CN114435353A - Vehicle control method and device, storage medium, electronic equipment and vehicle - Google Patents
Vehicle control method and device, storage medium, electronic equipment and vehicle Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
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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
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Abstract
The disclosure relates to a method and a device for vehicle control, a storage medium, an electronic device and a vehicle. The method comprises the following steps: the method comprises the steps of obtaining the current speed of a vehicle, the current speed of a previous vehicle, the running state of the previous vehicle and the distance between the vehicle and the previous vehicle, determining the condition that the previous vehicle is in a running abnormal state and the distance is less than or equal to a first preset distance threshold value in response to the fact that the current speed of the vehicle is greater than the current speed of the previous vehicle, and obtaining a first target torque enabling the vehicle to run at a constant speed; acquiring a second target torque according to the first target torque, the current speed of the vehicle and the current speed of the front vehicle; the output torque of the host vehicle is then controlled in accordance with the second target torque so that the traveling speed of the host vehicle is less than or equal to the traveling speed of the preceding vehicle. Therefore, the automobile rear-end collision avoidance system can assist a driver to control the running speed of the automobile, avoid rear-end collision under the condition that emergency braking is not started, and simultaneously avoid the problem that people in the automobile are injured or feel uncomfortable due to sudden change of the automobile speed caused by the emergency braking.
Description
Technical Field
The present disclosure relates to the field of control, and in particular, to a method and an apparatus for controlling a vehicle, a storage medium, an electronic device, and a vehicle.
Background
On the expressway, the frequent occurrence of the rear-end collision accident of the vehicle is that the speed of the vehicle behind is relatively high after the front vehicle is abnormally decelerated due to the fault and the like, the reaction of the driver is not timely, the rear-end collision is caused, and even if the emergency braking is successful after the reaction of the driver, the vehicle speed suddenly changes due to the emergency braking, and the personnel in the vehicle can be injured or feel uncomfortable.
Disclosure of Invention
In order to solve the above problems, the present disclosure provides a method, an apparatus, a storage medium, an electronic device, and a vehicle of vehicle control.
In a first aspect, the present disclosure provides a method of vehicle control, the method comprising: acquiring the current speed of the vehicle, the current speed of the previous vehicle, the running state of the previous vehicle and the distance between the vehicle and the previous vehicle; responding to the condition that the current speed of the vehicle is greater than the current speed of the vehicle in front, determining that the vehicle in front is in an abnormal running state and the distance is less than or equal to a first preset distance threshold value, and acquiring a first target torque, wherein the first target torque is a target torque for enabling the vehicle to run at a constant speed; acquiring a second target torque according to the first target torque, the current speed of the vehicle and the current speed of the front vehicle; and controlling the output torque of the vehicle according to the second target torque so that the running speed of the vehicle is less than or equal to the running speed of the front vehicle.
Optionally, the obtaining the first target torque comprises: and acquiring the first target torque according to the mass of the vehicle, the rolling radius of the wheels, the current output torque and the current acceleration.
Optionally, obtaining a second target torque according to the first target torque, the current vehicle speed of the host vehicle, and the current vehicle speed of the preceding vehicle includes:
acquiring a target correction coefficient corresponding to the current speed of the vehicle according to the preset speed coefficient corresponding relation of the vehicle, wherein the target correction coefficient is used for representing the ratio of the driving resistance of the vehicle at the current speed of the vehicle to the speed of the vehicle, and the preset speed coefficient corresponding relation of the vehicle comprises the corresponding relation of the driving speed and the target correction coefficient;
the second target torque is calculated according to the following formula:
Tm＝T1-K1*(V11-V21)
wherein, TmRepresenting said second target torque, T1Representing said first target torque, K1Represents the target correction coefficient, V11Indicates the current speed, V, of the vehicle21And the current speed of the front vehicle is represented.
Optionally, after controlling the output torque of the host vehicle according to the second target torque, the method further includes: continuously acquiring the running speed of the vehicle and the running speed of the front vehicle; under the condition that the running speed of the vehicle is greater than that of the front vehicle, acquiring a new target correction coefficient corresponding to the running speed of the vehicle according to the preset vehicle speed coefficient corresponding relation; acquiring an updated second target torque according to the new target correction coefficient, the second target torque, the running speed of the vehicle and the running speed of the front vehicle; and controlling the output torque of the vehicle according to the updated second target torque until the running speed of the vehicle is less than or equal to that of the front vehicle.
Optionally, controlling the output torque of the host vehicle according to the second target torque includes: obtaining pedal actions of a driver of the vehicle; acquiring the required torque of the vehicle according to the pedal action; and when the second target torque is smaller than the required torque, taking the second target torque as the output torque of the host vehicle.
Optionally, the manner of determining that the preceding vehicle is in the abnormal driving state includes at least one of:
under the condition that the tail lamp state of the preceding vehicle is a double-flash state, determining that the preceding vehicle is in an abnormal driving state;
determining that the front vehicle is in an abnormal driving state under the condition that the tail lamp state of the front vehicle is a braking state;
acquiring the deceleration of the preceding vehicle, and determining that the preceding vehicle is in the abnormal running state when the deceleration is larger than a preset deceleration threshold.
