CN113844415A - Control method and control system for intelligent driving vehicle - Google Patents
Control method and control system for intelligent driving vehicle Download PDFInfo
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- CN113844415A CN113844415A CN202111183020.3A CN202111183020A CN113844415A CN 113844415 A CN113844415 A CN 113844415A CN 202111183020 A CN202111183020 A CN 202111183020A CN 113844415 A CN113844415 A CN 113844415A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
Abstract
The application discloses a control method and a control system for an intelligent driving vehicle, wherein the control method comprises the following steps: the automatic driving area controller acquires the expected acceleration of the whole vehicle and the dead weight acceleration of the vehicle; the automatic driving area controller determines whether braking is needed or not according to the expected acceleration and the dead weight acceleration; if so, the automatic driving area controller sends a braking request to the intelligent braking system; and the intelligent braking system distributes braking force for the vehicle control unit and the hydraulic system according to the braking request. This application carries out the braking coordinated control between motor and the hydraulic system through intelligent braking system for whole car braking force is controllable, has improved the travelling comfort, has realized the motor braking energy recuperation maximize simultaneously, has improved energy recuperation efficiency.
Description
Technical Field
The present disclosure relates to the field of vehicle technologies, and more particularly, to a control method and a control system for an intelligent driving vehicle.
Background
With the development of scientific technology, intellectualization and electromotion become important trends of current automobile development. The intelligent driving function can automatically control the transverse and longitudinal movement of the vehicle, and the comfort of drivers and passengers is greatly improved. For pure electric vehicles and hybrid electric vehicles, the battery can be charged by braking with the motor in the deceleration process, so that the braking energy recovery is realized. In an Adaptive Cruise Control (ACC) mode, an automatic driving area controller (ADU) monitors a driving environment in front of a vehicle in real time, automatically adjusts a longitudinal driving speed within a set speed range, and automatically controls acceleration and deceleration of the vehicle to adapt to driving environment changes caused by the vehicle in front and/or road conditions, so as to reduce the operation burden of a driver.
In the prior art, the control scheme of adaptive cruise is as follows:
1. the ADU sends a JP _ torque req request (i.e., an acceleration request) to a Vehicle Control Unit (VCU), and the VCU controls the motor speed to realize drive Control. When JP _ Torque Req is more than or equal to 0, the vehicle is accelerated; when JP _ Torque Req is less than 0, the vehicle is decelerated, and braking energy is recovered.
2. The ADU sends a JP _ AccAxTar deceleration request (namely a braking request) to an intelligent braking system eBooster, and the eBooster controls a hydraulic system to realize the braking control of the whole vehicle.
However, the existing solutions have the following drawbacks;
1. the VCU and the eBooster are mutually independent to realize control, namely the VCU and the eBooster are in parallel control, when braking is needed, two sets of systems can work simultaneously, the braking force generated by the whole vehicle is the sum of the VCU and the eBooster, and the VCU and the eBooster are not in coordination matching, so that the total braking force of the whole vehicle is uncontrollable, different braking forces can be generated under different working conditions at the same pedal depth, the subjective evaluation is not good, and the comfort is poor;
2. because part of the braking energy of the motor is consumed by hydraulic braking friction in the braking process, the energy recovered by the motor is uncontrollable, the energy recovery maximization of the motor cannot be realized, and the energy recovery efficiency is poor.
Disclosure of Invention
The application provides a control method and a control system for an intelligent driving vehicle, braking coordination control between a motor and a hydraulic system is carried out through an intelligent braking system, so that the braking force of the whole vehicle is controllable, the comfort is improved, the maximization of motor braking energy recovery is realized, and the energy recovery efficiency is improved.
The application provides a control method of an intelligent driving vehicle, which comprises the following steps:
the automatic driving area controller acquires the expected acceleration of the whole vehicle and the dead weight acceleration of the vehicle;
the automatic driving area controller determines whether braking is needed or not according to the expected acceleration and the dead weight acceleration;
if so, the automatic driving area controller sends a braking request to the intelligent braking system;
and the intelligent braking system distributes braking force for the vehicle control unit and the hydraulic system according to the braking request.
