CN112550300A - Vehicle speed detection method and device, storage medium, electronic equipment and vehicle - Google Patents

Vehicle speed detection method and device, storage medium, electronic equipment and vehicle Download PDF

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CN112550300A
CN112550300A CN201910913175.4A CN201910913175A CN112550300A CN 112550300 A CN112550300 A CN 112550300A CN 201910913175 A CN201910913175 A CN 201910913175A CN 112550300 A CN112550300 A CN 112550300A
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wheel
vehicle
longitudinal
vehicle speed
speed
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CN112550300B (en
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凌和平
彭岳荣
石明川
伍磊
朱成军
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BYD Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/20—Tyre data

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  • Physics & Mathematics (AREA)
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  • Transportation (AREA)
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Abstract

The disclosure relates to a vehicle speed detection method and device, a storage medium, electronic equipment and a vehicle, belongs to the field of vehicles, and can accurately detect the vehicle speed. A vehicle speed detection method, the method comprising: acquiring a vehicle yaw rate, a steering angle of each wheel, a wheel speed of each wheel, a vehicle longitudinal acceleration and a correction coefficient; converting the wheel speed of each wheel into a longitudinal vehicle speed at the centroid of the vehicle by using the acquired vehicle yaw rate, steering angle and wheel speed; and calculating the vehicle speed by using the vehicle longitudinal acceleration, the correction coefficient and each longitudinal vehicle speed.

Description

Vehicle speed detection method and device, storage medium, electronic equipment and vehicle
Technical Field
The present disclosure relates to the field of vehicles, and in particular, to a vehicle speed detection method, device, storage medium, electronic device, and vehicle.
Background
In the prior art, the vehicle speed is usually estimated based on a dynamic method, so that many parameters such as tire driving force, adhesion coefficient estimation and the like are influenced, the accumulated error of the vehicle speed estimation is large, and the estimation is inaccurate.
Disclosure of Invention
The invention aims to provide a vehicle speed detection method, a vehicle speed detection device, a storage medium, an electronic device and a vehicle, which can accurately detect the vehicle speed.
According to a first embodiment of the present disclosure, there is provided a vehicle speed detection method including: acquiring a vehicle yaw rate, a steering angle of each wheel, a wheel speed of each wheel, a vehicle longitudinal acceleration and a correction coefficient; converting the wheel speed of each wheel into a longitudinal vehicle speed at the centroid of the vehicle by using the acquired vehicle yaw rate, steering angle and wheel speed; and calculating the vehicle speed by using the vehicle longitudinal acceleration, the correction coefficient and each longitudinal vehicle speed, wherein the correction coefficient comprises at least one of a longitudinal acceleration disturbance correction coefficient, a feedback gain coefficient of a longitudinal vehicle speed estimation error and a longitudinal vehicle speed correction gain coefficient, the longitudinal acceleration disturbance correction coefficient is used for correcting the vehicle longitudinal acceleration, the feedback gain coefficient of the longitudinal vehicle speed estimation error is used for correcting a vehicle speed calculation error caused by slipping wheels, and the longitudinal vehicle speed correction gain coefficient is used for correcting each longitudinal vehicle speed.
Optionally, the step of converting the wheel speed of each wheel into a longitudinal vehicle speed at the centroid of the vehicle by using the obtained vehicle yaw rate, the steering angle and the wheel speed is implemented based on the following formula:
Figure BDA0002215305150000021
Figure BDA0002215305150000022
Figure BDA0002215305150000023
Figure BDA0002215305150000024
wherein, V'x1、V′x2、V′x3、V′x4The longitudinal speed of the vehicle at the mass center is obtained by converting the wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel; r represents a wheel radius; w is a1、w2、w3、w4The wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are respectively; delta1、δ2、δ3、δ4The steering angles of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are respectively; bFRepresenting a tread between the left and right front wheels; bRRepresenting a wheel tread between the left rear wheel and the right rear wheel; lFRepresenting the distance of the vehicle's center of mass to the vehicle's front axle; lRRepresenting the distance of the vehicle's center of mass to the vehicle's rear axle; omegarRepresenting vehicle yaw rate.
Optionally, the feedback gain factor of the longitudinal vehicle speed estimation error is related to an error between: a difference between a wheel line acceleration and the vehicle longitudinal acceleration; and a difference between the longitudinal vehicle speed and a vehicle speed converted from a wheel speed.
Optionally, the feedback gain factor for the longitudinal vehicle speed estimation error is determined using the following equation:
Figure BDA0002215305150000026
wherein, Ki(k) A feedback gain coefficient representing a longitudinal vehicle speed estimation error of the wheel i at time k, wherein i is 1,2,3, 4; a isxRepresenting the vehicle longitudinal acceleration; α and β are coefficients, respectively; v'xiRepresenting the longitudinal vehicle speed at the vehicle centroid, as converted from the wheel speed of wheel i; w is aiRepresents the wheel speed of wheel i; r represents a wheel radius;
Figure BDA0002215305150000025
representing the wheel acceleration of the wheel i.
Alternatively, the values of the coefficients α and β vary depending on the ranges in which the absolute values of the differences between the wheel linear acceleration and the vehicle longitudinal acceleration are different and the ranges in which the absolute values of the differences between the longitudinal vehicle speed and the vehicle speed converted from the wheel speed are different.
