CN112519777B

CN112519777B - Control method of automatic driving fleet, vehicle-mounted device, vehicle and system

Info

Publication number: CN112519777B
Application number: CN201910812517.3A
Authority: CN
Inventors: 李文锐; 吴楠; 徐勇; 温博轩; 王文杰
Original assignee: Beijing Tusimple Technology Co Ltd
Current assignee: Beijing Tusimple Technology Co Ltd
Priority date: 2019-08-30
Filing date: 2019-08-30
Publication date: 2022-03-25
Anticipated expiration: 2039-08-30
Also published as: CN112519777A

Abstract

The application provides a control method, a vehicle-mounted device, a vehicle and a system for automatically driving a fleet of vehicles, and relates to the technical field of automatic driving. The method comprises the following steps: obtaining a first air resistance difference value between a first vehicle and a pilot vehicle in an automatic driving fleet; determining a compensation amount for controlling the first vehicle according to the first air resistance difference value; obtaining an original control quantity for controlling a first vehicle; and determining an optimized control quantity for controlling the first vehicle according to the original control quantity and the compensation quantity, and sending the optimized control quantity to a longitudinal controller of the first vehicle, so that the longitudinal controller controls a longitudinal actuator of the first vehicle to perform longitudinal control according to the optimized control quantity. The control method and the control device can be used under the wind jacking environment of the motorcade, so that vehicles in the automatic driving motorcade can be controlled more accurately, and the problem that the fluctuation of the distance and the relative speed between the vehicles in the automatic driving motorcade is larger is solved.

Description

Control method of automatic driving fleet, vehicle-mounted device, vehicle and system

Technical Field

The application relates to the technical field of automatic driving, in particular to a control method, a vehicle-mounted device, a vehicle and a system for an automatic driving fleet.

Background

Currently, a cooperative autonomous Vehicle fleet (hereinafter referred to as autonomous Vehicle fleet) refers to a formation state in which a plurality of vehicles run with a very small Vehicle distance in the trail based on autonomous driving technology and V2V (Vehicle-to-Vehicle) Vehicle networking technology. In formation, the distance is far lower than the safe driving distance in the general sense, and is only 20 meters or even smaller, the airflow broken by the pilot vehicle can be directly received by the second vehicle at the tail of the vehicle by the extremely small distance, and a low-pressure vortex area can not be formed, so that the total air resistance value of the whole motorcade in the driving process is effectively reduced. The reduced resistance of the vehicle running under the state of the coordinated automatic driving motorcade can save about 10 percent of oil consumption. This short interval can be maintained in coordination with the autonomous vehicle fleet, primarily because V2V can achieve communication within 100ms from end-to-end, benefiting from the low latency communication of V2V communication. Therefore, based on the V2V technology, information interaction can be carried out between vehicles, and a group of vehicles in a formation can follow a pilot vehicle and carry out self-operation along with the operation of the pilot vehicle. For example, the pilot vehicle is operated by stepping on an accelerator, a brake or a steering, and the vehicles in the rear row can be operated in the same way in a short time.

Currently, under the environment of an automatic driving fleet, the following vehicle generally directly adopts an accelerator pedal signal and a brake pedal signal of a pilot vehicle or a vehicle in front of the following vehicle as feedforward, and then controls the following vehicle by taking an error of a spacing distance between the following vehicle and the vehicle in front of the following vehicle and an error of a relative speed of the following vehicle in front of the following vehicle as feedback. However, the following control mode can only meet the windless area of the road surface at present, and under the condition that the automatic driving motorcade runs in the top wind, if the following control mode is still adopted, the fluctuation of the distance and the relative speed between the vehicles is large, and the accurate control of the automatic driving motorcade is not facilitated.

Disclosure of Invention

The embodiment of the application provides a control method, a vehicle-mounted device, a vehicle and a system of an automatic driving fleet, which can realize accurate control of the automatic driving fleet under the condition of a road section facing a head wind.

In order to achieve the above purpose, the embodiment of the present application adopts the following technical solutions:

in a first aspect of an embodiment of the present application, a method for controlling an autonomous driving fleet is provided, including:

obtaining a first air resistance difference value between a first vehicle and a pilot vehicle in an automatic driving fleet; the first air resistance difference value is determined according to wind information of the environment where the automatic driving fleet is located and driving information of the automatic driving fleet;

determining a compensation amount for controlling the first vehicle according to the first air resistance difference;

obtaining an original control quantity for controlling the first vehicle;

determining an optimized control quantity for controlling the first vehicle according to the original control quantity and the compensation quantity;

and sending the optimized control quantity to a longitudinal controller of the first vehicle, so that the longitudinal controller controls a longitudinal actuator of the first vehicle to perform longitudinal control according to the optimized control quantity.

In a second aspect of embodiments of the present application, there is provided a first onboard apparatus disposed in a first vehicle in an autonomous fleet of vehicles; the first onboard apparatus includes:

the air resistance difference value acquisition unit is used for acquiring a first air resistance difference value between a first vehicle and a pilot vehicle in the automatic driving fleet; the first air resistance difference value is determined according to wind information of the environment where the automatic driving fleet is located and driving information of the automatic driving fleet;

a compensation amount determination unit configured to determine a compensation amount for controlling the first vehicle based on the first air resistance difference;

an original control amount obtaining unit configured to obtain an original control amount that controls the first vehicle;

an optimal control amount determining unit configured to determine an optimal control amount for controlling the first vehicle based on the original control amount and the compensation amount;

and the control quantity sending unit is used for sending the optimized control quantity to a longitudinal controller of the first vehicle, so that the longitudinal controller controls a longitudinal actuator of the first vehicle to perform longitudinal control according to the optimized control quantity.

In a third aspect of embodiments of the present application, there is provided an autonomous first vehicle traveling in an autonomous fleet of vehicles, the first vehicle comprising a first onboard device, a longitudinal controller, and a longitudinal actuator; the first vehicle-mounted device is connected with a longitudinal controller, and the longitudinal controller is connected with the longitudinal actuating mechanism;

the first vehicle-mounted device is used for obtaining a first air resistance difference value between a first vehicle and a pilot vehicle in an automatic driving fleet; the first air resistance difference value is determined according to wind information of the environment where the automatic driving fleet is located and driving information of the automatic driving fleet; determining a compensation amount for controlling the first vehicle according to the first air resistance difference; obtaining an original control quantity for controlling the first vehicle; determining an optimized control quantity for controlling the first vehicle according to the original control quantity and the compensation quantity; sending the optimized control quantity to a longitudinal controller of the first vehicle;

and the longitudinal controller is used for controlling a longitudinal actuator of the first vehicle to carry out longitudinal control according to the optimized control quantity.

A fourth aspect of an embodiment of the present application provides a control system for an autonomous driving fleet, including a pilot vehicle and a first vehicle as a follower vehicle in the autonomous driving fleet; the first vehicle comprises a first vehicle-mounted device, a longitudinal controller and a longitudinal actuator; the first vehicle-mounted device is connected with a longitudinal controller, and the longitudinal controller is connected with the longitudinal actuating mechanism;

In a fifth aspect of the embodiments of the present application, there is provided a computer-readable storage medium, on which a computer program is stored, wherein the computer program is configured to, when executed by a processor, implement the method for controlling an autonomous vehicle fleet according to the first aspect.

In a sixth aspect of embodiments of the present application, there is provided a computer program product comprising instructions which, when run on a computer, cause the computer to perform the method of controlling an autonomous vehicle fleet as described in the first aspect above.

In a seventh aspect of the embodiments of the present application, there is provided a chip system, including a processor, coupled to a memory, where the memory stores program instructions, and when the program instructions stored in the memory are executed by the processor, the method for controlling an autonomous driving vehicle fleet as described in the first aspect is implemented.

In an eighth aspect of embodiments of the present application, there is provided circuitry comprising processing circuitry configured to perform the method of controlling an autonomous vehicle fleet as described in the first aspect above.

In a ninth aspect of embodiments of the present application, there is provided a computer server comprising a memory, and one or more processors communicatively coupled to the memory;

the memory has stored therein instructions executable by the one or more processors to cause the one or more processors to implement a method of controlling an autonomous fleet of vehicles as described in the first aspect above.

According to the control method, the vehicle-mounted device, the vehicle and the system of the automatic driving fleet, the influence of the automatic driving fleet on vehicle control in a high wind power environment, particularly a top wind environment is considered, and the compensation amount can be determined according to the first air resistance difference value of the first vehicle to be controlled and the pilot vehicle, so that the original control amount is optimized; the obtained optimized control quantity can enable the vehicles in the automatic driving motorcade to realize more accurate control, and the problem that the fluctuation of the distance and the relative speed between the vehicles in the automatic driving motorcade is larger is avoided.

Drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without inventive exercise.

FIG. 1 is a schematic illustration of an autonomous driving fleet of vehicles traversing a large wind segment in an embodiment of the present application;

fig. 2 is a schematic structural diagram of a control system for an autonomous driving fleet according to an embodiment of the present application;

fig. 3 is a first flowchart of a control method for an autonomous driving fleet according to an embodiment of the present disclosure;

fig. 4 is a flowchart of a control method for an autonomous driving fleet according to an embodiment of the present disclosure;

fig. 5 is a first schematic view of wind information and driving information of an autonomous fleet in an embodiment of the present application;

fig. 6 is a schematic view of wind information and driving information of an autonomous fleet in an environment where the autonomous fleet is located in an embodiment of the present application;

FIG. 7 is a flowchart illustrating a first method for obtaining a first air resistance difference between a first vehicle and a pilot vehicle in an autonomous vehicle fleet in accordance with an embodiment of the present disclosure;

FIG. 8 is a first schematic diagram illustrating a first method for determining a first relative velocity of air relative to a pilot vehicle in an embodiment of the present application;

FIG. 9 is a flowchart illustrating a second method for obtaining a first air resistance difference between a first vehicle and a lead vehicle in an autonomous vehicle fleet in accordance with an embodiment of the present disclosure;

FIG. 10 is a flowchart illustrating a method for obtaining a first air resistance difference between a first vehicle and a pilot vehicle in an autonomous vehicle fleet according to an embodiment of the present application;

FIG. 11 is a flowchart illustrating a fourth method of obtaining a first air resistance difference between a first vehicle and a lead vehicle in an autonomous vehicle fleet in accordance with an embodiment of the present disclosure;

FIG. 12 is a flowchart illustrating a method of obtaining a first air resistance difference between a first vehicle and a lead vehicle in an autonomous vehicle fleet in an embodiment of the present application;

FIG. 13 is a second schematic illustration of the determination of a first relative velocity of air with respect to a pilot vehicle in an embodiment of the present application;

FIG. 14 is a flowchart illustrating a sixth method for obtaining a first air resistance difference between a first vehicle and a lead vehicle in an autonomous vehicle fleet in accordance with an embodiment of the present disclosure;

FIG. 15 is a flow chart of a seventh method of obtaining a first air resistance difference between a first vehicle and a lead vehicle in an autonomous vehicle fleet in an embodiment of the present application;

FIG. 16 is a flowchart illustrating an example method for obtaining a first air resistance difference between a first vehicle and a lead vehicle in an autonomous vehicle fleet in accordance with an embodiment of the present disclosure;

fig. 17 is a flowchart three of a control method for automatically driving a fleet according to an embodiment of the present application;

fig. 18 is a schematic structural diagram of a first vehicle-mounted device according to an embodiment of the present disclosure;

fig. 19 is a schematic structural diagram of an automatically driven first vehicle according to an embodiment of the present application.

Detailed Description

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

It should be noted that the terms "first," "second," and the like in the description and claims of this application and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It should be understood that the data so used may be interchanged under appropriate circumstances such that embodiments of the application described herein may be used. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

In order to make the present application better understood by those skilled in the art, some technical terms appearing in the embodiments of the present application are explained below:

V2V: Vehicle-to-Vehicle, V2V communication technology is a communication technology that is not limited to fixed base stations and provides direct end-to-end wireless communication for moving vehicles.