Preferably, if the desired acceleration is less than the dead weight acceleration, braking is required.
Preferably, the braking request indicates generation of a braking force corresponding to a first difference, which is a difference between the self-weight acceleration and the desired acceleration.
Preferably, the intelligent braking system distributes braking force for the vehicle control unit and the hydraulic system according to the braking request, and specifically comprises:
acquiring the maximum braking acceleration of the motor;
if the first difference is larger than the maximum braking acceleration, calculating a difference value between the first difference and the maximum braking acceleration as a second difference;
and sending a first braking instruction to the vehicle control unit, and sending a second braking instruction to the hydraulic system, wherein the first braking instruction indicates that motor braking force corresponding to the maximum braking acceleration is generated, and the second braking instruction indicates that hydraulic braking force corresponding to the second difference is generated.
Preferably, the autonomous driving range controller transmits an acceleration request to the vehicle control unit if the desired acceleration is greater than the dead weight acceleration.
Preferably, the acceleration request indicates generation of a drive torque corresponding to a third difference, which is a difference between the desired acceleration and the self-weight acceleration.
Preferably, the acquiring of the dead weight acceleration of the vehicle specifically comprises:
acquiring the longitudinal acceleration of the intelligent driving vehicle;
collecting road surface acceleration of an intelligent driving vehicle;
and calculating the difference value of the longitudinal acceleration and the road surface acceleration as the dead weight acceleration of the vehicle.
The application also provides a control system of the intelligent driving vehicle, which comprises an automatic driving area controller, an intelligent braking system and a vehicle control unit;
the automatic driving area controller comprises a first acquisition module, a judgment module and a braking request sending module; the intelligent brake system comprises a distribution module;
the first acquisition module is used for acquiring the expected acceleration of the whole vehicle and the dead weight acceleration of the vehicle;
the judgment module is used for determining whether braking is needed according to the expected acceleration and the dead weight acceleration;
the braking request sending module is used for sending a braking request to the intelligent braking system;
the distribution module is used for distributing braking force for the vehicle control unit and the hydraulic system according to the braking request.
Preferably, the distribution module comprises a second acquisition module, a first calculation module and a braking instruction sending module;
the second acquisition module is used for acquiring the maximum braking acceleration of the motor;
the first calculation module is used for calculating a difference value between a first difference and the maximum braking acceleration to serve as a second difference, and the first difference is a difference value between the self-weight acceleration and the expected acceleration;
the braking instruction sending module is used for sending a first braking instruction to the vehicle control unit and sending a second braking instruction to the hydraulic system, wherein the first braking instruction indicates that motor braking force corresponding to the maximum braking acceleration is generated, and the second braking instruction indicates that hydraulic braking force corresponding to the second difference is generated.
Preferably, the first acquiring module comprises a longitudinal acceleration acquiring module, a road surface acceleration acquiring module and a second calculating module;
the longitudinal acceleration acquisition module is used for acquiring the longitudinal acceleration of the intelligent driving vehicle;
the road surface acceleration acquisition module is used for acquiring the road surface acceleration of the intelligent driving vehicle;
the second calculation module is used for calculating the difference value between the longitudinal acceleration and the road surface acceleration to serve as the self-weight acceleration of the vehicle.
Further features of the present application and advantages thereof will become apparent from the following detailed description of exemplary embodiments thereof, which is to be read in connection with the accompanying drawings.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the application and together with the description, serve to explain the principles of the application.
FIG. 1 is a flow chart of a control method for an intelligent drive vehicle provided herein;
FIG. 2 is a schematic structural diagram of a control method for an intelligent driving vehicle provided by the present application;
FIG. 3 is a schematic diagram of an autonomous driving range controller provided in the present application;
fig. 4 is a schematic structural diagram of a first obtaining module provided in the present application;
fig. 5 is a schematic structural diagram of the intelligent braking system provided in the present application.