In a second aspect, the present disclosure provides an apparatus for vehicle control, the apparatus comprising:
the first detection module is used for acquiring the current speed of the vehicle, the current speed of the front vehicle, the running state of the front vehicle and the distance between the vehicle and the front vehicle;
the first target torque acquisition module is used for responding to the condition that the current speed of the vehicle is greater than the current speed of the vehicle ahead, determining that the vehicle ahead is in an abnormal running state and the distance is less than or equal to a first preset distance threshold value, and acquiring a first target torque;
the second target torque acquisition module is used for acquiring a second target torque according to the first target torque, the current speed of the vehicle and the current speed of the vehicle ahead;
and the torque control module is used for controlling the output torque of the vehicle according to the second target torque so as to enable the running speed of the vehicle to be less than or equal to the running speed of the front vehicle.
Optionally, the first target torque obtaining module is configured to obtain the first target torque according to the mass of the vehicle, the rolling radius of the wheels, the current output torque, and the current acceleration.
Optionally, the second target torque acquisition module is to:
acquiring a target correction coefficient corresponding to the current speed of the vehicle according to the preset speed coefficient corresponding relation of the vehicle, wherein the target correction coefficient is used for representing the ratio of the driving resistance of the vehicle at the current speed of the vehicle to the speed of the vehicle, and the preset speed coefficient corresponding relation of the vehicle comprises the corresponding relation of the driving speed and the target correction coefficient;
the second target torque is calculated according to the following formula:
Tm＝T1-K1*(V11-V21)，
wherein, TmRepresenting said second target torque, T1Representing said first target torque, K1Represents the target correction coefficient, V11Indicates the current speed, V, of the vehicle21And the current speed of the front vehicle is represented.
Optionally, the first detection module is further configured to continuously acquire a driving speed of the host vehicle and a driving speed of the leading vehicle; the second target torque obtaining module is further configured to obtain a new target correction coefficient corresponding to the running speed of the vehicle according to the preset vehicle speed coefficient corresponding relationship when the running speed of the vehicle is greater than the running speed of the preceding vehicle; acquiring an updated second target torque according to the new target correction coefficient, the second target torque, the running speed of the vehicle and the running speed of the front vehicle; the torque control module is further configured to control the output torque of the vehicle according to the updated second target torque until the driving speed of the vehicle is less than or equal to the driving speed of the preceding vehicle.
Optionally, the torque control module is to:
obtaining pedal actions of a driver of the vehicle;
acquiring the required torque of the vehicle according to the pedal action;
and when the second target torque is smaller than the required torque, taking the second target torque as the output torque of the host vehicle.
Optionally, the apparatus further comprises:
the driving state detection submodule is used for determining that the preceding vehicle is in the abnormal driving state in at least one of the following modes:
determining that the front vehicle is in an abnormal driving state under the condition that the tail lamp state of the front vehicle is in a double-flash state;
determining that the front vehicle is in an abnormal driving state under the condition that the tail lamp state of the front vehicle is a braking state;
acquiring deceleration of a preceding vehicle, and determining that the preceding vehicle is in a running abnormal state when the deceleration is larger than a preset deceleration threshold value.
In a third aspect, the present disclosure provides a vehicle comprising: the vehicle control apparatus according to the second aspect of the present disclosure.
In a fourth aspect, the present disclosure provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, performs the steps of the method of the first aspect of the present disclosure.
In a fifth aspect, the present disclosure provides an electronic device comprising: a memory having a computer program stored thereon; a processor for executing the computer program in the memory to implement the steps of the method of the first aspect of the disclosure.
By adopting the technical scheme, the current speed of the vehicle, the current speed of the front vehicle, the running state of the front vehicle and the distance between the vehicle and the front vehicle are obtained, the condition that the front vehicle is in the abnormal running state and the distance is less than or equal to a first preset distance threshold value is determined in response to the fact that the current speed of the vehicle is greater than the current speed of the front vehicle, and a first target torque enabling the vehicle to run at a constant speed is obtained; acquiring a second target torque according to the first target torque, the current speed of the vehicle and the current speed of the front vehicle; the output torque of the vehicle is then controlled in accordance with the second target torque so that the traveling speed of the vehicle is less than or equal to the traveling speed of the preceding vehicle. Therefore, when the driving abnormality of the front vehicle is determined, the auxiliary driving device assists the driver to control the driving speed of the vehicle, can avoid rear-end collision under the condition that emergency braking is not started, simultaneously avoids the problem that people in the vehicle are injured or feel uncomfortable due to sudden change of the vehicle speed caused by the emergency braking, and improves the safety and the comfort of the vehicle.
