CN115056797A

CN115056797A - Vehicle control method, device, equipment and computer storage medium

Info

Publication number: CN115056797A
Application number: CN202110251342.0A
Authority: CN
Inventors: 许浩; 黄河赞
Original assignee: Changsha Intelligent Driving Research Institute Co Ltd
Current assignee: Changsha Intelligent Driving Research Institute Co Ltd
Priority date: 2021-03-08
Filing date: 2021-03-08
Publication date: 2022-09-16
Also published as: WO2022188716A1

Abstract

The application discloses a vehicle control method, a device, equipment and a computer storage medium, wherein the vehicle control method comprises the following steps: in a control period, acquiring the current speed, the target speed, the current acceleration and the current accelerator brake value of a vehicle; determining a first acceleration according to the current speed and the target speed; determining a second acceleration according to the current speed, the current accelerator brake value and a predetermined target dynamic model; the target dynamic model records the corresponding relation among speed, acceleration and an accelerator brake value; determining a target acceleration according to the first acceleration, the second acceleration and the current acceleration; and determining a target accelerator brake value according to the target acceleration, the current speed and the target dynamic model. The embodiment of the application considers the uncertain disturbance brought by the vehicle running environment while ensuring the efficiency of adjusting the vehicle speed, contributes to improving the rationality of the target accelerator brake value, and improves the control effect of the vehicle.

Description

Vehicle control method, device, equipment and computer storage medium

Technical Field

The present application relates to automatic driving technologies, and in particular, to a method, an apparatus, a device, and a computer storage medium for controlling a vehicle.

Background

As is known, in the field of automatic driving, vehicles are generally required to travel according to planned motion parameters. However, in general, the driving environment may cause uncertain disturbance to the driving of the vehicle, resulting in a difference between the actual motion parameters of the vehicle and the planned motion parameters.

In the prior art, the control parameters of the vehicle are usually compensated directly according to the difference between the planned speed and the actual speed; however, in the case of more uncertain disturbances, the compensated control parameters may not be reasonable enough, resulting in poor vehicle control.

Disclosure of Invention

The embodiment of the application provides a vehicle control method, a vehicle control device, vehicle control equipment and a computer storage medium, and aims to solve the problems that in the prior art, under the condition of more uncertain disturbances, compensated control parameters are not reasonable enough, and the control effect of a vehicle is poor.

In a first aspect, an embodiment of the present application provides a vehicle control method, including:

in a control period, acquiring the current speed, the target speed, the current acceleration and the current accelerator brake value of a vehicle;

determining a first acceleration according to the current speed and the target speed; determining a second acceleration according to the current speed, the current accelerator brake value and a predetermined target dynamic model; the target dynamic model records the corresponding relation among speed, acceleration and an accelerator brake value;

determining a target acceleration according to the first acceleration, the second acceleration and the current acceleration;

and determining a target accelerator brake value according to the target acceleration, the current speed and the target dynamic model, wherein the target accelerator brake value is used for controlling an executing mechanism of the vehicle.

In a second aspect, an embodiment of the present application provides a vehicle control apparatus, including:

the first acquisition module is used for acquiring the current speed, the target speed, the current acceleration and the current accelerator brake value of the vehicle in a control period;

the first determining module is used for determining a first acceleration according to the current speed and the target speed; determining a second acceleration according to the current speed, the current accelerator brake value and a predetermined target dynamic model; the target dynamic model records the corresponding relation among speed, acceleration and an accelerator brake value;

the second determining module is used for determining the target acceleration according to the first acceleration, the second acceleration and the current acceleration;

and the third determining module is used for determining a target accelerator brake value according to the target acceleration, the current speed and the target dynamic model, and the target accelerator brake value is used for controlling an executing mechanism of the vehicle.

In a third aspect, an embodiment of the present application provides an electronic device, where the device includes: a processor and a memory storing computer program instructions;

the processor, when executing the computer program instructions, implements the vehicle control method described above.

In a fourth aspect, embodiments of the present application provide a computer storage medium having computer program instructions stored thereon, where the computer program instructions, when executed by a processor, implement the vehicle control method described above.

According to the vehicle control method provided by the embodiment of the application, in a control period, the current speed, the target speed, the current acceleration and the current accelerator brake value of a vehicle are obtained, the first acceleration is determined according to the current speed and the target speed, and the second acceleration is determined according to the current speed, the current accelerator brake value and a predetermined target dynamic model; determining a target acceleration according to the first acceleration, the second acceleration and the current acceleration; and further determining a target accelerator brake value according to the target acceleration, the current speed and the target dynamic model. The embodiment can enable the vehicle to rapidly adjust the speed to track the expected speed, meanwhile, the uncertain disturbance brought by the running environment of the vehicle is considered, the rationality of the target accelerator brake value is improved, and the control effect of the vehicle is improved.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required to be used in the embodiments of the present application will be briefly described below, and for those skilled in the art, other drawings may be obtained according to the drawings without creative efforts.

FIG. 1 is a schematic flow chart diagram of a vehicle control method provided by an embodiment of the present application;

FIG. 2 is a graph illustrating an exemplary velocity versus acceleration for one throttle brake value in an embodiment of the present application;

FIG. 3 is an exemplary plot of discrete data in a first kinetic model in an embodiment of the present application;

FIG. 4 is an exemplary plot of discrete data in a second kinetic model in an embodiment of the present application;

FIG. 5 is a schematic diagram of an internal mold structure controller in an embodiment of the present application;

FIG. 6 is a schematic diagram of an inner mold structure controller and a speed controller in an embodiment of the present application;

FIG. 7 is an exemplary diagram of a process of establishing a target kinetic model in an embodiment of the present application;

fig. 8 is an example diagram of a vehicle control process in the embodiment of the present application;

FIG. 9 is a schematic structural diagram of a vehicle control device provided in an embodiment of the present application;

fig. 10 is a schematic structural diagram of an electronic device provided in an embodiment of the present application.

Detailed Description

Features and exemplary embodiments of various aspects of the present application will be described in detail below, and in order to make objects, technical solutions and advantages of the present application more apparent, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are intended to be illustrative only and are not intended to be limiting. It will be apparent to one skilled in the art that the present application may be practiced without some of these specific details. The following description of the embodiments is merely intended to provide a better understanding of the present application by illustrating examples thereof.

