the front axle and the rear axle.
- the terminal device uses the following formula (9) to calculate the turning radius R, and obtains the lateral deviation of the center of mass of the vehicle ⁇ v .
- L rv refers to the distance from the center of mass of the vehicle to the center of the rear axle.
- the terminal device uses the following formula (10) to use the center of mass side slip angle ⁇ v to jointly compensate the road cross slope ⁇ y and the road longitudinal slope ⁇ x to calculate the road cross and longitudinal slope ⁇ xy .
- ⁇ xy is the vertical and horizontal slope of the road surface
- ⁇ x is the horizontal slope of the road surface
- ⁇ y is the vertical slope of the road surface
- ⁇ v is the side slip angle of the center of mass
- k x is the preset horizontal slope correction coefficient
- k y is the preset vertical slope. Slope correction factor.
- Both k x and k y are 1 by default. In practical applications, k x and k y can also be adjusted according to actual needs. For example, when the terminal device detects that the vehicle is decelerating on a sloped road, it can decrease k x , or it can adjust k y when accelerating on the road. Big wait.
- the terminal device can obtain the current gear position of the vehicle gear i , which can be specifically collected by the gear position sensor. Further, the terminal device uses the following formula (11) to calculate the current gear of the vehicle to obtain the corresponding gear correction coefficient sign (gear i ).
- gear i is the current gear of the vehicle.
- Gear i-1 is the last gear of the vehicle.
- Sign (gear i-1 ) is the gear correction coefficient corresponding to the last gear, or it can also be referred to as the last gear correction coefficient.
- the terminal device can determine whether the current gear is the forward D gear, and if it is, it can determine that the corresponding gear correction coefficient is 1. If it is not, the terminal device continues to determine whether the current gear is the reverse R gear, and if it is, it can determine that the corresponding gear correction coefficient is -1. If it is not, it means that the current gear is neither a forward gear nor a reverse gear. At this time, the terminal device can determine that its corresponding gear correction coefficient is the same as the previous gear correction coefficient. In practical applications, the terminal device does not limit the sequence of determining whether the current gear is a forward gear or a reverse gear. For example, the terminal device can first determine whether the current gear is a reverse gear, and after judging that the current gear is not a reverse gear After that, it is then determined whether the current gear is a forward gear, etc.
- the terminal device uses the following formula (12) to use the gear correction coefficient to correct the horizontal and vertical slope ⁇ xy of the road surface, and calculate the combined horizontal and vertical slope ⁇ total .
- the terminal device performs torque prediction and brake pressure prediction on the vehicle according to the combined transverse and longitudinal gradients, and obtains the expected torque and the expected brake pressure of the vehicle.
- the terminal device corrects the initial expected acceleration of the vehicle according to the combined transverse and longitudinal gradient to obtain the target expected acceleration. Further, the terminal device performs torque prediction and braking pressure prediction on the vehicle according to the target desired acceleration, and obtains the desired torque and desired braking pressure of the vehicle.
- the initial expected acceleration of the vehicle refers to the pre-planned acceleration of the vehicle when traveling on the road, specifically, for example, the initial acceleration pre-planned by the motion planning module. In actual driving of the vehicle, due to road conditions such as slopes and turns, the initial expected acceleration will change.
- the combined transverse and longitudinal gradient is used to correct it to obtain the target expected acceleration of the vehicle, which may also be referred to as the true expected acceleration.
- the terminal device calculates the target expected acceleration of the vehicle based on the combined transverse and longitudinal gradient, gravitational acceleration, and the initial expected acceleration of the vehicle. Further based on the target expected acceleration and the preset torque coefficient, the expected torque of the vehicle is predicted. Based on the target expected acceleration and the preset brake pressure coefficient, the expected brake pressure of the vehicle is predicted.
- the terminal device obtains the initial expected acceleration a ini of the vehicle.
- the initial expected acceleration may be directly collected by the terminal device through an acceleration sensor, or may be obtained by calculating the current driving speed of the vehicle (referred to as the current vehicle speed for short).
- the terminal device may obtain the current vehicle speed V veh of the vehicle and the target vehicle speed V des of the vehicle.
- the target vehicle speed is the current driving speed of the vehicle planned in advance.
- the current speed of the vehicle can be collected by the speed sensor.
- the terminal device uses the following formula (13) to calculate the current vehicle speed V veh and the target vehicle speed V des of the vehicle to obtain the initial expected acceleration a ini of the vehicle.
- k p is a preset factor, which can be determined according to actual needs, and is specifically related to the current vehicle speed V veh of the vehicle, or related to the speed difference of (V des -V veh ).
- k p can be obtained by looking up the table according to the current vehicle speed V veh , which is not limited in the present invention.
- the terminal device uses the following formula (14) to use the combined transverse and longitudinal gradient ⁇ total to correct the initial expected acceleration a ini of the vehicle, and calculate the target expected acceleration a total of the vehicle.
- g is the gravitational acceleration, which is usually 9.8 m/s 2 .
- the terminal device uses the following formula (15) to use the target expected acceleration of the vehicle to predict the torque of the vehicle, and calculate the expected torque T total of the vehicle.
- k 1 is a preset torque coefficient, which is specifically determined according to vehicle attributes.
- the brake pressure system of the same type or model of vehicles is the same, and the brake pressure coefficients of different models of vehicles are different.
- the terminal device uses the following formula (16) to predict the brake pressure of the vehicle using the target expected acceleration of the vehicle, and calculates the expected brake pressure of the vehicle.
- k 2 is the preset braking pressure coefficient, which is specifically determined according to vehicle attributes.
- the brake pressure system of the same type or model of vehicles is the same, and the brake pressure coefficients of different models of vehicles are different.
- the terminal device can automatically predict either or both of the expected torque and the expected brake pressure of the vehicle according to the above-mentioned principle, which can be determined according to actual demand.
- two parameters predicted by the terminal device are taken as an example for illustration, which does not constitute a limitation.
- the terminal device instructs the vehicle to drive safely according to the expected torque and the expected brake pressure.
- the terminal device adjusts the torque of the vehicle engine according to the desired torque to instruct or control the vehicle to drive safely.
- the desired torque may specifically be the target amount of torque of the vehicle transmitter.
- the terminal device may directly set the torque of the vehicle engine as the desired torque to control the vehicle to drive safely at the corresponding driving speed under the desired torque.
- the desired torque may also be the amount of change in the torque of the vehicle engine, specifically, it may be an increase or a decrease. Generally, the increase is represented by "+" and the decrease is represented by "-”.
- the terminal device can control the torque of the vehicle engine to increase or decrease the desired torque to control the vehicle to drive safely at the corresponding driving speed under the action of the target torque, which is the sum of the torque of the vehicle engine and the desired torque.
- the terminal device may specifically send a control command to the vehicle engine for instructing to increase the torque of the control engine by 10N.m.
- the vehicle will respond to the control command to adjust the target torque output by the vehicle engine to 100 Newton.m after receiving the control command.
- the vehicle will also accelerate from the original first vehicle speed to the second vehicle speed to meet the driving demand and ensure the safe driving of the vehicle on the road.
- the first driving speed is the driving speed corresponding to the 90N.m torque output of the vehicle engine
- the second driving speed is the driving speed corresponding to the 100N.m torque output of the vehicle engine.
- this application is not limited.
- the terminal device adjusts the braking pressure of the vehicle's braking system according to the expected braking pressure to instruct or control the safe driving of the vehicle.
- the desired brake pressure can be the target amount of the brake pressure of the vehicle brake system, or the amount of change (specifically, increase or decrease) of the brake pressure of the vehicle brake system.
- the relevant introduction about the expected torque in, will not be repeated here.
- the terminal device can send a control command to the vehicle braking system to control the braking pressure of the braking system to increase by 5N. If the brake pressure of the vehicle brake system is 0N before receiving the control command, the vehicle will respond to the control command to adjust the target brake pressure output by the vehicle brake system to 5N after receiving the control command. Correspondingly, the vehicle will decelerate, and the original driving speed will be decelerated with a brake pressure of 5N to meet the driving demand and ensure the safety of the vehicle on the road. Regarding the conversion between the brake pressure and the driving speed, this application also does not limit it.
- FIG. 7 is a schematic structural diagram of a vehicle control device provided by an embodiment of the present invention.
- the vehicle control device shown in FIG. 7 includes an acquisition unit 701, a correction unit 702, a prediction unit 703, and an instruction unit 704. among them,
- the acquiring unit 701 is configured to acquire a road surface lateral gradient and a road longitudinal gradient, where the road longitudinal gradient is the road gradient along the longitudinal direction of the vehicle body when the vehicle is driving on the road surface, and the road lateral gradient is the vehicle on the road surface.
- the slope of the road along the longitudinal direction perpendicular to the vehicle body when driving;
- the correction unit 702 is configured to perform a joint correction on the lateral gradient of the road surface and the longitudinal gradient of the road surface to obtain a combined lateral and longitudinal gradient;
- the prediction unit 703 is configured to perform torque prediction and brake pressure prediction on the vehicle according to the combined transverse and longitudinal gradient to obtain the expected torque and the expected brake pressure of the vehicle;
- the indication unit 704 is configured to control the vehicle to drive safely on the road surface according to the expected torque and the expected brake pressure.
- the correction unit 702 is specifically configured to perform a joint calculation on the lateral slope of the road surface and the longitudinal slope of the road surface according to the side slip angle of the center of mass to obtain the lateral and longitudinal slope of the road surface.
- the side slip angle of the center of mass is the angle between the vehicle along the longitudinal direction of the vehicle body and the direction of movement of the vehicle;
- the current gear performs direction correction on the transverse and longitudinal gradient of the road surface to obtain a combined transverse and longitudinal gradient.
- the correction unit 702 is specifically configured to be based on the lateral gradient of the road surface, the longitudinal gradient of the road surface, a preset lateral gradient correction coefficient, a preset longitudinal gradient correction coefficient, and a center of mass side slip angle,
- the transverse and longitudinal gradient of the road surface is calculated; and the combined transverse and longitudinal gradient is calculated based on the direction correction coefficient and the transverse and longitudinal gradient of the road surface, wherein the direction correction coefficient is determined based on the current gear of the vehicle.