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 is a schematic diagram of an application scenario of a vehicle control method provided by an embodiment of the present disclosure;
FIG. 2 is a flow chart of a method of vehicle control provided by an embodiment of the present disclosure;
FIG. 3a is a schematic diagram of a corresponding relationship between a pedal opening degree and a required torque of a vehicle according to an embodiment of the present disclosure;
FIG. 3b is a schematic diagram of a corresponding relationship between a driving speed and a resistance of a vehicle according to an embodiment of the disclosure;
fig. 3c is a schematic diagram of a corresponding relationship between a running speed of a vehicle and a target correction coefficient according to an embodiment of the present disclosure;
FIG. 4 is a flow chart of another method of vehicle control provided by an embodiment of the present disclosure;
FIG. 5 is a schematic structural diagram of a vehicle control apparatus provided in an embodiment of the present disclosure;
FIG. 6 is a schematic structural diagram of another vehicle control apparatus provided in the embodiments of the present disclosure;
FIG. 7 is a block diagram of a vehicle provided by an embodiment of the present disclosure;
fig. 8 is a block diagram of an electronic device provided by an embodiment of the present disclosure;
fig. 9 is a block diagram of another electronic device provided by embodiments of the present disclosure.
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.
In the description that follows, the terms "first," "second," and the like are used for descriptive purposes only and are not intended to indicate or imply relative importance nor order to be construed.
First, an application scenario of the present disclosure will be explained. The method can be applied to the field of vehicle control, and particularly can be applied to a scene of avoiding rear-end collision accidents of front and rear vehicles through vehicle control under high-speed driving. Fig. 1 is a schematic diagram of an application scenario of the present disclosure, as shown in fig. 1, where the application scenario includes a host vehicle and a leading vehicle, and after the leading vehicle abnormally decelerates due to a fault or the like, a rear-end collision is easily caused when a driver of the host vehicle does not react in time. In the related art, the vehicle may use an automatic emergency braking system to find that a front vehicle suddenly brakes in a short distance, and a driver of the vehicle does not have time to make a braking reaction, and automatically perform emergency braking on the vehicle to reduce the vehicle speed, so as to prevent rear-end collision. However, the system is often a passive emergency braking action before the front vehicle and the rear vehicle are close to each other and a collision risk still exists because the front vehicle and the rear vehicle cannot be braked before being collided with each other due to the close distance; in addition, sudden changes in the speed of the vehicle due to sudden braking may cause injury or discomfort to occupants in the vehicle.
In order to solve the above problems, the present disclosure provides a method, an apparatus, a storage medium, an electronic device, and a vehicle for controlling a vehicle, the method acquiring a first target torque for causing the vehicle to travel at a constant speed by acquiring a current vehicle speed of the vehicle, a current vehicle speed of a preceding vehicle, a traveling state of the preceding vehicle, and a distance between the vehicle and the preceding vehicle, determining a condition that the preceding vehicle is in a traveling abnormal state and the distance is less than or equal to a first preset distance threshold in response to the current vehicle speed of the vehicle being greater than the current vehicle speed of the preceding vehicle; acquiring a second target torque according to the first target torque, the current speed of the vehicle and the current speed of the front vehicle; the output torque of the host vehicle is then controlled in accordance with the second target torque so that the traveling speed of the host vehicle is less than or equal to the traveling speed of the preceding vehicle. Therefore, when the driving abnormality of the front vehicle is determined, the auxiliary driving device assists the driver to control the driving speed of the vehicle, can avoid rear-end collision under the condition that emergency braking is not started, simultaneously avoids the problem that people in the vehicle are injured or feel uncomfortable due to sudden change of the vehicle speed caused by the emergency braking, and improves the safety and the comfort of the vehicle.
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings.
Fig. 2 is a method for controlling a vehicle, which may be applied to a host vehicle, as shown in fig. 2, according to an embodiment of the present disclosure, and the method includes:
s201, acquiring the current speed of the vehicle, the current speed of the vehicle in front, the running state of the vehicle in front and the distance between the vehicle and the vehicle in front.
In this step, the running speed of the vehicle itself may be obtained by the speed sensor, and the obtained running speed of the vehicle itself is used as the current vehicle speed of the vehicle, and the running speed of the preceding vehicle and the distance between the vehicle and the preceding vehicle are obtained by the radar speed measurement module or the laser speed measurement module, and the obtained running speed of the preceding vehicle is used as the current vehicle speed of the preceding vehicle. The current vehicle speed of the vehicle and the current vehicle speed of the preceding vehicle are obtained, and the embodiment is not limited herein.
In addition, the driving state of the leading vehicle may include a tail lamp state and/or a speed state of the leading vehicle, for example, the tail lamp state of the leading vehicle may be obtained through a camera or a forward looking module of the host vehicle, and the speed state of the leading vehicle, such as a sudden deceleration state, a sudden acceleration state, and the like, may be obtained through a radar speed measuring module.
S202, in response to the fact that the current speed of the vehicle is larger than the current speed of the vehicle in front, determining that the vehicle in front is in an abnormal running state and the distance is smaller than or equal to a first preset distance threshold value, and obtaining a first target torque.
The first target torque is a target torque enabling the vehicle to run at a constant speed.