It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

In order to solve the prior art problems, embodiments of the present application provide a vehicle control method, apparatus, device, and computer storage medium. The following first describes a vehicle control method provided in an embodiment of the present application.

Fig. 1 shows a schematic flow chart of a vehicle control method according to an embodiment of the present application. As shown in fig. 1, a vehicle control method includes:

step 101, acquiring the current speed, the target speed, the current acceleration and the current accelerator brake value of a vehicle in a control period;

step 102, determining a first acceleration according to the current speed and the target speed; determining a second acceleration according to the current speed, the current accelerator brake value and a predetermined target dynamic model; the target dynamic model records the corresponding relation among speed, acceleration and an accelerator brake value;

103, determining a target acceleration according to the first acceleration, the second acceleration and the current acceleration;

and 104, determining a target accelerator brake value according to the target acceleration, the current speed and the target dynamic model, wherein the target accelerator brake value is used for controlling an executing mechanism of the vehicle.

In this embodiment, the vehicle may be a vehicle having an automatic driving function. That is, the vehicle may plan the motion parameters such as speed, and may automatically control the actuators such as accelerator and brake of the vehicle according to the planned motion parameters, so that the vehicle can run in a desired manner.

In addition, the planning of the movement parameters and the control of the actuators by the vehicle can be carried out in different control cycles. It will be readily appreciated that in some closed-loop control application scenarios, the output of one control cycle may be used as the input to the next control cycle.

In the embodiment of the present application, a control process of a vehicle will be mainly described in a certain control cycle.

In step 101, a current speed, a target speed, a current acceleration, and a current accelerator brake value of the vehicle may be obtained.

For example, the current speed and the current acceleration of the vehicle may be acquired by sensors mounted on the vehicle, such as a speed sensor and an acceleration sensor. Of course, in other examples, the current speed and the current acceleration may also be obtained through the vehicle-mounted terminal, for example, a high-precision map installed in the vehicle-mounted terminal may be used to obtain a real-time position of the vehicle, and parameters such as the current speed and the current acceleration of the vehicle may be obtained according to a change in the position.

The target speed may be a speed planned in a control cycle or a speed expected to be obtained by the vehicle in the control cycle. For example, in the vehicle acceleration phase, the target speed may be a desired speed at a certain time determined according to the vehicle performance or the vehicle comfort; for another example, in the constant speed driving stage of the vehicle, the target speed may be the highest speed limit of a certain road section.

The accelerator brake value can be used for indicating the action conditions of an accelerator and a brake to a certain extent. It will be readily appreciated that vehicles typically include a throttle, brakes, and corresponding pedals, etc. The throttle brake value can be divided into a throttle value and a brake value; the throttle value can be the opening degree of the throttle, or the opening degree of the throttle pedal, or the travel of the throttle pedal, etc.; accordingly, the braking value may refer to an opening degree of the brake pedal, or a stroke of the brake pedal, or the like.

For convenience of description, the throttle value may refer to an opening degree of an accelerator pedal, or a ratio of a stroke of the accelerator pedal to a total stroke; similarly, the braking value may refer to an opening degree of a brake pedal.

Typically, the throttle and brake do not work simultaneously, for example: the throttle value is 50%, and the brake value is usually 0; whereas at a 50% braking value, the throttle value is typically 0.

Under the assumption that the accelerator and the brake cannot work simultaneously, the accelerator value and the brake value can be uniformly expressed through the accelerator brake value. For example: when the accelerator brake value is 50%, the accelerator value is 50%; when the accelerator brake value is-50%, the brake value is 50%; when the accelerator brake value is 0, the accelerator and the brake do not work. That is, whether the accelerator operation or the brake operation is performed can be represented by the positive or negative accelerator brake value.

It should be noted that, in the following description, percentage numbers may be omitted when the numerical value of the accelerator brake value is exemplified, for example, the accelerator brake value is-35, and may represent that the opening degree of the brake pedal is 35%.

The accelerator brake value can be acquired by a pedal position sensor and other types of sensors. Certainly, in some application scenarios, the accelerator brake value can be used as a control quantity to control the accelerator or the brake, and the control process is less affected by environmental factors; that is, the actual opening degree of the accelerator or the brake may be highly matched to the accelerator brake value as the control amount, and thus, in one control cycle, the current accelerator brake value acquired may also be the accelerator brake value outputted as the control amount in the previous control cycle.

In step 102, a first acceleration can be obtained according to the current speed and the target speed; it is easy to understand that when the vehicle needs to be adjusted in speed, corresponding acceleration is usually required to be generated; therefore, based on the current speed and the target speed, an acceleration, which may be a positive value, a negative value, or 0, may also be determined.

For example, a speed adjustment time may be preset, and a ratio of a difference between the current speed and the target speed to the speed adjustment time is used as the first acceleration. Of course, in other examples, other types of preset speed controllers may be used to obtain the first acceleration according to the current speed and the target speed.

And a second acceleration may be determined based on the current speed, the current throttle brake value, and a predetermined target dynamics model.

For the target dynamics model, the correspondence between the speed, acceleration and throttle brake value may be recorded. The target kinetic model may be a data-driven kinetic model or an analytic kinetic model, and may be selected according to actual needs.

The data-driven dynamic model can be represented by a data table or the like; for example, the table shows the accelerator brake value corresponding to a specific speed and a specific acceleration. For example, at a speed of 4m/s and an acceleration of-2 m/s ² And when the accelerator is used, the corresponding accelerator brake value is-35.

Of course, it is easily understood that in the data-driven dynamic model, three parameters of speed, acceleration and accelerator brake value have corresponding relations; in practical applications, any two parameters can be used as known quantities to query the third parameter. For example, in conjunction with the above description, the second acceleration may be derived from the data-driven dynamics model, knowing the current speed and the current throttle brake value.

For the analytic dynamic model, the analytic dynamic model can be expressed by a function equation, for example, in one function equation, the acceleration can be used as a dependent variable, and the speed and the accelerator brake value can be used as independent variables; and then, a second acceleration can be obtained according to the function equation, the current speed and the current accelerator brake value.