Optionally, the longitudinal vehicle speed correction gain factor is related to two parameters: the steering angle of wheel i; and the difference between the linear acceleration of wheel i and the longitudinal acceleration of the vehicle.
Optionally, the longitudinal acceleration disturbance correction coefficient changes with the change of the installation position and the installation manner of the vehicle-mounted acceleration sensor.
Optionally, the calculating a vehicle speed using the vehicle longitudinal acceleration, the correction coefficient, and each of the longitudinal vehicle speeds is performed based on the following formula:
Figure BDA0002215305150000031
Figure BDA0002215305150000032
wherein the content of the first and second substances,
Figure BDA0002215305150000033
represents the vehicle speed at time k;
Figure BDA0002215305150000034
represents the vehicle speed at the time k-1; gamma rayi(Λai(k),δi(k) Represents a longitudinal vehicle speed correction gain coefficient of the wheel i at time k, i being 1,2,3, 4; deltai(k) Represents the steering angle of the wheel i at time k; v'xi(k) Representing the longitudinal vehicle speed at the vehicle mass center converted from the wheel speed of the wheel i at the moment k; max (V'xi(k) Represents the maximum longitudinal vehicle speed among the longitudinal vehicle speeds at the vehicle centroid converted from the wheel speeds of the respective wheels at time k; min (V'xi(k) Represents the longitudinal vehicle at the vehicle centroid converted from the wheel speeds of the respective wheels at time kMinimum longitudinal vehicle speed among the speeds;
Figure BDA0002215305150000035
represents the wheel acceleration of the wheel i at time k; r represents a wheel radius; a isx(k) Represents the vehicle longitudinal acceleration at time k; Δ t represents a discrete time; λ represents the longitudinal acceleration disturbance correction coefficient; ki(k) A feedback gain coefficient representing a longitudinal vehicle speed estimation error of the wheel i at the time k; under driving conditions, medium + is active, and under braking conditions, medium-is active.
According to a second embodiment of the present disclosure, there is provided a vehicle speed detection device including: the device comprises an acquisition module, a correction module and a control module, wherein the acquisition module is used for acquiring a vehicle yaw velocity, a steering angle of each wheel, a wheel speed of each wheel, a vehicle longitudinal acceleration and a correction coefficient; the conversion module is used for converting the wheel speed of each wheel into a longitudinal vehicle speed at the position of the mass center of the vehicle by using the acquired vehicle yaw angular speed, the steering angle and the wheel speed; the calculation module is used for calculating the vehicle speed by using the vehicle longitudinal acceleration, the correction coefficient and each longitudinal vehicle speed, wherein the correction coefficient comprises at least one of a longitudinal acceleration disturbance correction coefficient, a feedback gain coefficient of a longitudinal vehicle speed estimation error and a longitudinal vehicle speed correction gain coefficient, the longitudinal acceleration disturbance correction coefficient is used for correcting the vehicle longitudinal acceleration, the feedback gain coefficient of the longitudinal vehicle speed estimation error is used for correcting a vehicle speed calculation error caused by slipping of a wheel, and the longitudinal vehicle speed correction gain coefficient is used for correcting each longitudinal vehicle speed.
Optionally, the conversion module converts the wheel speed of each of the wheels to a longitudinal vehicle speed at a center of mass of the vehicle based on the following equation:
Figure BDA0002215305150000041
Figure BDA0002215305150000042
Figure BDA0002215305150000043
Figure BDA0002215305150000044
wherein, V'x1、V′x2、V′x3、V′x4The longitudinal speed of the vehicle at the mass center is obtained by converting the wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel; r represents a wheel radius; w is a1、w2、w3、w4The wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are respectively; delta1、δ2、δ3、δ4The steering angles of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are respectively; bFRepresenting a tread between the left and right front wheels; bRRepresenting a wheel tread between the left rear wheel and the right rear wheel; lFRepresenting the distance of the vehicle's center of mass to the vehicle's front axle; lRRepresenting the distance of the vehicle's center of mass to the vehicle's rear axle; omegarRepresenting vehicle yaw rate.
Optionally, the feedback gain factor of the longitudinal vehicle speed estimation error is related to an error between: a difference between a wheel line acceleration and the vehicle longitudinal acceleration; and a difference between the longitudinal vehicle speed and a vehicle speed converted from a wheel speed.
Optionally, the feedback gain factor for the longitudinal vehicle speed estimation error is determined using the following equation:
Figure BDA0002215305150000051
wherein, Ki(k) A feedback gain coefficient representing a longitudinal vehicle speed estimation error of the wheel i at time k, wherein i is 1,2,3, 4; a isxRepresenting the vehicle longitudinal acceleration; α and β are coefficients, respectively; v'xiWheel representing wheel iThe longitudinal speed of the vehicle at the position of the mass center of the vehicle is obtained through speed conversion; w is aiRepresents the wheel speed of wheel i; r represents a wheel radius;
Figure BDA0002215305150000052
representing the wheel acceleration of the wheel i.
Alternatively, the values of the coefficients α and β vary depending on the ranges in which the absolute values of the differences between the wheel linear acceleration and the vehicle longitudinal acceleration are different and the ranges in which the absolute values of the differences between the longitudinal vehicle speed and the vehicle speed converted from the wheel speed are different.
Optionally, the longitudinal vehicle speed correction gain factor is related to two parameters: the steering angle of wheel i; and the difference between the linear acceleration of wheel i and the longitudinal acceleration of the vehicle.