- the correction unit 702 uses the following formula to calculate the transverse and longitudinal gradient of the road surface:
- ⁇ xy k x ⁇ x cos ⁇ v+k y ⁇ y cos ⁇ v
- ⁇ xy is the horizontal and vertical slope of the road surface
- ⁇ x is the horizontal slope of the road surface
- ⁇ y is the vertical slope of the road surface
- ⁇ v is the side slip angle of the center of mass
- k x is the preset horizontal slope correction coefficient
- K y is the preset longitudinal slope correction coefficient
- the correction unit 702 uses the following formula to calculate the combined transverse and longitudinal slope:
- gear i is the current gear of the vehicle
- sign(gear i ) is the gear correction coefficient corresponding to the current gear
- ⁇ xy is the transverse and longitudinal gradient of the road surface
- gear i-1 is the last gear of the vehicle
- sign(gear i-1 ) is the gear correction coefficient corresponding to the last gear.
- the prediction unit 703 is specifically configured to correct the initial expected acceleration of the vehicle according to the combined transverse and longitudinal gradient to obtain a target expected acceleration, where the initial expected acceleration is the pre-planned The acceleration of the vehicle when running on the road; the torque prediction and the braking pressure prediction of the vehicle are performed according to the target desired acceleration, and the desired torque and the desired braking pressure of the vehicle are obtained.
- the prediction unit 703 is specifically configured to calculate a target expected acceleration based on the combined transverse and longitudinal gradient, gravitational acceleration, and the initial expected acceleration of the vehicle; based on the target expected acceleration and preset According to the torque coefficient of, the expected torque of the vehicle is predicted; based on the target expected acceleration and the preset brake pressure coefficient, the expected brake pressure of the vehicle is predicted.
- the prediction unit 703 uses the following formula to calculate the target expected acceleration:
- a total a ini +g ⁇ sin( ⁇ total )
- a total is the target expected acceleration
- a ini is the initial expected acceleration
- g is the acceleration due to gravity
- ⁇ total is the combined transverse and longitudinal gradient.
- the prediction unit 703 uses the following formula to calculate the expected torque and the expected brake pressure:
- T total k 1 ⁇ a total
- T total is the desired torque
- P total is the desired brake pressure
- a total is the target desired acceleration
- k 1 is a preset torque coefficient
- k 2 is a preset brake pressure coefficient.
- the indicating unit 704 is specifically configured to instruct the vehicle to park and drive in a gradient parking scene according to the expected torque and the expected brake pressure.
- the acquisition unit 701, the correction unit 702, and the prediction unit 703 involved in the embodiment of the present invention can be correspondingly deployed to the motion control module 13 in Figs. 2 and 3 above.
- the acquiring unit 701 may include the lateral gradient acquiring unit 132 and the longitudinal gradient acquiring unit 133 as shown in FIG. 3.
- the acquiring unit 701 is specifically implemented by functional units such as the lateral gradient acquiring unit 132 and the longitudinal gradient acquiring unit 133.
- the acquiring unit 701 may calculate and acquire the lateral gradient of the road surface through the lateral gradient acquiring unit 132, and the acquiring unit 701 may calculate and acquire the longitudinal gradient of the road surface and the like through the longitudinal gradient acquiring unit 133.
- the correction unit 702 may specifically include a centroid side slip angle acquisition unit 134, a lateral and longitudinal slope calculation unit 135, a slope compensation calculation unit 136, and the like. That is, the correction unit 702 is specifically implemented by functional units such as the centroid side slip angle acquisition unit 134, the transverse and longitudinal slope calculation unit 135, and the slope compensation calculation unit 136.
- the prediction unit 703 may specifically include an initial expected acceleration acquisition unit 131, a total expected acceleration calculation unit 137, a torque and brake pressure calculation unit 138, and the like. That is, the prediction unit 703 can be specifically implemented by functional units such as the initial expected acceleration acquisition unit 131, the total expected acceleration calculation unit 137, and the torque and brake pressure calculation unit 138, which is not limited in the present invention.
- the device of the embodiment of the present invention may be implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD).
- ASIC application-specific integrated circuit
- PLD programmable logic device
- the above-mentioned PLD may be a complex program logic device ( complex programmable logical device (CPLD), field-programmable gate array (field-programmable gate array, FPGA), generic array logic (GAL) or any combination thereof.
- CPLD complex programmable logical device
- FPGA field-programmable gate array
- GAL generic array logic
- FIG. 8 is a schematic structural diagram of a terminal device according to an embodiment of the present invention.
- the terminal device shown in FIG. 8 includes one or more processors 801, a communication interface 802, and a memory 803.
- the processor 801, the communication interface 802, and the memory 803 can be connected by a bus, or communication can be realized by other means such as wireless transmission. .
- the embodiment of the present invention takes the connection via the bus 804 as an example, where the memory 803 is used to store instructions, and the processor 801 is used to execute instructions stored in the memory 803.
- the memory 803 stores program codes, and the processor 801 can call the program codes stored in the memory 803 to perform the following operations:
- the road longitudinal gradient is the road gradient along the longitudinal direction of the vehicle body when the vehicle is running on the road
- the road lateral gradient is the road gradient along the vertical vehicle body longitudinal direction when the vehicle is running on the road surface Road gradient;
- the vehicle is instructed to travel.
- the processor 801 in the embodiment of the present invention may call the program code stored in the memory 803 to execute all or part of the steps described in the method embodiment described in FIG. 6 above, and/or other content described in the text Wait, I won't repeat it here.
- the processor 801 may be composed of one or more general-purpose processors, such as a central processing unit (CPU).
- the processor 801 may be used to run programs of the following functional units in related program codes.
- the functional unit may specifically include, but is not limited to, any one or a combination of multiple functional units such as the above-mentioned acquisition unit, correction unit, prediction unit, and control unit. That is to say, the program code executed by the processor 801 can perform the functions of any one or more of the above-mentioned functional units.
- the functional units mentioned here reference may be made to the relevant descriptions in the foregoing embodiments, which will not be repeated here.
- the communication interface 802 may be a wired interface (such as an Ethernet interface) or a wireless interface (such as a cellular network interface or using a wireless local area network interface) for communicating with other units/devices.
- a wired interface such as an Ethernet interface
- a wireless interface such as a cellular network interface or using a wireless local area network interface
- the communication interface 802 in the embodiment of the present invention may be specifically used to obtain sensor data sent from the vehicle.
- the memory 803 may include a volatile memory (Volatile Memory), such as a random access memory (Random Access Memory, RAM); the memory may also include a non-volatile memory (Non-Volatile Memory), such as a read-only memory (Read-Only Memory). Memory, ROM), Flash Memory (Flash Memory), Hard Disk Drive (HDD), or Solid-State Drive (SSD); the memory 803 may also include a combination of the foregoing types of memories.
- the memory 803 may be used to store a set of program codes, so that the processor 801 can call the program codes stored in the memory 803 to realize the functions of the above-mentioned functional units involved in the embodiments of the present invention, or to implement the method described in FIG. 6 of the present invention. The technical content recorded in the example.
- FIG. 8 is only a possible implementation manner of the embodiment of the present invention.
- the terminal device may also include more or fewer components, which is not limited here.
- the content that is not shown or described in the embodiment of the present invention reference may be made to the relevant description in the embodiment described in FIG. 6, which is not repeated here.
- the embodiment of the present invention also provides a computer non-transitory storage medium.
- the computer non-transitory storage medium stores instructions.
- the method flow shown in FIG. 6 is implemented.
- the embodiment of the present invention also provides a computer program product.
- the computer program product runs on a processor, the method flow shown in FIG. 6 is realized.
- the steps of the method or algorithm described in combination with the disclosure of the embodiment of the present invention may be implemented in a hardware manner, or may be implemented in a manner in which a processor executes software instructions.
- Software instructions can be composed of corresponding software modules, which can be stored in random access memory (English: Random Access Memory, RAM), flash memory, read-only memory (English: Read Only Memory, ROM), erasable and programmable Read-only memory (English: Erasable Programmable ROM, EPROM), electrically erasable programmable read-only memory (English: Electrically EPROM, EEPROM), register, hard disk, mobile hard disk, CD-ROM, or well-known in the art Any other form of storage medium.
- An exemplary storage medium is coupled to the processor, so that the processor can read information from the storage medium and can write information to the storage medium.
- the storage medium may also be an integral part of the processor.
- the processor and the storage medium may be located in the ASIC.
- the ASIC may be located in the terminal device.
- the processor and the storage medium may also exist as discrete components in the terminal device.
- the program can be stored in a computer readable storage medium, and the program can be stored in a computer readable storage medium. When executed, it may include the procedures of the above-mentioned method embodiments.
- the aforementioned storage media include: ROM, RAM, magnetic disks or optical disks and other media that can store program codes.