Of course, in the analytical dynamical model, the third parameter may be calculated based on the function equation under the condition that any two parameters are known, similarly to the data-driven dynamical model.

In step 103, a target acceleration may be determined based on the first acceleration, the second acceleration, and the current acceleration.

Specifically, based on the second acceleration and the current acceleration, the effect of the environmental disturbance on the vehicle motion may be actually characterized. And the first acceleration can be considered the amount of adjustment needed to directly eliminate the speed error.

In other words, in the present embodiment, the target acceleration is determined based on the first acceleration, the second acceleration and the current acceleration, and the direct need for vehicle motion parameter adjustment and the influence of environmental disturbance on the vehicle motion can be considered at the same time.

In step 104, a target throttle brake value may be determined based on the target acceleration, the current speed, and the target dynamics model.

As indicated above, the target dynamics model may record the correspondence between the three parameters of speed, acceleration, and accelerator brake value, and the third parameter may be obtained when two of the parameters are known. Therefore, in step 104, when the target acceleration and the current speed are obtained, the target accelerator brake value can be obtained.

The target accelerator brake value can be regarded as a control quantity generated in a control period to a certain extent, and can be used for controlling actuating mechanisms such as an accelerator or a brake of a vehicle so as to realize adjustment of a motion process of the vehicle.

Of course, in practical applications, the target accelerator brake value may be further processed, such as filtering or limiting, to obtain the final control amount in the control period.

In this embodiment, in one control cycle, the target dynamic model may be applied twice in the

above steps

102 and 104, and to a certain extent, it may be considered that the internal model structure controller is used, so that the uncertain disturbance caused by the vehicle running environment may be estimated. Meanwhile, in step 102, the first acceleration is obtained according to the current speed and the target speed, which is considered to be the speed controller, so that the vehicle can quickly adjust the speed to track the expected speed (corresponding to the target speed).

In one example, the speed and acceleration may be considered to be the longitudinal speed and acceleration of the vehicle. Of course, in some scenarios, the lateral speed and the lateral acceleration may be small, and the speed and the acceleration may also be the speed and the acceleration of the vehicle as a whole. For the sake of simplicity, the parameters such as speed and acceleration may be considered as parameters in the longitudinal direction of the vehicle unless otherwise specified below.

In one possible embodiment, in step 101, before acquiring the current speed, the target speed and the current accelerator brake value in one control cycle, the vehicle control method may further include:

determining at least one step signal, each step signal comprising a first throttle value, a first desired speed and a first braking value, the step signal being for instructing the vehicle to accelerate from rest to the first desired speed at the first throttle value during a first motion phase and to decelerate from the first desired speed to rest at the first braking value during a second motion phase;

respectively acquiring a first motion parameter corresponding relation and a second motion parameter corresponding relation corresponding to each step signal, wherein the first motion parameter corresponding relation indicates the corresponding relation between the speed and the acceleration of the vehicle in a first motion stage corresponding to any step information; the second motion parameter corresponding relation indicates the corresponding relation between the speed and the acceleration of the vehicle in a second motion stage corresponding to any step information;

and determining a target dynamic model according to the corresponding relation of the first motion parameter and the corresponding relation of the second motion parameter corresponding to the step signal.

In this embodiment, the target kinetic model established may be the data-driven kinetic model described above. The following describes the establishment process of the target dynamic model in conjunction with a practical application scenario.

In the application scenario, the step response of the vehicle speed to the accelerator and the brake can be respectively measured in a reference environment with a straight road, a flat road surface and almost no wind speed influence, and a longitudinal dynamics model based on data driving is established.

Assuming that the entire vehicle is treated as a black box irrespective of the internal structure of the longitudinal dynamic system of the vehicle, a desired vehicle speed v is input _x And an accelerator/brake value u, which is modeled by taking the acceleration a obtained by the vehicle as an output; the modeling results are as follows:

a＝G(v _x ,u) (1)

for example, step signals "90, 25, -50" are input, wherein "90" corresponds to the first throttle value mentioned above, "25" corresponds to the first desired speed mentioned above, and "50" corresponds to the first braking value mentioned above.

Under the indication of the step signal "90, 25, -50", the vehicle will be accelerated to a desired speed of 25m/s at a throttle value of 90% and subsequently braked to standstill at a brake value of 50%. And recording key information such as speed, acceleration, accelerator opening, brake opening and the like in the process.

It is easy to understand that the above acceleration process may correspond to a first motion phase of the vehicle; accordingly, the braking process may correspond to a second motion phase of the vehicle.

In addition, under other step signals, the above process can be repeated, that is, different step signal accelerator-brake-speed combinations can be input at certain intervals, and acceleration and deceleration information (corresponding acceleration) of the vehicle under the step signals is collected.

Referring to fig. 2, fig. 2 shows the first motion parameter correspondence at the first motion phase corresponding to the step signal "90, 25, -50". Wherein the abscissa in the figure may be the speed, in m/s; the ordinate may be the acceleration in m/s ² 。

As can be seen from fig. 2, in the case that the accelerator brake value is 90, each speed corresponds to an acceleration, that is, there is a correspondence relationship between the accelerator brake value and the speed-acceleration. In practical applications, there may be a plurality of throttle brake values, for example, at least two throttle brake values may be generated in a step signal. The corresponding relation of the motion parameters shown in the figure 2 is provided under each accelerator brake value. Based on the above correspondence, a target kinetic model can be established.

Therefore, in this embodiment, the corresponding relationship of the motion parameters under each accelerator brake value is obtained based on the step signal, so that more corresponding relationships of the accelerator brake values, the speed and the acceleration can be conveniently obtained, and further, the target dynamic model can be efficiently established.

With continued reference to fig. 2, there are two curves in fig. 2, wherein one curve changes more sharply and can be used to reflect the corresponding relationship between the acquired original velocity and the original acceleration, and the curve can be recorded as the original data curve.

However, the original data curve has larger burrs, and the acceleration falls off greatly at the moment of accelerating the gear shift, and the gear shift is recovered to be normal after being completed. In order to reduce the influence of the abrupt change caused by the glitch and the gear shift on the target dynamic model, the original data curve can be subjected to smoothing processing.