In this step, the travel resistance of the host vehicle may be set as the first target torque, so that the acceleration of the host vehicle may be made 0, that is, the host vehicle is caused to travel at a constant speed. The travel resistance may include rolling resistance, air resistance, and grade resistance.
The first preset distance threshold may be selected according to actual conditions or experience, and may be, for example, 100 meters, or any value between 10 meters and 500 meters.
In addition, in the application scenario of the present disclosure shown in fig. 1, after the preceding vehicle abnormally decelerates due to a fault or the like, the driving state may change, for example, suddenly decelerates, the tail lamp state changes to the double-flash state or the braking state, and the host vehicle may determine that the preceding vehicle is in the abnormal driving state according to the acquired driving state of the preceding vehicle.
And S203, acquiring a second target torque according to the first target torque, the current speed of the vehicle and the current speed of the vehicle ahead.
In this step, the preset torque value may be reduced on the basis of the first target torque to obtain the second target torque. A preset fixed torque value may be taken as the preset torque value; or one of a plurality of preset values can be selected as the preset torque value according to the difference value between the current vehicle speed of the vehicle and the current vehicle speed of the front vehicle. The fixed torque value or values may be determined from vehicle test data.
For example, if the difference between the current vehicle speed of the host vehicle and the current vehicle speed of the preceding vehicle is greater than or equal to 50km/h, the preset torque value may be 20 nm; if the difference between the current vehicle speed of the vehicle and the current vehicle speed of the vehicle ahead is greater than or equal to 30 kilometers per hour and less than 50 kilometers per hour, the preset torque value can be 15 nm; if the difference between the current speed of the vehicle and the current speed of the vehicle ahead is greater than or equal to 10 kilometers per hour and less than 30 kilometers per hour, the preset torque value can be 10 nm; if the difference between the current vehicle speed of the vehicle and the current vehicle speed of the vehicle ahead is less than 10 kilometers per hour, the preset torque value may be 5 newton meters.
And S204, controlling the output torque of the vehicle according to the second target torque so that the running speed of the vehicle is less than or equal to the running speed of the front vehicle.
In this step, the second target torque may be set as the output torque of the host vehicle, and thus, the host vehicle may be controlled to decelerate and make the traveling speed of the host vehicle less than or equal to the traveling speed of the preceding vehicle.
By adopting the method, the current speed of the vehicle, the current speed of the front vehicle, the running state of the front vehicle and the distance between the vehicle and the front vehicle are obtained; in response to the condition that the current speed of the vehicle is greater than the current speed of the vehicle ahead, determining that the vehicle ahead is in an abnormal running state and the distance is less than or equal to a first preset distance threshold, and acquiring a first target torque enabling the vehicle to run at a constant speed; acquiring a second target torque according to the first target torque, the current speed of the vehicle and the current speed of the front vehicle; the output torque of the host vehicle is then controlled in accordance with the second target torque so that the traveling speed of the host vehicle is less than or equal to the traveling speed of the preceding vehicle. Therefore, when the driving abnormity of the front vehicle is determined, the driving speed of the vehicle is assisted to be controlled by the driver, the rear-end collision can be avoided under the condition that the emergency brake is not started, the problem that people in the vehicle are injured or feel uncomfortable due to sudden vehicle speed change caused by the emergency brake is avoided, and the safety and the comfort of the vehicle are improved.
In some other embodiments of the present disclosure, the manner of determining that the preceding vehicle is in the abnormal driving state may include at least one of:
in the first mode, when the tail lamp state of the front vehicle is the double-flash state, the front vehicle is determined to be in the abnormal driving state.
In this mode, after the preceding vehicle has a fault, the fault can be automatically detected and the double flashings can be started, or the double flashings can be manually started by a driver of the preceding vehicle, so that the tail lamp state of the preceding vehicle is in the double flashings state.
The vehicle can acquire a tail lamp signal of a front vehicle through the forward looking module, and the tail lamp state is determined to be a double-flash state according to the tail lamp signal. For example, when it is recognized that yellow tail lamps on two sides of a preceding vehicle are simultaneously lighted at intervals, a time interval between two times of lighting of the front tail lamps is calculated, and if the time interval meets a preset time range condition, the tail lamp state of the preceding vehicle is determined to be a double-flash state, and then the preceding vehicle is determined to be in an abnormal driving state. For example, the preset time range condition may be a numerical range of 0.2 seconds to 2 seconds, that is, greater than or equal to 0.2 seconds, and less than or equal to 2 seconds.
It should be noted that the frequency of the double flashing lamps is 90 + -30 times per minute according to the international standard, so that the preset time range condition may be a numerical range of 0.5 seconds to 1 second.
Alternatively, the predicted time when the host vehicle collides with the preceding vehicle in the current state may also be acquired according to the distance between the host vehicle and the preceding vehicle, the traveling speed of the host vehicle, and the traveling speed of the preceding vehicle. If the estimated time is greater than the second time threshold, the time interval of lighting the tail lamp twice continuously for the preset times can be continuously acquired, and if the time interval of the preset times meets the preset time range condition, the tail lamp state of the front vehicle is determined to be a double-flash state, and the front vehicle is further determined to be in an abnormal driving state. Therefore, when the distance between the vehicle and the front vehicle is large or the vehicle speed is slow, the double-flashing state of the front vehicle is detected for many times, the reliability of detection is enhanced, and the vehicle speed limit control is prevented from being triggered by mistake.
