CN114212094A - Vehicle acceleration management method based on MPC control - Google Patents
Vehicle acceleration management method based on MPC control Download PDFInfo
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- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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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
- 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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Abstract
The invention discloses a vehicle acceleration management method based on MPC control. The process is as follows: setting an acceleration composite type performance index combining a final value type and an integral type; analyzing the dynamic characteristics of an engine control system to establish a state equation; establishing a constraint condition of an engine control system performance index; acquiring actual parameters of a vehicle, determining an optimal solution of engine torque in a control time domain through a numerical optimization method based on an acceleration composite performance index, a state equation, constraint conditions and the actual parameters, and applying the optimal solution to an engine control system for acceleration control; and continuously rolling the predicted time domain forward by one step length, and repeating the steps to realize the real-time control of the acceleration. The invention combines the optimization control and the rolling time domain, and can realize continuous adaptation to the state quantity change and timely process the sudden change by continuously rolling the time domain for optimization solution, thereby realizing the real-time optimization control.
Description
Technical Field
The invention belongs to the technical field of automobiles, and particularly relates to a vehicle acceleration management method based on MPC control.
Background
The Chinese invention patent application 'a vehicle parameter calibration device and method' (application number: CN201610086216.3) discloses a vehicle parameter calibration device and method, the device comprises: the receiving unit is used for receiving the vehicle parameters, the acceleration limit threshold value and the speed value corresponding to the acceleration limit threshold value; a VAM characteristic control unit for controlling the VAM characteristic to be turned on and off; the simulation calculation unit is used for carrying out simulation calculation on acceleration time and acceleration oil consumption according to the vehicle parameters under the condition that the VAM characteristic is started; the control unit determines VAM characteristic calibration parameters according to the acceleration time and the acceleration oil consumption calculated by the simulation calculation unit; the control unit is also adapted to controlling the acceleration of the vehicle in accordance with the acceleration limit in case the VAM characteristic is on.
The prior art device can automatically control the throttle signal of the engine by judging the tire slip (the ratio of the driving force of the engine torque transmitted to the driving wheels to the FL tire maximum adhesion force FL, max) signal and the throttle signal of the driver, thereby limiting the driving wheel slip in the simulation model. Only one constraint condition of the control system is determined, and a plurality of constraint conditions of the actual vehicle are not considered.
The distributed value of the vehicle acceleration is that when the speed of the vehicle is less than or equal to VELVAM1, the acceleration limit value is ACCVAM, Lim 1; when the speed of the vehicle is greater than or equal to VELVAM2, the acceleration limit is ACCVAM, Lim 2; when the vehicle speed is greater than VELVAM1 and less than VELVAM2, the acceleration limit is derived by linear interpolation. The management of the vehicle acceleration only determines an acceleration limit value according to the vehicle speed, only considers the fuel economy, and does not consider the application scenes that the vehicle overtaking has strong requirements on the vehicle dynamic property.
Disclosure of Invention
The present invention is directed to a method for managing vehicle acceleration based on MPC control, which solves the above-mentioned drawbacks of the prior art.
The technical scheme adopted by the invention is as follows: a vehicle acceleration management method based on MPC control sets an acceleration composite performance index combining a final value type and an integral type;
analyzing the dynamic characteristics of an engine control system to establish a state equation;
establishing a constraint condition of an engine control system performance index;
acquiring actual parameters of a vehicle, determining an optimal solution of engine torque in a control time domain through a numerical optimization method based on an acceleration composite performance index, a state equation, constraint conditions and the actual parameters, and applying the optimal solution to an engine control system for acceleration control;
and continuously rolling the predicted time domain forward by one step length, and repeating the steps to realize the real-time control of the acceleration.
Further, the acceleration composite type performance index is
Wherein J is an acceleration composite type performance index, t0To control the initial time of the time domain, tfFor controlling the final time of the time domain, a is the actual acceleration value in the control process, areqFor the acceleration required during control, EngSpeed is the engine speed, T is the engine torque, k is1And k2The vehicle dynamic index adjustment coefficient and the vehicle fuel economy index adjustment coefficient are respectively.
