CN110834538A - Unmanned vehicle and control method for smooth switching of accelerator brake of unmanned vehicle - Google Patents

Unmanned vehicle and control method for smooth switching of accelerator brake of unmanned vehicle Download PDF

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Publication number
CN110834538A
CN110834538A CN201911153872.0A CN201911153872A CN110834538A CN 110834538 A CN110834538 A CN 110834538A CN 201911153872 A CN201911153872 A CN 201911153872A CN 110834538 A CN110834538 A CN 110834538A
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China
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control
vehicle
brake
accelerator
current
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朱早贝
吕金桐
张磊
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Beijing Yikong Zhijia Technology Co Ltd
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Beijing Yikong Zhijia Technology Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
    • B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • 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

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

The utility model provides a control method for smooth switching of accelerator brake of unmanned vehicle, which comprises the following steps: s1, setting the critical acceleration of the accelerator brake switching control, and calculating the critical acceleration curve of the vehicle under different running speeds in the environment of preset resistance to serve as the reference switching curve of the accelerator brake switching control; s2, buffer areas are added on the upper side and the lower side of the reference switching curve of the accelerator brake switching control; and S3, acquiring the critical acceleration of the vehicle at the current running speed according to the reference switching curve of the accelerator brake switching control, judging the relation between the current expected acceleration and the buffer area corresponding to the current critical acceleration, and performing accelerator brake switching control according to the judgment result and the current vehicle state. The control method for smooth switching of accelerator brake of the unmanned vehicle can ensure smooth and effective switching of accelerator/brake control of the unmanned vehicle, and improves reliability and stability of longitudinal control of the vehicle.

Description

Unmanned vehicle and control method for smooth switching of accelerator brake of unmanned vehicle
Technical Field
The disclosure relates to the field of unmanned driving, in particular to an unmanned vehicle and a control method for smooth switching of accelerator brake of the unmanned vehicle.
Background
The key technology of unmanned driving relates to the technical fields of environment perception, high-precision positioning, decision planning, execution control and the like, wherein vehicle motion control is used as a vehicle end execution layer of an intelligent driving vehicle system and is directly related to the final realization of an intelligent driving function. Vehicle motion control is the most central part of the execution control, and is generally divided into vehicle longitudinal control and lateral control. The longitudinal control mainly controls the throttle opening (electronic throttle opening) and the braking degree of the vehicle to realize the acceleration and deceleration of the vehicle, thereby controlling the speed of the vehicle and ensuring the stable, safe and comfortable running of the vehicle.
During actual driving, the control of switching between the accelerator and the brake is often accompanied, and the switching from the acceleration state to the deceleration state may be frequent. How to make the switching control of the accelerator and the brake smooth through a certain strategy influences the performance of longitudinal control to a great extent. In the prior art, the actual acceleration and speed deviation is directly compared with 0, so that the switching control of the accelerator and the brake can be well determined in many cases, but in some cases, particularly in the low-speed case, the accelerator and the brake may be switched too frequently because the actual acceleration is frequently transited around 0.
Disclosure of Invention
Technical problem to be solved
The present disclosure provides an unmanned vehicle and a control method for smooth switching of accelerator brake thereof, so as to at least partially solve the technical problems presented above.
(II) technical scheme
According to one aspect of the disclosure, a control method for smooth switching of accelerator brake of an unmanned vehicle is provided, which comprises the following steps:
s1, setting the critical acceleration of the accelerator brake switching control, and calculating the critical acceleration curve of the vehicle under different running speeds in the environment of preset resistance to serve as the reference switching curve of the accelerator brake switching control;
s2, buffer areas are added on the upper side and the lower side of the reference switching curve of the accelerator brake switching control;
and S3, acquiring the critical acceleration of the vehicle at the current running speed according to the reference switching curve of the accelerator brake switching control, judging the relation between the current expected acceleration and the buffer area corresponding to the current critical acceleration, and performing accelerator brake switching control according to the judgment result and the current vehicle state.
In some embodiments, the step S1 includes:
and calculating a functional relation between the critical acceleration and the total driving resistance of the vehicle and the total transmission ratio of the transmission system, wherein the total driving resistance of the vehicle and the total transmission ratio of the transmission system are related to the driving speed of the vehicle, and calculating the critical acceleration of the vehicle at different driving speeds according to the relation between the total driving resistance of the vehicle and the total transmission ratio of the transmission system and the driving speed of the vehicle.