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Abstract
一种车辆控制方法、装置、设备及计算机存储介质,其中车辆控制方法包括:终端设备获取路面横向坡度及路面纵向坡度,对路面横向坡度及路面纵向坡度进行联合修正,得到联合横纵向坡度,进一步终端设备根据联合横纵向坡度对车辆进行扭矩预测和制动压力预测,得到该车辆的期望扭矩和期望制动压力,最后根据期望扭矩和期望制动压力指示该车辆行驶。该车辆控制方法、装置、设备及计算机存储介质能够解决现有技术中存在的车辆控制准确性和安全性不高等问题。
Description
本申请要求于2019年8月30日提交中国专利局、申请号为201910822217.3、申请名称为“车辆控制方法、相关设备及计算机存储介质”的中国专利申请的优先权,其全部内容通过引用结合在本申请中。
本发明涉及车辆技术领域,尤其涉及车辆控制方法、相关设备及计算机存储介质。
随着人工智能技术、汽车电子技术的飞速发展,自动驾驶技术越来越多出现在人们的日常生活中,让驾驶变得更舒适和安全。然而随着驾驶路况变得越来越复杂,例如在坡度道路上行驶时,如何控制车辆安全行驶显得尤为重要。
除了坡度道路上的安全行驶,车速控制,以坡度泊车为例,目前常采用以下两种方案来实现坡度泊车。第一种,基于反馈控制算法,例如比例-积分-微分控制器(proportion-integral-derivative,PID)实现坡度泊车。在实践中发现,反馈控制算法的适用范围比较局限,在不同泊车情况下往往需要不同的控制参数。然而这些参数的设定通常依赖于人工经验,这将影响车辆控制的准确性和安全性。第二种,基于纵向坡度的泊车控制。在实践中发现,在坡度泊车过程中随着车辆运动方向和姿态的不同,需克服不同方向的阻力分量。然而该方案仅考虑纵向坡度对泊车的影响,存在一定的局限性,这将影响车辆控制的准确性和安全性。
发明内容
本发明实施例公开了车辆控制方法、相关设备及计算机存储介质,能够解决现有技术中存的车辆控制准确性和安全性不高等问题。
第一方面,本发明实施例公开提供了一种车辆控制方法,所述方法包括:终端设备获取路面横向坡度及路面纵向坡度,对路面横向坡度及路面纵向坡度进行联合修正,得到联合横纵向坡度。其中路面纵向坡度是指车辆在路面上行驶时沿着车身纵向方向的道路坡度。路面横向坡度是指车辆在路面上行驶时沿着垂直车身纵向方向的道路坡度。进一步终端设备根据联合横纵向坡度对车辆进行扭矩预测和制动压力预测,得到该车辆的期望扭矩和期望制动压力。最后按照该期望扭矩和期望制动压力,指示车辆行驶。
通过实施本发明实施例,能够综合考虑路面横向坡度及路面纵向坡度对车辆安全行驶的影响,从而能够解决现有技术存在的车辆控制准确性和安全性不高等问题,从而提升了车辆控制的准确性和安全性,也提升了车辆控制的精确度。
结合第一方面,在一些可能的实施例中,终端设备根据质心侧偏角对路面横向坡度及路面纵向坡度进行联合计算,得到路面横纵向坡度。然后根据该车辆的当前档位对路面横纵向坡度进行方向修正,得到联合横纵向坡度。其中,路面横纵向坡度用于反映车辆在路面上行驶时的坡度方向及坡度大小,质心侧偏角为车辆沿着车身纵向方向与车辆的运动方 向之间的夹角。
通过实施该步骤,终端设备利用质心侧偏角和车辆当前档位对路面横向坡度及路面纵向坡度进行联合修正,得到影响车辆安全行驶的联合横纵向坡度。便于后续基于该联合横纵向坡度对车辆的扭矩和制动压力进行预测,从而控制车辆在路面上安全行驶。有利于提升坡度计算的精确度,进而有利于提升车辆行驶的安全性和准确性。
结合第一方面,在一些可能的实施例中,终端设备基于路面横向坡度、路面纵向坡度、预设的横向坡度修正系数、预设的纵向坡度修正系数及质心侧偏角,计算得到路面横纵向坡度。基于方向修正系数和路面横纵向坡度,计算得到联合横纵向坡度,其中方向修正系数是基于车辆的当前档位计算而得。
通过实施该步骤,终端设备利用质心侧偏角、车辆当前档位、预设的横向坡度修正系数及预设的纵向坡度修正系数对路面横向坡度及路面纵向坡度进行联合修正,得到影响车辆安全行驶的联合横纵向坡度。便于后续基于该联合横纵向坡度对车辆的扭矩和制动压力进行预测,从而控制车辆在路面上安全行驶。有利于提升坡度计算的精确度,进而有利于提升车辆行驶的安全性和准确性。
结合第一方面,在一些可能的实施例中,终端设备采用如下公式计算得到所述路面横纵向坡度:
θ
xy=k
xθ
x cos
θv+k
yθ
y cos θ
v
其中,θ
xy为所述路面横纵向坡度,θ
x为所述路面横向坡度,θ
y为所述路面纵向坡度,θ
v为所述质心侧偏角,k
x为预设的横向坡度修正系数,k
y为预设的纵向坡度修正系数。
结合第一方面,在一些可能的实施例中,终端设备采用如下公式计算得到所述联合横纵向坡度:
其中,θ
total为所述联合横纵向坡度,gear
i为所述车辆的当前档位,sign(gear
i)为所述当前档位对应的档位修正系数,θ
xy为所路面横纵向坡度,gear
i-1为所述车辆的上一次档位,sign(gear
i-1)为所述上一次档位对应的档位修正系数。
结合第一方面,在一些可能的实施例中,终端设备根据联合横纵向坡度对车辆的初始期望加速度进行修正,得到目标期望加速度。该初始期望加速度为预先规划的所述车辆在路面上行驶时的加速度;然后根据目标期望加速度对该车辆进行扭矩预测和制动压力预测, 得到该车辆的期望扭矩和期望制动压力。
通过实施该步骤,终端设备利用联合横纵向坡度对车辆的初始期望加速度进行修正得到该车辆行驶时的真实(目标)期望加速度。进而基于该目标期望加速度计算车辆的期望扭矩和期望制动压力,从而控制车辆的安全行驶。这样能综合考虑横纵向坡度对车辆行驶的影响,有利于提升车辆控制的准确性,从而保障车辆行驶的安全性。
结合第一方面,在一些可能的实施例中,终端设备基于联合横纵向坡度、重力加速度及车辆的初始期望加速度计算得到目标期望加速度;然后基于该目标期望加速度及预设的扭矩系数,预测得到车辆的期望扭矩;基于目标期望加速度及预设的制动压力系数,预测得到该车辆的期望制动压力。
通过实施该步骤,终端设备利用联合横纵向坡度、重力加速度、车辆的初始期望加速度、预设的扭矩系数及预设的制动压力系数计算得到该车辆的期望扭矩和期望制动压力,从而控制车辆的安全行驶。这样能综合考虑横纵向坡度对车辆行驶的影响,有利于提升车辆控制的准确性,从而保障车辆行驶的安全性。
结合第一方面,在一些可能的实施例中,终端设备采用如下公式计算得到所述目标期望加速度:
a
total=a
ini+g×sin(θ
total)
其中,a
total为所述目标期望加速度,a
ini为所述初始期望加速度,g为重力加速度,θ
total为所述联合横纵向坡度。
结合第一方面,在一些可能的实施例中,终端设备采用如下公式计算得到所述期望扭矩和所述期望制动压力:
T
total=k
1×a
total
P
total=k
2×a
total
其中,T
total为所述期望扭矩,P
total为所述期望制动压力,a
total为所述目标期望加速度,k
1为预设的扭矩系数,k
2为预设的制动压力系数。
结合第一方面,在一些可能的实施例中,在坡度泊车场景中,终端设备根据期望扭矩和期望制动压力,指示车辆泊车。
第二方面,本发明实施例提供了一种车辆控制装置,所述装置包括用于执行如上第一方面或第一方面的任意可能的实施方式中所描述的方法的功能器件,例如模块或单元等。
第三方面,本发明实施例提供了一种计算设备,包括:处理器,存储器,通信接口和总线;处理器、通信接口、存储器通过总线相互通信;通信接口,用于接收和发送数据;存储器,用于存储指令;处理器,用于调用存储器中的指令,执行上述第一方面或第一方面的任意可能的实施方式中所描述的方法。
第四方面,提供了一种计算机可读存储介质,所述计算机可读存储介质存储了用于车辆控制的程序代码。所述程序代码包括用于执行上述第一方面或第一方面的任意可能的实施方式中所描述的方法的指令。
第五方面,提供了一种芯片产品,以执行上述第一方面或第一方面的任意可能的实施方式中的方法。
本发明在上述各方面提供的实现方式的基础上,还可以进行进一步组合以提供更多实现方式。
为了更清楚地说明本发明实施例或现有技术中的技术方案,下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍。
图1是本发明实施例提供的一种可能的车辆功能框架示意图。
图2是本发明实施例提供的一种处理器内部部署的结构示意图。
图3是本发明实施例提供的一种运动控制模块的结构示意图。
图4是本发明实施例提供的一种车辆示意图。
图5A-图5C是本发明实施例提供的三种车辆行驶场景示意图。
图6是本发明实施例提供的一种车辆控制方法的流程示意图。
图7是本发明实施例提供的一种车辆控制装置的结构示意图。
图8是本发明实施例提供的一种终端设备的结构示意图。
下面将结合本发明的附图,对本发明实施例中的技术方案进行详细描述。
请参见图1,是本发明实施例提供的一种可能的车辆功能框架示意图。如图1,车辆100的功能框架中可包括各种子***,例如图示中的传感器***102、控制***104、一个或多个***设备106(图示以一个为例示出)、电源108和计算机***110。可选地,车辆100还可包括其他功能***,例如为车辆100提供动力的引擎***等等,本发明这里不做限定。其中,
传感器***102可包括若干检测装置,这些检测装置能感受到被测量的信息,并将感受到的信息按照一定规律将其转换为电信号或者其他所需形式的信息输出。如图示出,这些检测装置可包括全球定位***1021(global positioning system,GPS)、车速传感器1022、惯性测量单元1023(inertial measurement unit,IMU)、雷达单元1024、激光测距仪1025、摄像装置1026、轮速传感器1027、转向传感器1028、档位传感器1029、或者其他用于自动检测的元件等等,本发明并不做限定。