V2X: vehicle to X is a key technology of a future intelligent transportation system. It enables communication between cars, between cars and base stations, and between base stations. Therefore, a series of traffic information such as real-time road conditions, road information, pedestrian information and the like is obtained, so that the driving safety is improved, the congestion is reduced, the traffic efficiency is improved, and the vehicle-mounted entertainment information is provided.

An IMU: the Inertial measurement unit is a device for measuring the three-axis attitude angle (or angular velocity) and acceleration of an object.

GNSS: global Navigation Satellite System, Global Navigation Satellite System.

GPS: global Positioning System, Global Positioning System.

In some embodiments of the present application, the term "vehicle" is to be broadly interpreted to include any moving object, including, for example, an aircraft, a watercraft, a spacecraft, an automobile, a truck, a van, a semi-trailer, a motorcycle, a golf cart, an off-road vehicle, a warehouse transport vehicle or a farm vehicle, and a vehicle traveling on a track, such as a tram or train, and other rail vehicles. The "vehicle" in the present application may generally include: power systems, sensor systems, control systems, peripheral devices, and computer systems. In other embodiments, the vehicle may include more, fewer, or different systems.

Wherein, the driving system is the system for providing power motion for the vehicle, includes: engine/motor, transmission and wheels/tires, power unit.

The control system may comprise a combination of devices controlling the vehicle and its components, such as a steering unit, a throttle, a brake unit.

The peripheral devices may be devices that allow the vehicle to interact with external sensors, other vehicles, external computing devices, and/or users, such as wireless communication systems, touch screens, microphones, and/or speakers.

Based on the vehicle described above, the unmanned vehicle is also provided with a sensor system and an unmanned control device.

The sensor system may include a plurality of sensors for sensing information about the environment in which the vehicle is located, and one or more actuators for changing the position and/or orientation of the sensors. The sensor system may include any combination of sensors such as global positioning system sensors, inertial measurement units, radio detection and ranging (RADAR) units, cameras, laser rangefinders, light detection and ranging (LIDAR) units, and/or acoustic sensors; the sensor system may also include sensors (e.g., O) that monitor the vehicle interior systems₂Monitors, fuel gauges, engine thermometers, etc.).

The drone controlling device may include a processor and a memory, the memory having stored therein at least one machine executable instruction, the processor executing the at least one machine executable instruction to implement functions including a map engine, a positioning module, a perception module, a navigation or routing module, and an automatic control module, among others. The map engine and the positioning module are used for providing map information and positioning information. The sensing module is used for sensing things in the environment where the vehicle is located according to the information acquired by the sensor system and the map information provided by the map engine. And the navigation or path module is used for planning a driving path for the vehicle according to the processing results of the map engine, the positioning module and the sensing module. The automatic control module inputs and analyzes decision information of modules such as a navigation module or a path module and the like and converts the decision information into a control command output to a vehicle control system, and sends the control command to a corresponding component in the vehicle control system through a vehicle-mounted network (for example, an electronic network system in the vehicle, which is realized by CAN (controller area network) bus, local area internet, multimedia directional system transmission and the like), so as to realize automatic control of the vehicle; the automatic control module can also acquire information of each component in the vehicle through a vehicle-mounted network.

Currently, under the environment of an automatic driving fleet, the following vehicle generally directly adopts an accelerator pedal signal and a brake pedal signal of a pilot vehicle or a vehicle in front of the following vehicle as feedforward, and then controls the following vehicle by taking an error of a spacing distance between the following vehicle and the vehicle in front of the following vehicle and an error of a relative speed of the following vehicle in front of the following vehicle as feedback. However, for example, as shown in the situation of fig. 1, when the autonomous driving fleet 10 passes through a road segment with large wind power, especially a road segment with a top wind (such as an expressway shown in fig. 1, and in some coastal cities and desert cities, the wind power on the road surface is large), the pilot vehicle 101 takes the first following vehicle 102 and the second following vehicle 103 to travel on the road segment with the top wind (the wind direction is shown in fig. 1), and then the front face of the pilot vehicle 101 is subjected to a large wind impact, while the two following vehicles are subjected to a relatively small wind impact due to the fleet traveling, so that in this case, if the control manner of the following vehicles is still adopted without considering the influence of the top wind, the relative distance and the relative speed of the vehicles in the autonomous driving fleet are unstable (for example, the relative distance between the two vehicles in the autonomous driving fleet is too close, and the relative speed is not equal to 0), precise control of autonomous fleets is difficult to achieve.

In order to overcome the problems caused by the situation described in fig. 1, the present application provides a control method for an autonomous driving fleet, which is applied to a control system for an autonomous driving fleet as shown in fig. 2, the system includes a pilot vehicle and at least one following vehicle in an autonomous driving fleet 20, and for convenience of description, only two following vehicles are present behind the pilot vehicle, which are referred to as the pilot vehicle 21, the second vehicle 22, and the first vehicle 23. The first vehicle 23 follows behind the second vehicle 22, the second vehicle 22 following behind the pilot vehicle 21. In the embodiment of the present application, the control of the first vehicle 23 is taken as an example for explanation, but the present application is not limited to this, and for example, the second vehicle 22 may adopt the same control scheme when following the pilot vehicle 21, and the control scheme is not listed here. The vehicles of the autonomous vehicle group 20 can communicate with each other via V2V, and in particular, the pilot vehicle 21, the second vehicle 22, and the first vehicle 23 are provided with on-vehicle V2X devices. Specifically, as shown in fig. 2, a pilot vehicle-mounted device 211, a pilot vehicle-mounted V2X device 212, and a vehicle-mounted anemometer 213 may be provided in the pilot vehicle 21; the first vehicle 23 may be provided with a first vehicle-mounted device 231, a first vehicle longitudinal controller 232, a first vehicle longitudinal actuator 233 and a first vehicle V2X device 236, the first vehicle-mounted device 231 is connected with the first vehicle longitudinal controller 232 and the first vehicle V2X device 236 respectively, and the first vehicle longitudinal controller 232 is connected with and controls the first vehicle longitudinal actuator 233; correspondingly, the second vehicle 22 may be provided with a second vehicle-mounted device 221, a second vehicle longitudinal controller 222, a second vehicle longitudinal actuator 223 and a second vehicle-mounted V2X equipment 226, the second vehicle-mounted device 221 being connected with the second vehicle longitudinal controller 222 and the second vehicle-mounted V2X equipment 226 respectively, and the second vehicle longitudinal controller 222 being connected to control the second vehicle longitudinal actuator 223. The navigator onboard V2X device 212, the first onboard V2X device 236, and the second onboard V2X device 226 may each be communicatively connected via V2V. In addition, as shown in fig. 2, the system further includes a plurality of roadside anemometers 24 distributed along the path traveled by the autonomous fleet 20.

Here, in the present embodiment, the navigator on-vehicle device 211, the first on-vehicle device 231, and the second on-vehicle device 221 may be an on-vehicle computer or an on-vehicle server having a calculation processing capability.

Here, in the present embodiment, the first vehicle longitudinal controller 232 and the second vehicle longitudinal controller 222 may be a throttle controller or a brake pedal controller of the vehicle. Accordingly, in the present embodiment, the first vehicle longitudinal actuator 233 and the second vehicle longitudinal actuator 223 may be an accelerator pedal or a brake pedal of the vehicle.

Here, in the embodiment of the present application, each vehicle in the autonomous fleet may further be provided with various positioning sensors (not shown in the figure), such as an on-board GNSS device, i.e. for example an on-board GPS device or an on-board beidou satellite navigation system device. In addition, various positioning sensors can also comprise sensors such as a camera and a laser radar, so as to sense the external environment of the vehicle and assist the vehicle-mounted GNSS equipment in positioning. The specific vehicle positioning scheme is not described in detail herein.

As shown in fig. 3, an embodiment of the present application provides a control method for an autonomous driving fleet, including:

step 301, obtaining a first air resistance difference value between a first vehicle and a pilot vehicle in an automatic driving fleet.

Wherein the first air resistance difference is determined according to wind information of an environment where the autonomous fleet is located and autonomous fleet driving information.

And step 302, determining a compensation amount for controlling the first vehicle according to the first air resistance difference value.

And step 303, obtaining an original control quantity for controlling the first vehicle.

And step 304, determining an optimized control quantity for controlling the first vehicle according to the original control quantity and the compensation quantity.

And 305, sending the optimized control quantity to a longitudinal controller of the first vehicle, so that the longitudinal controller controls a longitudinal actuator of the first vehicle to perform longitudinal control according to the optimized control quantity.

It is worth noting that, in general, longitudinal control of vehicles in an autonomous fleet is divided into two categories, one being vehicle acceleration control, i.e., throttle control, and the other being vehicle deceleration control, i.e., brake control. The control method of the automatic driving fleet provided by the embodiment of the application is explained based on the two longitudinal control modes.

For example, for vehicle acceleration control, as shown in fig. 4, an embodiment of the present application provides a control method for automatically driving a fleet of vehicles, including:

step 401, a first vehicle-mounted device obtains a first air resistance difference value between a first vehicle and a pilot vehicle in an automatic driving fleet.

In an embodiment of the application, the first air resistance difference is determined based on wind information of an environment in which the autonomous fleet is located and autonomous fleet driving information. For example, as shown in fig. 5, an on-vehicle anemometer 213 is provided on the pilot vehicle 21; the wind information of the environment in which the autonomous driving fleet is located comprises a first wind speed V obtained by an on-board anemometer 213_{Wind 1}And a first wind direction D_{Wind 1}(ii) a The driving information of the automatic driving fleet comprises the driving direction D of a pilot vehicle_Navigation. For example, as shown in fig. 6, a plurality of roadside anemometers 24 are distributed along the route on which the autonomous vehicle group 20 travels. The wind information of the environment in which the autonomous driving fleet is located includes the second wind speed V obtained by the roadside anemometer 24 closest to the navigator vehicle 21_{Wind 2}And a second wind direction D_{Wind 2}(ii) a The driving information of the automatic driving fleet comprises the pilot speed V_NavigationAnd the driving direction D of the pilot vehicle_Navigation。

In addition, the process of obtaining the first air resistance difference between the first vehicle and the pilot vehicle in the autonomous vehicle fleet in step 401 may involve multiple steps, and therefore, the process may be performed in various manners as follows:

as shown in fig. 7, this step 401 may be implemented as follows:

and A1, the first vehicle-mounted device receives the first wind speed, the first wind direction and the driving direction of the pilot vehicle sent by the pilot vehicle-mounted device of the pilot vehicle.

That is, here, the pilot vehicle-mounted device 211 may be connected with the vehicle-mounted anemometer 213 and obtain the first wind speed V through the vehicle-mounted anemometer_{Wind 1}And a first wind direction D_{Wind 1}. Furthermore, the vehicle-mounted device of the pilot vehicle can obtain the driving direction D of the pilot vehicle according to the sensors such as the IMU of the vehicle-mounted device_Navigation. So that the first onboard device 231 of the first vehicle 23 can obtain the first wind speed V from the pilot onboard device 211_{Wind 1}First wind direction D_{Wind 1}And the driving direction D of the pilot vehicle_Navigation。

And step A2, the first vehicle-mounted device determines a first relative speed of air relative to the pilot vehicle according to the first wind speed, the first wind direction and the driving direction of the pilot vehicle.

Wherein the first relative speed is in the same direction or opposite direction to the driving direction of the pilot vehicle. Generally, the present application only studies the case where the direction of the first relative speed is opposite to the driving direction of the pilot vehicle, i.e. the top wind case. For example, the first wind speed V_{Wind 1}First wind direction D_{Wind 1}And the driving direction D of the pilot vehicle_NavigationAs shown in fig. 8, a first wind direction D_{Wind 1}And the driving direction D of the pilot vehicle_NavigationIs theta₁Then, in fig. 8, the magnitude of the first relative velocity is: v_{Relative to 1}＝V_{Wind 1}·cos(180°-θ₁). The specific geometry for determining the first relative velocity of the air with respect to the pilot vehicle is shown in fig. 8 only, but not limited thereto.