In some embodiments, said calculating a functional relationship between critical acceleration and total vehicle resistance to travel and total driveline ratio comprises:
setting a critical acceleration αcrtFor the relation of the driving dynamics of the whole vehicle, according to the law of mechanics, the relation is expressed by the following formula:
αcrt＝(Teng|0×ri+Fre)/Mequ
wherein, TengI0 is the reverse drag torque of the engine when the throttle opening is 0, riIs the overall gear ratio of the transmission system, FreFor the total resistance of the vehicle, including the rolling resistance and air resistance of the vehicle, MequIs the vehicle equivalent mass.
In some embodiments, the total gear ratio r of the transmission system in different gearsiThe accelerator brake switching control reference switching curve is in a step type fixed value and is distributed in a sectional mode corresponding to gears in different vehicle speed ranges.
In some embodiments, the step S2 includes:
and through actual real vehicle test calibration, setting a threshold value B as the width of the buffer areas added on the upper side and the lower side of the accelerator brake switching control reference switching curve to obtain a switching curve for adding the buffer areas, wherein B is more than or equal to 0.
In some embodiments, the width of the buffer area increased on the upper side of the accelerator brake switching control reference switching curve is B1, and the width of the buffer area increased on the lower side of the accelerator brake switching control reference switching curve is B2, wherein B1+ B2 is B, B1 is more than or equal to 0, and B2 is more than or equal to 0.
In some embodiments, B1 ═ B2.
In some embodiments, the step S3 includes:
comparing the current desired acceleration αdsrAnd critical acceleration αcrtIf the current desired acceleration αdsrSatisfies the following conditions:
αdsr-αcrt＞B1
judging that the vehicle needs to accelerate, and judging the current vehicle state:
if the current control is brake control, closing the brake and opening the accelerator control;
if the current control is accelerator control, continuously increasing the accelerator, and keeping the brake closed;
and if the current accelerator pedal opening is 0 and the related actuator brake control is not carried out, starting the accelerator control and keeping the brake closed.
In some embodiments, the step S3 includes:
comparing the current desired acceleration αdsrAnd critical acceleration αcrtIf the current desired acceleration αdsrSatisfies the following conditions:
αdsr-αcrt＜-B2
judging that the vehicle needs to be decelerated, and judging the current vehicle state:
if the current control is brake control, the brake is continuously increased, and the accelerator is kept closed;
if the current control is the throttle control, closing the throttle control and starting the brake control;
and if the current accelerator pedal opening is 0 and the brake control of the relevant actuator is not carried out, the brake control is started and the accelerator is kept closed.
In some embodiments, the step S3 includes:
comparing the current desired acceleration αdsrAnd critical acceleration αcrtIf the current desired acceleration αdsrSatisfies the following conditions:
-B2≤αdsr-αcrt≤B1
and judging that the current control state meets the requirement of the expected acceleration, and keeping the current control state for running.
According to another aspect of the disclosure, an unmanned vehicle is provided, which employs the above-mentioned control method for smooth switching of accelerator and brake of the unmanned vehicle.
(III) advantageous effects
According to the technical scheme, the control method for smoothly switching the accelerator brake of the unmanned vehicle at least has the following beneficial effects:
according to the control method for the accelerator/brake smooth switching of the unmanned vehicle, the switching curve of accelerator/brake control is determined according to the expected acceleration, the buffer area of the switching curve is increased through real vehicle testing, smooth and effective switching of accelerator/brake control of the unmanned vehicle can be guaranteed, and reliability and stability of longitudinal control of the vehicle are improved.
Drawings
Fig. 1 is a flowchart of a control method for smooth switching of accelerator and brake of an unmanned vehicle according to an embodiment of the disclosure.
FIG. 2 is a reference switching graph of throttle brake control in accordance with an embodiment of the present disclosure.
FIG. 3 is a graph illustrating a switching of throttle brake control with an added damping zone in accordance with an embodiment of the present disclosure.