全球定位***GPS 1021是利用GPS定位卫星,在全球范围内实时进行定位、导航的***。本发明中,全球定位***GPS可用于实现车辆的实时定位,提供车辆的地理位置信息。车速传感器1022用于检测车辆的行车车速。惯性测量单元1023可以包括加速计和陀螺仪的组合,是测量车辆100的角速率和加速度的装置。例如,在车辆行驶过程中,惯性 测量单元基于车辆的惯性加速可测量车身的位置和角度变化等。
雷达单元1024也可称雷达***。雷达单元在车辆行驶所处的当前环境中,利用无线信号感测物体。可选地,雷达单元还可感测物体的运行速度和行进方向等信息。在实际应用中,雷达单元可被配置为用于接收或发送无线信号的一个或多个天线。激光测距仪1025可利用调制激光实现对目标物体的距离测量的仪器,也即是激光测距仪可用于实现对目标物体的距离测量。在实际应用中,该激光测距仪可包括但不限于以下中的任一种或多种元件的组合:激光源、激光扫描仪和激光检测器。
摄像装置1026用于拍摄影像,例如图像和视频等。本发明中,在车辆行驶过程中或者摄像装置启用后,该摄像装置可实时采集车辆所处环境中的图像。例如,在车辆进出隧道的过程中,摄像装置可实时、连续地采集相应地图像。在实际应用中,该摄像装置包括但不限于行车记录仪、摄像头、相机或其他用于拍照/摄影的元件等,该摄像装置的数量本发明也不做限定。
轮速传感器1027是用于检测车辆车轮转速的传感器。常用的轮速传感器1027可包括但不限于磁电式轮速传感器和霍尔式轮速传感器。转向传感器1028,也可称为转角传感器,可代表用于检测车辆的转向角的***。在实际应用中,该转向传感器1028可用于测量车辆方向盘的转向角度,或者用于测量表示车辆方向盘的转向角的电信号。可选地,该转向传感器1028也可用于测量车辆轮胎的转向角度,或者用于测量表示车辆轮胎的转向角的电信号等等,本发明并不做限定。
也即是,转向传感器1028可用于测量以下中的任一种或多种的组合:方向盘的转向角、表示方向盘的转向角的电信号、车轮(车辆轮胎)的转向角和表示车轮的转向角的电信号等。
档位传感器1029,用于检测车辆行驶的当前档位。由于车辆的出厂商不同,则车辆中的档位也可能存在不同。以自动驾驶车辆为例,自动驾驶车辆支持6个档位,分别为:P档、R档、N档、D档、2档及L档。其中,P(parking)档用于停车,它利用车辆的机械装置锁住车辆的制动部分,使车辆不能移动。R(reverse)档,也称为倒档,用于车辆倒车。D(drive)档,也称前进档,用于车辆在道路上行驶。2(secondgear)档也为前进档,用于调整车辆的行驶速度。2档通常可用作车辆上、下斜坡处使用。L(low)档,也称为低速档,用于限定车辆的行驶速度。例如在下坡道路上,车辆进入L档,使得车辆在下坡时使用发动机动力进行制动,驾驶员不必长时间踩刹车导致刹车片过热而发生危险。
控制***104可包括若干元件,例如图示出的转向单元1041、制动单元1042、照明***1043、自动驾驶***1044、地图导航***1045、网络对时***1046和障碍规避***1047。可选地,控制***104还可包括诸如用于控制车辆行驶速度的油门控制器及发动机控制器等元件,本发明不做限定。
转向单元1041可代表用于调节车辆100的行进方向的***,其可包括但不限于方向盘、或其他用于调整或控制车辆行进方向的任意结构器件。制动单元1042可代表用于减慢车辆100的行驶速度的***,也可称为车辆刹车***。其可包括但不限于刹车控制器、减速器或其他用于车辆减速的任意结构器件等。在实际应用中,制动单元1042可利用摩擦来使车辆轮胎减慢,进而减慢车辆的行驶速度。照明***1043用于为车辆提供照明功能或警示功 能。例如,在车辆夜间行驶过程中,照明***1043可启用车辆的前车灯和后车灯,以提供车辆行驶的光照亮度,保证车辆的安全行驶。在实际应用中,照明***中包括但不限于前车灯、后车灯、示宽灯以及警示灯等。
自动驾驶***1044可包括硬件***和软件***,用于处理和分析输入该自动驾驶***104的数据以获得控制***104中各部件的实际控制参数,例如制动单元中刹车控制器的期望制动压力及发动机的期望扭矩等等。便于控制***104实现相应控制,保证车辆的安全行驶。可选地,自动驾驶***104通过分析数据还可确定车辆面临的障碍物、车辆所处环境的特征(例如车辆当前行驶所在的车道、道路边界以及即将经过的交通红绿灯)等信息。其中,输入自动驾驶***104的数据可以是摄像装置采集的图像数据,也可以是传感器***102中各元件采集的数据,例如转向角传感器提供的方向盘转角、轮速传感器提供的车轮轮速等等,本发明并不做限定。
地图导航***1045用于为车辆100提供地图信息和导航服务。在实际应用中,地图导航***1045可根据GPS提供的车辆的定位信息(具体可为车辆的当前位置)和用户输入的目的地址,规划一条最优驾驶路线,例如路程最短或车流量较少的路线等。便于车辆按照该最优驾驶路线进行导航行驶,以到达目的地址。可选地,地图导航***除了提供导航功能外,还可根据用户实际需求向用户提供或展示相应地地图信息,例如在地图上实时展示车辆当前行驶的路段等,本发明不做限定。
网络对时***1046(network time system,NTS)用于提供对时服务,以保证车辆的***当前时间和网络标准时间同步,有利于为车辆提供更为精确地时间信息。具体实现中,网络对时***1046可从GPS卫星上获得标准的时间信号,利用该时间信号来同步更新车辆的***当前时间,保证车辆的***当前时间和获得的标准时间信号的时间一致。
障碍规避***1047用于预测车辆行驶过程中可能遇到的障碍物,进而控制车辆100绕过或越过障碍物以实现车辆100的正常行驶。例如,障碍规避***1047可利用传感器***102中各元件采集的传感器数据分析确定车辆行驶道路上可能存在的障碍物。如果该障碍物的尺寸较大,例如为路边的固定建筑物(楼房)等,障碍规避***1047可控制车100绕开该障碍物以进行安全行驶。反之,如果该障碍物的尺寸较小,例如为路上的小石头等,障碍规避***1047可控制车辆100越过该障碍物继续向前行驶等。
***设备106可包括若干元件,例如图示中的通信***1061、触摸屏1062、用户接口1063、麦克风1064以及扬声器1065等等。其中,通信***1061用于实现车辆100和除车辆100之外的其他设备之间的网络通信。在实际应用中,通信***1061可采用无线通信技术或有线通信技术实现车辆100和其他设备之间的网络通信。该有线通信技术可以是指车辆和其他设备之间通过网线或光纤等方式通信。该无线通信技术包括但不限于全球移动通讯***(global system for mobile communications,GSM),通用分组无线服务(general packet radio service,GPRS),码分多址接入(code division multiple access,CDMA),宽带码分多址(wideband code division multiple access,WCDMA),时分码分多址(time-division code division multiple access,TD-SCDMA),长期演进(long term evolution,LTE)、无线局域网(wireless local area networks,WLAN)(如无线保真(wireless fidelity,Wi-Fi)网络)、蓝牙(bluetooth,BT)、全球导航卫星***(global navigation satellite system,GNSS)、调频(frequency modulation, FM),近距离无线通信技术(near field communication,NFC)以及红外技术(infrared,IR)等等。
触摸屏1062可用于检测触摸屏1062上的操作指令。例如,用户根据实际需求对触摸屏1062上展示的内容数据进行触控操作,以实现该触控操作对应的功能,例如播放音乐、视频等多媒体文件等。用户接口1063具体可为触控面板,用于检测触控面板上的操作指令。用户接口1063也可以是物理按键或者鼠标。用户接口1064还可以是显示屏,用于输出数据,显示图像或数据。可选地,用户接口1064还可以是属于***设备范畴中的至少一个设备,例如触摸屏、麦克风和扬声器等。
麦克风1064,也称为话筒、传声器,用于将声音信号转换为电信号。当拨打电话或发送语音信息时,用户靠近麦克风发声,可将声音信号输入到麦克风中。扬声器1065也称为喇叭,用于将音频电信号转换为声音信号。车辆通过扬声器1065可以收听音乐,或者收听免提通话等。
电源108代表为车辆提供电力或能源的***,其可包括但不限于再充电的锂电池或铅酸电池等。在实际应用中,电源中的一个或多个电池组件用于提供车辆启动的电能或能量,电源的种类和材料本发明并不限定。可选地,电源108也可为能量源,用于为车辆提供能量源,例如汽油、柴油、乙醇、太阳能电池或电池板等等,本发明不做限定。
车辆100的若干功能均由计算机***110控制实现。计算机***110可包括一个或多个处理器1101(图示以一个处理器为例示出)和存储器1102(也可称为存储装置)。在实际应用中,该存储器1102也在计算机***110内部,也可在计算机***110外部,例如作为车辆100中的缓存等,本发明不做限定。其中,