And step A3, when the direction of the first relative speed is opposite to the driving direction of the pilot vehicle, the first vehicle-mounted device determines a first forward air resistance borne by the pilot vehicle according to a preset aerodynamic model.

For example, but not limited to, an aerodynamic model is listed below, which may be:

where F is the first forward air resistance, C is a predetermined air resistance coefficient (this value is usually an experimental value, and is related to factors such as the frontal area of an object, the smoothness of the object, and the overall shape), ρ is the air density (normal dry air can be 1.293g/l, and can be monitored in real time by a density sensor, etc.), and S is the frontal area (for example, the frontal area of the nose front of a pilot vehicle, which can be obtained in advance by the structural parameters of the vehicle, the vehicle model, etc.). Therefore, the first forward air resistance to which the pilot vehicle is subjected can be determined through the aerodynamic model.

Step A4, the first vehicle-mounted device determines a second forward air resistance suffered by the first vehicle according to a preset wind resistance attenuation coefficient and the first forward air resistance: f_n＝F*kⁿ。

Wherein, F is a first forward air resistance, k is a wind resistance attenuation coefficient (generally a value greater than 0 and less than 1), n represents an nth following vehicle from a pilot vehicle in the automatic driving fleet, and the nth following vehicle is a first vehicle; f_nThe second forward air resistance experienced by the nth following vehicle.

Step A5, the first vehicle-mounted device determines a first air resistance difference value between a first vehicle and a pilot vehicle in the automatic driving fleet: Δ F_n＝F*(1-kⁿ)。

Wherein, Δ F_nAnd the difference value of the first air resistance of the nth following vehicle and the pilot vehicle is obtained. The nth following vehicle is the first vehicle.

By the method shown in fig. 7, the first air resistance difference value is calculated by the first vehicle-mounted device of the first vehicle following the vehicle, and the calculation by the pilot vehicle-mounted device is not needed, so that the calculation resource of the pilot vehicle-mounted device is saved.

As also shown in fig. 9, this step 401 may take the following form:

and step B1, the vehicle-mounted device of the pilot vehicle obtains a first wind speed and a first wind direction through the vehicle-mounted anemometer and obtains the driving direction of the pilot vehicle.

Here, the pilot vehicle-mounted device 211 may be connected with the vehicle-mounted anemometer 213 and obtain the first wind speed V by the vehicle-mounted anemometer_{Wind 1}And a first wind direction D_{Wind 1}. Furthermore, the vehicle-mounted device of the pilot vehicle can obtain the driving direction D of the pilot vehicle according to the sensors such as the IMU of the vehicle-mounted device_Navigation。

And step B2, determining a first relative speed of the air relative to the pilot vehicle by the pilot vehicle-mounted device according to the first wind speed, the first wind direction and the driving direction of the pilot vehicle.

And step B3, when the direction of the first relative speed is opposite to the driving direction of the pilot vehicle, determining a first forward air resistance borne by the pilot vehicle according to a preset aerodynamic model, and sending the first forward air resistance to the first vehicle-mounted device.

Step B4, the first vehicle-mounted device determines a second forward air resistance suffered by the first vehicle according to a preset wind resistance attenuation coefficient and the first forward air resistance: f_n＝F*kⁿ。

Step B5, the first onboard device determining a first air resistance difference between a first vehicle in the autonomous fleet and a pilot vehicle: Δ F_n＝F*(1-kⁿ)。

As also shown in fig. 10, this step 401 may take the following form:

and step C1, the vehicle-mounted device of the pilot vehicle obtains a first wind speed and a first wind direction through the vehicle-mounted anemometer and obtains the driving direction of the pilot vehicle.

And step C2, determining a first relative speed of the air relative to the pilot vehicle by the pilot vehicle-mounted device according to the first wind speed, the first wind direction and the driving direction of the pilot vehicle.

And step C3, when the direction of the first relative speed is opposite to the driving direction of the pilot vehicle, determining the first forward air resistance of the pilot vehicle according to a preset aerodynamic model.

For example, withAn aerodynamic model is listed below, but not limited to, and may be:

Step C4, determining a second forward air resistance suffered by the first vehicle according to the preset wind resistance attenuation coefficient and the first forward air resistance by the vehicle-mounted device of the pilot vehicle: f_n＝F*kⁿAnd sending the first and second forward air resistances to the first onboard device.

Step C5, the first onboard device determining a first air resistance difference between a first vehicle in the autonomous fleet and a pilot vehicle: Δ F_n＝F*(1-kⁿ)。

As also shown in fig. 11, this step 401 may take the following form:

and D1, the vehicle-mounted device of the pilot vehicle obtains a first wind speed and a first wind direction through the vehicle-mounted anemometer and obtains the driving direction of the pilot vehicle.

Here, the number of the first and second electrodes,the on-board device 211 of the piloting vehicle may be connected to the on-board anemometer 213 and obtain the first wind speed V via the on-board anemometer_{Wind 1}And a first wind direction D_{Wind 1}. Furthermore, the vehicle-mounted device of the pilot vehicle can obtain the driving direction D of the pilot vehicle according to the sensors such as the IMU of the vehicle-mounted device_Navigation。

And D2, determining a first relative speed of the air relative to the pilot vehicle by the pilot vehicle-mounted device according to the first wind speed, the first wind direction and the driving direction of the pilot vehicle.

And D3, when the direction of the first relative speed is opposite to the driving direction of the pilot vehicle, determining the first forward air resistance of the pilot vehicle according to a preset aerodynamic model.

wherein F is the first forward air resistance, C is a predetermined air resistance coefficient (the value is usually an experimental value, and is related to factors such as the frontal area of an object, the smoothness of the object, and the overall shape), ρ is the air density (normal dry air can be 1.293g/l, and can be monitored in real time by a density sensor, etc.), and S is the frontal area (for example, the frontal area of the head of a pilot vehicle can be monitored in real time by a density sensor, etc.), and S is the frontal areaStructural parameters of the vehicle, a vehicle model, and the like are obtained in advance). Therefore, the first forward air resistance to which the pilot vehicle is subjected can be determined through the aerodynamic model.

Step D4, determining a second forward air resistance suffered by the first vehicle according to a preset wind resistance attenuation coefficient and the first forward air resistance by the vehicle-mounted device of the pilot vehicle: f_n＝F*kⁿ。

Step D5, determining a first air resistance difference value between a first vehicle and a pilot vehicle in the automatic driving fleet by the pilot vehicle-mounted device: Δ F_n＝F*(1-kⁿ) And sending the first air resistance difference to the first in-vehicle device.

As also shown in fig. 12, this step 401 may take the following form:

and E1, the pilot vehicle-mounted device of the pilot vehicle obtains a second wind speed and a second wind direction through communication with the roadside anemometer closest to the pilot vehicle, obtains the pilot vehicle speed and the pilot vehicle running direction, and sends the second wind speed, the second wind direction, the pilot vehicle speed and the pilot vehicle running direction to the first vehicle-mounted device.

That is, here, the navigator on-vehicle device 211 can communicate with the roadside anemometer 24 closest to the navigator 21 through the navigator on-vehicle V2X apparatus 212, and can obtain the second wind speed V_{Wind 2}And a second wind direction D_{Wind 2}. Furthermore, the vehicle-mounted device of the pilot vehicle can obtain the driving direction D of the pilot vehicle according to the sensors such as the IMU of the vehicle-mounted device_NavigationAnd obtaining the driving speed V of the pilot vehicle according to a self-speed meter, a GPS and other sensors_Navigation. So that the first onboard device 231 of the first vehicle 23 can be taken from the pilot vehicleThe on-vehicle device 211 obtains the second wind speed V_{Wind 2}A second wind direction D_{Wind 2}And the driving direction D of the pilot vehicle_NavigationAnd the driving speed V of the pilot vehicle_Navigation。

And E2, determining a first relative speed of the air relative to the pilot vehicle by the first vehicle-mounted device according to the second wind speed, the second wind direction, the driving direction of the pilot vehicle and the speed of the pilot vehicle.

Wherein the first relative speed is in the same direction or opposite direction to the driving direction of the pilot vehicle. Generally, the present application only studies the case where the direction of the first relative speed is opposite to the driving direction of the pilot vehicle, i.e. the top wind case. For example, the second wind speed V_{Wind 2}A second wind direction D_{Wind 2}And the driving direction D of the pilot vehicle_NavigationAnd the driving speed V of the pilot vehicle_NavigationAs shown in FIG. 13, the second wind direction D_{Wind 2}And the driving direction D of the pilot vehicle_NavigationIs theta₂Then, in fig. 13, the magnitude of the first relative velocity is: v_{Relative to 1}＝V_Navigation+V_{Wind 2}·cos(180°-θ₂). One specific geometric way of determining the first relative velocity of the air relative to the pilot vehicle is shown in fig. 13, but is not limited thereto.

And E3, when the direction of the first relative speed is opposite to the driving direction of the pilot vehicle, the first vehicle-mounted device determines a first forward air resistance borne by the pilot vehicle according to a preset aerodynamic model.

wherein F is the first forward air resistance, C is a predetermined air resistance coefficient (the value is usually an experimental value, and is related to factors such as the windward area of an object, the smoothness of the object, the overall shape and the like), ρ is the air density (normal dry air can be 1.293g/l, and can be monitored in real time by a density sensor and the like), and S is the windward area (for example, the windward area of the front part of the nose of a pilot vehicle, and can be monitored by the structural parameters of the vehicleVehicle model, etc. obtained in advance). Therefore, the first forward air resistance to which the pilot vehicle is subjected can be determined through the aerodynamic model.

Step E4, the first vehicle-mounted device determines a second forward air resistance suffered by the first vehicle according to the preset wind resistance attenuation coefficient and the first forward air resistance: f_n＝F*kⁿ。

Step E5, the first onboard device determining a first air resistance difference between a first vehicle in the autonomous fleet and the pilot vehicle: Δ F_n＝F*(1-kⁿ)。

In the manner shown in fig. 12, the first air resistance difference value is calculated by the first vehicle-mounted device of the first vehicle following the vehicle, and the calculation by the pilot vehicle-mounted device is not needed, so that the calculation resource of the pilot vehicle-mounted device is saved.

As also shown in fig. 14, this step 401 may take the following form:

and F1, the pilot vehicle-mounted device of the pilot vehicle obtains a second wind speed and a second wind direction through communication with the roadside anemometer closest to the pilot vehicle, and obtains the pilot vehicle speed and the pilot vehicle running direction.

That is, here, the navigator on-vehicle device 211 can communicate with the roadside anemometer 24 closest to the navigator 21 through the navigator on-vehicle V2X apparatus 212, and can obtain the second wind speed V_{Wind 2}And a second wind direction D_{Wind 2}. Furthermore, the vehicle-mounted device of the pilot vehicle can obtain the driving direction D of the pilot vehicle according to the sensors such as the IMU of the vehicle-mounted device_NavigationAnd obtaining the driving speed V of the pilot vehicle according to a self-speed meter, a GPS and other sensors_Navigation。

And F2, determining a first relative speed of the air relative to the pilot vehicle by the pilot vehicle-mounted device according to the second wind speed, the second wind direction, the pilot vehicle running direction and the pilot vehicle speed.

And F3, when the direction of the first relative speed is opposite to the driving direction of the pilot vehicle, determining a first forward air resistance borne by the pilot vehicle according to a preset aerodynamic model, and sending the first forward air resistance to the first vehicle-mounted device.

where F is the first forward air resistance, C is a predetermined air resistance coefficient (this value is usually an experimental value, and is related to factors such as the frontal area of an object, the smoothness of the object, and the overall shape), ρ is the air density (normal dry air can be 1.293g/l, and can be monitored in real time by a density sensor, etc.), and S is the frontal area (for example, the frontal area of the nose front of a pilot vehicle, which can be obtained in advance by the structural parameters of the vehicle, the vehicle model, etc.). Therefore, the pilot vehicle can be determined through the aerodynamic modelThe first forward air resistance experienced.