Further, the state equation includes
dv/dt＝a
Wherein v is the vehicle speed, and a is the actual acceleration value in the control process.
Further, the state equation includes
T＝I*[d(EngSpeed)/dt]
Wherein T is engine torque, I is rotational inertia, and EngSpeed is engine speed.
Further, the state equation includes
F＝T*k/r＝δ*m*areq
Wherein F is wheel driving force, T is engine torque, k is transmission ratio from the engine to the wheels, r is wheel radius, delta is conversion coefficient of rotating mass of the automobile, m is automobile mass, areqIs the required value of acceleration in the control process.
Furthermore, the required value of the acceleration in the control process is obtained by checking a required torque value corresponding to the current accelerator through an accelerator-torque table and then calculating through the relation between the torque and the acceleration.
Further, the constraint condition includes
EngSpeedmin≤EngSpeed≤EngSpeedmax
Tmin≤T≤Tmax
vmin≤v≤vmax
Wherein EngSpeed is the engine speed; EngSpeedmin、EngSpeedmaxThe lower limit value and the upper limit value of the engine speed are respectively; t is engine torque; t ismin、TmaxThe engine torque lower limit value and the engine torque upper limit value are respectively; v is the vehicle speed; vmin、VmaxA lower vehicle speed limit and an upper vehicle speed limit, respectively.
Further, discretization processing is further included, and when a discretization interval deltaT is set, the control time domain t epsilon [ t ∈ [ t ]0，tf]And dividing the discrete interval by the discrete interval to obtain the discrete point number n of the control time domain.
Further, the numerical optimization method comprises the following steps: and traversing all values of the engine torque in the constraint area for all discrete time points in the control time domain, and finding out the minimum value of the acceleration composite type performance index, wherein the engine torque corresponding to the minimum value is the optimal solution at the moment.
Further, the process of traversing all values within the constrained region is: the method comprises the steps of collecting actual vehicle speed, engine rotating speed and engine torque, inputting the actual vehicle speed, the engine rotating speed and the engine torque into each state equation respectively to obtain a plurality of engine torque values, and calculating an acceleration composite type performance index by taking the engine torque in a constraint condition range.
The invention has the beneficial effects that:
1. the invention establishes a plurality of target composite performance indexes, optimizes two aspects of vehicle dynamic property and fuel economy, can meet the requirement of vehicle dynamic property in application scenes such as uphill or overtaking and the like, and can avoid high oil consumption caused by bad driving habits of a driver on a big foot accelerator.
2. The invention processes the actual physical limiting conditions of the control system, processes a plurality of constraint conditions of the nonlinear system, including constraint conditions of engine rotating speed, engine torque, vehicle speed limit and the like, and has accuracy and practicability, and the performance optimization is based on the actual conditions, but is not similar under simple ideal conditions.
3. The invention establishes the state equation of the control system by analyzing the dynamic characteristics of the control system, thereby realizing the processing of the response delay of the system.
4. The MPC control method of the invention is the combination optimization of a prediction model and a rolling time domain, predicts the dynamic characteristics of the system through a state equation, and simultaneously carries out optimization solution on the rolling time domain continuously, thereby realizing continuous adaptation to the state quantity change, and being capable of processing sudden change in time, thereby realizing real-time optimization control.
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FIG. 1 is a control flow chart of the present invention.
Detailed Description
The following further describes embodiments of the present invention with reference to the drawings. It should be noted that the description of the embodiments is provided to help understanding of the present invention, but the present invention is not limited thereto. In addition, the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
In the description of the present invention, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention.
Where the terms "comprising", "having" and "including" are used in this specification, there may be another part or parts unless otherwise stated, and the terms used may generally be in the singular but may also be in the plural.
It should be noted that although the terms "first," "second," "top," "bottom," "side," "other," "end," "other end," and the like may be used and used in this specification to describe various components, these components and parts should not be limited by these terms. These terms are only used to distinguish one element or section from another element or section. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element, with the top and bottom elements being interchangeable or switchable with one another, where appropriate, without departing from the scope of the present description; the components at one end and the other end may be of the same or different properties to each other.
Further, in constituting the component, although it is not explicitly described, it is understood that a certain error region is necessarily included.