Detailed Description
Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that: the relative arrangement of the components and steps, the numerical expressions, and numerical values set forth in these embodiments do not limit the scope of the present application unless specifically stated otherwise.
The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the application, its application, or uses.
Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail, but are intended to be part of the specification where appropriate.
In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values.
The application provides a control method and a control system of an intelligent driving vehicle, which are suitable for a self-adaptive cruise mode, brake coordination control between a motor and a hydraulic system is carried out through an intelligent brake system, so that the braking force of the whole vehicle is controllable, the comfort is improved, the maximum braking force of the motor is utilized, the auxiliary braking is carried out through the hydraulic system, the maximum braking energy recovery of the motor is realized, and the energy recovery efficiency is improved. Meanwhile, the control is carried out by combining the gradient and the vehicle motion, a braking energy recovery framework and a control strategy are formed, the braking energy efficiency of the motor in the braking process can be effectively improved, and the subjective feeling of a driver is improved.
Example one
As shown in fig. 1, the control method of the smart driving vehicle provided by the present application includes:
s110: the ADU obtains the expected acceleration a of the whole vehiclePeriod of timeAnd the acceleration a of the vehicle's own weightSelf-weight。
Specifically, the ADU determines a desired acceleration of the entire vehicle in accordance with a driving environment (including a vehicle speed, a front vehicle distance, obstacle information, and the like).
As an embodiment, acquiring the dead weight acceleration of the vehicle specifically includes:
s1101: obtaining longitudinal acceleration a of an intelligent driving vehicleMeasuring。
Specifically, the longitudinal acceleration represents the torque or braking force output by the control system of the intelligent driving vehicle to the vehicle, and the longitudinal acceleration of the intelligent driving vehicle can be directly measured through an inertial navigation module of the vehicle, or can be measured through other known technical means.
In this application, according to the driving direction of intelligent driving vehicle, longitudinal acceleration is positive during acceleration, and longitudinal acceleration is negative during deceleration.
S1102: collecting road surface acceleration a of an intelligent driving vehicleGround。
Specifically, the road surface acceleration represents the acceleration of the smart driving vehicle with respect to the road surface, and can be obtained by calculating the wheel speed derivative of the vehicle speed.
In this application, according to the direction of motion of wheel, road surface acceleration is positive when accelerating, and road surface acceleration is negative when decelerating.
S1103: calculating the difference between the longitudinal acceleration and the road surface acceleration as the dead weight acceleration a of the vehicleSelf-weight。
The dead weight acceleration is an acceleration generated to the intelligent driving vehicle by the dead weight of the intelligent driving vehicle in the driving process.
The running of the vehicle comprises an uphill working condition, a downhill working condition and a flat ground working condition.
Under the working condition of uphill, the headstock faces upwards, the included angle between the moving direction of the vehicle and the dead weight of the vehicle is more than 90 degrees, and the deceleration, namely a, generated by decomposing the dead weight in the moving direction of the vehicle isSelf-weight< 0, the dead weight acceleration is negative.
Under the working condition of downhill, the headstock faces downwards, the included angle between the moving direction of the vehicle and the dead weight of the vehicle is less than 90 degrees, and the dead weight is decomposed in the moving direction of the vehicle to generate acceleration, namely aSelf-weightGreater than 0, acceleration of dead weight ofIs positive.
Under the working condition of flat ground, the gradient is 0, and the acceleration and deceleration, namely the dead weight acceleration a, can not be generated by the dead weight of the vehicleSelf-weight0. Under the working condition of flat ground, the dead weight of the vehicle does not influence the torque and the braking force of the intelligent driving vehicle, so the method is mainly explained aiming at the working condition of uphill and downhill.
