WO2021036862A1

WO2021036862A1 - Vehicle control method, related device, and computer storage medium

Info

Publication number: WO2021036862A1
Application number: PCT/CN2020/109765
Authority: WO
Inventors: 辛付龙; 王竣; 张义
Original assignee: 华为技术有限公司
Priority date: 2019-08-30
Filing date: 2020-08-18
Publication date: 2021-03-04
Also published as: CN112441001A; CN112441001B

Abstract

A vehicle control method, a device, equipment, and computer storage medium. The vehicle control method comprises: a terminal device acquires a road surface transverse gradient and a road surface longitudinal gradient, jointly correct the road surface transverse gradient and the road surface longitudinal gradient to produce a joint transverse-longitudinal gradient; furthermore, the terminal device performs a torque prediction and a brake pressure prediction with respect to a vehicle on the basis of the joint transverse-longitudinal gradient to produce an expected torque and an expected brake pressure for the vehicle, and instructs the vehicle to travel on the basis of the expected torque and of the expected brake pressure. The vehicle control method, the device, the equipment, and the computer storage medium solve the problem of low vehicle control accuracy and safety in the prior art.

Description

Vehicle control method, related equipment and computer storage medium

This application claims the priority of a Chinese patent application filed with the Chinese Patent Office, the application number is 201910822217.3, and the application name is "vehicle control method, related equipment and computer storage medium" on August 30, 2019, the entire content of which is incorporated by reference In this application.

Technical field

The present invention relates to the field of vehicle technology, in particular to a vehicle control method, related equipment and computer storage media.

Background technique

With the rapid development of artificial intelligence technology and automotive electronics technology, autonomous driving technologies are increasingly appearing in people's daily lives, making driving more comfortable and safer. However, as driving conditions become more and more complex, for example, when driving on a sloped road, how to control the vehicle to drive safely becomes particularly important.

In addition to safe driving on sloped roads and speed control, taking slope parking as an example, the following two schemes are often used to achieve slope parking. The first is based on a feedback control algorithm, such as a proportional-integral-derivative controller (proportion-integral-derivative, PID) to achieve gradient parking. In practice, it is found that the scope of application of the feedback control algorithm is relatively limited, and different control parameters are often required in different parking situations. However, the setting of these parameters usually relies on manual experience, which will affect the accuracy and safety of vehicle control. The second type is parking control based on longitudinal gradient. In practice, it is found that in the process of parking on a slope, as the direction and posture of the vehicle are different, it is necessary to overcome the resistance components in different directions. However, this scheme only considers the impact of longitudinal gradient on parking, which has certain limitations, which will affect the accuracy and safety of vehicle control.

Summary of the invention

The embodiment of the invention discloses a vehicle control method, related equipment and a computer storage medium, which can solve the problems of low vehicle control accuracy and safety in the prior art.

In the first aspect, an embodiment of the present invention discloses a vehicle control method. The method includes: a terminal device obtains a road surface lateral gradient and a road longitudinal gradient, and performs joint corrections on the road lateral gradient and the road longitudinal gradient to obtain a combined horizontal and longitudinal gradient. . The longitudinal gradient of the road surface refers to the road gradient along the longitudinal direction of the vehicle body when the vehicle is driving on the road surface. The lateral slope of the road surface refers to the road slope along the vertical direction of the vehicle body when the vehicle is driving on the road surface. Further, the terminal device performs torque prediction and brake pressure prediction on the vehicle according to the combined transverse and longitudinal gradient, and obtains the expected torque and the expected brake pressure of the vehicle. Finally, according to the expected torque and the expected brake pressure, the vehicle is instructed to travel.

By implementing the embodiments of the present invention, it is possible to comprehensively consider the impact of the lateral gradient of the road surface and the longitudinal gradient of the road surface on the safe driving of the vehicle, thereby solving the problems of vehicle control accuracy and low safety in the prior art, thereby improving the accuracy of vehicle control Performance and safety have also improved the accuracy of vehicle control.