In describing positional relationships, for example, when positional sequences are described as being "on.. above", "over.. below", "below", and "next", unless such words or terms are used as "exactly" or "directly", they may include cases where there is no contact or contact therebetween. If a first element is referred to as being "on" a second element, that does not mean that the first element must be above the second element in the figures. The upper and lower portions of the member will change depending on the angle of view and the change in orientation. Thus, in the drawings or in actual construction, if a first element is referred to as being "on" a second element, it can be said that the first element is "under" the second element and the first element is "over" the second element. In describing temporal relationships, unless "exactly" or "directly" is used, the description of "after", "subsequently", and "before" may include instances where there is no discontinuity between steps.
The features of the various embodiments of the present invention may be partially or fully combined or spliced with each other and performed in a variety of different configurations as would be well understood by those skilled in the art. Embodiments of the invention may be performed independently of each other or may be performed together in an interdependent relationship.
The biggest characteristic of a Model Predictive (MPC) control method is that MPC can consider various constraints of space state variables, while control such as LQR, PID can only consider various constraints of input and output variables. MPC is applicable to both linear and non-linear systems. In the MPC algorithm, a model describing the dynamic behavior of the object is required, and the model is used to predict the future dynamics of the system. That is, the output at time k +1 can be predicted based on the state of the system at time k and the control input at time k. Because of the influence of external interference and model mismatch, the predicted output and the actual output of the system have deviation, and if the measured value can detect the deviation, the control input at the next moment can be solved on line according to the measured value with the measured deviation, namely, the deviation value is optimized. If the entire sequence of solved control outputs is applied to the system, the measured values at the time k +1 cannot affect the control operation, that is, the external disturbances or model error information included in the measured values cannot be effectively used. Therefore, the first component of the optimized solution at each sampling moment acts on the system, the future output of the system is predicted again and the optimized solution is solved according to the newly obtained measured value as the initial condition at the next sampling moment, and the first component of the optimized solution at the moment acts on the system continuously, so that the process is repeated to infinity. Therefore, the predictive control adopts a limited time domain optimization strategy of rolling forward time instead of a constant global optimization target. This means that the optimization process is not performed off-line at a time, but is performed on-line repeatedly. By adopting MPC control, the condition that PID control can only process single input and single output can be compensated, and multi-target setting is added, thereby better realizing process and final state control
The invention adopts MPC model prediction control method to manage the vehicle acceleration, as shown in figure 1, firstly, the performance index of the control output is designed. The performance indexes are divided into integral performance indexes and final value performance indexes. The integral-type performance index is designed as a requirement that a system state quantity (vehicle acceleration) and a system control quantity (engine torque) should meet during control. The final value type performance index is designed to meet the requirements of the final state of the control system. The scheme adopts a composite performance index, namely the combination of a final value type performance index and an integral type performance index, and comprehensively considers two performance requirements of a process and a final state.
In the formula, t0For controlling the beginning of the time domainStarting time, tfTo control the final time of the time domain, x (t)f) θ (x (t) is the system state at the final timef),tf) The requirements to be met by the final state of the control system are met; x (t) is the system state in the control time domain, u (t) is the system control quantity in the control time domain, and F (x (t), u (t), and t) are the requirements to be met in the control process.
The equation of state is then established by analyzing the dynamics of the system. The state equation comprises that the relation between the acceleration and the speed of the system state quantity vehicle is expressed by a first order differential equation, the relation between the torque of the system control quantity engine and the rotating speed of the engine is expressed by a first order differential equation, and the relation between the rotating speed of the engine and the speed of the vehicle is related to a transmission coefficient. The state equation is used as the primary constraint condition of the performance index.
And finally, establishing other constraint conditions for controlling the performance indexes of the system. Subject to practical physical limitations, the engine speed range may be determined. The engine torque range may be determined by engine design objectives. The vehicle speed range can be determined according to the safety speed limit value.