Step F4, the first vehicle-mounted device determines a second forward air resistance suffered by the first vehicle according to the preset wind resistance attenuation coefficient and the first forward air resistance: f_n＝F*kⁿ。

Step F5, the first onboard apparatus determining a first air resistance difference between a first vehicle in the autonomous fleet and a pilot vehicle: Δ F_n＝F*(1-kⁿ)。

As also shown in fig. 15, this step 401 may take the following form:

and G1, the pilot vehicle-mounted device of the pilot vehicle obtains a second wind speed and a second wind direction through communication with the roadside anemometer closest to the pilot vehicle, and obtains the pilot vehicle speed and the pilot vehicle running direction.

And G2, determining the first relative speed of the air relative to the pilot vehicle by the pilot vehicle-mounted device according to the second wind speed, the second wind direction, the pilot vehicle running direction and the pilot vehicle speed.

Wherein the first relative speed is in the same direction or opposite direction to the driving direction of the pilot vehicle. In general, this application is currently limited toThe case where the direction of the first relative speed is opposite to the direction in which the pilot vehicle is traveling, i.e., the headwind case, is studied. For example, the second wind speed V_{Wind 2}A second wind direction D_{Wind 2}And the driving direction D of the pilot vehicle_NavigationAnd the driving speed V of the pilot vehicle_NavigationAs shown in FIG. 13, the second wind direction D_{Wind 2}And the driving direction D of the pilot vehicle_NavigationIs theta₂Then, in fig. 13, the magnitude of the first relative velocity is: v_{Relative to 1}＝V_Navigation+V_{Wind 2}·cos(180°-θ₂). One specific geometric way of determining the first relative velocity of the air relative to the pilot vehicle is shown in fig. 13, but is not limited thereto.

And G3, when the direction of the first relative speed is opposite to the driving direction of the pilot vehicle, determining the first forward air resistance of the pilot vehicle according to a preset aerodynamic model.

G4, determining a second forward air resistance suffered by the first vehicle by the vehicle-mounted device of the pilot vehicle according to a preset wind resistance attenuation coefficient and the first forward air resistance: f_n＝F*kⁿAnd sending the first and second forward air resistances to the first onboard device.

Wherein F is the first forward airResistance, wherein k is a wind resistance attenuation coefficient (generally, a value greater than 0 and less than 1), n represents an nth following vehicle from a pilot vehicle in the automatic driving fleet, and the nth following vehicle is a first vehicle; f_nThe second forward air resistance experienced by the nth following vehicle.

Step G5, the first onboard device determining a first air resistance difference between a first vehicle in the autonomous fleet and a pilot vehicle: Δ F_n＝F*(1-kⁿ)。

As also shown in fig. 16, this step 401 may take the following form:

and step H1, the pilot vehicle-mounted device of the pilot vehicle obtains a second wind speed and a second wind direction through communication with the roadside anemometer closest to the pilot vehicle, and obtains the pilot vehicle speed and the pilot vehicle running direction.

And step H2, determining a first relative speed of the air relative to the pilot vehicle by the pilot vehicle-mounted device according to the second wind speed, the second wind direction, the pilot vehicle running direction and the pilot vehicle speed.

And step H3, when the direction of the first relative speed is opposite to the driving direction of the pilot vehicle, determining the first forward air resistance of the pilot vehicle according to a preset aerodynamic model.

Step H4, determining a second forward air resistance suffered by the first vehicle according to the preset wind resistance attenuation coefficient and the first forward air resistance by the vehicle-mounted device of the pilot vehicle: f_n＝F*kⁿ。

Step H5, determining, by the pilot vehicle-mounted device, a first air resistance difference between a first vehicle in the autonomous driving fleet and the pilot vehicle: Δ F_n＝F*(1-kⁿ) And sending the first air resistance difference to the first in-vehicle device.

After step 401 described above, step 402 or step 403 may be performed.

Step 402, the first vehicle-mounted device compares the first air resistance difference value delta F_nAs a compensation amount for controlling the first vehicle.

Wherein n represents the nth following vehicle from the pilot vehicle in the automatic driving fleet, and the nth following vehicle is the first vehicle.

Step 404 continues after step 402.

Step 403, the first vehicle-mounted device obtains a second air resistance difference value delta F of a second vehicle adjacent to the front of the first vehicle in the automatic driving fleet_n-1And the second air resistance difference value delta F is calculated_n-1Minus the first air resistance difference Δ F_nAs a result of controlling the compensation amount of the first vehicle.

For example, in this step 403, the first in-vehicle device may obtain the second air resistance difference Δ F from the pilot vehicle in-vehicle device_n-1That is, the on-board device of the pilot vehicle can calculate the delta F_n-1＝F*(1-k^n-1). Alternatively, the second onboard device may obtain the second air resistance difference Δ F from the piloting vehicle onboard device_n-1That is, the on-board device of the pilot vehicle can calculate the delta F_n-1＝F*(1-k^n-1) Then the second onboard device applies the second air resistance difference Δ F_n-1And forwarding to the first vehicle-mounted device.

Step 405 continues after step 403.

Step 404, the first vehicle-mounted device receives the current acceleration a of the pilot vehicle sent by the vehicle-mounted device of the pilot vehicle_{Navigation vehicle}And according to the current acceleration a of the pilot vehicle_{Navigation vehicle}Mass m of a vehicle in an autonomous fleet of vehicles and a predetermined road-to-vehicle resistance F_{Resistance device}Determining the original traction force F for controlling the first vehicle_{Navigation vehicle traction}＝ma_{Navigation vehicle}+F_{Resistance device}。

It is assumed here that the mass of each vehicle in the autonomous vehicle fleet is equal, but not limited to this, in case of unequal masses, the original tractive force can be determined from the mass proportionality between the two vehicles, wherein the relationship of the mass proportionality between the two vehicles and the original tractive force satisfies newton's second law of motion. The F_{Resistance device}It may be the rolling resistance of the ground to the vehicle, which is caused by the friction between the vehicle and the road, which may be measured in advance, or calculated in real time, for example using the solution of the invention patent application No. 201710462572.5, F_{Resistance device}The determination of (d) is not the focus of the present application and will not be described herein again.

Step 406 continues after step 404.

Step 405, the first vehicle-mounted device receives the current acceleration a of the front vehicle sent by the second vehicle-mounted device of the second vehicle adjacent to the front of the first vehicle in the automatic driving fleet_{(n-1) adding}And according to the current acceleration a of the front vehicle_{(n-1) adding}Mass m of a vehicle in an autonomous fleet of vehicles and a predetermined road-to-vehicle resistance F_{Resistance device}Determining the original traction force F for controlling the first vehicle_{(n-1) drawing}＝ma_{(n-1) adding}+F_{Resistance device}。

Wherein n represents the nth following vehicle from the pilot vehicle in the automatic driving vehicle fleet, wherein the nth following vehicle is the first vehicle, and the (n-1) th following vehicle is the second vehicle.

Similarly, it is assumed herein that the mass of each vehicle in the autonomous vehicle fleet is equal, but not limited thereto, and in the case of unequal masses, the original tractive force can be determined according to the mass proportional relationship between the two vehicles, wherein the relationship between the mass proportional relationship between the two vehicles and the original tractive force satisfies newton's second law of motion. The F_{Resistance device}May be the rolling resistance of the ground to the vehicle, which is the combination of the vehicle and the roadThe surface friction generation can be measured in advance or calculated in real time, for example, using the solution of the invention patent application No. 201710462572.5, F_{Resistance device}The determination of (d) is not the focus of the present application and will not be described herein again.

Step 407 continues after step 405.

406, the first vehicle-mounted device controls the original tractive effort F of the first vehicle_{Navigation vehicle traction}And the compensation amount deltaF_nDetermining an optimal traction force F for controlling the first vehicle_{n traction}＝F_{Navigation vehicle traction}-ΔF_nAnd obtaining the optimized traction force F of the first vehicle from the preset mapping relation information of the traction force and the accelerator pedal control quantity_{n traction}And correspondingly optimizing the control quantity of the accelerator pedal.

Step 407, the first vehicle-mounted device controls the original tractive effort F of the first vehicle according to the control_{(n-1) drawing}And the compensation amount deltaF_n-1-ΔF_nDetermining an optimal traction force F for controlling the first vehicle_{n traction}＝F_{(n-1) drawing}+ΔF_n-1-ΔF_nAnd obtaining the optimized traction force F of the first vehicle from the preset mapping relation information of the traction force and the accelerator pedal control quantity_{n traction}And correspondingly optimizing the control quantity of the accelerator pedal.

In

steps

406 and 407, the accelerator pedal control amount may be, for example, a throttle opening degree of the vehicle. Before the automatic driving vehicle gets on the road, the dynamic performance of the vehicle can be calibrated in advance to obtain a plurality of groups of mapping relations between the traction force and the control quantity of the accelerator pedal, so that the mapping relation information between the traction force and the control quantity of the accelerator pedal can be formed, and the mapping relation information can be in the form of a mapping relation table and the like. Thus, the optimal traction force F of the first vehicle is obtained_{n traction}In this case, the optimized accelerator pedal control amount may be obtained by querying the mapping information, but is not limited thereto. It should be understood that those skilled in the art can also determine the relationship between the traction force and the accelerator pedal control amount by some more complicated algorithm, and the embodiments of the present application will not be further described herein.

After

steps

406 and 407, execution continues with step 408.

And 408, the first vehicle-mounted device sends the optimized accelerator pedal control quantity to the accelerator controller of the first vehicle, so that the accelerator controller controls the accelerator pedal of the first vehicle to optimize the accelerator pedal control quantity to control the accelerator pedal.

It can be seen that through the above steps 401 to 408, the control of the accelerator pedal of the vehicle in the autonomous driving fleet may be more accurate according to the wind information of the environment where the autonomous driving fleet is located, and the problem of unstable relative distance and relative speed caused by the single control depending on the control amount of the lead vehicle or the front vehicle is avoided.

For another example, as for vehicle deceleration control, as shown in fig. 17, an embodiment of the present application provides a control method for an autonomous driving fleet, including:

step 501, a first vehicle-mounted device obtains a first air resistance difference value between a first vehicle and a pilot vehicle in an automatic driving fleet.

Here, the specific implementation manner of step 501 may refer to step 401 described above, and is not described here again.

After step 501 described above, step 502 or step 503 may be performed.

Step 502, the first vehicle-mounted device compares the first air resistance difference value delta F_nAs a compensation amount for controlling the first vehicle.

Step 504 continues after step 502.

Step 503, the first vehicle-mounted device obtains a second air resistance difference value delta F of a second vehicle adjacent to the front of the first vehicle in the automatic driving fleet_n-1And the second air resistance difference value delta F is calculated_n-1Minus the first air resistance difference Δ F_nAs a result of controlling the compensation amount of the first vehicle.

For example, in this step 503, the first in-vehicle device may obtain the second air resistance difference Δ F from the pilot vehicle in-vehicle device_n-1That is, the on-board device of the pilot vehicle can calculate the delta F_n-1＝F*(1-k^n-1). Alternatively, the second onboard device may obtain the second air resistance difference Δ F from the piloting vehicle onboard device_n-1That is, the on-board device of the pilot vehicle can calculate the delta F_n-1＝F*(1-k^n-1) Then the second onboard device applies the second air resistance difference Δ F_n-1And forwarding to the first vehicle-mounted device.

Step 505 continues after step 503.