Detailed Description
For the purpose of promoting a better understanding of the objects, aspects and advantages of the present disclosure, reference is made to the following detailed description taken in conjunction with the accompanying drawings.
Certain embodiments of the present disclosure will now be described more fully hereinafter with reference to the accompanying drawings, in which some, but not all embodiments of the disclosure are shown. Indeed, various embodiments of the disclosure may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will satisfy applicable legal requirements.
In one exemplary embodiment of the present disclosure, a method of controlling smooth switching of throttle brake of an unmanned vehicle is provided. Fig. 1 is a flowchart of a control method for smooth switching of accelerator and brake of an unmanned vehicle according to an embodiment of the disclosure. As shown in fig. 1, the control method for smooth switching of accelerator and brake of the unmanned vehicle disclosed by the present disclosure includes:
s1, setting the critical acceleration of the accelerator brake switching control, and calculating the critical acceleration curve of the vehicle under different running speeds in the environment of preset resistance to serve as the reference switching curve of the accelerator brake switching control;
s2, buffer areas are added on the upper side and the lower side of the reference switching curve of the accelerator brake switching control;
and S3, acquiring the critical acceleration of the vehicle at the current running speed according to the reference switching curve of the accelerator brake switching control, judging the relation between the current expected acceleration and the buffer area corresponding to the current critical acceleration, and performing accelerator brake switching control according to the judgment result and the current vehicle state.
The following describes each step of the control method for smoothly switching the accelerator and the brake of the unmanned vehicle in this embodiment in detail.
And S1, setting the critical acceleration of the accelerator brake switching control, and calculating the critical acceleration curve of the vehicle under different running speeds in the environment with preset resistance as the reference switching curve of the accelerator brake switching control.
The actual acceleration and deceleration of the vehicle during travel determines whether the vehicle needs to enter throttle or brake control. According to the longitudinal dynamics of the vehicle, when the actual output torque of the transmitter is larger than the total running resistance torque of the vehicle in the running process of the vehicle, the vehicle can accelerate to run; when the actual output torque of the engine is smaller than the total running resistance torque of the vehicle, the vehicle enters a deceleration running state even if no brake is applied. Therefore, in the running process of the vehicle, a critical acceleration value always exists in any state, when the expected acceleration is larger than the critical acceleration, the accelerator needs to be controlled to accelerate, and when the expected acceleration is smaller than the critical acceleration, the brake needs to be controlled to decelerate.
Setting a critical acceleration αcrtFor the relation of the driving dynamics of the whole vehicle, according to the law of mechanics, the following formula can be used for expressing:
αcrt＝(Teng|0×ri+Fre)/Mequ
wherein, TengI0 is the reverse drag torque of the engine when the throttle opening is 0, riIs the overall gear ratio of the transmission system, FreThe total resistance to vehicle travel, including rolling resistance and air resistance of the vehicle, MequIs the vehicle equivalent mass.
Wherein the total resistance F due to the running of the vehicle in the above formulareTotal transmission ratio r of transmission systemiBy calculating the critical acceleration in relation to the total resistance F to vehicle travelreTotal transmission ratio r of transmission systemiAccording to the total resistance F to travel of said vehiclereTotal transmission ratio r of transmission systemiAnd the relation with the running speed of the vehicle can calculate the critical acceleration of the vehicle at different running speeds.
FIG. 2 is a reference switching graph of throttle brake control in accordance with an embodiment of the present disclosure. As shown in fig. 2, the total resistance F of the vehicle running under the specified resistance environmentreAnd (4) carrying out value taking, and obtaining a reference switching curve of the accelerator brake switching control of the vehicle at different running speeds through a critical acceleration calculation formula. Wherein the total transmission ratio r of the vehicle transmission system is due to different gear positions, i.e. different vehicle speed rangesiWith the difference that the total gear ratio r of the vehicle drivelineiIt can be understood that r at different gearsiThe switching curve is a fixed value in a step-type manner, so that the switching curve is also distributed in a sectional manner corresponding to different gears.
And S2, adding buffer areas on the upper side and the lower side of the reference switching curve of the accelerator brake switching control.