After the performance indexes, the state equation and the constraint condition are established, solving the { T ] in the control time domain through a numerical optimization method0,T1,T2,……,Tn-1The optimal solution of { U }0,U1,U2,……,Un-1And the first optimal solution U is obtained0The method is applied to a control system. Then, the predicted time domain is continuously rolled forward by one step, namely T in the previous time domain1Become T in the later time domain0And so on. And continuously updating the optimal solution according to the latest state equation of the system. Therefore, the performance indexes of vehicle dynamic performance and fuel economy can be realized by realizing acceleration management, so that the vehicle can have enough power when overtaking or climbing a slope. And the high oil consumption caused by the fact that a driver steps on the accelerator suddenly can be improved while the necessary power can be achieved under other application scenes, and the oil saving are achieved as far as possible. The model prediction control can predict new system dynamic characteristics of the vehicle in a continuously updated control time domain, so that the vehicle can adapt to the acceleration limit value under various complex working conditions, and the acceleration limit value is not set by simply using the speed of the vehicle.
Example 1:
the performance index set by the vehicle acceleration management is a composite performance index, and the acceleration limit value is set by comprehensively considering the dynamic property and the economical efficiency. The vehicle dynamic is designed in such a way that the acceleration can reach a required value as soon as possible under the constraint condition, and the power requirement of the vehicle during uphill and overtaking is met. Vehicle fuel economy is designed to minimize oil consumption during control.
Wherein J is an acceleration composite type performance index, t0To control the initial time of the time domain, tfFor controlling the final time of the time domain, a is the actual acceleration value in the control process, areqThe vehicle dynamics is expressed as a desire (a-a) for a demand value of acceleration during controlreq)2The minimum, i.e. acceleration, can reach the required value as soon as possible; EngSpeed is the engine speed, Trq is the engine torque, and F (EngSpeed, Trq) is the oil mass value obtained by looking up the table based on the speed and the engine torque. Fuel economy is characterized by minimal fuel consumption during control. k is a radical of1And k2And adjusting the coefficient for the vehicle dynamic index/fuel economy index. When the steering angle signal sent by a vehicle stability judging system (ESC) control module is judged to be larger than a calibration limit value or a transmission control unit executes downshift operation, setting k in the whole control time domain2When the performance index is 0, the dynamic performance of the vehicle is selected and optimized; when none of the aforementioned conditions is satisfied, k1And k2The value of (a) is calibrated according to a user target, and at the moment, the performance index simultaneously considers the vehicle dynamic property and the fuel economy.
The equation of state is then established by analyzing the dynamics of the system. The state equation is used as the primary constraint condition of the performance index. The state equation comprises the relation between the acceleration and the vehicle speed of the system state quantity vehicle and is expressed by a first order differential equation:
dv/dt＝a
in the above equation, v is the vehicle speed, and a is the actual value of the vehicle acceleration.
The relationship between the system control quantity engine torque and the engine speed is expressed by a first order differential equation:
T＝I*[d(EngSpeed)/dt]
in the above formula, T is the engine torque, I is the rotational inertia, and EngSpeed is the engine speed.
And checking a required torque value corresponding to the current accelerator through an accelerator-torque table. And then the required value of the vehicle acceleration is obtained through the relation between the torque and the acceleration:
F＝T*k/r＝δ*m*areq
in the above formula, F is the wheel driving force, T is the engine torque, k is the transmission ratio from the engine to the wheel, r is the wheel radius, δ is the conversion coefficient of the rotating mass of the automobile, m is the automobile mass, areqIs a required value of the acceleration of the vehicle.
The relationship between the engine speed and the vehicle speed is related to the transmission coefficient, and the relationship is as follows:
EngSpeed＝k*v
in the above equation, EngSpeed is the engine speed, k is the engine to wheel ratio, and v is the vehicle speed.
And finally, establishing other constraint conditions of the control system. Subject to practical physical limitations, the engine speed range may be determined. The engine torque range may be determined by engine design objectives. The vehicle speed range can be determined according to the safety speed limit value. The constraint conditions include:
EngSpeedmin≤EngSpeed≤EngSpeedmax
Tmin≤T≤Tmax
vmin≤v≤vmax
wherein EngSpeed is the engine speed; EngSpeedmin、EngSpeedmaxThe lower limit value and the upper limit value of the engine speed are respectively; t is engine torque; t ismin、TmaxThe engine torque lower limit value and the engine torque upper limit value are respectively; v is the vehicle speed; vmin、VmaxA lower vehicle speed limit and an upper vehicle speed limit, respectively.