In the second mode, when the tail lamp state of the preceding vehicle is the braking state, it is determined that the preceding vehicle is in the abnormal driving state.
Similarly, after the current vehicle breaks down, the driver of the front vehicle can control the vehicle to stop running by braking, at the moment, the brake lamp of the front vehicle is turned on, the vehicle can acquire the tail lamp signal of the front vehicle through the forward looking module, and determine that the tail lamp state is the double-flash state according to the tail lamp signal, and further determine that the front vehicle is in the abnormal running state.
The third mode is to acquire the deceleration of the preceding vehicle, and determine that the preceding vehicle is in the abnormal traveling state when the deceleration is larger than a preset deceleration threshold.
In this mode, the running speed of the preceding vehicle can be periodically obtained through the radar speed measuring module, the deceleration of the preceding vehicle is obtained according to the running speed of the adjacent period, and when the preceding vehicle suddenly decelerates due to a fault, the deceleration is greater than a preset deceleration threshold value, and it is determined that the preceding vehicle is in an abnormal running state.
In this way, the driver of the vehicle is assisted to control the running speed and avoid a collision by acquiring the tail lamp state of the vehicle or the deceleration of the vehicle in front and determining that the vehicle in front is in the abnormal running state.
In some other embodiments of the present disclosure, the step S204 may control the output torque of the host vehicle according to the second target torque, and may be implemented as follows:
first, the pedal operation of the driver of the host vehicle is acquired.
The pedal actuation may include actuation of a brake pedal including a brake pedal opening and actuation of an accelerator pedal including an accelerator pedal opening.
Next, the required torque of the vehicle is acquired based on the pedal operation.
Fig. 3a is a schematic diagram of a corresponding relationship between the pedal opening and the required torque, and the required torque can be obtained according to the accelerator pedal opening based on fig. 3 a. For example, the required torque may be 100 nm when the pedal opening is 50%.
If the brake pedal opening is greater than 0, this indicates that the driver has actively decelerated, and at this time, the required torque of the vehicle may be determined to be 0, and the subsequent control operation may not be executed.
Finally, when the second target torque is smaller than the required torque, the second target torque is set as the output torque of the host vehicle.
The second target torque is smaller than the required torque, which indicates that the driver does not take the deceleration action or the deceleration action is not in place, and there may be a risk of rear-end collision.
In this way, when the driver is not taking the deceleration action and there is a risk of a rear-end collision, the vehicle speed of the host vehicle is controlled by using the second target torque as the output torque of the host vehicle, and the rear-end collision is avoided. In the case where the driver has taken a deceleration action or there is no risk of a rear-end collision, no control action is required.
Alternatively, in the case where the second target torque is smaller than the required torque, the predicted time when the host vehicle collides with the preceding vehicle in the current state may also be acquired based on the distance between the host vehicle and the preceding vehicle, the traveling speed of the host vehicle, and the traveling speed of the preceding vehicle. If the predicted time is greater than the first time threshold, the current output torque of the vehicle can be controlled to be gradually reduced to the second target torque according to the preset period and the preset step length, so that the sudden speed reduction caused by the sudden reduction of the output torque of the vehicle can be further avoided on the basis of avoiding collision, and the discomfort of people in the vehicle can be avoided. Conversely, if the predicted time is less than or equal to the first time threshold, the second target torque may be used as the output torque of the host vehicle to avoid the collision.
In some other embodiments of the present disclosure, in step S202, the first target torque may also be obtained according to the mass of the host vehicle, the rolling radius of the wheels, the current output torque, and the current acceleration. That is, the first target torque is obtained by the following equation:
wherein, T1Representing a first target torque, T0Represents the current output torque of the host vehicle, m represents the mass of the host vehicle, r represents the wheel rolling radius, and a represents the current acceleration.
The inventors have found that, by using this formula, the current output torque of the host vehicle is subtracted from the current output torque of the host vehicle
A first target torque may be obtained that makes the own-vehicle acceleration 0.
Through the method, the first target torque can be acquired more conveniently and rapidly without considering more complex parameters and calculation modes in the related technologies such as rolling resistance, wind resistance and windward area.
In some other embodiments of the present disclosure, in the step S203, the second target torque may be obtained in the following manner.
Firstly, a target correction coefficient corresponding to the current speed of the vehicle is obtained according to the preset speed coefficient corresponding relation of the vehicle.
The target correction coefficient is used for representing the ratio of the running resistance of the vehicle to the vehicle speed under the current vehicle speed of the vehicle, and the preset vehicle speed coefficient corresponding relation of the vehicle comprises the corresponding relation of the running speed and the target correction coefficient.