Specifically, in an optional embodiment, the determining the target dynamic model according to the correspondence between the first motion parameter and the second motion parameter corresponding to the step signal includes:

filtering and/or curve fitting processing is carried out on the corresponding relation of the first motion parameters and the corresponding relation of the second motion parameters corresponding to the step signals;

and determining a target dynamic model according to the processed corresponding relation of the first motion parameter and the second motion parameter.

For example, for the raw data curve shown in fig. 2, a mean filtering and curve fitting manner may be adopted for processing, so as to obtain a relatively smooth curve in fig. 2, or to mark as a fitted data curve.

Of course, the smoothing method for the raw data curve may be an inertial filtering method or the like, and in curve fitting, a quintic curve or a curve of another form may be used for fitting. That is, the processing manner of the raw data curve may not be limited in particular.

In one example, in conjunction with the fitted data curve of FIG. 2, the curve may characterize the acceleration corresponding to a speed in the range of 0-25 m/s at a throttle brake value of 90. Similarly, discretizing the fitted data curve at certain speed intervals, for example, at speed intervals of 0.4m/s, and sequentially establishing other acquired accelerator brake value-speed-acceleration corresponding relations to obtain a thickened identification curve as shown in fig. 3.

In fig. 3, the X axis is the speed, the Y axis is the accelerator brake value, and the Z axis is the acceleration.

For the data in the interval in which the accelerator brake value is collected, the curve without bolder as indicated by the arrow in fig. 3 can be obtained by adopting a linear approximation method. For example, through a linear approximation method, linearized data which is not directly acquired in the range of-40 to-45 of the accelerator brake value can be obtained.

Thus, a comparison can be establishedThe integral accelerator braking value-speed-acceleration one-to-one correspondence relationship can be obtained by the above-mentioned a ═ G (v) _x And u) is shown. In this case, in general, when the speed and the accelerator brake value are inputted, a corresponding acceleration can be obtained.

Furthermore, fig. 3 may illustrate discrete data of the target kinetic model in a coordinate system, and in the following table, a part of the discrete data in fig. 3 may be illustrated. In the table, the head row data is the velocity, the head column data is the accelerator brake value, and the middle data is the acceleration.

In one example, the target kinetic model includes a first kinetic model and a second kinetic model;

in the first dynamic model, the speed and the accelerator brake value are used as input, and the acceleration is used as output;

in the second dynamic model, the acceleration and the speed are used as input, and the accelerator brake value is used as output.

In the above, a ═ G (v) _x U) may correspond to a first dynamical model, i.e. with speed and throttle brake values as inputs and acceleration as an output.

In conjunction with step 104, the acceleration and the speed are also required as input, and the accelerator brake value is required as output. Thus, in this example, the target kinetic model may be made to further include a second kinetic model.

In combination with a specific application scenario, the second kinetic model may be a ═ G (v) _x U) can be written as:

u＝G ^-1 (v _x ,a) (2)

u＝G ^-1 (v _x a) model building and a ═ G (v) as described above _x U) model building process is similar, and FIG. 4 shows relatively complete inverse model discrete data, where the X-axis is velocity v _x The Y axis is acceleration a, and the Z axis is accelerator brake u.

In addition, the following table shows a part of discrete data in fig. 4, the head row data is speed, the head column data corresponds to acceleration, and the middle data is an accelerator brake value.

By combining the establishing process of the target dynamic model, in the embodiment, the corresponding relation between the speed and the acceleration under different accelerator brake values can be conveniently acquired by applying the step signal, so that the establishing efficiency of the target dynamic model is improved; the interpolation of discrete data can be realized through a linear approximation mode, and more discrete data can be obtained through fewer data acquisition processes, so that the operational performance of the target dynamic model is effectively improved.

To further understand the process of determining the target acceleration according to the first acceleration, the second acceleration and the current acceleration and determining the target accelerator brake value based on the target acceleration in the embodiment of the present application, the first dynamic model a ═ G (v) is combined as follows _x U) and a second kinetic model u ═ G ^-1 (v _x And a), explanation of the relevant principle is made.

There are two main reasons that generally result in a deviation of the vehicle speed from the desired speed (corresponding to the target speed): the expected vehicle speed changes and the disturbance changes of the external environment, when the expected vehicle speed becomes larger, the vehicle needs to compensate the force F in the same direction as the vehicle speed _m To obtain a certain acceleration a to make the vehicle speed reach the desired speed v _d While maintaining the force in the longitudinal direction flatThe balance compensating the environmental disturbance, driving force F _m The driving force part F for eliminating speed error can be divided into two parts _r And compensating for the disturbance component F _d ：

F _m ＝F _r +F _d (3)

According to Newton's second law and established target dynamic model, the difference between actual output of vehicle and model output is used to represent environmental disturbance, and the disturbance force F to be compensated _d ：

F _d ＝m·G(u _a ,v _c )-m·a _c (4)

Driving force part F for eliminating speed error _r In some applications, the acquisition may be simply performed as follows:

F _d ＝m·a _d ＝m·(v _d –v _c )/t (5)

m is the vehicle mass, and the same vehicle self mass is already represented in the established model, and the mass is not introduced here. Combining the above equations, the vehicle follows v _c Accelerate to v _d And the throttle brake value required to overcome the environmental interference is u:

u＝G ^-1 ((v _d –v _c )/t-m·a _c +G(u _a ,v _c ),v _c ) (6)

wherein, in the above formula, a _c Is the current acceleration; a is a _d A desired acceleration for the vehicle; t can be understood as a desired time for eliminating the speed error, and a specific value may be preset; v. of _c Represents the current speed; u. of _a The current accelerator brake value.

As indicated above, the target kinetic model is applied twice, in

steps

102 and 104, and to some extent an internal model structure controller is considered to be used. Figure 5 shows a schematic diagram of a typical internal mold structure controller. In general, the internal model controller is the impact response or step response of the controlled object, and the first dynamic model in the above embodiment is G (v) _x U) and a second motive forceLearning model u ═ G ^-1 (v _x And a) can be established based on the step response of the vehicle, and can meet the requirement of the internal model structure controller.