Step 504, the first vehicle-mounted device receives the current braking deceleration a of the pilot vehicle sent by the vehicle-mounted device of the pilot vehicle_{Navigation vehicle reducer}And according to the current braking deceleration a of the pilot vehicle_{Navigation vehicle reducer}Mass m of a vehicle in an autonomous fleet of vehicles and a predetermined road-to-vehicle resistance F_{Resistance device}Determining an original braking force F for controlling the first vehicle_{Navigation vehicle system}＝ma_{Navigation vehicle reducer}-F_{Resistance device}。

It is assumed here that the mass of each vehicle in the autonomous vehicle fleet is equal, but not limited to this, in the case of unequal masses, the original braking force can be determined from the mass proportional relationship between the two vehicles, wherein the relationship between the mass proportional relationship between the two vehicles and the original braking force satisfies newton's second law of motion. The F_{Resistance device}It may be the rolling resistance of the ground to the vehicle, which is caused by the friction between the vehicle and the road, which may be measured in advance, or calculated in real time, for example using the solution of the invention patent application No. 201710462572.5, F_{Resistance device}The determination of (d) is not the focus of the present application and will not be described herein again.

Step 506 continues after step 504.

Step 505, the first vehicle-mounted device receives the current braking deceleration a of the front vehicle sent by the second vehicle-mounted device of the second vehicle adjacent to the front of the first vehicle in the automatic driving fleet_{(n-1) reduction}And according to the current braking of the front vehicleDeceleration a_{(n-1) reduction}Mass m of a vehicle in an autonomous fleet of vehicles and a predetermined road-to-vehicle resistance F_{Resistance device}Determining an original braking force F for controlling the first vehicle_{(n-1) preparation}＝ma_{(n-1) reduction}-F_{Resistance device}。

Similarly, it is assumed herein that the mass of each vehicle in the autonomous vehicle fleet is equal, but not limited thereto, and in the case of unequal masses, the original braking force can be determined according to the mass proportional relationship between the two vehicles, wherein the relationship between the mass proportional relationship between the two vehicles and the original braking force satisfies newton's second law of motion. The F_{Resistance device}It may be the rolling resistance of the ground to the vehicle, which is caused by the friction between the vehicle and the road, which may be measured in advance, or calculated in real time, for example using the solution of the invention patent application No. 201710462572.5, F_{Resistance device}The determination of (d) is not the focus of the present application and will not be described herein again.

Step 507 continues after step 505.

Step 506, the first vehicle-mounted device controls the original braking force F of the first vehicle according to the control_{Navigation vehicle system}And the compensation amount deltaF_nDetermining an optimized braking force F for controlling the first vehicle_{n system}＝F_{Navigation vehicle system}+ΔF_nAnd obtaining the optimized braking force F of the first vehicle from the preset mapping relation information of the braking force and the control quantity of the brake pedal_{n system}And correspondingly optimizing the control quantity of the brake pedal.

Step 507, the first vehicle-mounted device controls the original braking force F of the first vehicle according to the control_{(n-1) preparation}And the compensation amount deltaF_n-1-ΔF_nDetermining an optimized braking force F for controlling the first vehicle_{n system}＝F_{(n-1) preparation}-(ΔF_n-1-ΔF_n) And obtaining the optimized braking force F of the first vehicle from the preset mapping relation information of the braking force and the control quantity of the brake pedal_{n system}Corresponding toAnd optimizing the control quantity of the brake pedal.

In

steps

506 and 507, the brake pedal control amount may be, for example, an opening degree of a brake pedal of the vehicle. Before the automatically-driven vehicle gets on the road, the dynamic performance of the vehicle can be calibrated in advance to obtain a plurality of groups of mapping relations between the braking force and the control quantity of the brake pedal, so that the information of the mapping relations between the braking force and the control quantity of the brake pedal can be formed, and the information can be in the form of a mapping relation table and the like. Thus, the optimal braking force F of the first vehicle is obtained_{n system}In this case, the optimal brake pedal control amount may be obtained by referring to the map information, but is not limited thereto. It should be understood that the relationship between the braking force and the control amount of the brake pedal can be determined by a more complicated algorithm by those skilled in the art, and the embodiments of the present application will not be described herein.

After

steps

506 and 507, execution continues with step 508.

And step 508, the first vehicle-mounted device sends the optimized brake pedal control quantity to a brake pedal controller of the first vehicle, so that the brake pedal controller controls a brake pedal of the first vehicle to optimize the brake pedal control quantity to perform brake pedal control.

It can be seen that through the above steps 501 to 508, the control of the brake pedal of the vehicle in the autonomous driving fleet can be more accurate according to the wind information of the environment where the autonomous driving fleet is located, and the problem of unstable relative distance and relative speed caused by the single control depending on the control amount of the pilot vehicle or the front vehicle is avoided.

In addition, as shown in fig. 18, an embodiment of the present application further provides a first onboard device disposed in a first vehicle in an autonomous fleet; the first vehicle-mounted device includes:

an air resistance difference obtaining unit 61, configured to obtain a first air resistance difference between a first vehicle in an autonomous driving fleet and a pilot vehicle; wherein the first air resistance difference is determined according to wind information of an environment where the autonomous fleet is located and autonomous fleet driving information.

A compensation amount determining unit 62 for determining a compensation amount for controlling the first vehicle based on the first air resistance difference.

An original control amount obtaining unit 63 for obtaining an original control amount for controlling the first vehicle.

And an optimal control amount determining unit 64 for determining an optimal control amount for controlling the first vehicle based on the original control amount and the compensation amount.

A control amount sending unit 65 for sending the optimized control amount to the longitudinal direction controller of the first vehicle itself so that the longitudinal direction controller controls the longitudinal direction actuator of the first vehicle itself to perform the longitudinal direction control with the optimized control amount.

Here, for a specific implementation manner of the first vehicle-mounted device provided in the embodiment of the present application, reference may be made to the method embodiments corresponding to fig. 1 to fig. 17, and details are not described here again.

In addition, as shown in fig. 19, the present embodiment provides an autonomous first vehicle 23, the first vehicle 23 traveling in an autonomous vehicle fleet 20, the first vehicle 23 including a first onboard device 231, a longitudinal controller 232, and a longitudinal actuator 233; the first onboard device 231 is connected to a longitudinal controller 232, and the longitudinal controller 232 is connected to a longitudinal actuator 233.

A first onboard means 231 for obtaining a first air resistance difference between a first vehicle in the autonomous fleet and a pilot vehicle; the first air resistance difference value is determined according to wind information of the environment where the automatic driving fleet is located and driving information of the automatic driving fleet; determining a compensation amount for controlling the first vehicle according to the first air resistance difference; obtaining an original control quantity for controlling a first vehicle; determining an optimized control quantity for controlling the first vehicle according to the original control quantity and the compensation quantity; the optimized control amount is sent to the longitudinal controller 232 of the first vehicle itself.

And a longitudinal controller 232 for controlling a longitudinal actuator 233 of the first vehicle itself to perform longitudinal control with an optimized control amount.

It should be noted that, for a specific implementation manner of the first vehicle that is automatically driven provided in the embodiment of the present application, reference may be made to the method embodiments corresponding to fig. 1 to fig. 17, and details are not described herein again. In addition, the vehicles in the autonomous fleet of the embodiments of the present application may be, but are not limited to, autonomous van trucks with tractors and trailers.

In addition, as shown in fig. 2, the present embodiment provides a control system for an autonomous driving fleet, which includes a pilot vehicle 21 and a first vehicle 23 as a following vehicle in an autonomous driving fleet 20; the first vehicle 23 includes a first in-vehicle device 231, a longitudinal controller (i.e., a first vehicle longitudinal controller 232), and a longitudinal actuator (i.e., a first vehicle longitudinal actuator 233). The first onboard device 231 is connected to a longitudinal controller, which is connected to a longitudinal actuator.

A first onboard means 231 for obtaining a first air resistance difference between a first vehicle in the autonomous fleet and a pilot vehicle; the first air resistance difference value is determined according to wind information of the environment where the automatic driving fleet is located and driving information of the automatic driving fleet; determining a compensation amount for controlling the first vehicle according to the first air resistance difference; obtaining an original control quantity for controlling the first vehicle; determining an optimized control quantity for controlling the first vehicle according to the original control quantity and the compensation quantity; the optimized control quantity is sent to the longitudinal controller of the first vehicle itself.

And the longitudinal controller is used for controlling a longitudinal actuator of the first vehicle so as to optimize the control quantity to carry out longitudinal control.

As shown in fig. 2, the pilot vehicle 21 is provided with an on-vehicle anemometer 213; the wind information of the environment where the automatic driving fleet is located comprises a first wind speed and a first wind direction obtained through a vehicle-mounted anemometer; the autonomous driving fleet driving information includes a pilot vehicle driving direction.

In addition, as shown in fig. 2, the system further includes a plurality of roadside anemometers 24 disposed distributed along the path traveled by the autonomous fleet 20; the wind information of the environment where the autonomous driving fleet is located comprises a second wind speed and a second wind direction obtained through a roadside anemometer closest to the pilot vehicle. The autonomous driving fleet driving information includes a pilot vehicle speed and a pilot vehicle driving direction.

In addition, as shown in fig. 2, the pilot vehicle 21 is provided with a pilot vehicle-mounted device 211 and a pilot vehicle-mounted V2X apparatus 212, and the first vehicle 23 is provided with a first vehicle-mounted V2X apparatus 236; the navigator vehicle-mounted device 211 is connected with the navigator vehicle-mounted V2X apparatus 212, the first vehicle-mounted device 231 is connected with the first vehicle-mounted V2X apparatus 236, and the navigator vehicle-mounted V2X apparatus 212 is connected with the first vehicle-mounted V2X apparatus 236 in a communication manner; the first onboard device 231 is specifically configured to:

and receiving a first wind speed, a first wind direction and a driving direction of the pilot vehicle sent by a pilot vehicle-mounted device of the pilot vehicle.

Determining a first relative speed of air relative to a pilot vehicle according to the first wind speed, the first wind direction and the driving direction of the pilot vehicle; the first relative speed is in the same direction or opposite direction to the direction of travel of the pilot vehicle.

And when the direction of the first relative speed is opposite to the driving direction of the pilot vehicle, determining a first forward air resistance borne by the pilot vehicle according to a preset aerodynamic model.

Determining a second forward air resistance to which the first vehicle is subjected according to a preset wind resistance attenuation coefficient and the first forward air resistance: f_n＝F*kⁿ(ii) a Wherein F is a first forward air resistance, k is a wind resistance attenuation coefficient, and n represents an nth following vehicle from a pilot vehicle in the automatic driving fleet; f_nThe second forward air resistance experienced by the nth following vehicle.

Determining a first air resistance difference between a first vehicle in an autonomous fleet of vehicles and a pilot vehicle: Δ F_n＝F*(1-kⁿ) (ii) a Wherein, Δ F_nAnd the difference value of the first air resistance of the nth following vehicle and the pilot vehicle is obtained.

Or the first onboard device 231 is specifically configured to:

receiving first forward air resistance borne by a pilot vehicle, which is sent by a pilot vehicle-mounted device of the pilot vehicle; the first forward air resistance is obtained by determining a first relative speed of air relative to a pilot vehicle by the pilot vehicle-mounted device according to the first wind speed, the first wind direction and the driving direction of the pilot vehicle, wherein the direction of the first relative speed is the same as or opposite to the driving direction of the pilot vehicle, and when the direction of the first relative speed is opposite to the driving direction of the pilot vehicle, the first forward air resistance is determined according to a preset aerodynamic model.

Alternatively, the first onboard device 231 is specifically configured to:

and receiving first forward air resistance received by the pilot vehicle and second forward air resistance received by the first vehicle, which are sent by the pilot vehicle-mounted device of the pilot vehicle.

The first forward air resistance is obtained by determining a first relative speed of air relative to a pilot vehicle by the pilot vehicle-mounted device according to the first wind speed, the first wind direction and the driving direction of the pilot vehicle, wherein the direction of the first relative speed is the same as or opposite to the driving direction of the pilot vehicle, and when the direction of the first relative speed is opposite to the driving direction of the pilot vehicle, the first forward air resistance is determined according to a preset aerodynamic model.