处理器1101可包括一个或多个通用处理器,例如图形处理器(graphic processing unit,GPU)。处理器1101可用于运行存储器1102中存储的相关程序或程序对应的指令,以实现车辆的相应功能。
存储器1102可以包括易失性存储器(volatile memory),例如RAM;存储器也可以包括非易失性存储器(non-vlatile memory),例如ROM、快闪存储器(flash memory)、HDD或固态硬盘SSD;存储器1102还可以包括上述种类的存储器的组合。存储器1102可用于存储一组程序代码或程序代码对应的指令,以便于处理器1101调用存储器1102中存储的程序代码或指令以实现车辆的相应功能。该功能包括但不限于图1所示的车辆功能框架示意图中的部分功能或全部功能。本发明中,存储器1102中可存储一组用于车辆控制的程序代码,处理器1101调用该程序代码可控制车辆安全行驶,关于如何实现车辆安全行驶具体在本发明下文详述。
可选地,存储器1102除了存储程序代码或指令之外,还可存储诸如道路地图、驾驶线路、传感器数据等信息。计算机***110可以结合车辆功能框架示意图中的其他元件,例如传感器***中的传感器、GPS等,实现车辆的相关功能。例如,计算机***110可基于传感器***102的数据输入控制车辆100的行驶方向或行驶速度等,本发明不做限定。
其中,本发明图1示出包括三个子***,传感器***、控制***及计算机***仅为示例,并不构成限定。在实际应用中,车辆100可根据不同功能对车辆中的若干元件进行组合,从而得到相应不同功能的子***。例如,车辆100中也可包括电子稳定性***(electronic stability program,ESP)和电动助力转向***(electric power steering,EPS)等,图未示出。 其中,ESP***可由传感器***102中的部分传感器及控制***104中的部分元件组成,具体地该ESP***可包括轮速传感器1027、转向传感器1028、横向加速度传感器及控制***104中涉及的控制单元等等。EPS***可由传感器***102中的部分传感器、控制***104中的部分元件及电源108等元件组成,具体地该EPS***中可包括转向传感器1028、控制***104中涉及的发电机及减速器、蓄电池电源等等。
需要说明的是,上述图1仅为车辆100的一种可能的功能框架示意图。在实际应用中,车辆100可包括更多或更少的***或元件,本发明不做限定。
请参见图2,是本发明实施例提供的一种可能的处理器1101运行时的结构示意图。实际应用中,如图2所示的处理器1101可调用存储器1102中存储的程序代码实现各软件模块的功能。例如图示中该软件模块可包括感知融合模块11、运动规划模块12和运动控制模块13。其中,
感知融合模块11用于对传感器***100中部分或全部传感器采集的传感器数据进行融合处理,得到融合传感数据。进一步还可将融合传感数据发送给运动规划模块12。例如,感知融合模块11将传感器***100中摄像装置1026采集的道路状况信息(如道路宽度、弯道长度及弯道转弯角度、道路斜坡度等信息)及雷达传感器104采集的障碍物信息融合发送给运动规划模块12等。
可选地,感知融合模块11还可对传感器***100中部分或全部传感器发送的传感器数据进行识别,得到车辆的当前行驶信息,也可称为运动状态信息。进一步将该运动状态信息发送给运动控制模块13。其中,行驶信息包括但不限于车辆的行车车速、轮速、纵向加速度、横向加速度、方向盘转角或其他车辆行驶相关的信息。
运动规划模块12用于根据融合传感器数据为车辆预先规划相应地行驶信息,例如规划的行车路径、行车车速及加速度等等。可选地,运动规划模块12可将获得的规划行驶信息发送给运动控制模块13。
运动控制模块13用于依据运动规划模块12发送的规划行驶信息对车辆的当前行驶信息进行调整,以控制车辆进行安全行驶。具体地,运动控制模块13中包括有横向控制模块131和纵向控制模块132。其中,横向控制模块用于控制垂直于车身纵向方向(即横向方向)相关的行驶信息,例如横向加速度、横向行车速度等等。纵向控制模块用于控制车身纵向方向相关的行驶信息,例如纵向加速度、纵向行车速度等等。关于横向方向和纵向方向具体在本申请下文详述。
相应地,运动控制模块13可通过横向控制模块和/或纵向控制模块按照规划行驶信息对车辆的当前行驶信息进行调整。例如在弯道行驶场景中,运动规划模块13获得的规划行驶信息具体为:t0时刻的行车速度为60km/h、方向盘转角为30°。感知融合模块11获得的当前行驶信息具体为:车辆的当前行车车速为800km/h、方向盘转角为0°。相应地运动控制模块13接收到上述信息后,可向车辆刹车***发送减速控制指令,以控制车辆刹车***减速,进而保证t0时刻的行车车速为60km/h;同时向车辆方向盘发送转向指令,以控制方向盘转向,保证t0时刻的方向盘转角为30°,便于车辆在弯道中安全行驶。
在一具体实施例中,请参见图3是本发明实施例提供一种可能的运动控制模块13(具 体可为纵向控制模块或横向控制模块)的内部结构示意图。图3以纵向控制模块为例,其包括初始期望加速度获取单元131、横向坡度获取单元132、纵向坡度获取单元133、质心侧偏角获取单元134、横纵向坡度计算单元135、坡度补偿计算单元136、总期望加速度计算单元137及扭矩与制动压力计算单元138。其中,
初始期望加速度获取单元131,用于获取车辆在路面上行驶时的初始期望加速度,该初始期望加速度为运动规划模块12预先为车辆规划的行车加速度。
横向坡度获取单元132,用于获取车辆在路面上行驶时的路面横向坡度。
纵向坡度获取单元133,用于获取车辆在路面上行驶时的路面纵向坡度。其中,本发明涉及的纵向坡度(例如路面纵向坡度)是指沿着车身纵向方向的道路坡度。横向坡度是指沿着垂直车身纵向方向的道路坡度。举例来说,请参见图4示出一种车辆示意图。如图4所示,X轴表示车身纵向方向,具体可为车辆处于静止状态下平行于地面指向前方的方向。Y轴表示垂直于车身纵向方向,即横向方向。Z轴表示通过车辆质心(坐标系原点)且指向上方的方向。参考图4,路面纵向坡度是指沿着X轴方向的道路坡度,路面横向坡度是指沿着Y轴方向的道路坡度。
质心侧偏角获取单元134,用于获取车辆在路面上行驶时的质心侧偏角。该质心侧偏角具体可指车辆沿着车身纵向方向与车辆的行车运动方向的夹角。请参见如下5B所示,V表示车辆运动方向,X表示车身纵向方向,θ为该车辆的质心侧偏角。
横纵向坡度计算单元135,用于对车辆的路面横向坡度和路面纵向坡度进行联合计算,得到路面横纵向坡度。在实际应用中,路面横纵向坡度具体可表示为一个矢量,其包括坡度方向及坡度大小。
坡度补偿计算单元136,用于对路面横纵向坡度进行方向补偿,得到联合横纵向坡度。
总期望加速度计算单元137,用于根据联合横纵向坡度对初始期望加速度进行修正,得到目标期望加速度,以综合考虑路面横向坡度和纵向坡度对车辆行车的影响,有利于保证车辆行车的安全性。
扭矩与制动压力计算单元138,用于根据目标期望加速度计算获得车辆的期望扭矩或期望制动压力。以便运动控制模块依据该期望扭矩控制车辆发动机输出的扭矩。具体地运动控制模块可向车辆发动机发送控制指令,以控制车辆发动机输出的扭矩,进而控制车辆的行车车速。或者,运动控制模块依据期望制动压力控制车辆刹车***输出的制动压力。具体地运动控制模块可向车辆刹车***发送控制指令,以控制车辆刹车***输出的制动压力,从而控制车辆的行车速度,以保证车辆安全行驶。
需要说明的是,本发明实施例中运动控制模块13中各单元的具体实施将在本申请下文进行详述。此外,本申请适用于各种存在坡度的路面行车驾驶场景。示例性地如,目前由于车库车位紧张存在很多非规则车位,在泊车过程中需客服一定的坡度阻力、避让障碍物等状况以实现车辆的自动泊车,即本申请适应于坡度泊车场景,具体可参见图5A示出一种可能的泊车场景示意图。
又如在弯道超高行驶场景中,该弯道超高是指道路平曲线段内将车道外侧升高或车道内侧降低,即道路路面存在一定的横向坡度和纵向坡度,使车辆在弯道上行驶时产生横向推力和离心力,以保证车辆的安全行驶。具体参见图5B示出一种可能的弯道行驶场景示意 图。
又如在斜坡行驶场景中,车辆具体可在斜坡上进行上坡行驶或下坡行驶,本申请方案同样适应于该场景下,以控制车辆的安全行驶。具体地参见图5C示出一种可能的斜坡行驶场景示意图。如图5C,仅以车辆上坡行驶为例示出,但并不构成限定。
请参见图6,是本发明实施例提供的一种车辆控制方法的流程示意图。如图6所示的方法包括如下实施步骤:
S601、终端设备获取路面横向坡度及路面纵向坡度。该路面纵向坡度是指车辆在路面上行驶时沿着车身纵向方向的道路坡度,该路面横向坡度是指车辆在路面上行驶时沿着垂直车身纵向方向的道路坡度。
本发明实施例中,路面横向坡度及路面纵向坡度分别可为采用测量工具(例如坡度测量仪)测量获得的,也可为接收其他设备(如服务器)发送而来的,还可为终端设备分别依据车辆的横向加速度及纵向加速度计算得到。下面示例性阐述终端设备计算获得路面横向坡度和路面纵向坡度的具体实施方式。
在一个示例中,终端设备依据车辆的纵向加速度计算获得车辆在路面上行驶时的路面纵向加速度。具体实施如下:
终端设备获取车辆的行车速度V
x。该行车速度可为终端设备通过速度传感器直接采集获得的车辆行车速度,也可为对同轴车轮各自的轮速计算获得的。该同轴车轮包括两个车轮,且这两个车轮同轴,即两个车轮的轴线相同。例如,左前轮和右前轮、左后轮和右后轮均视为同轴车轮。每个车轮的轮速(下文简称为车轮轮速)具体可通过车轮传感器采集得到。示例性地,以同轴车轮包括左后轮和右后轮为例,终端设备获取车辆的左后轮轮速V
lr和右后轮轮速V
rr后,采用如下公式(1)计算得到车辆的行车速度V
x。
终端设备采用如下公式(2)计算行车速度V