Determining the acceleration required by the control system of the vehicle, i.e. a, by the acceleration due to the vehicle's own weight and the acceleration of the vehicle's road surface during the travel of the vehicleMeasuring＝aGround+aSelf-weightThus, aSelf-weight＝aMeasuring-aGroundThereby obtaining the self-weight acceleration of the intelligent driving vehicle.
S120: the autopilot domain controller ADU determines whether braking is required depending on the desired acceleration and the dead weight acceleration. If yes, go to S130; otherwise, S150 is performed.
During the adaptive cruise process, the torque or braking force output by the control system of the intelligent driving vehicle is determined by the relation between the expected acceleration and the dead weight acceleration, namely on the basis of the dead weight acceleration, the control system realizes the expected acceleration by outputting the torque or braking force.
If the desired acceleration is less than the dead weight acceleration (a)Period of time＜aSelf-weight) Braking is required. If the desired acceleration is greater than the dead weight acceleration (a)Period of time＞aSelf-weight) Acceleration is required. If the desired acceleration is equal to the dead weight acceleration (a)Period of time＝aSelf-weight) The control system does not need to output torque or braking force.
S130: the ADU sends a braking request to an intelligent braking system eBooster, and the braking request indicates that a difference a between the generated braking request and a first difference a1Corresponding braking force, the first difference being the acceleration of self-weight aSelf-weightWith a desired acceleration aPeriod of timeThe difference between them, i.e. a1＝aSelf-weight-aPeriod of time。
S140: and the intelligent brake system eBooster distributes braking force for the VCU and the hydraulic system of the vehicle control unit according to the braking request.
In the application, corresponding braking force is distributed to the VCU and the hydraulic system through the intelligent brake system eBooster, and the sum of the accelerated speeds generated by the braking force of the VCU and the hydraulic system is a first difference.
Specifically, the intelligent braking system distributes braking force for the vehicle control unit and the hydraulic system according to the braking request, and specifically comprises:
s1401: obtaining the maximum braking acceleration a of the motormax。
S1402: judging the first difference a1Whether or not it is greater than the maximum braking acceleration amax. If yes, go to S1403; otherwise, i.e. the first difference a1Less than or equal to the maximum braking acceleration amaxAnd S1405 is executed.
S1403: if the first difference a1Greater than the maximum braking acceleration amaxIf the motor braking force cannot meet the requirement and hydraulic braking force is needed for assistance, a first difference a is calculated1With maximum braking acceleration amaxThe difference between them as a second difference a2。
S1404: sending a first braking instruction to a VCU of the vehicle control unit and sending a second braking instruction to a hydraulic system, wherein the first braking instruction indicates generation of a maximum braking acceleration amaxCorresponding motor braking force, second braking instruction indicating generation of second difference a2Corresponding hydraulic braking force.
S1405: if the first difference a1Less than or equal to the maximum braking acceleration amaxAnd if the motor braking force is enough to meet the requirement, a third braking instruction is sent to the VCU of the vehicle control unit, and the third braking instruction indicates that the first difference a is generated1The corresponding motor generates power.
S150: the autopilot domain controller ADU determines whether acceleration is required depending on the desired acceleration and the dead weight acceleration. If yes, go to S160; otherwise, S170 is performed.
S160: the ADU sends an acceleration request to the VCU, and the acceleration request indicates the generation of a third difference a3Corresponding drive torque, third difference a3At a desired acceleration aPeriod of timeAcceleration of self weight aSelf-weightA difference of (a)3＝aPeriod of time-aSelf-weight。
S170: at this time, aPeriod of time＝aSelf-weightThe automatic driving domain controller ADU does not send any request.
Note that, unlike braking and acceleration (with respect to the road surface) in the related art, in the present application, braking and acceleration in steps S120 and S150 are with respect to the dead-weight acceleration. See the following examples for uphill and downhill conditions.