The preset vehicle speed coefficient correspondence may be an empirical value obtained through experiments or simulations. For example, as shown in fig. 3b and 3c, the map of the corresponding relationship between the running speed and the target correction coefficient shown in fig. 3c may be obtained by obtaining the map of the corresponding relationship between the running speed and the resistance of the vehicle shown in fig. 3b through experiments, and then obtaining the ratio of the resistance to the running speed as the target correction coefficient corresponding to the running speed.
The corresponding relationship of the preset vehicle speed coefficients obtained based on the mode can also be shown as the following table:
| vehicle speed | Target correction factor |
| 50km/h | 15 |
| 60km/h | 16 |
| 80km/h | 20 |
| 100km/h | 40 |
| 120km/h | 60 |
As can be seen from the above table, when the vehicle speed is 50km/h, the target correction coefficient is 15; when the vehicle speed is 60km/h, the target correction coefficient is 16; when the vehicle speed is 80km/h, the target correction coefficient is 20; when the vehicle speed is 100km/h, the target correction coefficient is 40; when the vehicle speed is 120km/h, the target correction coefficient is 60. Therefore, different target correction coefficients can be obtained according to different vehicle speeds.
Secondly, a second target torque is calculated according to the following formula:
Tm＝T1-K1*(V11-V21)，
wherein, TmRepresenting a second target torque, T1Representing a first target torque, K1Represents a target correction coefficient, V11Indicates the current speed, V, of the vehicle21Indicating the current of the preceding vehicleAnd (5) vehicle speed.
By the method, the accurate second target torque can be obtained, and the output torque of the vehicle is controlled according to the second target torque, so that the running speed of the vehicle is controlled to be less than or equal to that of the front vehicle more accurately.
Further, since the traveling speeds of the host vehicle and the preceding vehicle are changed while the vehicle is traveling, and the target correction coefficients corresponding to different traveling speeds are different, in some other embodiments of the present disclosure, the second target torque may be periodically updated, and the output torque of the host vehicle may be controlled according to the updated second target torque. Fig. 4 is another method for controlling a vehicle according to an embodiment of the present disclosure, and after controlling the output torque of the host vehicle according to the second target torque, as shown in fig. 4, the method may include:
s401, continuously acquiring the running speed of the vehicle and the running speed of the front vehicle.
S402, under the condition that the running speed of the vehicle is greater than that of the front vehicle, acquiring a new target correction coefficient corresponding to the running speed of the vehicle according to the preset vehicle speed coefficient corresponding relation.
In this step, since the traveling speed of the host vehicle changes, a new target correction coefficient can be acquired.
And S403, acquiring the updated second target torque according to the new target correction coefficient, the second target torque, the running speed of the vehicle and the running speed of the front vehicle.
In this step, the updated second target torque may be calculated using the following equation:
Tn＝Tm-K2*(V12-V22)，
wherein, TnIndicating the updated second target torque, TmRepresenting the current first target torque, K2Indicating a new target correction factor, V12Indicates the traveling speed of the vehicle, V22Indicating the traveling speed of the preceding vehicle.
And S404, controlling the output torque of the vehicle according to the updated second target torque until the running speed of the vehicle is less than or equal to that of the front vehicle.
The operations in steps S401 to S404 may be periodically executed to update the second target torque, and the output torque of the host vehicle may be controlled according to the updated second target torque until the traveling speed of the host vehicle is less than or equal to the traveling speed of the preceding vehicle.
In this way, when the running speeds of the vehicle and the front vehicle are changed during the running of the vehicle, the second target torque is updated according to the current running speed, so that the running speed of the vehicle can be controlled to be smaller than or equal to the running speed of the front vehicle, the risk of rear-end collision is further reduced, and the safety of the vehicle is improved.
Fig. 5 is a schematic structural diagram of a vehicle control device provided in an embodiment of the present disclosure, and as shown in fig. 5, the device includes:
the first detection module 501 is configured to obtain a current vehicle speed of a vehicle, a current vehicle speed of a preceding vehicle, a driving state of the preceding vehicle, and a distance between the vehicle and the preceding vehicle;
a first target torque obtaining module 502, configured to obtain a first target torque in response to a condition that a current vehicle speed of the host vehicle is greater than a current vehicle speed of a preceding vehicle, and the preceding vehicle is in an abnormal driving state, and the distance is less than or equal to a first preset distance threshold, where the first target torque is a target torque for enabling the host vehicle to drive at a constant speed;
a second target torque obtaining module 503, configured to obtain a second target torque according to the first target torque, the current vehicle speed of the host vehicle, and the current vehicle speed of the preceding vehicle;
a torque control module 504, configured to control the output torque of the host vehicle according to the second target torque, so that the driving speed of the host vehicle is less than or equal to the driving speed of the preceding vehicle.
Optionally, the first target torque obtaining module 502 is configured to obtain the first target torque according to the mass of the host vehicle, the rolling radius of the wheels, the current output torque, and the current acceleration.