Optionally, the longitudinal acceleration disturbance correction coefficient changes with the change of the installation position and the installation manner of the vehicle-mounted acceleration sensor.
Optionally, the calculation module calculates the vehicle speed based on the following formula:
Figure BDA0002215305150000053
Figure BDA0002215305150000054
wherein the content of the first and second substances,
Figure BDA0002215305150000055
represents the vehicle speed at time k;
Figure BDA0002215305150000056
represents the vehicle speed at the time k-1; gamma rayi(Λai(k),δi(k) Represents a longitudinal vehicle speed correction gain coefficient of the wheel i at time k, i being 1,2,3, 4; deltai(k) Represents the steering angle of the wheel i at time k; v'xi(k) Representing the longitudinal vehicle speed at the vehicle mass center converted from the wheel speed of the wheel i at the moment k; max (V)′xi(k) Represents the maximum longitudinal vehicle speed among the longitudinal vehicle speeds at the vehicle centroid converted from the wheel speeds of the respective wheels at time k; min (V'xi(k) Represents the minimum longitudinal vehicle speed among the longitudinal vehicle speeds at the vehicle centroid converted from the wheel speeds of the respective wheels at time k;
Figure BDA0002215305150000061
represents the wheel acceleration of the wheel i at time k; r represents a wheel radius; a isx(k) Represents the vehicle longitudinal acceleration at time k; Δ t represents a discrete time; λ represents the longitudinal acceleration disturbance correction coefficient; ki(k) A feedback gain coefficient representing a longitudinal vehicle speed estimation error of the wheel i at the time k; under driving conditions, medium + is active, and under braking conditions, medium-is active.
According to a third embodiment of the present disclosure, a computer-readable storage medium is provided, on which a computer program is stored which, when being executed by a processor, carries out the steps of the method according to the first embodiment of the present disclosure.
According to a fourth embodiment of the present disclosure, there is provided an electronic apparatus including: a memory having a computer program stored thereon; a processor for executing the computer program in the memory to carry out the steps of the method according to the first embodiment of the disclosure.
According to a fifth embodiment of the present disclosure, there is provided a vehicle including the vehicle speed detection device according to the second embodiment of the present disclosure.
By adopting the technical scheme, the longitudinal acceleration interference correction coefficient lambda for correcting the longitudinal acceleration of the vehicle, the feedback gain coefficient K for correcting the longitudinal vehicle speed estimation error caused by slipping wheels, the longitudinal vehicle speed correction gain coefficient gamma for correcting each longitudinal vehicle speed and the like are considered when the vehicle speed is calculated, so that the vehicle speed calculation error caused by various noises, integral errors and the like can be eliminated, and the method has the characteristics of good robustness, good real-time performance and accurate estimation.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 shows a flow chart of a vehicle speed detection method according to one embodiment of the present disclosure;
FIG. 2 illustrates an exemplary vehicle model diagram;
FIG. 3 shows a schematic block diagram of a vehicle speed detection device according to an embodiment of the present disclosure;
FIG. 4 is a block diagram illustrating an electronic device in accordance with an example embodiment.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
FIG. 1 shows a flow chart of a vehicle speed detection method according to one embodiment of the present disclosure. As shown in fig. 1, the method may include the following steps S11 to S13.
In step S11, the vehicle yaw rate ω is acquiredrSteering angle delta of each wheel, wheel speed w of each wheel, vehicle longitudinal acceleration axAnd a correction factor.
Wherein the vehicle yaw angular velocity ωrSteering angle delta of each wheel, wheel speed w of each wheel, vehicle longitudinal acceleration axEtc. may be obtained from corresponding sensors on the vehicle. For example, the steering angle may be obtained from a steering angle sensor mounted on the vehicle, and the wheel speed may be obtained from a wheel speed sensor mounted on the corresponding wheel.
In step S12, the acquired vehicle yaw rate ω is usedrThe steering angle δ and the wheel speed w, the wheel speed w of each wheel is converted to the longitudinal vehicle speed at the center of mass of the vehicle.
In step S13, vehicle longitudinal acceleration is usedDegree axThe vehicle speed is calculated according to the correction coefficient and each longitudinal vehicle speed, wherein the correction coefficient comprises at least one of a longitudinal acceleration interference correction coefficient lambda, a feedback gain coefficient K of a longitudinal vehicle speed estimation error and a longitudinal vehicle speed correction gain coefficient gamma, the longitudinal acceleration interference correction coefficient lambda is used for correcting the longitudinal acceleration of the vehicle, the feedback gain coefficient K of the longitudinal vehicle speed estimation error is used for correcting the vehicle speed calculation error caused by slipping of the vehicle wheels, and the longitudinal vehicle speed correction gain coefficient gamma is used for correcting each longitudinal vehicle speed.
By adopting the technical scheme, at least one of the longitudinal acceleration interference correction coefficient lambda for correcting the longitudinal acceleration of the vehicle, the feedback gain coefficient K for correcting the longitudinal vehicle speed estimation error caused by slipping wheels and the longitudinal vehicle speed correction gain coefficient gamma for correcting each longitudinal vehicle speed is taken into consideration when the vehicle speed is calculated, so that the vehicle speed calculation errors caused by various noises, integral errors and the like can be eliminated, and the method has the characteristics of good robustness, good real-time performance and accurate estimation. When the three correction parameters act simultaneously, the vehicle speed detection scheme according to the embodiment of the disclosure can accurately realize vehicle speed detection under various working conditions.