x随时间的变化率,得到车辆的真实纵向加速度a
x。
终端设备获取车辆的测量纵向加速度a
x_m。该测量纵向加速度可为通过车身纵向加速度传感器直接测量获得的初始纵向加速度,也可为对初始纵向加速度进行处理后获得的加速度。例如,考虑计算精度的情况下,该测量纵向加速度可为通过低通滤波器对初始纵向加速度进行滤波去噪后得到的加速度,该低通滤波器包括但不限于卡尔曼滤波器及巴特沃斯滤波器等。
终端设备采用如下公式(3)对车辆的真实纵向加速度a
x和测量纵向加速度a
x_m进行计算,得到该车辆在路面上行驶时的路面纵向坡度θ
x。
再一个示例中,终端设备依据车辆的横向加速度计算得到车辆在路面上行驶时的路面横向加速度。具体实施如下:
终端设备计算同轴车轮的轮速差V
dx。以同轴车轮包括左后轮和右后轮为例,每个车轮的轮速可通过相应车轮传感器采集得到。终端设备获取车辆的左后轮轮速V
lr和右后轮轮速V
rr后,采用如下公式(4)计算得到轮速差V
dx。
V
dx=V
lr-V
rr公式(4)
终端设备采用如下公式(5)按照车辆动力学方程对轮速差V
dx进行计算,得到车辆的正式横向加速度a
y。
其中,V
x为该车辆的行车速度。L为该车辆的轮距。轮距是指同轴车轮之间的距离,例如上图4所示的前左轮和前右轮之间的轮距L。
终端设备获取车辆的测量横向加速度a
y_m。该测量横向加速度可为通过车身横向加速度传感器直接测量获得的初始横向加速度,也可为对初始横向加速度进行处理后获得的加速度。例如,考虑计算精度的情况下,该测量横向加速度可为通过低通滤波器对初始横向加速度进行滤波去噪后得到的加速度。
终端设备采用如下公式(6)对该车辆的真实横向加速度和测量横向加速度进行计算,得到该车辆在路面上行驶时的路面横向坡度θ
y。
在实际应用中,终端设备具体可为车辆、部署在车辆中的处理器、或者支持与车辆网络通信的设备,该设备包括但不限于手机、平板电脑(table personal computer)、个人数字助理(personal digital assistant,PDA)、移动上网装置(mobile internet device,MID)、可穿戴式设备(wearable device)、车载设备以及其他支持和网络通信的设备。
S602、终端设备对路面横向坡度和路面纵向坡度进行联合修正,得到联合横纵向坡度。
在一个示例中,终端设备可根据质心侧偏角对路面横向坡度、路面纵向坡度进行联合计算,得到路面横纵向坡度。在实际应用中,该路面横纵向坡度为一个矢量,具备大小和方向。换句话说,该路面横纵向坡度指示有车辆在路面上行驶时的坡度方向和坡度大小。关于质心侧偏角具体可参考前述实施例中的相关定义,这里不再赘述。
进一步终端设备根据该车辆的当前档位对路面横纵向坡度进行方向修正,得到联合横纵向坡度。其中,车辆的当前档位可为通过档位传感器测量获得,具体可对应参考前述图1所述实施例中的相关阐述,这里不再赘述。
再一个示例中,终端设备可基于路面横向坡度、路面纵向坡度、质心侧偏角、预设的横向坡度修正系数及预设的纵向坡度修正系数,计算得到路面横纵向坡度。然后,终端设备获取车辆的当前档位,对当前档位进行处理得到方向修正系数。最后,终端设备基于方向修正系数对路面横纵向坡度进行修正,得到联合横纵向坡度。
本发明实施例终端设备计算得到联合横纵向坡度的一具体实施示例如下:
首先,终端设备获取质心侧偏角θ
v。
具体地,终端设备获取车辆的方向盘转角θ
s及该车辆的转向传动比i
s。其中,方向盘转角θ
s为通过转向传感器直接采集获得。该转向传动比是指方向盘转角和转向车轮的转向角度之比。转向车轮通常指前轮,相应地该转向车轮的转向角度也可简称为前轮转角。终端设备采用如下公式(7)对方向盘转角θ
s及转向传动比i
s进行计算,得到前轮转角θ
ω。
进一步终端设备采用如下公式(8)利用阿尔曼转弯模型,对前轮转角θ
ω进行计算,得到车轮的转弯半径R。
其中,L
fr为车轮的轴距。该轴距是指前车轴与后车轴之间的距离,具体可参考如上图4所示的轴距L
fr。
终端设备采用如下公式(9)对转弯半径R进行计算,得到该车辆的质心侧偏离θ
v。
其中,L
rv是指车辆质心到后轴中心之间的距离。
接着,终端设备采用如下公式(10)利用质心侧偏角θ
v对路面横向坡度θ
y和路面纵向坡度θ
x进行联合补偿,计算得到路面横纵向坡度θ
xy。
θ
xy=k
xθ
x cos θ
v+k
yθ
y cos θ
v公式(10)
其中,θ
xy为路面横纵向坡度,θ
x为路面横向坡度,θ
y为路面纵向坡度,θ
v为质心侧偏角,k
x为预设的横向坡度修正系数,k
y为预设的纵向坡度修正系数。k
x和k
y默认情况下均为1。实际应用时,k
x和k
y也可根据实际需求调整,例如终端设备检测到车辆在存在坡度的路面上减速行驶时可将k
x调小,或者在路面上加速行驶时可将k
y调大等。
然后,终端设备可获取车辆的当前档位gear
i,具体可通过档位传感器采集而得。进一步终端设备采用如下公式(11)对车辆的当前档位进行计算,得到相应地档位修正系数sign (gear
i)。
其中,gear
i为车辆的当前档位。gear
i-1为该车辆的上一次档位。sign(gear
i-1)为上一次档位对应的档位修正系数,也可简称为上一次档位修正系数。
由上述公式(11)可知:终端设备获取车辆的当前档位gear
i后,可判断该当前档位是否为前进D档,若为是,则可确定其相应地档位修正系数为1。若为否,终端设备继续判断当前档位是否为倒退R档,若为是,则可确定其相应地档位修正系数为-1。若为否,则表示当前档位既不为前进档,也不为倒退档。此时终端设备可确定其相应地档位修正系数与上一次档位修正系数相同。在实际应用中,终端设备对当前档位为前进档或倒退档的判断顺序,并不做限定,例如终端设备可先判断当前档位是否为倒退档,在判断到当前档位不为倒退档后,接着判断当前档位是否为前进档等。
最后,终端设备采用如下公式(12)利用档位修正系数对路面横纵向坡度θ
xy进行修正,计算得到联合横纵向坡度θ
total。
θ
total=sign(gear
i)×θ
xy公式(12)
S603、终端设备根据联合横纵向坡度,对车辆进行扭矩预测和制动压力预测,得到车辆的期望扭矩和期望制动压力。
在一个示例中,终端设备根据联合横纵向坡度对车辆的初始期望加速度进行修正,得到目标期望加速度。进一步终端设备根据该目标期望加速度对车辆进行扭矩预测和制动压力预测,得到该车辆的期望扭矩和期望制动压力。其中,该车辆的初始期望加速度是指预先规划的车辆在路面上行驶时的加速度,具体地例如运动规划模块预先规划的初始加速度。车辆实际行驶中由于斜坡、转弯等路况,该初始期望加速度会发生变化。本发明实施例这里利用联合横纵向坡度对其进行修正,得到该车辆的目标期望加速度,也可称为真实期望加速度。
再一个示例中,终端设备基于联合横纵向坡度、重力加速度及车辆的初始期望加速度,计算得到该车辆的目标期望加速度。进一步基于该目标期望加速度和预设的扭矩系数,预测得到车辆的期望扭矩。基于该目标期望加速度和预设的制动压力系数,预测得到车辆的期望制动压力。
本发明实施例终端设备预测得到车辆的期望扭矩和制动压力的一具体实施示例如下:
首先,终端设备获取车辆的初始期望加速度a
ini。该初始期望加速度具体可为终端设 备通过加速度传感器直接采集而得,也可为对车辆的当前行车速度(简称为当前车速)进行计算得到。示例性地,终端设备可获取车辆的当前车速V
veh及车辆的目标车速V
des。其中,该目标车速为预先规划的车辆当前的行车速度。该车辆的当前车速可通过速度传感器采集而得。进一步终端设备采用如下公式(13)对车辆的当前车速V
veh及目标车速V
des进行计算,得到该车辆的初始期望加速度a
ini。
a
ini=k
p×(V
des-V
veh)公式(13)
其中,k
p为预设因子,该预设因子可根据实际需求而定,其具体与车辆的当前车速V
veh有关,或者与(V
des-V
veh)的速度差值相关。例如,k
p可依据当前车速V
veh查表而得等,本发明不做限定。
接着,终端设备采用如下公式(14)利用联合横纵向坡度θ
total对车辆的初始期望加速度a
ini进行修正,计算得到该车辆的目标期望加速度a
total。
a
total=a
ini+g×sin(θ
total)公式(14)
其中,g为重力加速度,通常取值为9.8m/s
2。
然后,终端设备采用如下公式(15)利用该车辆的目标期望加速度对车辆进行扭矩预测,计算得到该车辆的期望扭矩T
total。
T
total=k
1×a
total公式(15)
其中,k
1为预设的扭矩系数,具体根据车辆属性而定。通常,同一种或款车辆的制动压力***是相同的,不同款车辆的制动压力系数不相同。
终端设备采用如下公式(16)利用该车辆的目标期望加速度对车辆进行制动压力预测,计算得到该车辆的期望制动压力。
P
total=k
2×a
total公式(16)
其中,k
2为预设的制动压力系数,具体根据车辆属性而定。通常,同一种或款车辆的 制动压力***是相同的,不同款车辆的制动压力系数不相同。
在实际应用中,终端设备可按照上述原理自动预测车辆的期望扭矩和期望制动压力中的任一个,或两个都预测,具体可根据实际需求而定。本发明实施例这里以终端设备预测两个参数为例进行示出,并不构成限定。
S604、终端设备根据期望扭矩和期望制动压力,指示车辆安全行驶。
在一个示例中,终端设备依据期望扭矩来调整车辆发动机的扭矩,以指示或控制车辆进行安全行驶。其中,该期望扭矩具体可为车辆发送机的扭矩的目标量,此时终端设备可直接将车辆发动机的扭矩设置为期望扭矩,以控制车辆在期望扭矩的作用下进行相应行车车速的安全行驶。或者,该期望扭矩也可为针对车辆发动机的扭矩的变化量,具体可为增加量或减少量,通常增加量用“+”表示,减少量用“-”表示。此时终端设备可控制车辆发动机的扭矩增加或减少期望扭矩,以控制车辆在目标扭矩的作用下进行相应行车车速的安全行驶,该目标扭矩为车辆发动机的扭矩和期望扭矩之和。