In step S1, a reference switching curve of the accelerator brake control of the vehicle under the environment of the predetermined resistance is obtained. However, during actual travel, the total vehicle travel resistance FreMainly comprises rolling resistance and air resistance, wherein the rolling resistance is mainly influenced by tires, if the tires generate a lateral deviation phenomenon when a vehicle turns and runs, the rolling resistance is increased, and the air resistance is influenced by the current wind speed, so that FreIs always affected by vehicle yaw motion and ambient wind speed. It can be seen that F is the same vehicle speedreIn practice it is not a constant value but a varying value. Therefore, the curve calculated and obtained in step S1 moves up and down at the same speed, which causes misjudgment in the switching control judgment of the accelerator and the brake, and may cause abnormal switching or frequent switching of the accelerator and the brake, which affects the longitudinal control performance of the entire vehicle, or even generates a dangerous hazard.
In order to solve the above problems, the total resistance F to the running of the vehicle is requiredreThe influence of the curve is taken into account. In this embodiment, F is eliminated by adding a buffer area to the upper and lower sides of the switching curve calculated and obtained in step S2reThe effect of the change in switching curve.
In the embodiment, a threshold value B, namely the width B of the buffer area, is given in a mode of actual real vehicle test calibration to determine the buffer area. By taking the given threshold value B as the width of the buffer area increased on the upper side and the lower side of the accelerator brake switching control reference switching curve, the switching curve for increasing the buffer area can be obtained. FIG. 3 is a graph illustrating a switching of throttle brake control with an added damping zone in accordance with an embodiment of the present disclosure. The threshold B is obtained through real vehicle test calibration, wherein B is more than or equal to 0.
Specifically, the width of the buffer area increased on the upper side of the accelerator brake switching control reference switching curve is B1, the width of the buffer area increased on the lower side of the accelerator brake switching control reference switching curve is B2, wherein B1+ B2 is B, B1 is more than or equal to 0, and B is more than or equal to 0. Illustratively, the widths of the two side buffer regions may be set to be equal, i.e., B1 ═ B2.
And S3, acquiring the critical acceleration of the vehicle at the current running speed according to the reference switching curve of the accelerator brake switching control, judging the relation between the current expected acceleration and the buffer area corresponding to the current critical acceleration, and performing accelerator brake switching control according to the judgment result and the current vehicle state.
Specifically, the step S3 includes:
s301, comparing current expected acceleration αdsrAnd critical acceleration αcrtIf the current desired acceleration αdsrSatisfies the following conditions:
αdsr-αcrt＞B1
judging that the vehicle needs to accelerate, judging the current vehicle state to determine the control mode, and dividing into the following three conditions:
if the current control is brake control, closing the brake and opening the accelerator control;
if the current control is accelerator control, continuously increasing the accelerator, and keeping the brake closed;
if the current accelerator pedal opening is 0 and no relevant actuator brake control is carried out, the accelerator control is started, and the brake is kept closed;
if the current expected acceleration α is judgeddsrIf the above formula is not satisfied, the process goes to step S302.
S302, judging the current expected acceleration αdsrWhether or not:
αdsr-αcrt＜-B2
if the acceleration is currently desired αdsrIf the formula is satisfied, the vehicle is judged to need to be decelerated, and the current vehicle state is judged so as to determine the control mode, and the control mode is divided into the following three conditions:
if the current control is brake control, the brake is continuously increased, and the accelerator is kept closed;
if the current control is the throttle control, closing the throttle control and starting the brake control;
and if the current accelerator pedal opening is 0 and the brake control of the relevant actuator is not carried out, the brake control is started and the accelerator is kept closed.
If the acceleration is currently desired αdsrIf the above formula is satisfied, the process goes to step S303.
S303, judging that the current control state meets the requirement of the expected acceleration, and keeping the current control state to drive, wherein the current expected acceleration αdsrSatisfies the following conditions:
-B2≤αdsr-αcrt≤B1。
referring to fig. 3 again, step S301 is a throttle control switch, corresponding to the area above the buffer area in fig. 3; the step S302 is a brake control switching, corresponding to the area below the buffer area in fig. 3; step S303 corresponds to the buffer area in fig. 3, in order to keep the current control state.