The vehicle speed detection method according to the embodiment of the present disclosure is described in detail below. Also, a four-wheel independently electrically driven vehicle is exemplified in the description. An exemplary vehicle model of a four-wheel, independently electrically driven vehicle is shown in FIG. 2. It will be appreciated by those skilled in the art that the concepts of the present disclosure are applicable to any vehicle requiring a calculated vehicle speed and are not limited to four-wheel, independently electrically driven vehicles, nor to the vehicle model shown in fig. 2.
For a four-wheel drive, independently steered electric vehicle, the tangential velocity of the wheels and the longitudinal and lateral velocities at the vehicle's center of mass can be described by the following relationships:
Figure BDA0002215305150000081
wherein, Vw1、Vw2、Vw3、Vw4Respectively representing the tangential speeds of a left front wheel, a right front wheel, a left rear wheel and a right rear wheel; delta1、δ2、δ3、δ4Respectively showing the steering angles of a left front wheel, a right front wheel, a left rear wheel and a right rear wheel; vx1、Vx2、Vx3、Vx4Respectively representing the longitudinal speed of the center of mass of the vehicle converted from the wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel; bFRepresenting a tread between the left and right front wheels; bRRepresenting a wheel tread between the left rear wheel and the right rear wheel; lFRepresenting the distance of the vehicle's center of mass to the vehicle's front axle; lRRepresenting the distance of the vehicle's center of mass to the vehicle's rear axle; omegarRepresenting a vehicle yaw rate; vyRepresenting the lateral velocity at the center of mass of the vehicle as converted from the wheel speed.
In the case of drive slip control, the lateral vehicle speed VySmall, so that the longitudinal vehicle speed V is calculatedxi(i is 1,2,3,4), the lateral vehicle speed V may be set toyIs negligible, the following equation (2) can be obtained from equation (1):
Figure BDA0002215305150000091
in the case that no slip occurs on any of the four wheels of the vehicle, V can be setwi＝RwiThen, each longitudinal vehicle speed V is calculated using the formula (2)xiWherein i is 1,2,3,4, wiIndicating the wheel speed, V, of the wheel iwiRepresenting the tangential velocity of the wheel i.
However, once a certain wheel slips, it is difficult to calculate the tangential velocity of the wheel. In this case, the circumferential linear velocity Rw of the wheel can be adoptediInstead of the tangential velocity V of the wheelwiWherein R represents the wheel radius. Therefore, the longitudinal vehicle speed can be calculated using the following equation (3) regardless of whether the wheels are slipping or not:
Figure BDA0002215305150000092
wherein, Vx′1、Vx′2、Vx′3、Vx′4The longitudinal speed of the vehicle at the mass center is obtained by converting the wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel; w is a1、w2、w3、w4The wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel, respectively.
Since the electrically driven vehicle can accurately acquire the rotation speed of the motor by the relevant rotation speed sensor, the wheel speed w of the wheel iiCan be calculated by the following equation (4):
wi＝nmotor,i×r (4)
wherein n ismotor，iAnd r represent the speed and speed ratio of motor i, i being 1,2,3,4, respectively.
In the present disclosure, considering that the longitudinal acceleration collected by the vehicle-mounted sensor may be affected by various noises, and therefore the vehicle speed calculated by using the longitudinal acceleration integral may also be affected by the integral accumulated error, a longitudinal acceleration disturbance correction coefficient λ, a feedback gain coefficient K of the longitudinal vehicle speed estimation error, and a longitudinal vehicle speed correction gain coefficient γ are introduced in the present disclosure to eliminate factors that may affect the vehicle speed estimation accuracy. Therefore, in the present disclosure, calculating the vehicle speed using the vehicle longitudinal acceleration, the correction coefficient, and each longitudinal vehicle speed as described in step S13 may be implemented based on the following formula:
Figure BDA0002215305150000101
Figure BDA0002215305150000102
wherein the content of the first and second substances,
Figure BDA0002215305150000103
represents the vehicle speed at time k;
Figure BDA0002215305150000104
represents the vehicle speed at the time k-1; gamma rayi(Λai(k),δi(k) Represents a longitudinal vehicle speed correction gain coefficient of the wheel i at time k, i being 1,2,3, 4; deltai(k) Represents the steering angle of the wheel i at time k; v'xi(k) Representing the longitudinal vehicle speed at the vehicle mass center converted from the wheel speed of the wheel i at the moment k; max (V'xi(k) Represents the maximum longitudinal vehicle speed among the longitudinal vehicle speeds at the vehicle centroid converted from the wheel speeds of the respective wheels at time k; min (V'xi(k) Represents the minimum longitudinal vehicle speed among the longitudinal vehicle speeds at the vehicle centroid converted from the wheel speeds of the respective wheels at time k;
Figure BDA0002215305150000105
represents the wheel acceleration of the wheel i at time k; a isx(k) Represents the vehicle longitudinal acceleration at time k; Δ t represents a discrete time; λ represents a longitudinal acceleration disturbance correction coefficient; ki(k) A feedback gain coefficient representing a longitudinal vehicle speed estimation error of the wheel i at the time k; under driving conditions, medium + is active, and under braking conditions, medium-is active.
The feedback gain factor K of the longitudinal vehicle speed estimation error is mainly related to the error between the following two parameters: difference between wheel linear acceleration and longitudinal acceleration of vehicle, i.e.