The second forward air resistance is determined by the pilot vehicle-mounted device according to a preset wind resistance attenuation coefficient and the first forward air resistance; wherein the second forward air resistance is: f_n＝F*kⁿ(ii) a Wherein F is a first forward air resistance, k is a wind resistance attenuation coefficient, and n represents an nth following vehicle from a pilot vehicle in the automatic driving fleet; f_nThe second forward air resistance experienced by the nth following vehicle.

Determining a first air resistance difference between a first vehicle in an autonomous fleet of vehicles and a pilot vehicle:ΔF_n＝F*(1-kⁿ) (ii) a Wherein, Δ F_nAnd the difference value of the first air resistance of the nth following vehicle and the pilot vehicle is obtained.

Alternatively, the first onboard device 231 is specifically configured to:

and receiving a first air resistance difference value between a first vehicle and a pilot vehicle in the automatic driving fleet sent by a pilot vehicle-mounted device of the pilot vehicle.

Wherein the first air resistance difference is determined by the pilot vehicle-mounted device as follows.

Alternatively, the on-board device 211 of the navigator car obtains the second wind speed and the second wind direction by the roadside anemometer 24 closest to the navigator car 21; the first onboard device 231 is specifically configured to:

receiving a second wind speed, a second wind direction, a pilot vehicle speed and a pilot vehicle running direction sent by a pilot vehicle-mounted device of a pilot vehicle; and the second wind speed and the second wind direction are obtained by the communication between the vehicle-mounted device of the pilot vehicle and a roadside anemometer closest to the pilot vehicle.

Determining a first relative speed of the air relative to the pilot vehicle according to the second wind speed, the second wind direction, the driving direction of the pilot vehicle and the speed of the pilot vehicle; the first relative speed is in the same direction or opposite to the driving direction of the pilot vehicle.

Alternatively, the first onboard device 231 is specifically configured to:

receiving first forward air resistance borne by a pilot vehicle, which is sent by a pilot vehicle-mounted device of the pilot vehicle; the first forward air resistance is that the vehicle-mounted device of the pilot vehicle obtains a second wind speed and a second wind direction through communication with a roadside anemometer closest to the pilot vehicle, and determines a first relative speed of the air relative to the pilot vehicle according to the second wind speed, the second wind direction, the pilot vehicle speed and the driving direction of the pilot vehicle, wherein the direction of the first relative speed is the same as or the same as the driving direction of the pilot vehicle; and when the direction of the first relative speed is opposite to the driving direction of the pilot vehicle, determining the first relative speed according to a preset aerodynamic model.

Determining a second forward air resistance to which the first vehicle is subjected according to a preset wind resistance attenuation coefficient and the first forward air resistance: f_n＝F*kⁿ(ii) a Where F is the first forward air resistance, k is the wind resistance attenuation coefficient, and n represents the slave in the autonomous fleetThe nth following vehicle at the beginning of the pilot vehicle; f_nThe second forward air resistance experienced by the nth following vehicle.

Alternatively, the first onboard device 231 is specifically configured to:

The first forward air resistance is obtained by the fact that the vehicle-mounted device of the pilot vehicle obtains a second wind speed and a second wind direction through communication with a roadside anemometer which is closest to the pilot vehicle, a first relative speed of air relative to the pilot vehicle is determined according to the second wind speed, the second wind direction, the pilot vehicle speed and the driving direction of the pilot vehicle, the direction of the first relative speed is the same as or opposite to the driving direction of the pilot vehicle, and when the direction of the first relative speed is opposite to the driving direction of the pilot vehicle, the first relative speed is determined according to a preset aerodynamic model.

The second forward air resistance is determined by the vehicle-mounted device of the pilot vehicle according to a preset wind resistance attenuation coefficient and the first forward air resistance; wherein the second forward air resistance is: f_n＝F*kⁿ(ii) a Wherein F is a first forward air resistance, k is the wind resistance attenuation coefficient, and n represents the nth following vehicle from the pilot vehicle in the automatic driving fleet; f_nThe second forward air resistance experienced by the nth following vehicle.

Alternatively, the first onboard device 231 is specifically configured to:

Wherein the first air resistance difference is determined by the pilot vehicle-mounted device 211 as follows:

and obtaining a second wind speed and a second wind direction through communication with a roadside anemometer closest to the pilot vehicle.

Determining a first relative speed of the air relative to the pilot vehicle according to the second wind speed, the second wind direction, the driving direction of the pilot vehicle and the speed of the pilot vehicle; the first relative speed is in the same direction or opposite direction to the direction of travel of the pilot vehicle.

In addition, the first onboard device 231 is specifically configured to:

the first air resistance difference value delta F_nAs a compensation amount for controlling the first vehicle; n denotes the nth following vehicle from the lead vehicle in the autonomous vehicle fleet.

Alternatively, as shown in fig. 2, the system further comprises a second vehicle 22 in the autonomous vehicle fleet 20, the second vehicle 22 being provided with a second onboard device 221 and a second onboard V2X apparatus 226, the first vehicle 23 being provided with a first onboard V2X apparatus 236; the second in-vehicle device 221 is connected to the second in-vehicle V2X device 226, the first in-vehicle device 231 is connected to the first in-vehicle V2X device 236, and the second in-vehicle V2X device 226 is communicatively connected to the first in-vehicle V2X device 236.

The first vehicle-mounted device 231 is specifically configured to:

obtaining a second air resistance difference Δ F for a second vehicle in the autonomous fleet adjacent in front of the first vehicle_n-1(ii) a n denotes the nth following vehicle from the lead vehicle in the autonomous vehicle fleet.

The second air resistance difference value delta F_n-1Subtracting the first air resistance difference Δ F_nAs a result of controlling the compensation amount of the first vehicle.

Additionally, as shown in FIG. 2, the navigator vehicle-mounted V2X device 212 is communicatively connected with the first vehicle-mounted V2X device 236; the on-board device 211 of the pilot vehicle obtains a second wind speed and a second wind direction through the roadside anemometer 24 closest to the pilot vehicle 21; the first onboard device 231 is specifically configured to:

receiving the current acceleration a of the pilot vehicle sent by the vehicle-mounted device of the pilot vehicle_{Navigation vehicle}。

According to the current acceleration a of the pilot vehicle_{Navigation vehicle}Mass m of a vehicle in an autonomous fleet of vehicles and a predetermined road-to-vehicle resistance F_{Resistance device}Determining the original traction force F for controlling the first vehicle_{Navigation vehicle traction}＝ma_{Navigation vehicle}+F_{Resistance device}。

In addition, the first onboard device 231 is specifically configured to:

receiving the current acceleration a of the front vehicle sent by a second vehicle-mounted device of a second vehicle adjacent to the front of the first vehicle in the automatic driving fleet_{(n-1) adding}(ii) a Where n denotes an nth following vehicle from the lead vehicle in the autonomous vehicle fleet.

According to the current acceleration a of the front vehicle_{(n-1) adding}Mass m of a vehicle in an autonomous fleet of vehicles and a predetermined road-to-vehicle resistance F_{Resistance device}Determining an original tractive effort F for controlling said first vehicle_{(n-1) drawing}＝ma_{(n-1) adding}+F_{Resistance device}。

In addition, the first onboard device 231 is specifically configured to:

according to the original traction force F of the first vehicle_{Navigation vehicle traction}And the compensation amount deltaF_nDetermining an optimal traction force F for controlling the first vehicle_{n traction}＝F_{Navigation vehicle traction}-ΔF_n。

Obtaining the optimized traction F of the first vehicle from the preset mapping relation information of the traction and the accelerator pedal control quantity_{n traction}And correspondingly optimizing the control quantity of the accelerator pedal.

In addition, the first onboard device 231 is specifically configured to:

according to the original traction force F of the first vehicle_{(n-1) drawing}And the compensation amount deltaF_n-1-ΔF_nDetermining an optimal traction force F for controlling the first vehicle_{n traction}＝F_{(n-1) drawing}+ΔF_n-1-ΔF_n。

In addition, the longitudinal controller can be an accelerator controller, and the longitudinal actuating mechanism is an accelerator pedal.

The first onboard means 231 is specifically adapted to send the optimized accelerator pedal control quantity to the first vehicle's own accelerator controller.

And the accelerator controller is specifically used for controlling an accelerator pedal of the first vehicle so as to optimize the control quantity of the accelerator pedal for controlling the accelerator pedal.

In addition, the first onboard device 231 is specifically configured to:

receiving the current braking deceleration a of the pilot vehicle sent by the vehicle-mounted device of the pilot vehicle_{Navigation vehicle reducer}。

According to the current braking deceleration a of the pilot vehicle_{Navigation vehicle reducer}Mass m of a vehicle in an autonomous fleet of vehicles and a predetermined road-to-vehicle resistance F_{Resistance device}Determining an original braking force F for controlling the first vehicle_{Navigation vehicle system}＝ma_{Navigation vehicle reducer}-F_{Resistance device}。

In addition, the first onboard device 231 is specifically configured to:

receive a front transmitted by a second in-vehicle device of a second vehicle adjacent in front of the first vehicle in the autonomous fleetCurrent braking deceleration a of vehicle_{(n-1) reduction}(ii) a Where n denotes an nth following vehicle from the lead vehicle in the autonomous vehicle fleet.

According to the current braking deceleration a of the front vehicle_{(n-1) reduction}Mass m of a vehicle in an autonomous fleet of vehicles and a predetermined road-to-vehicle resistance F_{Resistance device}Determining an original braking force F for controlling the first vehicle_{(n-1) preparation}＝ma_{(n-1) reduction}-F_{Resistance device}。

In addition, the first onboard device 231 is specifically configured to:

according to the original braking force F of the first vehicle_{Navigation vehicle system}And the compensation amount deltaF_nDetermining an optimized braking force F for controlling the first vehicle_{n system}＝F_{Navigation vehicle system}+ΔF_n。

Obtaining the optimized braking force F of the first vehicle from the preset mapping relation information of the braking force and the control quantity of the brake pedal_{n system}And correspondingly optimizing the control quantity of the brake pedal.

In addition, the first onboard device 231 is specifically configured to:

according to the original braking force F of the first vehicle_{(n-1) preparation}And the compensation amount deltaF_n-1-ΔF_nDetermining an optimized braking force F for controlling said first vehicle_{n system}＝F_{(n-1) preparation}-(ΔF_n-1-ΔF_n)。

In addition, the longitudinal controller may be a brake pedal controller and the longitudinal actuator may be a brake pedal.

The first onboard device 231 is specifically configured to send the optimized brake pedal control amount to the brake pedal controller of the first vehicle itself.

And the brake pedal controller is specifically used for controlling the brake pedal of the first vehicle so as to optimize the control quantity of the brake pedal for brake pedal control.

It should be noted that, for a specific implementation of the control system for an autonomous driving fleet provided in the embodiment of the present application, reference may be made to the method embodiments corresponding to fig. 1 to 17, which is not described herein again.

In addition, an embodiment of the present application further provides a computer-readable storage medium, on which a computer program is stored, where the computer program is executed by a processor to implement the method for controlling an autonomous driving vehicle fleet corresponding to fig. 1 to 17. The specific implementation manner of the method may refer to the method embodiments corresponding to fig. 1 to 17, which are not described herein again.

In addition, the present application further provides a computer program product containing instructions, which when run on a computer, causes the computer to execute the method for controlling an autonomous driving vehicle fleet as described above with reference to fig. 1 to 17. The specific implementation manner of the method may refer to the method embodiments corresponding to fig. 1 to 17, which are not described herein again.

In addition, an embodiment of the present application further provides a chip system, which includes a processor, where the processor is coupled to a memory, where the memory stores program instructions, and when the program instructions stored in the memory are executed by the processor, the method for controlling an autonomous driving fleet of vehicles according to fig. 1 to 17 is implemented. The specific implementation manner of the method may refer to the method embodiments corresponding to fig. 1 to 17, which are not described herein again.