The reference model in fig. 5 may correspond to the speed controller described above, the internal model controller may correspond to the second dynamic model, the model output may correspond to the first dynamic model, and the controlled object may be a brake or an accelerator of the vehicle. A vehicle control method according to an embodiment of the present application will be described below on the basis of an internal model structure controller shown in fig. 5.

In an optional embodiment, the step 103 of determining the target acceleration according to the first acceleration, the second acceleration and the current acceleration includes:

obtaining a third acceleration by solving the difference between the second acceleration and the current acceleration;

multiplying the third acceleration by a preset feedback coefficient to obtain a fourth acceleration;

filtering the fourth acceleration to obtain a compensated acceleration;

and determining the target acceleration according to the first acceleration and the compensation acceleration.

It will be readily appreciated that the internal model structure controller may be considered to some extent a closed loop control; in the first acceleration determination process, the velocity controller is also applied, which may also be considered as a closed-loop control. For the convenience of distinction, the closed loop corresponding to the internal mold structure controller may be referred to as an inner loop for short, and the closed loop corresponding to the speed controller may be referred to as an outer loop for short.

The second acceleration may be considered as the output of the first dynamic model described above, and accordingly, the compensated acceleration may be obtained by multiplying the difference between the output of the first dynamic model and the actual acceleration of the vehicle by the feedback coefficient k, and then filtering the result by a filter. The filter may be referred to herein as a feedback filter for the purpose of distinguishing it from other possible filters. In some possible embodiments, the feedback filter may be an inertial filter or a recursive filter, etc., and is not limited herein.

The first acceleration may be considered an output of the outer loop, and the target acceleration may be obtained by adding the first acceleration to the compensated acceleration.

The acquisition of the compensation acceleration and the first acceleration may correspond to equations (4) and (5), respectively, to a certain extent; in the embodiment, the process of determining the compensated acceleration takes the preset feedback coefficient and the filtering process into consideration.

The above internal mold structure controller and the speed controller may be integrally formed as a component of a vehicle controller. The feedback coefficient is reasonably set, so that the possibility of oscillation divergence of a vehicle controller is reduced, and the stability of vehicle control is improved; the feedback filter is used for filtering, so that the estimated disturbance can be smoothed, and the oscillation of the disturbance on the output of the control quantity is reduced; the application of the feedback filter and the feedback coefficient can jointly ensure the stability of the inner loop.

While for a better understanding of the inner loop with the feedback filter and feedback coefficients applied, further reference may be made to fig. 6. The longitudinal parameterized inverse model corresponds to the second dynamic model, the parameterized reference model corresponds to the first dynamic model, and the output of the first dynamic model and the current acceleration are subjected to difference calculation, multiplied by a feedback coefficient and further input into a feedback filter to output the compensated acceleration.

It is easily understood that, in practical applications, the process of determining the target acceleration according to the first acceleration, the second acceleration and the current acceleration may be equivalent modifications or replacements according to practical needs, such as omitting the feedback coefficient, adding calculation weights to one or more acceleration parameters, and the like, besides using the above-mentioned method, and the like, which are not listed here.

In one example, filtering for the fourth acceleration to obtain a compensated acceleration includes:

filtering the fourth acceleration by adopting a first inertia filter to obtain a compensated acceleration;

the filter coefficient of the first inertial filter is inversely related to the velocity error, and the velocity error is the absolute value of the difference between the target velocity and the current velocity.

For the first inertia filter, it may be a first order inertia filter, or may be a second order inertia filter, etc. For simplicity, the first-order inertial filter is mainly used as an example for the following description.

First order inertial filter G _b (s) can be generally represented by the following formula:

where α is the filter coefficient of the first order inertial filter and s is the laplacian operator. In this embodiment, the value of α may be adjustable.

Specifically, the filter coefficient α represents the comfort and rapidity of the velocity tracking control: if the coefficient alpha is small, the bandwidth of the filter is large, high-frequency disturbance signals can pass through the filter, the rapidity of speed tracking control is guaranteed, but the comfort is reduced; on the contrary, if the coefficient alpha is larger, the bandwidth of the filter is reduced, the high-frequency signal is filtered, the acceleration and deceleration of the vehicle are relatively slowed down, the comfort of the speed tracking control is ensured, but the rapidity is sacrificed.

In order to take account of the rapidity and the comfort of the speed tracking control, the filter coefficient alpha is adaptively adjusted according to the following logic: when the speed error is large, alpha takes a small value; when the speed error is small, α takes a large value. That is, the filter coefficients of the first inertial filter may be inversely related to the absolute value of the difference between the target velocity and the current velocity.

Optionally, in step 102, determining the first acceleration according to the current speed and the target speed includes:

and inputting the current speed and the target speed into a PID controller, and outputting a first acceleration.

In other words, in this embodiment, the speed controller in the outer ring may be a PID controller.

The outer loop speed PID controller inputs the desired speed (i.e., target speed) of the vehicle and the actual speed (i.e., current speed) that can be fed back from the upstream planning module, and outputs the PID control rate.

If only the proportional control is considered, the time parameter t in equation (6) can be considered as the proportional term parameter. That is, the PID controller may be a generic concept, and in practical applications, it may be simple proportional control, proportional integral derivative control, or the like, and may be specifically selected as needed.

It can be seen that, in this embodiment, the vehicle control method may employ a controller having an outer loop PID control loop and an inner loop internal structure control loop to track the speed of the vehicle, the vehicle may be rapidly adjusted to track the desired speed when the desired speed changes by the outer loop PID loop, the inner loop internal structure is used to evaluate the influence of model mismatch and environmental disturbance on the vehicle, and meanwhile, the smoothness of the first-order inertial filter on the feedback allows the vehicle to consider comfort and rapidity when tracking the desired speed.

Optionally, referring to fig. 6, in step 104, after determining the target accelerator brake value according to the target acceleration, the current speed and the target dynamic model, the vehicle control method further includes:

and filtering the target accelerator brake value to obtain an accelerator brake control instruction, wherein the accelerator brake control instruction is used for controlling the accelerator or the brake of the vehicle.

In this embodiment, the filter may be used to filter the target accelerator brake value, and for the sake of distinction, the filter may be referred to as a feed-forward filter. In some application scenarios, the feedforward filter may be an inertial filter or a recursive filter, and is not limited herein.