Figure BDA0002215305150000111
And the difference between the longitudinal vehicle speed and the vehicle speed converted from the wheel speed, i.e.
Figure BDA0002215305150000112
Wherein i is 1,2,3, 4. In the case where the wheel i is slipping,
Figure BDA0002215305150000113
and
Figure BDA0002215305150000114
the error between is large, so it is necessary to consider reducing this termThe weight occupied to reduce the vehicle speed estimation error. To this end, in the present disclosure, the
Figure BDA0002215305150000115
And
Figure BDA0002215305150000116
the feedback gain coefficient K, which is a basis for reducing the vehicle speed estimation error, i.e., the longitudinal vehicle speed estimation error, may be determined using the following equation:
Figure BDA0002215305150000117
wherein, Ki(k) A feedback gain coefficient representing a longitudinal vehicle speed estimation error of a wheel i, where i is 1,2,3, 4; α and β are coefficients, respectively. As can be seen from equation (6), Ki(k) According to | V'xi-wiR | and
Figure BDA0002215305150000118
the change of the longitudinal speed estimation error is changed, so that the feedback gain coefficient K of the longitudinal speed estimation error can be adjusted in real time according to the working condition of the vehicle, and the speed calculation is more accurate.
In addition, the coefficients α and β may be fixed values. More preferably, however, the coefficients α and β take the absolute value of the difference between the linear acceleration of the wheel and the longitudinal acceleration of the vehicle
Figure BDA0002215305150000119
In different ranges and absolute value | V 'of difference between longitudinal vehicle speed and vehicle speed converted from wheel speed'xi-wiThe range in which R | is located varies to make the vehicle speed calculation more accurate. For example, feedback gain factor K of longitudinal vehicle speed estimation error of wheel ii(k) Can be determined by the following equation (7):
Figure BDA0002215305150000121
wherein, DeltajAnd ζjRespectively represent different
Figure BDA0002215305150000122
And | V'xi-wiAnd (3) 10 groups of judgment threshold values under R | are j equal to 1, … 10, and the judgment threshold values can be equidistant or non-equidistant and are determined according to actual working conditions. These 10 sets of decision thresholds are used to cover all operating conditions when slip occurs. However, it should be understood by those skilled in the art that the 10 sets of judgment thresholds are merely examples, and may not be limited to the 10 sets of judgment thresholds according to practical situations.
In addition, the coefficients α and β can be determined by a combination of simulation techniques and experiments. That is, first, by simulation technique, according to the difference
Figure BDA0002215305150000123
And | V'xi-wiR | determines the corresponding 10 groups αjAnd betajValues where j is 1, … 10. The model used by the simulation technique is not limited by the present disclosure, and may be a linear model or a non-linear model, for example. Then, the vehicle is operated under different actual working conditions, and alpha determined by the simulation technology is usedjAnd betajFine tuning is performed. Then, can utilize
Figure BDA0002215305150000124
|V′xi-wiR | and finally determined alphajConstructing a three-dimensional table using
Figure BDA0002215305150000125
|V′xi-wiR | and finally determined betajA three-dimensional table is constructed. In this way, it is possible to determine the corresponding coefficients α and β by means of a table look-up during calculation of the vehicle speed and then based on these
Figure BDA0002215305150000126
|V′xi-wiR | and found alpha and beta to determine Ki(k)。
Of course, instead of looking up the table, the method can also be used for
Figure BDA0002215305150000131
|V′xi-wiR | and finally determined betajFitting is carried out to
Figure BDA0002215305150000132
|V′xi-wiR | and finally determined alphajFitting to obtain corresponding fitting relation, and determining K by using the fitting relation during vehicle speed calculationi(k)。
The longitudinal vehicle speed correction gain coefficient γ is mainly related to the following two parameters: the steering angle of wheel i; and the difference between the linear acceleration of the wheel i and the longitudinal acceleration of the vehicle, i.e.
Figure BDA0002215305150000133
The longitudinal vehicle speed correction gain coefficient gamma is mainly used for eliminating the influence of the slip of the vehicle in a straight line or a turning, because in this case, the longitudinal vehicle speed converted from the wheel speeds of the four wheels has a phenomenon of inconsistency. Therefore, the highest longitudinal speed and the lowest longitudinal speed in the longitudinal speeds at the position of the mass center of the vehicle converted by the four wheel speeds can be corrected by adopting the longitudinal speed correction gain coefficient gamma, so that the correction of the calculated speeds under different working conditions (such as braking and driving) is realized.
The longitudinal vehicle speed correction gain factor γ may also be determined using a combination of simulation and experiments as described above. For example, a for at least 10 different sets of Λ ai(k),δi(k) The corresponding gamma value is determined, and a three-dimensional table is constructed for subsequent table lookup.
The longitudinal acceleration disturbance correction coefficient lambda changes with changes in the mounting position, mounting manner, and influence of the integral accumulated error of the vehicle-mounted acceleration sensor. Since the vehicle-mounted acceleration sensor is mounted at different positions (for example, at a front suspension, a rear suspension, a vehicle center of gravity position, and the like) and in different mounting manners (for example, bolts, magnets, glue, beeswax mounting manners, and the like), the detected longitudinal acceleration is affected differently, and the influence of the integral accumulated error based on the acceleration is taken into consideration, so that the influence of the noise interference can be corrected by the longitudinal acceleration interference correction coefficient λ, and the vehicle speed can be calculated more accurately. The range and the size of the longitudinal acceleration interference correction coefficient lambda can be determined by adopting simulation and experimental calibration means.