Optionally, the second target torque acquisition module 503 is configured to:
acquiring a target correction coefficient corresponding to the current speed of the vehicle according to a preset speed coefficient corresponding relation of the vehicle, wherein the target correction coefficient is used for representing a ratio of driving resistance of the vehicle at the current speed of the vehicle to the speed of the vehicle, and the preset speed coefficient corresponding relation of the vehicle comprises a corresponding relation of the driving speed and the target correction coefficient;
the second target torque is calculated according to the following formula:
Tm＝T1-K1*(V11-V21)，
wherein, TmRepresenting a second target torque, T1Representing a first target torque, K1Represents a target correction coefficient, V11Indicates the current speed of the vehicle, V21Indicating the current speed of the vehicle ahead.
Optionally, the first detecting module 501 is further configured to continuously obtain the driving speed of the host vehicle and the driving speed of the leading vehicle; the second target torque obtaining module 503 is further configured to, when the running speed of the vehicle is greater than the running speed of the preceding vehicle, obtain a new target correction coefficient corresponding to the running speed of the vehicle according to the preset vehicle speed coefficient corresponding relationship; acquiring an updated second target torque according to the new target correction coefficient, the second target torque, the running speed of the vehicle and the running speed of the front vehicle; the torque control module 504 is further configured to control the output torque of the host vehicle according to the updated second target torque until the driving speed of the host vehicle is less than or equal to the driving speed of the preceding vehicle.
Optionally, the torque control module 504 is configured to:
obtaining pedal actions of a driver of the vehicle;
acquiring the required torque of the vehicle according to the pedal action;
and taking the second target torque as the output torque of the vehicle when the second target torque is smaller than the required torque.
Optionally, fig. 6 is a schematic structural diagram of another vehicle control device provided in the embodiment of the present disclosure, and as shown in fig. 6, the device further includes:
the driving state detection submodule 5011 is configured to determine that the preceding vehicle is in the abnormal driving state by at least one of the following means:
determining that the front vehicle is in an abnormal driving state under the condition that the tail lamp state of the front vehicle is in a double-flash state;
determining that the front vehicle is in an abnormal driving state under the condition that the tail lamp state of the front vehicle is a braking state;
the deceleration of the preceding vehicle is acquired, and in the case where the deceleration is greater than a preset deceleration threshold, it is determined that the preceding vehicle is in an abnormal-running state.
With regard to the apparatus in the above-described embodiment, the specific manner in which each module performs the operation has been described in detail in the embodiment related to the method, and will not be elaborated here.
Fig. 7 is a block diagram of a vehicle provided in an embodiment of the present disclosure, and as shown in fig. 7, the vehicle includes: the vehicle control device.
Fig. 8 is a block diagram illustrating an electronic device 800 in accordance with an example embodiment. As shown in fig. 8, the electronic device 800 may include: a processor 801, a memory 802. The electronic device 800 may also include one or more of a multimedia component 803, an input/output (I/O) interface 804, and a communications component 805.
The processor 801 is configured to control the overall operation of the electronic device 800, so as to complete all or part of the steps in the vehicle control method. The memory 802 is used to store various types of data to support operation at the electronic device 800, such as instructions for any application or method operating on the electronic device 800 and application-related data, such as contact data, transmitted and received messages, pictures, audio, video, and so forth. The Memory 802 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 803 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 802 or transmitted through the communication component 805. The audio assembly also includes at least one speaker for outputting audio signals. The I/O interface 804 provides an interface between the processor 801 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 805 is used for wired or wireless communication between the electronic device 800 and other devices. Wireless Communication, such as Wi-Fi, bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, etc., or a combination of one or more of them, which is not limited herein. The corresponding communication component 805 may therefore include: Wi-Fi module, Bluetooth module, NFC module, etc.
In an exemplary embodiment, the electronic Device 800 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 above-described method of vehicle control.
In another exemplary embodiment, a computer readable storage medium comprising program instructions which, when executed by a processor, implement the steps of the above-described method of vehicle control is also provided. For example, the computer readable storage medium may be the memory 802 described above including program instructions executable by the processor 801 of the electronic device 800 to perform the method of vehicle control described above.
Fig. 9 is a block diagram illustrating an electronic device 900 in accordance with an example embodiment. For example, the electronic device 900 may be provided as a server. Referring to fig. 9, the electronic device 900 includes a processor 922, which may be one or more in number, and a memory 932 for storing computer programs executable by the processor 922. The computer programs stored in memory 932 may include one or more modules that each correspond to a set of instructions. Further, the processor 922 may be configured to execute the computer program to perform the method of vehicle control described above.
Additionally, the electronic device 900 may also include a power component 926 and a communication component 950, the power component 926 may be configured to perform power management of the electronic device 900, and the communication component 950 may be configured to enable communication, e.g., wired or wireless communication, of the electronic device 900. The electronic device 900 may also include input/output (I/O) interfaces 958. The electronic device 900 may operate based on an operating system stored in the memory 932, such as Windows Server, Mac OS XTM, UnixTM, LinuxTM, and the like.