示例性地,以期望扭矩为+10N.m(牛顿.米)为例,终端设备具体可向车辆发动机发送控制指令,用于指示控制发动机的扭矩增加10N.m。若车辆发动机在接收控制指令前,该车辆发动机的扭矩为90N.m,则车辆接收控制指令后,响应该控制指令,调整车辆发动机输出的目标扭矩为100牛顿.米。相应地,车辆也将由原来的第一行车车速加速到第二行车车速,以满足行车需求,保证车辆在路面上的安全行驶。该第一行车车速为车辆发动机输出90N.m扭矩对应的行车车速,第二行车车速为车辆发动机输出100N.m扭矩对应的行车车速。关于扭矩和行车车速之间的转换,本申请不做限定。
再一个示例中,终端设备依据期望制动压力来调整车辆刹车***的制动压力,以指示或控制车辆安全行驶。其中,该期望制动压力可为车辆刹车***的制动压力的目标量,也可为车辆刹车***的制动压力的变化量(具体可为增加量或减少量),对应可参考上个示例中关于期望扭矩的相关介绍,这里不再赘述。
举例来说,以期望制动压力为5N(牛顿)为例,终端设备可向车辆刹车***发送控制指令,用于控制刹车***的制动压力增加5N。若车辆刹车***在接收控制指令前,该车辆刹车***的制动压力为0N,则车辆接收该控制指令后,响应该控制指令,调整车辆刹车***输出的目标制动压力为5N。相应地,车辆将减速行驶,由原来的行车车速进行5N制动压力的减速,以满足行车需求,保证车辆在路面上安全行驶。关于制动压力和行车车速之间的转换,本申请同样不做限定。
通过实施本发明实施例,能综合考虑路面横向坡度及路面纵向坡度对车辆安全行驶的影响,从而能够解决现有技术存在的车辆控制不准确、精度不高及行车安全性无法保障等问题,提升了车辆控制的准确性和安全性,也提升了车辆控制的精确度。
结合前述图1-图6所述实施例中的相关阐述,下面介绍本发明适用的相关装置和设备。请参见图7,是本发明实施例提供的一种车辆控制装置的结构示意图。如图7所示的车辆控制装置包括获取单元701、修正单元702、预测单元703及指示单元704。其中,
所述获取单元701,用于获取路面横向坡度及路面纵向坡度,所述路面纵向坡度为车辆在路面上行驶时沿着车身纵向方向的道路坡度,所述路面横向坡度为所述车辆在路面上 行驶时沿着垂直车身纵向方向的道路坡度;
所述修正单元702,用于对所述路面横向坡度及所述路面纵向坡度进行联合修正,得到联合横纵向坡度;
所述预测单元703,用于根据所述联合横纵向坡度,对所述车辆进行扭矩预测和制动压力预测,得到所述车辆的期望扭矩和期望制动压力;
所述指示单元704,用于根据所述期望扭矩和期望制动压力,控制所述车辆在所述路面上进行安全行驶。
在一些可能的实施例中,所述修正单元702具体用于根据质心侧偏角对所述路面横向坡度及所述路面纵向坡度进行联合计算,得到路面横纵向坡度,所述路面横纵向坡度用于反映所述车辆在路面上行驶时的坡度方向及坡度大小,所述质心侧偏角为所述车辆沿着车身纵向方向与所述车辆的运动方向之间的夹角;根据所述车辆的当前档位对所述路面横纵向坡度进行方向修正,得到联合横纵向坡度。
在一些可能的实施例中,所述修正单元702具体用于基于所述路面横向坡度、所述路面纵向坡度、预设的横向坡度修正系数、预设的纵向坡度修正系数及质心侧偏角,计算得到路面横纵向坡度;基于方向修正系数和所述路面横纵向坡度,计算得到联合横纵向坡度,其中所述方向修正系数基于所述车辆的当前档位确定。
在一些可能的实施例中,所述修正单元702采用如下公式计算得到所述路面横纵向坡度:
θ
xy=k
xθ
x cos
θv+k
yθ
y cos θ
v
其中,θ
xy为所述路面横纵向坡度,θ
x为所述路面横向坡度,θ
y为所述路面纵向坡度,θ
v为所述质心侧偏角,k
x为预设的横向坡度修正系数,k
y为预设的纵向坡度修正系数。
在一些可能的实施例中,所述修正单元702采用如下公式计算得到所述联合横纵向坡度:
其中,θ
total为所述联合横纵向坡度,gear
i为所述车辆的当前档位,sign(gear
i)为所述当前档位对应的档位修正系数,θ
xy为所路面横纵向坡度,gear
i-1为所述车辆的上一次档位,sign(gear
i-1)为所述上一次档位对应的档位修正系数。
在一些可能的实施例中,所述预测单元703具体用于根据所述联合横纵向坡度对所述 车辆的初始期望加速度进行修正,得到目标期望加速度,所述初始期望加速度为预先规划的所述车辆在路面上行驶时的加速度;根据所述目标期望加速度对所述车辆进行扭矩预测和制动压力预测,得到所述车辆的期望扭矩和期望制动压力。
在一些可能的实施例中,所述预测单元703具体用于基于所述联合横纵向坡度、重力加速度及所述车辆的初始期望加速度,计算得到目标期望加速度;基于所述目标期望加速度及预设的扭矩系数,预测得到所述车辆的期望扭矩;基于所述目标期望加速度及预设的制动压力系数,预测得到所述车辆的期望制动压力。
在一些可能的实施例中,所述预测单元703采用如下公式计算得到所述目标期望加速度:
a
total=a
ini+g×sin(θ
total)
其中,a
total为所述目标期望加速度,a
ini为所述初始期望加速度,g为重力加速度,θ
total为所述联合横纵向坡度。
在一些可能的实施例中,所述预测单元703采用如下公式计算得到所述期望扭矩和所述期望制动压力:
T
total=k
1×a
total
P
total=k
2×a
total
其中,T
total为所述期望扭矩,P
total为所述期望制动压力,a
total为所述目标期望加速度,k
1为预设的扭矩系数,k
2为预设的制动压力系数。
在一些可能的实施例中,所述指示单元704具体用于根据所述期望扭矩和期望制动压力,在坡度泊车场景中指示所述车辆进行泊车行驶。
在实际应用中,本发明实施例中涉及的获取单元701、修正单元702及预测单元703可对应部署到如上图2和图3中的运动控制模块13。例如,获取单元701可包括图3中横向坡度获取的那样132和纵向坡度获取单元133等,换句话说获取单元701具体由横向坡度获取单元132和纵向坡度获取单元133等功能单元实现。示例性地,获取单元701可通过横向坡度获取单元132计算获取到路面横向坡度,获取单元701可通过纵向坡度获取单元133计算获取到路面纵向坡度等。
相应地,修正单元702具体可包括质心侧偏角获取单元134、横纵向坡度计算单元135和坡度补偿计算单元136等。即修正单元702具体由质心侧偏角获取单元134、横纵向坡度计算单元135和坡度补偿计算单元136等功能单元实现。预测单元703具体可包括初始期望加速度获取单元131、总期望加速度计算单元137及扭矩与制动压力计算单元138等。即预测单元703具体可由初始期望加速度获取单元131、总期望加速度计算单元137及扭矩与制动压力计算单元138等功能单元实现等,本发明不做限定。
应理解的是,本发明实施例的装置可以通过专用集成电路(application-specific integrated circuit,ASIC)实现,或可编程逻辑器件(programmable logic device,PLD)实现,上述PLD可以是复杂程序逻辑器件(complex programmable logical device,CPLD),现场可编程门阵列(field-programmable gate array,FPGA),通用阵列逻辑(generic array logic,GAL)或其任意组合。也可以通过软件实现图6中所示的车辆控制方法时,该装置及其各个单元也可以为软件单元。
通过实施本发明实施例,能够综合考虑路面横向坡度及路面纵向坡度对车辆安全行驶的影响,从而能够解决现有技术存在的车辆控制准确性和安全性不高等问题,从而提升了车辆控制的准确性和安全性,也提升了车辆控制的精确度。
请参见图8,是本发明实施例提供的一种终端设备的结构示意图。如图8所示的终端设备包括一个或多个处理器801、通信接口802和存储器803,处理器801、通信接口802和存储器803可通过总线方式连接,也可通过无线传输等其他手段实现通信。本发明实施例以通过总线804连接为例其中,该存储器803用于存储指令,该处理器801用于执行该存储器803存储的指令。该存储器803存储程序代码,且处理器801可以调用存储器803中存储的程序代码执行以下操作:
获取路面横向坡度及路面纵向坡度,所述路面纵向坡度为车辆在路面上行驶时沿着车身纵向方向的道路坡度,所述路面横向坡度为所述车辆在路面上行驶时沿着垂直车身纵向方向的道路坡度;
对所述路面横向坡度及所述路面纵向坡度进行联合修正,得到联合横纵向坡度;
根据所述联合横纵向坡度,对所述车辆进行扭矩预测和制动压力预测,得到所述车辆的期望扭矩和期望制动压力;
根据所述期望扭矩和期望制动压力,指示所述车辆行驶。
可选地,本发明实施例中处理器801可以调用存储器803中存储的程序代码用以执行如上图6所述方法实施例中描述的所有或部分步骤,和/或,文本中描述的其他内容等,这里不再赘述。
应理解,处理器801可以由一个或者多个通用处理器构成,例如中央处理器(Central Processing Unit,CPU)。处理器801可用于运行相关的程序代码中以下功能单元的程序。该功能单元具体可包括但不限于上文所述的获取单元、修正单元、预测单元及控制单元等功能单元中的任一项或多项的组合。也就是说,处理器801执行程序代码可以上述功能单元中的任一项或多项的功能。其中,关于这里提及的各个功能单元具体可参见前述实施例中的相关阐述,这里不再赘述。