By adopting the technical scheme according to the embodiment of the disclosure, the wheel speeds of 4 wheels are converted into the longitudinal speed at the position of the mass center of the vehicle by utilizing the yaw velocity and the steering angle of the vehicle and combining the longitudinal acceleration, and the introduced longitudinal acceleration interference correction coefficient lambda, the feedback gain coefficient K of the longitudinal speed estimation error and the longitudinal speed correction gain coefficient gamma fully consider the influences of braking \ driving, straight line driving \ turning driving, vehicle body sensor measurement noise and the like. Meanwhile, under different working conditions, the range and the value of the longitudinal acceleration interference correction coefficient lambda, the feedback gain coefficient K of the longitudinal speed estimation error and the longitudinal speed correction gain coefficient gamma are determined based on the four wheel speeds of the vehicle, the four wheel accelerations of the vehicle and the longitudinal acceleration of the vehicle, so that errors generated during acceleration integral calculation can be effectively avoided. Therefore, the vehicle speed detection method does not depend on the slip determination of the wheels, can accurately estimate the vehicle speed under various working conditions, and is simple, good in robustness, good in real-time performance and high in accuracy.
Fig. 3 shows a schematic block diagram of a vehicle speed detection apparatus according to an embodiment of the present disclosure, which includes, as shown in fig. 3: an obtaining module 31 for obtaining a vehicle yaw rate, a steering angle of each wheel, a wheel speed of each wheel, a vehicle longitudinal acceleration, and a correction coefficient; the conversion module 32 is used for converting the wheel speed of each wheel into the longitudinal vehicle speed at the position of the mass center of the vehicle by using the obtained yaw velocity, steering angle and wheel speed of the vehicle; the calculation module 33 is configured to calculate a vehicle speed by using the vehicle longitudinal acceleration, the correction coefficient, and each longitudinal vehicle speed, where the correction coefficient includes at least one of a longitudinal acceleration disturbance correction coefficient, a feedback gain coefficient of a longitudinal vehicle speed estimation error, and a longitudinal vehicle speed correction gain coefficient, the longitudinal acceleration disturbance correction coefficient is used to correct the vehicle longitudinal acceleration, the feedback gain coefficient of the longitudinal vehicle speed estimation error is used to correct a vehicle speed calculation error caused by slipping of a vehicle wheel, and the longitudinal vehicle speed correction gain coefficient is used to correct each longitudinal vehicle speed.
By adopting the technical scheme, the longitudinal acceleration interference correction coefficient lambda for correcting the longitudinal acceleration of the vehicle, the feedback gain coefficient K for correcting the longitudinal vehicle speed estimation error caused by slipping wheels, the longitudinal vehicle speed correction gain coefficient gamma for correcting each longitudinal vehicle speed and the like are considered when the vehicle speed is calculated, so that the vehicle speed calculation error caused by various noises, integral errors and the like can be eliminated, and the method has the characteristics of good robustness, good real-time performance and accurate estimation.
Optionally, the conversion module 32 converts the wheel speed of each wheel to a longitudinal vehicle speed at the center of mass of the vehicle based on the following equation:
Figure BDA0002215305150000151
Figure BDA0002215305150000152
Figure BDA0002215305150000153
Figure BDA0002215305150000154
wherein, V'x1、V′x2、V′x3、V′x4The longitudinal speed of the vehicle at the mass center is obtained by converting the wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel; r represents a wheel radius; w is a1、w2、w3、w4The wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are respectively; delta1、δ2、δ3、δ4The steering angles of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are respectively; bFRepresenting a tread between the left and right front wheels; bRRepresenting a wheel tread between the left rear wheel and the right rear wheel; lFRepresenting the distance of the vehicle's center of mass to the vehicle's front axle; lRRepresenting the distance of the vehicle's center of mass to the vehicle's rear axle; omegarRepresenting vehicle yaw rate.
Optionally, the feedback gain factor for the longitudinal vehicle speed estimation error is related to the error between: the difference between the wheel line acceleration and the vehicle longitudinal acceleration; and the difference between the longitudinal vehicle speed and the vehicle speed converted from the wheel speed.
Optionally, the feedback gain factor for the longitudinal vehicle speed estimation error is determined using the following equation:
Figure BDA0002215305150000155
wherein, Ki(k) A feedback gain coefficient representing a longitudinal vehicle speed estimation error of a wheel i, where i is 1,2,3, 4; a isxRepresents a vehicle longitudinal acceleration; α and β are coefficients, respectively; v'xiRepresenting the longitudinal vehicle speed at the vehicle centroid, as converted from the wheel speed of wheel i; w is aiRepresents the wheel speed of wheel i; r represents a wheel radius;
Figure BDA0002215305150000156
representing the wheel acceleration of the wheel i.
Alternatively, the values of the coefficients α and β vary depending on the ranges in which the absolute values of the differences between the wheel linear acceleration and the vehicle longitudinal acceleration are different and the ranges in which the absolute values of the differences between the longitudinal vehicle speed and the vehicle speed converted from the wheel speed are different.
Optionally, the longitudinal vehicle speed correction gain factor is related to two parameters: the steering angle of wheel i; and the difference between the linear acceleration of the wheel i and the longitudinal acceleration of the vehicle.