Performance goal, equation of state and constraint barsAnd after the piece is built, carrying out discretization treatment. Setting discretization interval deltaT, and controlling time domain t epsilon [ t ∈0，tf]And dividing the discrete interval by the discrete interval to obtain the discrete point number n of the control time domain. For all discrete time points in the control time domain
{t0,t1,t2,……,tn-1And traversing all values (actually detected vehicle speed, rotating speed and torque are respectively input into each state equation to obtain a plurality of torque values, and taking the torque in the range of the constraint condition to calculate the performance index) in the constraint area by the controller calculation unit to find out the minimum value of the performance index J, wherein the T value at the moment is the optimal solution. And applying the optimal solution T to the control system. Then, the predicted time domain is continuously rolled forward by one step, i.e. t in the previous time domain1Becomes t in the later time domain0And so on until t in the previous time domainn-1Becomes t in the later time domainnAnd then repeating the optimization control operation, so that the method can continuously adapt to new state variables to realize real-time optimization control. The optimal control in the rolling time domain enables the vehicle to adapt to new system dynamic characteristics in the continuously updated control time domain, and can ensure that the vehicle can find the adaptive acceleration limit value under different running working conditions, rather than simply setting the acceleration limit value by using the speed of the vehicle. When the vehicle overtakes or goes up a slope, the required acceleration can be achieved through control as soon as possible when the dynamic property is in strong demand, the dynamic property and the fuel economy of the vehicle can be comprehensively considered under other application scenes, and by setting a user target, the purpose of achieving the required power as soon as possible and improving the high fuel consumption caused by the fact that a driver steps on an accelerator suddenly is achieved, and the purpose of saving fuel is achieved.
It should be understood that the specific order or hierarchy of steps in the processes disclosed is an example of exemplary approaches. Based upon design preferences, it is understood that the specific order or hierarchy of steps in the processes may be rearranged without departing from the scope of the present disclosure. The accompanying method claims present elements of the various steps in a sample order, and are not intended to be limited to the specific order or hierarchy presented.
The foregoing description of the embodiments and specific examples of the invention have been presented for purposes of illustration and description; it is not intended to be the only form in which the embodiments of the invention may be practiced or utilized. The embodiments are intended to cover the features of the various embodiments as well as the method steps and sequences for constructing and operating the embodiments. However, other embodiments may be utilized to achieve the same or equivalent functions and step sequences.
In the foregoing detailed description, various features are grouped together in a single embodiment for the purpose of streamlining the disclosure. This method of disclosure is not to be interpreted as reflecting an intention that the claimed embodiments of the subject matter require more features than are expressly recited in each claim. Rather, as the following claims reflect, invention lies in less than all features of a single disclosed embodiment. Thus, the following claims are hereby expressly incorporated into the detailed description, with each claim standing on its own as a separate preferred embodiment of the invention.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. To those skilled in the art; various modifications to these embodiments will be readily apparent, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the disclosure. Thus, the present disclosure is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
What has been described above includes examples of one or more embodiments. It is, of course, not possible to describe every conceivable combination of components or methodologies for purposes of describing the aforementioned embodiments, but one of ordinary skill in the art may recognize that many further combinations and permutations of various embodiments are possible. Accordingly, the embodiments described herein are intended to embrace all such alterations, modifications and variations that fall within the scope of the appended claims. Furthermore, to the extent that the term "includes" is used in either the detailed description or the claims, such term is intended to be inclusive in a manner similar to the term "comprising" as "comprising" is interpreted when employed as a transitional word in a claim. Furthermore, any use of the term "or" in the specification of the claims is intended to mean a "non-exclusive or".
Those of skill in the art will further appreciate that the various illustrative logical blocks, units, and steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both. To clearly illustrate the interchangeability of hardware and software, various illustrative components, elements, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design requirements of the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present embodiments.