During downhill descent, assume aSelf-weight0.2g, wherein g represents the acceleration of gravity, and generally 9.80665m/s2。
A. Suppose aPeriod of time＝0.3g，aPeriod of time＞aSelf-weightThe ADU sends an acceleration request to the VCU, which generates a drive torque corresponding to 0.1g of acceleration.
B. If a is aPeriod of time＝0.2g，aPeriod of time＝aSelf-weightAnd the ADU does not send an acceleration request or a braking request and can realize the acceleration and braking by depending on the weight of the vehicle.
C. If a is aPeriod of time＝0.1g，aPeriod of time＜aSelf-weightThe ADU sends a braking request to eboaster, the braking request indicating that 0.1g of braking force is generated. The eBooster firstly judges the capability of the motor capable of generating braking at the moment, and if the maximum braking acceleration a of the motor at the moment ismaxWhen the speed is 0.15g, the eboaster sends a third brake command to the ADU, the third brake command indicates that the electric machine brake power corresponding to the deceleration of 0.1g is generated, and the hydraulic pressure does not need to be actuated.
D. If a is aPeriod of time0g (i.e. the whole vehicle needs to be at a constant speed) at the moment, aPeriod of time＜aSelf-weightThe ADU sends a braking request to eboister indicating that a braking force of 0.2g is generated. The eBooster firstly judges the capability of the motor capable of generating braking at the moment, and if the maximum braking acceleration a of the motor at the moment ismaxWhen the brake force reaches 0.15g, the eBooster sends a first brake command to the VCU and a second brake command to the hydraulic system, wherein the first brake command indicates that the motor brake force corresponding to the deceleration of 0.15g is generated, and the second brake command indicates that the deceleration of 0.05g is generatedCorresponding hydraulic braking force.
E. If a is aPeriod of time＝-0.2g，aPeriod of time＜aSelf-weightThe ADU sends a braking request to eboister indicating that a braking force of 0.4g is generated. The eBooster firstly judges the capability of the motor capable of generating braking at the moment, and if the maximum braking acceleration a of the motor at the moment ismaxWhen the brake command is 0.15g, the eBooster sends a first brake command to the VCU, wherein the first brake command indicates that motor braking force corresponding to a deceleration of 0.15g is generated, and sends a second brake command to the hydraulic system, wherein the second brake command indicates that hydraulic braking force corresponding to a deceleration of 0.25g is generated.
During uphill, assume aSelf-weight＝-0.2g：
A. If a is aPeriod of time＝0.3g，aPeriod of time＞aSelf-weightThe ADU sends an acceleration request to the VCU, which generates a drive torque corresponding to 0.5g of acceleration.
B. If a is aPeriod of time0g (i.e. the whole vehicle needs to be at a constant speed) at the moment, aPeriod of time＞aSelf-weightThe ADU sends an acceleration request to the VCU, which generates a drive torque corresponding to 0.2g of acceleration.
C. If a is aPeriod of time＝-0.2g，aPeriod of time＝aSelf-weightAnd the ADU does not send an acceleration request or a braking request and can realize the acceleration and braking by depending on the weight of the vehicle.
D. If a is aPeriod of time＝-0.3g，aPeriod of time＜aSelf-weightThe ADU sends a braking request to eboaster, the braking request indicating that 0.1g of braking force is generated. The eBooster firstly judges the capability of the motor capable of generating braking at the moment, and if the maximum braking acceleration a of the motor at the moment ismaxWhen the speed is 0.15g, the eboaster sends a third brake command to the ADU, the third brake command indicates that the electric machine brake power corresponding to the deceleration of 0.1g is generated, and the hydraulic pressure does not need to be actuated.