It will be readily appreciated that the throttle and brake control command may ultimately be applied to an actuator of the type such as a throttle or brake. In addition, the accelerator brake control instruction can carry corresponding control parameter values, so that the accelerator or the brake can act in an expected manner; these control parameter values may be obtained based on the target accelerator brake value.

By filtering the target accelerator brake value, the target accelerator brake value can be smoothed, and damage to an actuating mechanism is reduced.

Of course, in some possible embodiments, the filtering process for the target throttle brake value may be omitted in case of an emergency. For example, when the vehicle needs to avoid an obstacle urgently during running, an urgent braking instruction may be generated, and in this case, the filtering process of the target accelerator braking value can be omitted, so that the actuating mechanisms such as the brake can respond quickly, and the safety of the vehicle is improved.

In one example, filtering is performed on the target accelerator brake value to obtain an accelerator brake control command, and the method includes:

filtering the target accelerator brake value by adopting a second inertia filter to obtain an accelerator brake control instruction;

the filter coefficient of the second inertia filter is inversely related to the speed error, and the speed error is the absolute value of the difference between the target speed and the current speed.

The second inertial filter is similar to the first inertial filter, and may be a first-order inertial filter, a second-order inertial filter, or the like, and may be selected according to actual needs.

Let the second inertial filter be G _f (s), and the second inertial filter is a first order inertial filter, the second inertial filter can be represented by:

wherein β is a filter coefficient of the first order inertial filter, and s is a laplacian. In this embodiment, the value of β may be adjustable.

The adjustment of the feedforward coefficient beta is similar to the feedback coefficient alpha, and when the speed error is large, the beta takes a small value to ensure rapidity; when the speed error is small, beta takes a large value to ensure comfort.

In other words, the filter coefficients of the second inertial filter may be inversely related to the absolute value of the difference between the target speed and the current speed, thus contributing to balancing the comfort and rapidity of the vehicle control.

Filtering is carried out aiming at the target accelerator brake value to obtain an accelerator brake control instruction, and the method can further comprise the following steps:

filtering the target accelerator brake value to obtain an initial control quantity;

and carrying out amplitude limiting on the initial control quantity according to a preset numerical range to obtain an accelerator brake control instruction.

For example, the predetermined range may be [ -95,95], corresponding to a brake pedal opening of not greater than 95% and an accelerator pedal opening of not greater than 95%. When the initial control amount indicates that the required brake pedal opening is 99%, the initial control amount may be limited such that the obtained accelerator brake control instruction indicates that the brake pedal opening is adjusted to 95%.

In this embodiment, by setting the preset value range, the redundant protection effect on the execution mechanism can be achieved, and damage to the execution mechanism due to over-adjustment is effectively avoided.

Of course, under certain application scenarios, for example, in the normal driving process of a vehicle, the acceleration sudden change caused by the over adjustment of the brake or the accelerator can be reduced by setting the preset numerical range, and the comfort of the vehicle is improved.

The vehicle control method provided by the embodiment of the application is described below with reference to some practical application scenarios:

referring to fig. 7, fig. 7 shows a flow chart of the establishment of the target kinetic model, which includes:

step 701, acquiring vehicle step response data;

the method corresponds to the acquisition of data such as the speed, the acceleration and the corresponding relation of the vehicle under the guidance of different step signals;

step 702, collecting data and processing;

the collected data processing may refer to mean filtering and curve fitting processing, discretization processing, and linear approximation of the original data curve mentioned in the above embodiments to obtain discrete data that is not obtained by direct collection, and the like;

step 703, establishing a data-driven dynamic model;

this step is equivalent to the step of establishing the first kinetic model above;

step 704, establishing a data-driven dynamic inverse model;

this step corresponds to the step of establishing the second kinetic model described above.

Referring to fig. 8, fig. 8 shows a flowchart of vehicle control with target dynamics modeling, including:

step 801, searching for matched track points;

the track points may be obtained from an upstream planning module.

Wherein the planning module can plan for the path or speed of the vehicle; accordingly, the output of the planning module may include a speed planning curve, and the trace points may be points in the speed planning curve.

Step 802, coordinate conversion;

in the step, the planning speed vector of the track point in a Cartesian coordinate system (such as a world coordinate system) can be converted into a freset coordinate system, so that the further decomposition of the planning speed can be facilitated to obtain a longitudinal speed and a transverse speed;

in general, the longitudinal velocity obtained by the above decomposition may be used as the desired velocity, or as the target velocity.

Step 803, calculating a longitudinal speed error;

calculating the difference between the target speed and the current speed;

step 804, calculating the control quantity of the speed loop;

the speed ring, i.e. the closed loop corresponding to the speed controller, can also be referred to as an outer ring; the control amount output by the speed loop may be the first acceleration described above.

Step 805, calculating internal model control quantity;

the internal model control quantity here may be acceleration; accordingly, the calculation of the internal model control amount may be regarded as the calculation of the target acceleration determined from the first acceleration and the compensation acceleration.

Step 806, parameterizing inverse dynamic model interpolation;

the parameterized inverse kinetic model can correspond to the second kinetic model, and the input is speed and acceleration, and the output is an accelerator brake value;

specifically, in this step, the parameterized inverse dynamical model may perform interpolation calculation based on the parameterized inverse dynamical model by using the target acceleration and the current speed as inputs, and output the target accelerator brake value.

Step 807, filtering and amplitude limiting;

in this step, filtering and amplitude limiting may be performed on the target accelerator brake value. Wherein, the filtering here may correspond to the filtering process of the above-mentioned feedforward filter, and the result obtained by the filtering corresponds to the initial control quantity; by limiting the initial control quantity, the accelerator quantity (such as the opening degree of an accelerator pedal) or the brake quantity (such as the opening degree of a brake pedal) can be limited within a certain range, and the redundant protection effect on the actuating mechanism is achieved.

After the initial control quantity is subjected to amplitude limiting processing, the accelerator brake control instruction can be obtained. Typically, the throttle brake control command may include control parameters that ultimately act on the actuator during a control cycle. For example, when the accelerator brake control command instructs to adjust the accelerator pedal opening to 60%, the accelerator pedal opening may be adjusted to 60% in the control cycle.