The various illustrative logical blocks, or elements, described in connection with the embodiments disclosed herein may be implemented or performed with a general purpose processor, a digital signal processor, an Application Specific Integrated Circuit (ASIC), a field programmable gate array or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general-purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. A processor may also be implemented as a combination of computing devices, e.g., a digital signal processor and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a digital signal processor core, or any other similar configuration.
The foregoing is considered as illustrative of the preferred embodiments of the invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious modifications, rearrangements, combinations and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.
Claims (10)
1. A vehicle acceleration management method based on MPC control, characterized by:
setting an acceleration composite type performance index combining a final value type and an integral type;
analyzing the dynamic characteristics of an engine control system to establish a state equation;
establishing a constraint condition of an engine control system performance index;
acquiring actual parameters of a vehicle, determining an optimal solution of engine torque in a control time domain through a numerical optimization method based on an acceleration composite performance index, a state equation, constraint conditions and the actual parameters, and applying the optimal solution to an engine control system for acceleration control;
and continuously rolling the predicted time domain forward by one step length, and repeating the steps to realize the real-time control of the acceleration.
2. The MPC control-based vehicle acceleration management method of claim 1, wherein: the acceleration composite type performance index is
Wherein J is an acceleration composite type performance index, t0To control the initial time of the time domain, tfFor controlling the final time of the time domain, a is the actual acceleration value in the control process, areqFor the acceleration required during control, EngSpeed is the engine speed, T is the engine torque, k is1And k2The vehicle dynamic index adjustment coefficient and the vehicle fuel economy index adjustment coefficient are respectively.
3. The MPC control-based vehicle acceleration management method of claim 1, wherein: the state equation comprises
dv/dt＝a
Wherein v is the vehicle speed, and a is the actual acceleration value in the control process.
4. The MPC control-based vehicle acceleration management method of claim 1, wherein: the state equation comprises
T＝I*[d(EngSpeed)/dt]
Wherein T is engine torque, I is rotational inertia, and EngSpeed is engine speed.
5. The MPC control-based vehicle acceleration management method of claim 1, wherein: the state equation comprises
F＝T*k/r＝δ*m*areq
Wherein F is wheel driving force, T is engine torque, k is transmission ratio from the engine to the wheels, r is wheel radius, delta is conversion coefficient of rotating mass of the automobile, m is automobile mass, areqIs the required value of acceleration in the control process.
6. The MPC control-based vehicle acceleration management method of claim 5, wherein: the required value of the acceleration in the control process is obtained by checking a required torque value corresponding to the current accelerator through an accelerator-torque table and then solving the required torque value through the relation between the torque and the acceleration.
7. The MPC control-based vehicle acceleration management method of claim 1, wherein: the constraint conditions comprise
EngSpeedmin≤EngSpeed≤EngSpeedmax
Tmin≤T≤Tmax
vmin≤v≤vmax
Wherein EngSpeed is the engine speed; EngSpeedmin、EngSpeedmaxThe lower limit value and the upper limit value of the engine speed are respectively; t is engine torque; t ismin、TmaxThe engine torque lower limit value and the engine torque upper limit value are respectively; v is the vehicle speed; vmin、VmaxA lower vehicle speed limit and an upper vehicle speed limit, respectively.
8. The MPC control-based vehicle acceleration management method of claim 1, wherein: the method also comprises discretization processing, and the discretization interval deltaT is set, so that the control time domain t is epsilon [ t ∈ [ [ t ]0，tf]And dividing the discrete interval by the discrete interval to obtain the discrete point number n of the control time domain.
9. The MPC control-based vehicle acceleration management method of claim 1, wherein: the numerical optimization method comprises the following steps: and traversing all values of the engine torque in the constraint area for all discrete time points in the control time domain, and finding out the minimum value of the acceleration composite type performance index, wherein the engine torque corresponding to the minimum value is the optimal solution at the moment.
10. The MPC control-based vehicle acceleration management method of claim 9, wherein: the process of traversing all values within the constrained region is: the method comprises the steps of collecting actual vehicle speed, engine rotating speed and engine torque, inputting the actual vehicle speed, the engine rotating speed and the engine torque into each state equation respectively to obtain a plurality of engine torque values, and calculating an acceleration composite type performance index by taking the engine torque in a constraint condition range.
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