E. If a is aPeriod of time＝-0.4g，aPeriod of time＜aSelf-weightThe ADU sends a braking request to eboister indicating that a braking force of 0.2g is generated. The eBooster firstly judges the capability of the motor capable of generating braking at the moment, and if the maximum braking of the motor is added at the momentSpeed amaxWhen the brake command is 0.15g, the eBooster sends a first brake command to the VCU, wherein the first brake command indicates that motor braking force corresponding to a deceleration of 0.15g is generated, and sends a second brake command to the hydraulic system, wherein the second brake command indicates that hydraulic braking force corresponding to a deceleration of 0.05g is generated.
F. If a is aPeriod of timeAt-0.6 g, the ADU sends a braking request to the eboster indicating that 0.4g of braking force is generated. The eBooster firstly judges the capability of the motor capable of generating braking at the moment, and if the maximum braking acceleration a of the motor at the moment ismaxWhen the brake command is 0.15g, the eBooster sends a first brake command to the VCU, wherein the first brake command indicates that motor braking force corresponding to a deceleration of 0.15g is generated, and sends a second brake command to the hydraulic system, wherein the second brake command indicates that hydraulic braking force corresponding to a deceleration of 0.25g is generated.
Example two
As shown in fig. 2, the control system of the intelligent driving vehicle provided by the present application includes an automatic driving area controller ADU 210, an intelligent braking system eboster 220, and a vehicle control unit VCU 230. The ADU 210 sends an acceleration request to the VCU 230 while sending a braking request to the eBooster 220, and the eBooster 220 distributes the braking forces generated by the VCU 230 and the hydraulic system.
As shown in fig. 3, the automatic driving area controller ADU 210 includes a first obtaining module 2101, a judging module 2102, and a braking request transmitting module 2103.
The first obtaining module 2101 is used for obtaining the expected acceleration of the whole vehicle and the self-weight acceleration of the vehicle.
The decision module 2102 is configured to determine whether braking is required based on the desired acceleration and the deadweight acceleration.
The braking request sending module 2103 is used for sending a braking request to the intelligent braking system.
The distribution module 2104 is used to distribute braking force to the vehicle control unit and the hydraulic system according to the braking request.
Preferably, as shown in fig. 4, the first acquiring module 2101 includes a longitudinal acceleration acquiring module 21011, a road surface acceleration acquiring module 21012, and a second calculating module 21013.
The longitudinal acceleration acquisition module 21011 is used for acquiring the longitudinal acceleration of the intelligent driving vehicle;
the road surface acceleration acquisition module 21012 is used for acquiring the road surface acceleration of the intelligent driving vehicle;
the second calculating module 21013 is used for calculating the difference between the longitudinal acceleration and the road surface acceleration as the dead weight acceleration of the vehicle.
The intelligent braking system 220 includes a distribution module 2201, and the distribution module 2201 is configured to distribute braking force to the vehicle control unit and the hydraulic system according to the braking request.
Preferably, as shown in fig. 5, the distribution module 2201 comprises a second acquisition module 22011, a first calculation module 22012 and a braking instruction sending module 22013.
The second obtaining module 22011 is used for obtaining the maximum braking acceleration of the motor.
The first calculation module 22012 is configured to calculate a difference between the first difference and the maximum braking acceleration as the second difference.
The braking instruction sending module 22013 is configured to send a first braking instruction to the vehicle controller, and send a second braking instruction to the hydraulic system, where the first braking instruction indicates that a motor braking force corresponding to the maximum braking acceleration is generated, and the second braking instruction indicates that a hydraulic braking force corresponding to the second difference is generated.
Although some specific embodiments of the present application have been described in detail by way of example, it should be understood by those skilled in the art that the above examples are for illustrative purposes only and are not intended to limit the scope of the present application. It will be appreciated by those skilled in the art that modifications may be made to the above embodiments without departing from the scope and spirit of the present application. The scope of the application is defined by the appended claims.
Claims (10)
1. A control method of an intelligent driving vehicle, characterized by comprising:
the automatic driving area controller acquires the expected acceleration of the whole vehicle and the dead weight acceleration of the vehicle;
the automatic driving domain controller determines whether braking is needed according to the expected acceleration and the dead weight acceleration;
if so, the automatic driving area controller sends a braking request to an intelligent braking system;
and the intelligent braking system distributes braking force for the whole vehicle controller and the hydraulic system according to the braking request.