Alternatively, the longitudinal acceleration disturbance correction coefficient changes with changes in the mounting position and mounting manner of the vehicle-mounted acceleration sensor.
Alternatively, the calculation module 33 calculates the vehicle speed based on the following equation:
Figure BDA0002215305150000161
Figure BDA0002215305150000162
wherein the content of the first and second substances,
Figure BDA0002215305150000163
represents the vehicle speed at time k;
Figure BDA0002215305150000164
represents the vehicle speed at the time k-1; gamma rayi(Λai(k),δi(k) Represents a longitudinal vehicle speed correction gain coefficient of the wheel i at time k, i being 1,2,3, 4; deltai(k) Represents the steering angle of the wheel i at time k; v'xi(k) Representing the longitudinal vehicle speed at the vehicle mass center converted from the wheel speed of the wheel i at the moment k; max (V'xi(k) Represents the maximum longitudinal vehicle speed among the longitudinal vehicle speeds at the vehicle centroid converted from the wheel speeds of the respective wheels at time k; min (V'xi(k) Represents the minimum longitudinal vehicle speed among the longitudinal vehicle speeds at the vehicle centroid converted from the wheel speeds of the respective wheels at time k;
Figure BDA0002215305150000165
represents the wheel acceleration of the wheel i at time k; r represents a wheel radius; a isx(k) Represents the vehicle longitudinal acceleration at time k; Δ t represents a discrete time; λ represents a longitudinal acceleration disturbance correction coefficient; ki(k) A feedback gain coefficient representing a longitudinal vehicle speed estimation error of the wheel i at the time k; under driving conditions, medium + is active, and under braking conditions, medium-is active.
The specific implementation of the operations performed by the modules in the vehicle speed detection device according to the embodiment of the disclosure has been described in detail in the related method according to the embodiment of the disclosure, and will not be described again here.
According to still another embodiment of the present disclosure, there is provided a vehicle including the vehicle speed detection device according to the embodiment of the present disclosure. The vehicle may be a four-wheel, independently electrically driven vehicle, or other vehicle requiring a calculated vehicle speed.
Fig. 4 is a block diagram illustrating an electronic device 700 according to an example embodiment. As shown in fig. 4, the electronic device 700 may include: a processor 701 and a memory 702. The electronic device 700 may also include one or more of a multimedia component 703, an input/output (I/O) interface 704, and a communication component 705.
The processor 701 is configured to control the overall operation of the electronic device 700 to complete all or part of the steps of the vehicle speed detection method. The memory 702 is used to store various types of data to support operation at the electronic device 700, such as instructions for any application or method operating on the electronic device 700 and application-related data, such as contact data, transmitted and received messages, pictures, audio, video, and the like. The Memory 702 may be implemented by any type of volatile or non-volatile Memory device or combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic Memory, flash Memory, magnetic disk, or optical disk. The multimedia components 703 may include screen and audio components. Wherein the screen may be, for example, a touch screen and the audio component is used for outputting and/or inputting audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may further be stored in the memory 702 or transmitted through the communication component 705. The audio assembly also includes at least one speaker for outputting audio signals. The I/O interface 704 provides an interface between the processor 701 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 705 is used for wired or wireless communication between the electronic device 700 and other devices. Wireless Communication, such as Wi-Fi, bluetooth, Near Field Communication (NFC), 2G, 3G, or 4G, or a combination of one or more of them, so that the corresponding Communication component 705 may include: Wi-Fi module, bluetooth module, NFC module.
In an exemplary embodiment, the electronic Device 700 may be implemented by one or more Application Specific Integrated Circuits (ASICs), Digital Signal Processors (DSPs), Digital Signal Processing Devices (DSPDs), Programmable Logic Devices (PLDs), Field Programmable Gate Arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components for performing the vehicle speed detection method described above.
In another exemplary embodiment, a computer readable storage medium comprising program instructions which, when executed by a processor, implement the steps of the vehicle speed detection method described above is also provided. For example, the computer readable storage medium may be the memory 702 described above including program instructions executable by the processor 701 of the electronic device 700 to perform the vehicle speed detection method described above.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, various possible combinations will not be separately described in this disclosure.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims (10)

1. A vehicle speed detection method, characterized by comprising:
acquiring a vehicle yaw rate, a steering angle of each wheel, a wheel speed of each wheel, a vehicle longitudinal acceleration and a correction coefficient;
converting the wheel speed of each wheel into a longitudinal vehicle speed at the centroid of the vehicle by using the acquired vehicle yaw rate, steering angle and wheel speed;
and calculating the vehicle speed by using the vehicle longitudinal acceleration, the correction coefficient and each longitudinal vehicle speed, wherein the correction coefficient comprises at least one of a longitudinal acceleration disturbance correction coefficient, a feedback gain coefficient of a longitudinal vehicle speed estimation error and a longitudinal vehicle speed correction gain coefficient, the longitudinal acceleration disturbance correction coefficient is used for correcting the vehicle longitudinal acceleration, the feedback gain coefficient of the longitudinal vehicle speed estimation error is used for correcting a vehicle speed calculation error caused by slipping wheels, and the longitudinal vehicle speed correction gain coefficient is used for correcting each longitudinal vehicle speed.