In another exemplary embodiment, a computer readable storage medium including program instructions which, when executed by a processor, implement the steps of the above-described method of vehicle control is also provided. For example, the computer readable storage medium may be the memory 932 described above including program instructions executable by the processor 922 of the electronic device 900 to perform the method of vehicle control described above.
In another exemplary embodiment, a computer program product is also provided, which comprises a computer program executable by a programmable apparatus, the computer program having code portions for performing the above-mentioned method of vehicle control when executed by the programmable apparatus.
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 foregoing embodiments may be combined in any suitable manner without contradiction. 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 method of vehicle control, the method comprising:
acquiring the current speed of the vehicle, the current speed of the previous vehicle, the running state of the previous vehicle and the distance between the vehicle and the previous vehicle;
responding to the condition that the current speed of the vehicle is greater than the current speed of the vehicle in front, determining that the vehicle in front is in an abnormal running state and the distance is less than or equal to a first preset distance threshold value, and acquiring a first target torque, wherein the first target torque is a target torque for enabling the vehicle to run at a constant speed;
acquiring a second target torque according to the first target torque, the current speed of the vehicle and the current speed of the front vehicle;
and controlling the output torque of the vehicle according to the second target torque so that the running speed of the vehicle is less than or equal to the running speed of the front vehicle.
2. The method of claim 1, wherein said obtaining a first target torque comprises:
and acquiring the first target torque according to the mass of the vehicle, the rolling radius of the wheels, the current output torque and the current acceleration.
3. The method of claim 1, wherein obtaining a second target torque based on the first target torque, the host-vehicle current vehicle speed, and the lead-vehicle current vehicle speed comprises:
acquiring a target correction coefficient corresponding to the current speed of the vehicle according to a preset vehicle speed coefficient corresponding relation of the vehicle, wherein the target correction coefficient is used for representing the ratio of the driving resistance and the vehicle speed of the vehicle at the current speed of the vehicle, and the preset vehicle speed coefficient corresponding relation of the vehicle comprises the corresponding relation of the driving speed and the target correction coefficient;
the second target torque is calculated according to the following formula:
Tm＝T1-K1*(V11-V21)，
wherein, TmRepresenting said second target torque, T1Representing said first target torque, K1Represents the target correction coefficient, V11Indicates the current speed, V, of the vehicle21And the current vehicle speed of the front vehicle is represented.
4. The method according to claim 3, wherein after controlling the output torque of the host vehicle in accordance with the second target torque, the method further comprises:
continuously acquiring the running speed of the vehicle and the running speed of the front vehicle;
under the condition that the running speed of the vehicle is greater than that of the front vehicle, acquiring a new target correction coefficient corresponding to the running speed of the vehicle according to the preset vehicle speed coefficient corresponding relation;
acquiring an updated second target torque according to the new target correction coefficient, the second target torque, the running speed of the vehicle and the running speed of the front vehicle;
and controlling the output torque of the vehicle according to the updated second target torque until the running speed of the vehicle is less than or equal to the running speed of the front vehicle.
5. The method of claim 1, wherein controlling the output torque of the host vehicle in accordance with the second target torque comprises:
obtaining pedal actions of a driver of the vehicle;
acquiring the required torque of the vehicle according to the pedal action;
and when the second target torque is smaller than the required torque, taking the second target torque as the output torque of the vehicle.
6. The method according to any one of claims 1 to 5, wherein the manner of determining that the preceding vehicle is in the abnormal-driving state includes at least one of:
determining that the front vehicle is in an abnormal driving state under the condition that the tail lamp state of the front vehicle is in a double-flash state;
determining that the front vehicle is in an abnormal driving state under the condition that the tail lamp state of the front vehicle is a braking state;
acquiring deceleration of a preceding vehicle, and determining that the preceding vehicle is in a running abnormal state when the deceleration is larger than a preset deceleration threshold value.
7. An apparatus for vehicle control, characterized in that the apparatus comprises:
the detection module is used for acquiring the current speed of the vehicle, the current speed of the front vehicle, the running state of the front vehicle and the distance between the vehicle and the front vehicle;
the first target torque acquisition module is used for responding to the condition that the current speed of the vehicle is greater than the current speed of the vehicle in front, determining that the vehicle in front is in an abnormal running state and the distance is less than or equal to a first preset distance threshold value, and acquiring a first target torque, wherein the first target torque is a target torque for enabling the vehicle to run at a constant speed;
the second target torque acquisition module is used for acquiring a second target torque according to the first target torque, the current speed of the vehicle and the current speed of the vehicle ahead;
and the torque control module is used for controlling the output torque of the vehicle according to the second target torque so that the running speed of the vehicle is less than or equal to the running speed of the front vehicle.
8. A vehicle characterized by comprising the vehicle control apparatus of claim 7.
9. 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.
10. 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.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN117354765A (en) * | 2023-09-28 | 2024-01-05 | 秦轩汽车科技（天长）有限公司 | Automobile running safety monitoring control method and system |
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| CN117354765A (en) * | 2023-09-28 | 2024-01-05 | 秦轩汽车科技（天长）有限公司 | Automobile running safety monitoring control method and system |
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