通信接口802可以为有线接口(例如以太网接口)或无线接口(例如蜂窝网络接口或使用无线局域网接口),用于与其他单元/设备进行通信。例如,本发明实施例中通信接口802具体可用于获取来自车辆发送的传感器数据等。
存储器803可以包括易失性存储器(Volatile Memory),例如随机存取存储器(Random Access Memory,RAM);存储器也可以包括非易失性存储器(Non-Volatile Memory),例如只读存储器(Read-Only Memory,ROM)、快闪存储器(Flash Memory)、硬盘(Hard Disk Drive,HDD)或固态硬盘(Solid-State Drive,SSD);存储器803还可以包括上述种类的存储器的组合。存储器803可用于存储一组程序代码,以便于处理器801调用存储器803中存储的程序代码以实现本发明实施例中涉及的上述各功能单元的功能,或实现本发明上述图6所述方法实施例中记载的技术内容。
需要说明的,图8仅仅是本发明实施例的一种可能的实现方式,实际应用中,终端设备还可以包括更多或更少的部件,这里不作限制。关于本发明实施例中未示出或未描述的内容,可参见前述图6所述实施例中的相关阐述,这里不再赘述。
本发明实施例还提供一种计算机非瞬态存储介质,所述计算机非瞬态存储介质中存储有指令,当其在处理器上运行时,图6所示的方法流程得以实现。
本发明实施例还提供一种计算机程序产品,当所述计算机程序产品在处理器上运行时,图6所示的方法流程得以实现。
结合本发明实施例公开内容所描述的方法或者算法的步骤可以硬件的方式来实现,也可以是由处理器执行软件指令的方式来实现。软件指令可以由相应的软件模块组成,软件模块可以被存放于随机存取存储器(英文:Random Access Memory,RAM)、闪存、只读存储器(英文:Read Only Memory,ROM)、可擦除可编程只读存储器(英文:Erasable Programmable ROM,EPROM)、电可擦可编程只读存储器(英文:Electrically EPROM,EEPROM)、寄存器、硬盘、移动硬盘、只读光盘(CD-ROM)或者本领域熟知的任何其它形式的存储介质中。一种示例性的存储介质耦合至处理器,从而使处理器能够从该存储介质读取信息,且可向该存储介质写入信息。当然,存储介质也可以是处理器的组成部分。处理器和存储介质可以位于ASIC中。另外,该ASIC可以位于终端设备中。当然,处理器和存储介质也可以作为分立组件存在于终端设备中。
本领域普通技术人员可以理解实现上述实施例方法中的全部或部分流程,是可以通过计算机程序来指令相关的硬件来完成,所述的程序可存储于计算机可读取存储介质中,该程序在执行时,可包括如上述各方法的实施例的流程。而前述的存储介质包括:ROM、RAM、磁碟或者光盘等各种可以存储程序代码的介质。
Claims (20)
- 一种车辆控制方法,其特征在于,包括:获取路面横向坡度及路面纵向坡度,所述路面纵向坡度为车辆在路面上行驶时沿着车身纵向方向的道路坡度,所述路面横向坡度为所述车辆在路面上行驶时沿着垂直车身纵向方向的道路坡度;对所述路面横向坡度及所述路面纵向坡度进行联合修正,得到联合横纵向坡度;根据所述联合横纵向坡度,对所述车辆进行扭矩预测和制动压力预测,得到所述车辆的期望扭矩和期望制动压力;根据所述期望扭矩和期望制动压力,指示所述车辆行驶。
- 如权利要求1所述的方法,其特征在于,所述对所述路面横向坡度和路面纵向坡度进行联合修正,得到联合横纵向坡度包括:根据质心侧偏角对所述路面横向坡度及所述路面纵向坡度进行联合计算,得到路面横纵向坡度,所述路面横纵向坡度用于反映所述车辆在路面上行驶时的坡度方向及坡度大小,所述质心侧偏角为所述车辆沿着车身纵向方向与所述车辆的运动方向之间的夹角;根据所述车辆的当前档位对所述路面横纵向坡度进行方向修正,得到联合横纵向坡度。
- 如权利要求1所述的方法,其特征在于,所述对所述路面横向坡度和路面纵向坡度进行联合修正,得到联合横纵向坡度包括:基于所述路面横向坡度、所述路面纵向坡度、预设的横向坡度修正系数、预设的纵向坡度修正系数及质心侧偏角,计算得到路面横纵向坡度;基于方向修正系数和所述路面横纵向坡度,计算得到联合横纵向坡度,其中所述方向修正系数基于所述车辆的当前档位确定。
- 如权利要求2或3所述的方法,其特征在于,采用如下公式计算得到所述路面横纵向坡度:θ xy=k xθ xcosθ v+k yθ ycosθ v其中,θ xy为所述路面横纵向坡度,θ x为所述路面横向坡度,θ y为所述路面纵向坡度,θ v为所述质心侧偏角,k x为预设的横向坡度修正系数,k y为预设的纵向坡度修正系数。
- 如权利要求1-5中任一项所述的方法,其特征在于,所述根据所述联合横纵向坡度,对所述车辆进行扭矩预测和制动压力预测,得到所述车辆的期望扭矩和期望制动压力包括:根据所述联合横纵向坡度对所述车辆的初始期望加速度进行修正,得到目标期望加速度,所述初始期望加速度为预先规划的所述车辆在路面上行驶时的加速度;根据所述目标期望加速度对所述车辆进行扭矩预测和制动压力预测,得到所述车辆的期望扭矩和期望制动压力。
- 根据权利要求1-5中任一项所述的方法,其特征在于,所述根据所述联合横纵向坡度,对所述车辆进行扭矩预测和制动压力预测,得到所述车辆的期望扭矩和期望制动压力包括:基于所述联合横纵向坡度、重力加速度及所述车辆的初始期望加速度,计算得到目标期望加速度;基于所述目标期望加速度及预设的扭矩系数,预测得到所述车辆的期望扭矩;基于所述目标期望加速度及预设的制动压力系数,预测得到所述车辆的期望制动压力。
- 如权利要求6或7所述的方法,其特征在于,采用如下公式计算得到所述目标期望加速度:a total=a ini+g×sin(θ total)其中,a total为所述目标期望加速度,a ini为所述初始期望加速度,g为重力加速度,θ total为所述联合横纵向坡度。
- 如权利要求6或7所述的方法,其特征在于,采用如下公式计算得到所述期望扭矩和所述期望制动压力:T total=k 1×a totalP total=k 2×a total其中,T total为所述期望扭矩,P total为所述期望制动压力,a total为所述目标期望加速度,k 1为预设的扭矩系数,k 2为预设的制动压力系数。
- 如权利要求1-9中任一项所述的方法,其特征在于,所述根据所述期望扭矩和期望制动压力,指示所述车辆行驶包括:根据所述期望扭矩和期望制动压力,指示所述车辆进行泊车。
- 一种车辆控制装置,其特征在于,包括获取单元、修正单元、预测单元及指示单元,其中,所述获取单元,用于获取路面横向坡度及路面纵向坡度,所述路面纵向坡度为车辆在路面上行驶时沿着车身纵向方向的道路坡度,所述路面横向坡度为所述车辆在路面上行驶时沿着垂直车身纵向方向的道路坡度;所述修正单元,用于对所述路面横向坡度及所述路面纵向坡度进行联合修正,得到联合横纵向坡度;所述预测单元,用于根据所述联合横纵向坡度,对所述车辆进行扭矩预测和制动压力预测,得到所述车辆的期望扭矩和期望制动压力;所述指示单元,用于根据所述期望扭矩和期望制动压力,指示所述车辆行驶。
- 如权利要求11所述的装置,其特征在于,所述修正单元具体用于:根据质心侧偏角对所述路面横向坡度及所述路面纵向坡度进行联合计算,得到路面横纵向坡度,所述路面横纵向坡度用于反映所述车辆在路面上行驶时的坡度方向及坡度大小,所述质心侧偏角为所述车辆沿着车身纵向方向与所述车辆的运动方向之间的夹角;根据所述车辆的当前档位对所述路面横纵向坡度进行方向修正,得到联合横纵向坡度。
- 如权利要求12所述的装置,其特征在于,所述修正单元采用如下公式计算得到所述路面横纵向坡度:θ xy=k xθ xcosθ v+k yθ ycosθ v其中,θ xy为所述路面横纵向坡度,θ x为所述路面横向坡度,θ y为所述路面纵向坡度,θ v为所述质心侧偏角,k x为预设的横向坡度修正系数,k y为预设的纵向坡度修正系数。
- 如权利要求11-14中任一项所述的装置,其特征在于,所述预测单元具体用于:根据所述联合横纵向坡度对所述车辆的初始期望加速度进行修正,得到目标期望加速度,所述初始期望加速度为预先规划的所述车辆在路面上行驶时的加速度;根据所述目标期望加速度对所述车辆进行扭矩预测和制动压力预测,得到所述车辆的期望扭矩和期望制动压力。
- 如权利要求15所述的装置,其特征在于,所述预测单元采用如下公式计算得到所述目标期望加速度:a total=a ini+g×sin(θ total)其中,a total为所述目标期望加速度,a ini为所述初始期望加速度,g为重力加速度,θ total为所述联合横纵向坡度。
- 如权利要求15所述的装置,其特征在于,所述预测单元采用如下公式计算得到所述期望扭矩和所述期望制动压力:T total=k 1×a totalP total=k 2×a total其中,T total为所述期望扭矩,P total为所述期望制动压力,a total为所述目标期望加速 度,k 1为预设的扭矩系数,k 2为预设的制动压力系数。
- 如权利要求11-17中任一项所述的装置,其特征在于,所述指示单元具体用于:根据所述期望扭矩和期望制动压力,指示所述车辆进行泊车。
- 一种终端设备,其特征在于,包括存储器及与所述存储器耦合的处理器;所述存储器用于存储指令,所述处理器用于执行所述指令;其中,所述处理器执行所述指令时执行如上权利要求1-10中任一项所述的方法。
- 一种计算机可读存储介质,所述计算机可读存储介质存储有计算机程序,其特征在于,所述计算机程序被处理器执行时实现如权利要求1至10任一项所述方法。
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