2. The control method of a smart driving vehicle according to claim 1, characterized in that braking is required if the desired acceleration is smaller than the self-weight acceleration.
3. The control method of an intelligent driving vehicle according to claim 1 or 2, wherein the braking request indicates generation of a braking force corresponding to a first difference, which is a difference between the deadweight acceleration and the desired acceleration.
4. The control method of the intelligent driving vehicle as claimed in claim 3, wherein the intelligent braking system distributes braking force to the vehicle control unit and the hydraulic system according to the braking request, and specifically comprises:
acquiring the maximum braking acceleration of the motor;
if the first difference is larger than the maximum braking acceleration, calculating a difference value between the first difference and the maximum braking acceleration as a second difference;
and sending a first braking instruction to the vehicle control unit, and sending a second braking instruction to the hydraulic system, wherein the first braking instruction indicates that a motor braking force corresponding to the maximum braking acceleration is generated, and the second braking instruction indicates that a hydraulic braking force corresponding to the second difference is generated.
5. The control method of the intelligent driving vehicle as claimed in claim 2, wherein if the expected acceleration is greater than the dead weight acceleration, the automatic driving domain controller sends an acceleration request to the vehicle control unit.
6. The control method of a smart driving vehicle according to claim 5, characterized in that the acceleration request indicates generation of a driving torque corresponding to a third difference, which is a difference value between the desired acceleration and the self-weight acceleration.
7. The control method of the intelligent driving vehicle according to claim 1, wherein the obtaining of the self-weight acceleration of the vehicle specifically comprises:
acquiring the longitudinal acceleration of the intelligent driving vehicle;
collecting road surface acceleration of the intelligent driving vehicle;
and calculating the difference value of the longitudinal acceleration and the road surface acceleration as the dead weight acceleration of the vehicle.
8. A control system of an intelligent driving vehicle is characterized by comprising an automatic driving area controller, an intelligent braking system and a vehicle control unit;
the automatic driving area controller comprises a first acquisition module, a judgment module and a braking request sending module; the intelligent brake system comprises a distribution module;
the first acquisition module is used for acquiring the expected acceleration of the whole vehicle and the dead weight acceleration of the vehicle;
the judging module is used for determining whether braking is needed according to the expected acceleration and the dead weight acceleration;
the braking request sending module is used for sending a braking request to the intelligent braking system;
the distribution module is used for distributing braking force for the vehicle control unit and the hydraulic system according to the braking request.
9. The control system of the intelligent driving vehicle of claim 8, wherein the distribution module comprises a second acquisition module, a first calculation module and a braking instruction sending module;
the second acquisition module is used for acquiring the maximum braking acceleration of the motor;
the first calculation module is used for calculating a difference value between a first difference and the maximum braking acceleration to serve as a second difference, and the first difference is a difference value between the self-weight acceleration and the expected acceleration;
the braking instruction sending module is used for sending a first braking instruction to the vehicle control unit and sending a second braking instruction to the hydraulic system, wherein the first braking instruction indicates that motor braking force corresponding to the maximum braking acceleration is generated, and the second braking instruction indicates that hydraulic braking force corresponding to the second difference is generated.
10. The control system of a smart driving vehicle of claim 8, wherein the first acquisition module comprises a longitudinal acceleration acquisition module, a road surface acceleration acquisition module, and a second calculation module;
the longitudinal acceleration acquisition module is used for acquiring the longitudinal acceleration of the intelligent driving vehicle;
the road surface acceleration acquisition module is used for acquiring the road surface acceleration of the intelligent driving vehicle;
the second calculation module is used for calculating the difference value between the longitudinal acceleration and the road surface acceleration as the dead weight acceleration of the vehicle.
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