In combination with the first aspect, in some possible embodiments, the terminal device performs a joint calculation on the lateral slope of the road surface and the longitudinal slope of the road surface according to the side slip angle of the center of mass to obtain the lateral and longitudinal slope of the road surface. Then, according to the current gear of the vehicle, the road transverse and longitudinal gradient is corrected to obtain the combined transverse and longitudinal gradient. Among them, the horizontal and vertical gradient of the road surface is used to reflect the direction and size of the gradient when the vehicle is driving on the road. The side slip angle of the center of mass is the angle between the vehicle along the longitudinal direction of the vehicle body and the direction of movement of the vehicle.

Through the implementation of this step, the terminal device uses the side slip angle of the center of mass and the current gear of the vehicle to jointly correct the lateral gradient of the road surface and the longitudinal gradient of the road surface to obtain a combined lateral and longitudinal gradient that affects the safe driving of the vehicle. It is convenient to predict the torque and braking pressure of the vehicle based on the combined transverse and longitudinal gradient, so as to control the vehicle to drive safely on the road. It is helpful to improve the accuracy of slope calculation, which in turn helps to improve the safety and accuracy of vehicle driving.

In combination with the first aspect, in some possible embodiments, the terminal device calculates the horizontal and vertical road surface based on the road cross slope, the road longitudinal slope, the preset cross slope correction coefficient, the preset longitudinal slope correction coefficient, and the side slip angle of the center of mass. slope. Based on the directional correction coefficient and the horizontal and longitudinal slope of the road, the combined horizontal and vertical slope is calculated, where the directional correction coefficient is calculated based on the current gear of the vehicle.

By implementing this step, the terminal device uses the side slip angle of the center of mass, the current gear of the vehicle, the preset transverse gradient correction coefficient and the preset longitudinal gradient correction coefficient to jointly correct the road cross gradient and the road longitudinal gradient, and obtain the effect that affects the safe driving of the vehicle. The combined horizontal and vertical slope. It is convenient to predict the torque and braking pressure of the vehicle based on the combined transverse and longitudinal gradient, so as to control the vehicle to drive safely on the road. It is helpful to improve the accuracy of slope calculation, which in turn helps to improve the safety and accuracy of vehicle driving.

With reference to the first aspect, in some possible embodiments, the terminal device uses the following formula to calculate the horizontal and vertical gradient of the road surface:

θ _xy = k _x θ _x cos _θ v+k _y θ _y cos θ _v

Where θ _xy is the horizontal and vertical slope of the road surface, θ _x is the horizontal slope of the road surface, θ _y is the vertical slope of the road surface, θ _v is the side slip angle of the center of mass, and k _x is the preset horizontal slope correction coefficient , K _y is the preset longitudinal slope correction coefficient.

With reference to the first aspect, in some possible embodiments, the terminal device uses the following formula to calculate the combined horizontal and vertical slope:

Where θ _total is the combined transverse and longitudinal gradient, gear _i is the current gear of the vehicle, sign(gear _i ) is the gear correction coefficient corresponding to the current gear, and θ _xy is the transverse and longitudinal gradient of the road surface, gear _i-1 is the last gear of the vehicle, and sign(gear _i-1 ) is the gear correction coefficient corresponding to the last gear.

With reference to the first aspect, in some possible embodiments, the terminal device corrects the initial expected acceleration of the vehicle according to the combined transverse and longitudinal gradient to obtain the target expected acceleration. The initial expected acceleration is the pre-planned acceleration of the vehicle when driving on the road; then torque prediction and brake pressure prediction are performed on the vehicle according to the target expected acceleration, to obtain the expected torque and expected brake pressure of the vehicle.

By implementing this step, the terminal device uses the combined transverse and longitudinal gradient to correct the initial expected acceleration of the vehicle to obtain the true (target) expected acceleration when the vehicle is running. Then, based on the target desired acceleration, the desired torque and the desired brake pressure of the vehicle are calculated, so as to control the safe driving of the vehicle. In this way, the influence of the transverse and longitudinal gradients on the driving of the vehicle can be comprehensively considered, which is beneficial to improve the accuracy of the vehicle control, thereby ensuring the safety of the vehicle driving.

With reference to the first aspect, in some possible embodiments, the terminal device calculates the target expected acceleration based on the combined transverse and longitudinal gradient, gravitational acceleration, and the initial expected acceleration of the vehicle; then, based on the target expected acceleration and the preset torque coefficient, it is predicted to obtain The expected torque of the vehicle; based on the target expected acceleration and the preset brake pressure coefficient, the expected brake pressure of the vehicle is predicted.