In addition, the present application further provides a circuit system, where the circuit system includes a processing circuit, and the processing circuit is configured to execute the method for controlling an autonomous driving fleet as described in fig. 1 to 17. The specific implementation manner of the method may refer to the method embodiments corresponding to fig. 1 to 17, which are not described herein again.

In addition, the embodiment of the application also provides a computer server, which comprises a memory and one or more processors which are connected with the memory in a communication way;

the memory has stored therein instructions executable by the one or more processors, the instructions being executable by the one or more processors to cause the one or more processors to implement a method of controlling an autonomous vehicle fleet as described above with respect to fig. 1-17. The specific implementation manner of the method may refer to the method embodiments corresponding to fig. 1 to 17, which are not described herein again.

As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.

The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

The principle and the implementation mode of the present application are explained by applying specific embodiments in the present application, and the description of the above embodiments is only used to help understanding the method and the core idea of the present application; meanwhile, for a person skilled in the art, according to the idea of the present application, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present application.

Claims

1. A method of controlling an autonomous vehicle fleet, comprising:

obtaining an original control quantity for controlling the first vehicle;

2. The method of autonomous fleet control of claim 1, wherein an on-board anemometer is provided on said pilot vehicle; the wind information of the environment where the automatic driving fleet is located comprises a first wind speed and a first wind direction obtained through the vehicle-mounted anemometer; the autonomous driving fleet driving information includes a pilot vehicle driving direction.

3. The method of autonomous vehicle fleet control according to claim 1, wherein a plurality of roadside anemometers are distributed along a path traveled by the autonomous vehicle fleet; the wind receiving information of the environment where the automatic driving fleet is located comprises a second wind speed and a second wind direction which are obtained through a roadside anemometer closest to the pilot vehicle; the driving information of the automatic driving fleet comprises the pilot vehicle speed and the pilot vehicle driving direction.

4. The method of claim 2, wherein obtaining a first air resistance difference between a first vehicle and a lead vehicle in the autonomous fleet comprises:

receiving a first wind speed, a first wind direction and a driving direction of a pilot vehicle sent by a pilot vehicle-mounted device of the pilot vehicle;

determining a first relative speed of air relative to a pilot vehicle according to the first wind speed, the first wind direction and the driving direction of the pilot vehicle; the direction of the first relative speed is the same as or opposite to the driving direction of a pilot vehicle;

when the direction of the first relative speed is opposite to the driving direction of a pilot vehicle, determining a first forward air resistance borne by the pilot vehicle according to a preset aerodynamic model;

determining a second forward air resistance to which the first vehicle is subjected according to a preset wind resistance attenuation coefficient and the first forward air resistance: f_n＝F*kⁿ(ii) a Wherein F is the first forward airResistance, k is the wind resistance attenuation coefficient, and n represents the nth following vehicle from the pilot vehicle in the automatic driving fleet; f_nThe second forward air resistance suffered by the nth following vehicle;

5. The method of claim 2, wherein obtaining a first air resistance difference between a first vehicle and a lead vehicle in the autonomous fleet comprises:

receiving first forward air resistance borne by a pilot vehicle, which is sent by a pilot vehicle-mounted device of the pilot vehicle; the first forward air resistance is obtained by determining a first relative speed of air relative to a pilot vehicle by a pilot vehicle-mounted device according to the first wind speed, the first wind direction and the driving direction of the pilot vehicle, wherein the direction of the first relative speed is the same as or opposite to the driving direction of the pilot vehicle, and when the direction of the first relative speed is opposite to the driving direction of the pilot vehicle, the first forward air resistance is determined according to a preset aerodynamic model;

determining a second forward air resistance to which the first vehicle is subjected according to a preset wind resistance attenuation coefficient and the first forward air resistance: f_n＝F*kⁿ(ii) a Wherein F is the first forward air resistance, k is the wind resistance attenuation coefficient, and n represents the nth following vehicle from the pilot vehicle in the automatic driving fleet; f_nThe second forward air resistance suffered by the nth following vehicle;

6. The method of claim 2, wherein obtaining a first air resistance difference between a first vehicle and a lead vehicle in the autonomous fleet comprises:

receiving a first forward air resistance borne by a pilot vehicle and a second forward air resistance borne by a first vehicle, which are sent by a pilot vehicle-mounted device of the pilot vehicle;

the first forward air resistance is obtained by determining a first relative speed of air relative to a pilot vehicle by a pilot vehicle-mounted device according to the first wind speed, the first wind direction and the driving direction of the pilot vehicle, wherein the direction of the first relative speed is the same as or opposite to the driving direction of the pilot vehicle, and when the direction of the first relative speed is opposite to the driving direction of the pilot vehicle, the first forward air resistance is determined according to a preset aerodynamic model;

the second forward air resistance is determined by the pilot vehicle-mounted device according to a preset wind resistance attenuation coefficient and the first forward air resistance; wherein the second forward air resistance is: f_n＝F*kⁿ(ii) a Wherein F is the first forward air resistance, k is the wind resistance attenuation coefficient, and n represents the nth following vehicle from the pilot vehicle in the automatic driving fleet; f_nThe second forward air resistance suffered by the nth following vehicle;

7. The method of claim 2, wherein obtaining a first air resistance difference between a first vehicle and a lead vehicle in the autonomous fleet comprises:

receiving a first air resistance difference value between a first vehicle and a pilot vehicle in an automatic driving fleet, which is sent by a pilot vehicle-mounted device of the pilot vehicle;

wherein the first air resistance difference is determined by the pilot vehicle-mounted device in the following manner:

8. The method of claim 3, wherein obtaining a first air resistance difference between a first vehicle and a lead vehicle in the autonomous fleet comprises:

receiving a second wind speed, a second wind direction, a pilot vehicle speed and a pilot vehicle running direction sent by a pilot vehicle-mounted device of a pilot vehicle; the second wind speed and the second wind direction are obtained by the communication between the vehicle-mounted device of the pilot vehicle and a roadside anemometer closest to the pilot vehicle;

determining a first relative speed of the air relative to the pilot vehicle according to the second wind speed, the second wind direction, the driving direction of the pilot vehicle and the speed of the pilot vehicle; the direction of the first relative speed is the same as or opposite to the driving direction of a pilot vehicle;

attenuation according to preset wind resistanceCoefficient and the first forward air resistance, determining a second forward air resistance to which the first vehicle is subjected: f_n＝F*kⁿ(ii) a Wherein F is the first forward air resistance, k is the wind resistance attenuation coefficient, and n represents the nth following vehicle from the pilot vehicle in the automatic driving fleet; f_nThe second forward air resistance suffered by the nth following vehicle;

9. The method of claim 3, wherein obtaining a first air resistance difference between a first vehicle and a lead vehicle in the autonomous fleet comprises:

receiving first forward air resistance borne by a pilot vehicle, which is sent by a pilot vehicle-mounted device of the pilot vehicle; the first forward air resistance is obtained by the fact that a vehicle-mounted device of a pilot vehicle obtains a second wind speed and a second wind direction through communication with a roadside anemometer which is closest to the pilot vehicle, and a first relative speed of air relative to the pilot vehicle is determined according to the second wind speed, the second wind direction, the pilot vehicle speed and the driving direction of the pilot vehicle, wherein the direction of the first relative speed is the same as or opposite to the driving direction of the pilot vehicle, and when the direction of the first relative speed is opposite to the driving direction of the pilot vehicle, the first relative speed is determined according to a preset aerodynamic model;

10. The method of claim 3, wherein obtaining a first air resistance difference between a first vehicle and a lead vehicle in the autonomous fleet comprises:

the first forward air resistance is obtained by the fact that a vehicle-mounted device of a pilot vehicle obtains a second wind speed and a second wind direction through communication with a roadside anemometer which is closest to the pilot vehicle, and a first relative speed of air relative to the pilot vehicle is determined according to the second wind speed, the second wind direction, the pilot vehicle speed and the pilot vehicle running direction, wherein the direction of the first relative speed is the same as or opposite to the pilot vehicle running direction, and when the direction of the first relative speed is opposite to the pilot vehicle running direction, the first relative speed is determined according to a preset aerodynamic model;

11. The method of claim 3, wherein obtaining a first air resistance difference between a first vehicle and a lead vehicle in the autonomous fleet comprises:

obtaining a second wind speed and a second wind direction through communication with a roadside anemometer closest to the pilot vehicle;

12. The method of claim 1, wherein determining an amount of compensation to control the first vehicle based on the first air resistance difference comprises:

calculating the first air resistance difference Δ F_nAs a compensation amount for controlling the first vehicle; n denotes the nth following vehicle from the lead vehicle in the autonomous vehicle fleet.

13. The method of claim 1, wherein determining an amount of compensation to control the first vehicle based on the first air resistance difference comprises:

obtaining a second air resistance difference Δ F for a second vehicle in the autonomous fleet adjacent in front of the first vehicle_n-1(ii) a n represents the nth following vehicle from the pilot vehicle in the automatic driving fleet;

14. The method of controlling an autonomous vehicle fleet according to claim 12, wherein said obtaining an original control quantity for controlling said first vehicle comprises:

receiving the current acceleration a of the pilot vehicle sent by the vehicle-mounted device of the pilot vehicle_{Navigation vehicle}；

According to the current acceleration a of the pilot vehicle_{Navigation vehicle}Mass m of a vehicle in an autonomous fleet of vehicles and a predetermined road-to-vehicle resistance F_{Resistance device}Determining an original tractive effort F for controlling said first vehicle_{Navigation vehicle traction}＝ma_{Navigation vehicle}+F_{Resistance device}。

15. The method of autonomous vehicle fleet control of claim 13, wherein said obtaining an original control quantity for controlling said first vehicle comprises:

receiving the current acceleration a of the front vehicle sent by a second vehicle-mounted device of a second vehicle adjacent to the front of the first vehicle in the automatic driving fleet_{(n-1) adding}(ii) a Wherein n represents the nth following vehicle from the pilot vehicle in the automatic driving fleet;

16. The method of claim 14, wherein determining an optimal control quantity for controlling the first vehicle based on the raw control quantity and the compensation quantity comprises:

according to the original traction force F of the first vehicle_{Navigation vehicle traction}And the compensation amount deltaF_nDetermining an optimal traction force F for controlling said first vehicle_{n traction}＝F_{Navigation vehicle traction}-ΔF_n；

17. The method of autonomous vehicle fleet control of claim 15, wherein said determining an optimal control quantity for controlling said first vehicle based on said raw control quantity and said compensation quantity comprises:

according to the original traction force F of the first vehicle_{(n-1) drawing}And the compensation amount deltaF_n-1-ΔF_nDetermining an optimal traction force F for controlling said first vehicle_{n traction}＝F_{(n-1) drawing}+ΔF_n-1-ΔF_n；

18. The method of controlling an autonomous fleet according to claim 16 or 17, wherein said longitudinal controller is a throttle controller and said longitudinal actuator is a throttle pedal;

the sending the optimized control quantity to a longitudinal controller of the first vehicle, so that the longitudinal controller controls a longitudinal actuator of the first vehicle to perform longitudinal control with the optimized control quantity, comprises:

and sending the optimized accelerator pedal control quantity to an accelerator controller of the first vehicle, so that the accelerator controller controls an accelerator pedal of the first vehicle to perform accelerator pedal control according to the optimized accelerator pedal control quantity.