According to the control method for the accelerator brake smooth switching of the unmanned vehicle, the switching curve of accelerator/brake control is determined according to the expected acceleration, the buffer area of the switching curve is increased through real vehicle testing, smooth and effective switching of accelerator/brake control of the unmanned vehicle can be guaranteed, and reliability and stability of longitudinal control of the vehicle are improved.
In a second exemplary embodiment of the present disclosure, an unmanned vehicle is provided, which employs the control method for smooth switching of accelerator and brake of the unmanned vehicle as described in the first embodiment.
For the purpose of brief description, any technical features that can be applied to the same in the above embodiment 1 are described herein, and the same description need not be repeated.
So far, the embodiments of the present disclosure have been described in detail with reference to the accompanying drawings. It is to be noted that, in the attached drawings or in the description, the implementation modes not shown or described are all the modes known by the ordinary skilled person in the field of technology, and are not described in detail. Further, the above definitions of the various elements and methods are not limited to the various specific structures, shapes or arrangements of parts mentioned in the examples, which may be easily modified or substituted by those of ordinary skill in the art.
Furthermore, the word "comprising" does not exclude the presence of elements or steps not listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements.
In addition, unless steps are specifically described or must occur in sequence, the order of the steps is not limited to that listed above and may be changed or rearranged as desired by the desired design. The embodiments described above may be mixed and matched with each other or with other embodiments based on design and reliability considerations, i.e., technical features in different embodiments may be freely combined to form further embodiments.
The algorithms and displays presented herein are not inherently related to any particular computer, virtual machine, or other apparatus. Various general purpose systems may also be used with the teachings herein. The required structure for constructing such a system will be apparent from the description above. Moreover, this disclosure is not directed to any particular programming language. It is appreciated that a variety of programming languages may be used to implement the present disclosure as described herein, and any descriptions above of specific languages are provided for disclosure of enablement and best mode of the present disclosure.
The disclosure may be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. Various component embodiments of the disclosure may be implemented in hardware, or in software modules running on one or more processors, or in a combination thereof. Those skilled in the art will appreciate that a microprocessor or Digital Signal Processor (DSP) may be used in practice to implement some or all of the functionality of some or all of the components in the relevant apparatus according to embodiments of the present disclosure. The present disclosure may also be embodied as apparatus or device programs (e.g., computer programs and computer program products) for performing a portion or all of the methods described herein. Such programs implementing the present disclosure may be stored on a computer-readable medium or may be in the form of one or more signals. Such a signal may be downloaded from an internet website or provided on a carrier signal or in any other form.
Those skilled in the art will appreciate that the modules in the device in an embodiment may be adaptively changed and disposed in one or more devices different from the embodiment. The modules or units or components of the embodiments may be combined into one module or unit or component, and furthermore they may be divided into a plurality of sub-modules or sub-units or sub-components. All of the features disclosed in this specification (including any accompanying claims, abstract and drawings), and all of the processes or elements of any method or apparatus so disclosed, may be combined in any combination, except combinations where at least some of such features and/or processes or elements are mutually exclusive. Each feature disclosed in this specification (including any accompanying claims, abstract and drawings) may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise. Also in the unit claims enumerating several means, several of these means may be embodied by one and the same item of hardware.
Similarly, it should be appreciated that in the foregoing description of exemplary embodiments of the disclosure, various features of the disclosure are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure and aiding in the understanding of one or more of the various disclosed aspects. However, the disclosed method should not be interpreted as reflecting an intention that: that is, the claimed disclosure requires more features than are expressly recited in each claim. Rather, as the following claims reflect, disclosed aspects lie in less than all features of a single foregoing disclosed embodiment. Thus, the claims following the detailed description are hereby expressly incorporated into this detailed description, with each claim standing on its own as a separate embodiment of this disclosure.
The above-mentioned embodiments are intended to illustrate the objects, aspects and advantages of the present disclosure in further detail, and it should be understood that the above-mentioned embodiments are only illustrative of the present disclosure and are not intended to limit the present disclosure, and any modifications, equivalents, improvements and the like made within the spirit and principle of the present disclosure should be included in the scope of the present disclosure.