By implementing this step, the terminal device uses the combined transverse and longitudinal gradient, gravitational acceleration, the initial expected acceleration of the vehicle, the preset torque coefficient and the preset brake pressure coefficient to calculate the expected torque and expected brake pressure of the vehicle, thereby controlling Safe driving of the vehicle. In this way, the influence of the transverse and longitudinal gradients on the driving of the vehicle can be comprehensively considered, which is beneficial to improve the accuracy of the vehicle control, thereby ensuring the safety of the vehicle driving.

With reference to the first aspect, in some possible embodiments, the terminal device uses the following formula to calculate the target expected acceleration:

a _total ＝a _ini +g×sin(θ _total )

Wherein, a _total is the target expected acceleration, a _ini is the initial expected acceleration, g is the acceleration due to gravity, and θ _total is the combined transverse and longitudinal gradient.

With reference to the first aspect, in some possible embodiments, the terminal device uses the following formula to calculate the expected torque and the expected brake pressure:

T _total ＝k ₁ ×a _total

P _total ＝k ₂ ×a _total

Wherein, T _total is the desired torque, P _total is the desired brake pressure, a _total is the target desired acceleration, k ₁ is a preset torque coefficient, and k ₂ is a preset brake pressure coefficient.

With reference to the first aspect, in some possible embodiments, in a gradient parking scenario, the terminal device instructs the vehicle to park according to the expected torque and the expected brake pressure.

In the second aspect, an embodiment of the present invention provides a vehicle control device, which includes a functional device, such as a module or unit, for executing the method described in the first aspect or any possible implementation of the first aspect. Wait.

In a third aspect, an embodiment of the present invention provides a computing device, including: a processor, a memory, a communication interface, and a bus; the processor, the communication interface, and the memory communicate with each other through the bus; the communication interface is used to receive and send data; and the memory , Is used to store instructions; the processor is used to call instructions in the memory to execute the method described in the first aspect or any possible implementation of the first aspect.

In a fourth aspect, a computer-readable storage medium is provided, and the computer-readable storage medium stores program codes for vehicle control. The program code includes instructions for executing the method described in the first aspect or any possible implementation of the first aspect.

In a fifth aspect, a chip product is provided to implement the foregoing first aspect or the method in any possible implementation manner of the first aspect.

On the basis of the implementation manners provided by the above aspects, the present invention can be further combined to provide more implementation manners.

Description of the drawings

In order to explain the embodiments of the present invention or the technical solutions in the prior art more clearly, the following will briefly introduce the drawings that need to be used in the description of the embodiments or the prior art.

Fig. 1 is a schematic diagram of a possible vehicle function framework provided by an embodiment of the present invention.

FIG. 2 is a schematic structural diagram of an internal deployment of a processor according to an embodiment of the present invention.

Fig. 3 is a schematic structural diagram of a motion control module provided by an embodiment of the present invention.

Fig. 4 is a schematic diagram of a vehicle provided by an embodiment of the present invention.

5A-5C are schematic diagrams of three vehicle driving scenarios provided by an embodiment of the present invention.

Fig. 6 is a schematic flowchart of a vehicle control method provided by an embodiment of the present invention.

Fig. 7 is a schematic structural diagram of a vehicle control device provided by an embodiment of the present invention.

Fig. 8 is a schematic structural diagram of a terminal device provided by an embodiment of the present invention.

detailed description

The technical solutions in the embodiments of the present invention will be described in detail below in conjunction with the accompanying drawings of the present invention.

Please refer to FIG. 1, which is a schematic diagram of a possible vehicle function framework provided by an embodiment of the present invention. As shown in Fig. 1, the functional framework of the vehicle 100 may include various subsystems, such as the sensor system 102, the control system 104, one or more peripheral devices 106 (the illustration shows one as an example), the power supply 108, and the Computer system 110. Optionally, the vehicle 100 may also include other functional systems, such as an engine system that provides power to the vehicle 100, etc., which is not limited in the present invention. among them,

The sensor system 102 may include several detection devices, which can sense the information to be measured, and convert the sensed information into electrical signals or other required forms of information output according to a certain rule. As shown in the figure, these detection devices may include global positioning system 1021 (global positioning system, GPS), vehicle speed sensor 1022, inertial measurement unit 1023 (inertial measurement unit, IMU), radar unit 1024, laser rangefinder 1025, camera device 1026, wheel speed sensor 1027, steering sensor 1028, gear position sensor 1029, or other components used for automatic detection, etc., and the present invention is not limited.