2. The method of claim 1, wherein the using the obtained vehicle yaw rate, steering angle and wheel speed to convert the wheel speed of each wheel to a longitudinal vehicle speed at the vehicle center of mass is based on the following equation:
Figure FDA0002215305140000011
Figure FDA0002215305140000012
Figure FDA0002215305140000013
Figure FDA0002215305140000014
wherein, V'x1、V′x2、V′x3、V′x4The longitudinal speed of the vehicle at the mass center is obtained by converting the wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel; r represents a wheel radius; w is a1、w2、w3、w4The wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are respectively; delta1、δ2、δ3、δ4The steering angles of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are respectively; bFRepresenting a tread between the left and right front wheels; bRRepresenting a wheel tread between the left rear wheel and the right rear wheel; lFRepresenting the distance of the vehicle's center of mass to the vehicle's front axle; lRRepresenting the distance of the vehicle's center of mass to the vehicle's rear axle; omegarRepresenting vehicle yaw rate.
3. The method of claim 1, wherein the feedback gain factor for the longitudinal vehicle speed estimation error is related to an error between: a difference between a wheel line acceleration and the vehicle longitudinal acceleration; and a difference between the longitudinal vehicle speed and a vehicle speed converted from a wheel speed.
4. The method of claim 3, wherein the feedback gain factor for the longitudinal vehicle speed estimation error is determined using the following equation:
Figure FDA0002215305140000021
wherein, Ki(k) A feedback gain coefficient representing a longitudinal vehicle speed estimation error of the wheel i at time k, wherein i is 1,2,3, 4; a isxRepresenting the vehicle longitudinal acceleration; α and β are coefficients, respectively; v'xiRepresenting the longitudinal vehicle speed at the vehicle centroid, as converted from the wheel speed of wheel i; w is aiRepresents the wheel speed of wheel i; r represents a wheel radius;
Figure FDA0002215305140000022
represents a wheel acceleration of the wheel i;
the values of the coefficients α and β vary with the range in which the absolute value of the difference between the wheel linear acceleration and the vehicle longitudinal acceleration is different and the range in which the absolute value of the difference between the longitudinal vehicle speed and the vehicle speed converted from the wheel speed is different.
5. The method of claim 1,
the longitudinal vehicle speed correction gain factor is related to the following two parameters: the steering angle of wheel i; and the difference between the linear acceleration of wheel i and the longitudinal acceleration of the vehicle;
the longitudinal acceleration disturbance correction coefficient changes with the change of the installation position and the installation mode of the vehicle-mounted acceleration sensor.
6. The method according to any one of claims 1 to 5, characterized in that said calculating a vehicle speed using said vehicle longitudinal acceleration, said correction factor and each of said longitudinal vehicle speeds is carried out based on the following formula:
Figure FDA0002215305140000031
Figure FDA0002215305140000032
wherein the content of the first and second substances,
Figure FDA0002215305140000033
represents the vehicle speed at time k;
Figure FDA0002215305140000034
represents the vehicle speed at the time k-1; gamma rayi(Λai(k),δi(k) Represents a longitudinal vehicle speed correction gain coefficient of the wheel i at time k, i being 1,2,3, 4; deltai(k) Represents the steering angle of the wheel i at time k; v'xi(k) Representing the longitudinal vehicle speed at the vehicle mass center converted from the wheel speed of the wheel i at the moment k; max (V'xi(k) Represents the maximum longitudinal vehicle speed among the longitudinal vehicle speeds at the vehicle centroid converted from the wheel speeds of the respective wheels at time k; min (V'xi(k) Represents the minimum longitudinal vehicle speed among the longitudinal vehicle speeds at the vehicle centroid converted from the wheel speeds of the respective wheels at time k;
Figure FDA0002215305140000035
represents the wheel acceleration of the wheel i at time k; r represents a wheel radius; a isx(k) Represents the vehicle longitudinal acceleration at time k; Δ t represents a discrete time; λ represents the longitudinal acceleration disturbance correction coefficient; ki(k) A feedback gain coefficient representing a longitudinal vehicle speed estimation error of the wheel i at the time k; under driving conditions, medium + is active, and under braking conditions, medium-is active.
7. A vehicle speed detection device, characterized by comprising:
the device comprises an acquisition module, a correction module and a control module, wherein the acquisition module is used for acquiring a vehicle yaw velocity, a steering angle of each wheel, a wheel speed of each wheel, a vehicle longitudinal acceleration and a correction coefficient;
the conversion module is used for converting the wheel speed of each wheel into a longitudinal vehicle speed at the position of the mass center of the vehicle by using the acquired vehicle yaw angular speed, the steering angle and the wheel speed;
the calculation module is used for calculating the vehicle speed by using the vehicle longitudinal acceleration, the correction coefficient and each longitudinal vehicle speed, wherein the correction coefficient comprises at least one of a longitudinal acceleration disturbance correction coefficient, a feedback gain coefficient of a longitudinal vehicle speed estimation error and a longitudinal vehicle speed correction gain coefficient, the longitudinal acceleration disturbance correction coefficient is used for correcting the vehicle longitudinal acceleration, the feedback gain coefficient of the longitudinal vehicle speed estimation error is used for correcting a vehicle speed calculation error caused by slipping of a wheel, and the longitudinal vehicle speed correction gain coefficient is used for correcting each longitudinal vehicle speed.
8. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the method according to any one of claims 1 to 6.
9. An electronic device, comprising:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to carry out the steps of the method of any one of claims 1 to 6.
10. A vehicle characterized by comprising the vehicle speed detection device according to claim 7.
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