19. The method of controlling an autonomous vehicle fleet according to claim 12, wherein said obtaining an original control quantity for controlling said first vehicle comprises:

receiving the current braking deceleration a of the pilot vehicle sent by the vehicle-mounted device of the pilot vehicle_{Navigation vehicle reducer}；

20. The method of autonomous vehicle fleet control of claim 13, wherein said obtaining an original control quantity for controlling said first vehicle comprises:

receiving the current braking deceleration a of the front vehicle sent by the second vehicle-mounted device of the second vehicle adjacent to the front of the first vehicle in the automatic driving fleet_{(n-1) reduction}(ii) a Wherein n represents the nth following vehicle from the pilot vehicle in the automatic driving fleet;

21. The method of autonomous vehicle fleet control of claim 19, wherein said determining an optimal control quantity for controlling said first vehicle based on said raw control quantity and said compensation quantity comprises:

according to the original braking force F of the first vehicle_{Navigation vehicle system}And the compensation amount deltaF_nDetermining an optimized braking force F for controlling said first vehicle_{n system}＝F_{Navigation vehicle system}+ΔF_n；

22. The method of claim 20, wherein determining an optimal control quantity for controlling the first vehicle based on the raw control quantity and the compensation quantity comprises:

according to the original braking force F of the first vehicle_{(n-1) preparation}And the compensation amount deltaF_n-1-ΔF_nDetermining an optimized braking force F for controlling said first vehicle_{n system}＝F_{(n-1) preparation}-(ΔF_n-1-ΔF_n)；

23. The method of controlling an autonomous vehicle fleet according to claim 21 or 22, wherein said longitudinal controller is a brake pedal controller and said longitudinal actuator is a brake pedal;

and sending the optimized brake pedal control quantity to a brake pedal controller of the first vehicle, so that the brake pedal controller controls a brake pedal of the first vehicle to perform brake pedal control according to the optimized brake pedal control quantity.

24. A first onboard apparatus, wherein the first onboard apparatus is disposed in a first vehicle in an autonomous fleet; the first onboard apparatus includes:

25. An autonomous first vehicle, wherein the first vehicle travels in an autonomous fleet of vehicles, the first vehicle comprising a first onboard device, a longitudinal controller, and a longitudinal actuator; the first vehicle-mounted device is connected with a longitudinal controller, and the longitudinal controller is connected with the longitudinal actuating mechanism;

26. A control system of an automatic driving motorcade is characterized by comprising a pilot vehicle and a first vehicle as a following vehicle in the automatic driving motorcade; the first vehicle comprises a first vehicle-mounted device, a longitudinal controller and a longitudinal actuator; the first vehicle-mounted device is connected with a longitudinal controller, and the longitudinal controller is connected with the longitudinal actuating mechanism;

27. The autonomous fleet control system according to claim 26, wherein an on-board anemometer is provided on said pilot vehicle; the wind information of the environment where the automatic driving fleet is located comprises a first wind speed and a first wind direction obtained through the vehicle-mounted anemometer; the autonomous driving fleet driving information includes a pilot vehicle driving direction.

28. The autonomous fleet control system of claim 26, further comprising a plurality of roadside anemometers distributed along a path traveled by the autonomous fleet; the wind receiving information of the environment where the automatic driving fleet is located comprises a second wind speed and a second wind direction which are obtained through a roadside anemometer closest to the pilot vehicle; the driving information of the automatic driving fleet comprises the pilot vehicle speed and the pilot vehicle driving direction.

29. The autonomous fleet control system according to claim 27, wherein said pilot vehicle is provided with a pilot vehicle onboard device and a pilot vehicle onboard V2X device, said first vehicle being provided with a first onboard V2X device; the device on the pilot vehicle is connected with a V2X device on the pilot vehicle, the first device on the pilot vehicle is connected with a V2X device on the pilot vehicle, and the V2X device on the pilot vehicle is in communication connection with a V2X device on the pilot vehicle; the first vehicle-mounted device is specifically configured to:

30. The autonomous fleet control system according to claim 27, wherein said pilot vehicle is provided with a pilot vehicle onboard device and a pilot vehicle onboard V2X device, said first vehicle being provided with a first onboard V2X device; the device on the pilot vehicle is connected with a V2X device on the pilot vehicle, the first device on the pilot vehicle is connected with a V2X device on the pilot vehicle, and the V2X device on the pilot vehicle is in communication connection with a V2X device on the pilot vehicle; the first vehicle-mounted device is specifically configured to:

31. The autonomous fleet control system according to claim 27, wherein said pilot vehicle is provided with a pilot vehicle onboard device and a pilot vehicle onboard V2X device, said first vehicle being provided with a first onboard V2X device; the device on the pilot vehicle is connected with a V2X device on the pilot vehicle, the first device on the pilot vehicle is connected with a V2X device on the pilot vehicle, and the V2X device on the pilot vehicle is in communication connection with a V2X device on the pilot vehicle; the first vehicle-mounted device is specifically configured to:

32. The autonomous fleet control system according to claim 27, wherein said pilot vehicle is provided with a pilot vehicle onboard device and a pilot vehicle onboard V2X device, said first vehicle being provided with a first onboard V2X device; the device on the pilot vehicle is connected with a V2X device on the pilot vehicle, the first device on the pilot vehicle is connected with a V2X device on the pilot vehicle, and the V2X device on the pilot vehicle is in communication connection with a V2X device on the pilot vehicle; the first vehicle-mounted device is specifically configured to:

33. The autonomous fleet control system according to claim 28, wherein said pilot vehicle is provided with a pilot vehicle onboard device and a pilot vehicle onboard V2X device, said first vehicle being provided with a first onboard V2X device; the device on the pilot vehicle is connected with a V2X device on the pilot vehicle, the first device on the pilot vehicle is connected with a V2X device on the pilot vehicle, and the V2X device on the pilot vehicle is in communication connection with a V2X device on the pilot vehicle; the pilot vehicle-mounted device obtains a second wind speed and a second wind direction through a roadside anemometer closest to the pilot vehicle; the first vehicle-mounted device is specifically configured to:

34. The autonomous fleet control system according to claim 28, wherein said pilot vehicle is provided with a pilot vehicle onboard device and a pilot vehicle onboard V2X device, said first vehicle being provided with a first onboard V2X device; the device on the pilot vehicle is connected with a V2X device on the pilot vehicle, the first device on the pilot vehicle is connected with a V2X device on the pilot vehicle, and the V2X device on the pilot vehicle is in communication connection with a V2X device on the pilot vehicle; the pilot vehicle-mounted device obtains a second wind speed and a second wind direction through a roadside anemometer closest to the pilot vehicle; the first vehicle-mounted device is specifically configured to:

35. The autonomous fleet control system according to claim 28, wherein said pilot vehicle is provided with a pilot vehicle onboard device and a pilot vehicle onboard V2X device, said first vehicle being provided with a first onboard V2X device; the device on the pilot vehicle is connected with a V2X device on the pilot vehicle, the first device on the pilot vehicle is connected with a V2X device on the pilot vehicle, and the V2X device on the pilot vehicle is in communication connection with a V2X device on the pilot vehicle; the pilot vehicle-mounted device obtains a second wind speed and a second wind direction through a roadside anemometer closest to the pilot vehicle; the first vehicle-mounted device is specifically configured to:

36. The autonomous fleet control system according to claim 28, wherein said pilot vehicle is provided with a pilot vehicle onboard device and a pilot vehicle onboard V2X device, said first vehicle being provided with a first onboard V2X device; the device on the pilot vehicle is connected with a V2X device on the pilot vehicle, the first device on the pilot vehicle is connected with a V2X device on the pilot vehicle, and the V2X device on the pilot vehicle is in communication connection with a V2X device on the pilot vehicle; the pilot vehicle-mounted device obtains a second wind speed and a second wind direction through a roadside anemometer closest to the pilot vehicle; the first vehicle-mounted device is specifically configured to:

37. The autonomous fleet control system of claim 26, wherein said first onboard device is specifically configured to:

38. The autonomous vehicle fleet control system according to claim 26, further comprising a second vehicle in the autonomous vehicle fleet, said second vehicle being provided with a second onboard device and a second onboard V2X equipment, said first vehicle being provided with a first onboard V2X equipment; the second in-vehicle device is connected with a second in-vehicle V2X device, the first in-vehicle device is connected with a first in-vehicle V2X device, and the second in-vehicle V2X device is connected with the first in-vehicle V2X device in a communication way;

the first vehicle-mounted device is specifically configured to:

39. The autonomous vehicle fleet control system according to claim 37, wherein said pilot vehicle is provided with a pilot vehicle onboard device and a pilot vehicle onboard V2X device, said first vehicle being provided with a first onboard V2X device; the device on the pilot vehicle is connected with a V2X device on the pilot vehicle, the first device on the pilot vehicle is connected with a V2X device on the pilot vehicle, and the V2X device on the pilot vehicle is in communication connection with a V2X device on the pilot vehicle; the pilot vehicle-mounted device obtains a second wind speed and a second wind direction through a roadside anemometer closest to the pilot vehicle; the first vehicle-mounted device is specifically configured to:

40. The autonomous fleet control system of claim 38, wherein said first onboard device is specifically configured to:

in receiving autonomous driving fleetsThe current acceleration a of the front vehicle sent by a second vehicle-mounted device of a second vehicle adjacent to the front of the first vehicle_{(n-1) adding}(ii) a Wherein n represents the nth following vehicle from the pilot vehicle in the automatic driving fleet;

41. The autonomous fleet control system of claim 39, wherein said first onboard device is configured to:

42. The autonomous fleet control system of claim 40, wherein said first onboard device is specifically configured to:

43. The autonomous-vehicle fleet control system according to claim 41 or 42, wherein said longitudinal controller is a throttle controller and said longitudinal actuator is a throttle pedal;

the first vehicle-mounted device is specifically used for sending the optimized accelerator pedal control quantity to an accelerator controller of a first vehicle;

the accelerator controller is specifically configured to control an accelerator pedal of a first vehicle to perform accelerator pedal control by the optimized accelerator pedal control amount.

44. The autonomous vehicle fleet control system according to claim 37, wherein said pilot vehicle is provided with a pilot vehicle onboard device and a pilot vehicle onboard V2X device, said first vehicle being provided with a first onboard V2X device; the device on the pilot vehicle is connected with a V2X device on the pilot vehicle, the first device on the pilot vehicle is connected with a V2X device on the pilot vehicle, and the V2X device on the pilot vehicle is in communication connection with a V2X device on the pilot vehicle; the pilot vehicle-mounted device obtains a second wind speed and a second wind direction through a roadside anemometer closest to the pilot vehicle; the first vehicle-mounted device is specifically configured to:

45. The autonomous fleet control system of claim 38, wherein said first onboard device is specifically configured to:

46. The autonomous fleet control system of claim 44, wherein said first onboard device is specifically configured to:

47. The autonomous-vehicle fleet control system according to claim 45, wherein said first onboard device is specifically configured to:

48. The autonomous-vehicle fleet control system according to claim 46 or 47, wherein said longitudinal controller is a brake pedal controller and said longitudinal actuator is a brake pedal;

the first vehicle-mounted device is specifically used for sending the optimized brake pedal control quantity to a brake pedal controller of a first vehicle;

the brake pedal controller is specifically configured to control a brake pedal of the first vehicle to perform brake pedal control with the optimized brake pedal control amount.

49. A computer-readable storage medium comprising a program or instructions for implementing the method of controlling an autonomous fleet of vehicles according to any of claims 1 to 23 when the program or instructions are run on a computer.

50. A computer program product comprising instructions for causing a computer to perform the method of controlling an autonomous fleet of vehicles according to any of claims 1 to 23, when the computer program product is run on the computer.

51. A chip system comprising a processor coupled to a memory, the memory storing program instructions that, when executed by the processor, implement the method of controlling an autonomous fleet of vehicles of any of claims 1 to 23.

52. Circuitry, characterized in that it comprises processing circuitry configured to perform the method of controlling an autonomous fleet of vehicles according to any of claims 1 to 23.

53. A computer server comprising a memory and one or more processors communicatively coupled to the memory;

the memory has stored therein instructions executable by the one or more processors to cause the one or more processors to implement a method of controlling an autonomous fleet of vehicles according to any of claims 1 to 23.