According to the vehicle control method provided by the embodiment of the application, a method for estimating disturbance by using an internal model structure is provided aiming at uncertain disturbance brought by various driving environments (high speed, garden, mining area and the like), and a double closed-loop controller controlled by a PID (proportion integration differentiation) control and the internal model structure is designed according to the method; specifically, the outer loop may be a PID controller and the inner loop may be an internal model controller to estimate the uncertainty perturbation due to model bias and driving environment. The combination of the controllers has a simpler structure, has no special requirement on the computing power of the processor, can adapt to various environments, has better comfort, and has better precision and adaptability to expected speed and speed error in a larger range.

As shown in fig. 9, an embodiment of the present application also provides a vehicle control apparatus, including:

a first obtaining module 901, configured to obtain a current speed, a target speed, a current acceleration, and a current accelerator brake value of a vehicle in a control cycle;

a first determining module 902, configured to determine a first acceleration according to the current speed and the target speed; determining a second acceleration according to the current speed, the current accelerator brake value and a predetermined target dynamic model; the target dynamic model records the corresponding relation among speed, acceleration and an accelerator brake value;

a second determining module 903, configured to determine a target acceleration according to the first acceleration, the second acceleration, and the current acceleration;

and a third determining module 904, configured to determine a target accelerator brake value according to the target acceleration, the current speed, and the target dynamic model, where the target accelerator brake value is used to control an execution mechanism of the vehicle.

Optionally, the second determining module 903 may include:

the first acquisition unit is used for solving the difference between the second acceleration and the current acceleration to obtain a third acceleration;

the second acquisition unit is used for multiplying the third acceleration by a preset feedback coefficient to obtain a fourth acceleration;

the first filtering unit is used for filtering the fourth acceleration to obtain a compensated acceleration;

and the first determining unit is used for determining the target acceleration according to the first acceleration and the compensation acceleration.

Optionally, the first filtering unit may be specifically configured to:

Optionally, the first determining module 902 may be specifically configured to:

Optionally, the vehicle control apparatus may further include:

and the filtering module is used for filtering the target accelerator brake value to obtain an accelerator brake control instruction, and the accelerator brake control instruction is used for controlling the accelerator or the brake of the vehicle.

Optionally, the filtering module may be specifically configured to:

Optionally, the filtering module may include:

the second filtering unit is used for filtering the target accelerator brake value to obtain an initial control quantity;

and the third acquisition unit is used for carrying out amplitude limiting on the initial control quantity according to a preset numerical range to obtain an accelerator brake control instruction.

Optionally, the vehicle control apparatus may further include:

a fourth determination module for determining at least one step signal, each step signal comprising a first throttle value, a first desired speed and a first brake value, the step signal being for instructing the vehicle to accelerate from rest to the first desired speed at the first throttle value in a first motion phase and to decelerate from the first desired speed to rest at the first brake value in a second motion phase;

the second acquisition module is used for respectively acquiring a first motion parameter corresponding relation and a second motion parameter corresponding relation corresponding to each step signal, wherein the first motion parameter corresponding relation indicates the corresponding relation between the speed and the acceleration of the vehicle in a first motion stage corresponding to any step information; the second motion parameter corresponding relation indicates the corresponding relation between the speed and the acceleration of the vehicle in a second motion stage corresponding to any step information;

and the fifth determining module is used for determining the target dynamic model according to the corresponding relation between the first motion parameter and the second motion parameter corresponding to the step signal.

Optionally, the fifth determining module may include:

the processing unit is used for carrying out filtering and/or curve fitting processing on the corresponding relation of the first motion parameters and the corresponding relation of the second motion parameters corresponding to the step signals;

and the second determining unit is used for determining the target dynamic model according to the processed corresponding relation of the first motion parameter and the second motion parameter.

Optionally, the target kinetic model comprises a first kinetic model and a second kinetic model;

The vehicle control device is a device corresponding to the vehicle control method, and all the implementation manners in the method embodiment are applied to the embodiment of the device, so that the same technical effects can be achieved.

Fig. 10 shows a hardware structure diagram of an electronic device provided in an embodiment of the present application.

The electronic device may include a processor 1001 and a memory 1002 that stores computer program instructions.

Specifically, the processor 1001 may include a Central Processing Unit (CPU), or an Application Specific Integrated Circuit (ASIC), or may be configured to implement one or more Integrated circuits of the embodiments of the present Application.

Memory 1002 may include mass storage for data or instructions. By way of example, and not limitation, memory 1002 may include a Hard Disk Drive (HDD), a floppy Disk Drive, flash memory, an optical Disk, a magneto-optical Disk, magnetic tape, or a Universal Serial Bus (USB) Drive or a combination of two or more of these. Memory 1002 may include removable or non-removable (or fixed) media, where appropriate. The memory 1002 may be internal or external to the integrated gateway disaster recovery device, where appropriate. In a particular embodiment, the memory 1002 is non-volatile solid-state memory.

The memory may include Read Only Memory (ROM), Random Access Memory (RAM), magnetic disk storage media devices, optical storage media devices, flash memory devices, electrical, optical, or other physical/tangible memory storage devices. Thus, in general, the memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software comprising computer-executable instructions and when the software is executed (e.g., by one or more processors), it is operable to perform operations described with reference to methods in accordance with the present disclosure.

The processor 1001 realizes any one of the vehicle control methods in the above embodiments by reading and executing computer program instructions stored in the memory 1002.

In one example, the electronic device may also include a communication interface 1003 and a bus 1004. As shown in fig. 10, a processor 1001, a memory 1002, and a communication interface 1003 are connected to each other via a bus 1004 to complete mutual communication.

The communication interface 1003 is mainly used for implementing communication between modules, apparatuses, units and/or devices in this embodiment.

Bus 1004 includes hardware, software, or both to couple the components of the online data traffic billing device to each other. By way of example, and not limitation, a bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hypertransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an infiniband interconnect, a Low Pin Count (LPC) bus, a memory bus, a Micro Channel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a video electronics standards association local (VLB) bus, or other suitable bus or a combination of two or more of these. Bus 1004 may include one or more buses, where appropriate. Although specific buses are described and shown in the embodiments of the application, any suitable buses or interconnects are contemplated by the application.