Claims (10)

1. A control method for smooth switching of accelerator brake of an unmanned vehicle comprises the following steps:
s1, setting the critical acceleration of the accelerator brake switching control, and calculating the critical acceleration curve of the vehicle under different running speeds in the environment of preset resistance to serve as the reference switching curve of the accelerator brake switching control;
s2, buffer areas are added on the upper side and the lower side of the reference switching curve of the accelerator brake switching control;
and S3, acquiring the critical acceleration of the vehicle at the current running speed according to the reference switching curve of the accelerator brake switching control, judging the relation between the current expected acceleration and the buffer area corresponding to the current critical acceleration, and performing accelerator brake switching control according to the judgment result and the current vehicle state.
2. The control method according to claim 1, the step S1 including:
and calculating a functional relation between the critical acceleration and the total driving resistance of the vehicle and the total transmission ratio of the transmission system, wherein the total driving resistance of the vehicle and the total transmission ratio of the transmission system are related to the driving speed of the vehicle, and calculating the critical acceleration of the vehicle at different driving speeds according to the relation between the total driving resistance of the vehicle and the total transmission ratio of the transmission system and the driving speed of the vehicle.
3. The control method of claim 2, wherein calculating the critical acceleration as a function of total vehicle resistance to travel and total driveline ratio comprises:
setting a critical acceleration αcrtFor the relation of the driving dynamics of the whole vehicle, according to the law of mechanics, the relation is expressed by the following formula:
αcrt＝(Teng|0×ri+Fre)/Mequ
wherein, TengI0 is the reverse drag torque of the engine when the throttle opening is 0, riIs the overall gear ratio of the transmission system, FreFor the total resistance of the vehicle, including the rolling resistance and air resistance of the vehicle, MequIs the vehicle equivalent mass.
4. A control method according to claim 2, the total transmission ratio r of the transmission system in different gearsiThe accelerator brake switching control reference switching curve is in a step type fixed value and is distributed in a sectional mode corresponding to gears in different vehicle speed ranges.
5. The control method according to claim 1, the step S2 including:
and through actual real vehicle test calibration, setting a threshold value B as the width of the buffer areas added on the upper side and the lower side of the accelerator brake switching control reference switching curve to obtain a switching curve for adding the buffer areas, wherein B is more than or equal to 0.
6. The control method according to claim 4, wherein the width of the buffer area increased on the upper side of the throttle brake switching control reference switching curve is B1, and the width of the buffer area increased on the lower side of the throttle brake switching control reference switching curve is B2, wherein B1+ B2 is B, B1 is more than or equal to 0, B2 is more than or equal to 0, and preferably B1 is more than or equal to B2.
7. The control method according to claim 5, the step S3 including:
comparing the current desired acceleration αdsrAnd critical acceleration αcrtIf the current desired acceleration αdsrSatisfies the following conditions:
αdsr-αcrt>B1
judging that the vehicle needs to accelerate, and judging the current vehicle state:
if the current control is brake control, closing the brake and opening the accelerator control;
if the current control is accelerator control, continuously increasing the accelerator, and keeping the brake closed;
and if the current accelerator pedal opening is 0 and the related actuator brake control is not carried out, starting the accelerator control and keeping the brake closed.
8. The control method according to claim 6, said step S3 including:
comparing the current desired acceleration αdsrAnd critical acceleration αcrtIf the current desired acceleration αdsrSatisfies the following conditions:
αdsr-αcrt<-B2
judging that the vehicle needs to be decelerated, and judging the current vehicle state:
if the current control is brake control, the brake is continuously increased, and the accelerator is kept closed;
if the current control is the throttle control, closing the throttle control and starting the brake control;
and if the current accelerator pedal opening is 0 and the brake control of the relevant actuator is not carried out, the brake control is started and the accelerator is kept closed.
9. The control method according to claim 6, said step S3 including:
comparing the current desired acceleration αdsrAnd critical acceleration αcrtIf the current desired acceleration αdsrSatisfies the following conditions:
-B2≤αdsr-αcrt≤B1
and judging that the current control state meets the requirement of the expected acceleration, and keeping the current control state for running.
10. An unmanned vehicle employing the method of controlling smooth switching of throttle brake of an unmanned vehicle as claimed in any one of claims 1 to 9.
CN201911153872.0A 2019-11-21 2019-11-21 Unmanned vehicle and control method for smooth switching of accelerator brake of unmanned vehicle Pending CN110834538A (en)

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