In addition, in combination with the vehicle control method in the foregoing embodiment, the embodiment of the present application may be implemented by providing a computer storage medium. The computer storage medium having computer program instructions stored thereon; the computer program instructions, when executed by a processor, implement any of the vehicle control methods in the above embodiments.

It is to be understood that the present application is not limited to the particular arrangements and instrumentality described above and shown in the attached drawings. A detailed description of known methods is omitted herein for the sake of brevity. In the above embodiments, several specific steps are described and shown as examples. However, the method processes of the present application are not limited to the specific steps described and illustrated, and those skilled in the art can make various changes, modifications, and additions or change the order between the steps after comprehending the spirit of the present application.

The functional blocks shown in the above-described structural block diagrams may be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, it may be, for example, an electronic circuit, an Application Specific Integrated Circuit (ASIC), suitable firmware, plug-in, function card, or the like. When implemented in software, the elements of the present application are the programs or code segments used to perform the required tasks. The program or code segments may be stored in a machine-readable medium or transmitted by a data signal carried in a carrier wave over a transmission medium or a communication link. A "machine-readable medium" may include any medium that can store or transfer information. Examples of a machine-readable medium include electronic circuits, semiconductor memory devices, ROM, flash memory, Erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, Radio Frequency (RF) links, and so forth. The code segments may be downloaded via computer networks such as the internet, intranet, etc.

It should also be noted that the exemplary embodiments mentioned in this application describe some methods or systems based on a series of steps or devices. However, the present application is not limited to the order of the above-described steps, that is, the steps may be performed in the order mentioned in the embodiments, may be performed in an order different from the order in the embodiments, or may be performed simultaneously.

Aspects of the present disclosure are described above with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the disclosure. It will be understood that each block of the flowchart illustrations and/or block diagrams, and combinations of blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions/acts specified in the flowchart and/or block diagram block or blocks. Such a processor may be, but is not limited to, a general purpose processor, a special purpose processor, an application specific processor, or a field programmable logic circuit. It will also be understood that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware for performing the specified functions or acts, or combinations of special purpose hardware and computer instructions.

As described above, only the specific embodiments of the present application are provided, and it can be clearly understood by those skilled in the art that, for convenience and brevity of description, the specific working processes of the system, the module and the unit described above may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again. It should be understood that the scope of the present application is not limited thereto, and any person skilled in the art can easily conceive various equivalent modifications or substitutions within the technical scope of the present application, and these modifications or substitutions should be covered within the scope of the present application.

Claims

1. A vehicle control method characterized by comprising:

determining a first acceleration according to the current speed and the target speed; determining a second acceleration according to the current speed, the current accelerator brake value and a predetermined target dynamic model; the target dynamics model records the corresponding relation among speed, acceleration and an accelerator brake value;

2. The method of claim 1, wherein said determining a target acceleration from said first acceleration, said second acceleration, and said current acceleration comprises:

obtaining a third acceleration by calculating a difference between the second acceleration and the current acceleration;

filtering the fourth acceleration to obtain a compensated acceleration;

3. The method of claim 2, wherein said filtering for the fourth acceleration resulting in a compensated acceleration comprises:

filtering the fourth acceleration by adopting a first inertial filter to obtain the compensated acceleration;

wherein a filter coefficient of the first inertial filter is inversely related to a velocity error, and the velocity error is an absolute value of a difference between the target velocity and the current velocity.

4. The method of claim 1, wherein determining a first acceleration based on the current velocity and the target velocity comprises:

and inputting the current speed and the target speed to a PID controller, and outputting the first acceleration.

5. The method of claim 1, wherein after determining a target throttle brake value based on the target acceleration, the current velocity, and the target dynamics model, the method further comprises:

and filtering the target accelerator brake value to obtain an accelerator brake control instruction, wherein the accelerator brake control instruction is used for controlling an accelerator or a brake of the vehicle.

6. The method of claim 5, wherein the filtering the target throttle brake value to obtain a throttle brake control command comprises:

filtering the target accelerator brake value by adopting a second inertia filter to obtain the accelerator brake control command;

wherein the filter coefficients of the second inertial filter are inversely related to a velocity error, the velocity error being an absolute value of a difference between the target velocity and the current velocity.

7. The method of claim 5, wherein the filtering the target throttle brake value to obtain a throttle brake control command further comprises:

and carrying out amplitude limiting on the initial control quantity according to a preset numerical range to obtain the accelerator brake control instruction.

8. The method of claim 1, wherein prior to obtaining the current speed, the target speed, and the current throttle brake value in one control cycle, the method further comprises:

determining at least one step signal, each step signal comprising a first throttle value, a first desired speed and a first braking value, the step signal being indicative of vehicle acceleration from rest to the first desired speed at the first throttle value during a first motion phase and deceleration from the first desired speed to rest at the first braking value during a second motion phase;

and determining the target dynamic model according to the corresponding relation between the first motion parameter and the second motion parameter corresponding to the step signal.

9. The method of claim 8, wherein determining the target kinetic model according to the first and second motion parameter correspondences corresponding to the step signal comprises:

and determining the target dynamic model according to the processed corresponding relation of the first motion parameter and the second motion parameter.

10. The method of claim 8, wherein the target kinetic model comprises a first kinetic model and a second kinetic model;

and in the second dynamic model, the acceleration and the speed are used as input, and the accelerator brake value is used as output.

11. A vehicle control apparatus, characterized in that the apparatus comprises:

the first determining module is used for determining a first acceleration according to the current speed and the target speed; determining a second acceleration according to the current speed, the current accelerator brake value and a predetermined target dynamic model; the target dynamics model records the corresponding relation among speed, acceleration and an accelerator brake value;

a second determining module, configured to determine a target acceleration according to the first acceleration, the second acceleration, and the current acceleration;

12. An electronic device, characterized in that the device comprises: a processor and a memory storing computer program instructions;

the processor, when executing the computer program instructions, implements a vehicle control method as claimed in any one of claims 1-10.

13. A computer storage medium having computer program instructions stored thereon which, when executed by a processor, implement a vehicle control method as claimed in any one of claims 1 to 10.