Global Positioning System GPS 1021 is a system that uses GPS positioning satellites to perform positioning and navigation on a global scale in real time. In the present invention, the global positioning system GPS can be used to realize the real-time positioning of the vehicle and provide the geographic location information of the vehicle. The vehicle speed sensor 1022 is used to detect the driving speed of the vehicle. The inertial measurement unit 1023 may include a combination of an accelerometer and a gyroscope, and is a device that measures the angular rate and acceleration of the vehicle 100. For example, during the running of the vehicle, the inertial measurement unit can measure the position and angle changes of the vehicle body based on the inertial acceleration of the vehicle.

The radar unit 1024 can also be called a radar system. The radar unit uses wireless signals to sense objects in the current environment where the vehicle is driving. Optionally, the radar unit can also sense information such as the speed and direction of travel of the object. In practical applications, the radar unit can be configured as one or more antennas for receiving or transmitting wireless signals. The laser rangefinder 1025 can use modulated laser to realize the distance measurement of the target object, that is, the laser rangefinder can be used to realize the distance measurement of the target object. In practical applications, the laser rangefinder may include, but is not limited to, any one or a combination of multiple components: a laser source, a laser scanner, and a laser detector.

The imaging device 1026 is used to capture images, such as images and videos. In the present invention, during the running of the vehicle or after the camera device is activated, the camera device can collect images of the environment in which the vehicle is located in real time. For example, in the process of vehicles entering and exiting the tunnel, the camera device can collect corresponding images in real time and continuously. In practical applications, the camera device includes, but is not limited to, a driving recorder, a camera, a camera or other components used for photographing/photography, etc. The number of the camera device is not limited by the present invention.

The wheel speed sensor 1027 is a sensor for detecting the rotation speed of the wheels of the vehicle. Commonly used wheel speed sensors 1027 may include, but are not limited to, magneto-electric wheel speed sensors and Hall-type wheel speed sensors. The steering sensor 1028, which may also be referred to as a steering angle sensor, may represent a system for detecting the steering angle of the vehicle. In practical applications, the steering sensor 1028 can be used to measure the steering angle of a vehicle steering wheel, or to measure an electrical signal indicating the steering angle of the vehicle steering wheel. Optionally, the steering sensor 1028 may also be used to measure the steering angle of the vehicle tires, or to measure electrical signals indicating the steering angle of the vehicle tires, etc., and the present invention is not limited.

That is, the steering sensor 1028 can be used to measure any one or a combination of the following: the steering angle of the steering wheel, the electrical signal indicating the steering angle of the steering wheel, the steering angle of the wheels (vehicle tires), and the steering angle of the wheels. Electrical signals, etc.

The gear position sensor 1029 is used to detect the current gear position of the vehicle. Due to the different manufacturers of the vehicles, the gears in the vehicles may also be different. Taking an autonomous vehicle as an example, the autonomous vehicle supports 6 gears, namely: P gear, R gear, N gear, D gear, 2 gear, and L gear. Among them, the P (parking) gear is used for parking. It uses the mechanical device of the vehicle to lock the braking part of the vehicle so that the vehicle cannot move. R (reverse) gear, also called reverse gear, is used to reverse the vehicle. D (drive) gear, also called forward gear, is used for vehicles to drive on the road. The 2 (secondgear) gear is also a forward gear, which is used to adjust the driving speed of the vehicle. The 2nd gear can usually be used for the up and down slopes of the vehicle. The L (low) gear, also known as the low gear, is used to limit the driving speed of the vehicle. For example, on a downhill road, the vehicle enters the L gear, so that the vehicle uses engine power to brake when the vehicle is downhill, and the driver does not have to step on the brake for a long time to cause the brake pads to overheat and cause danger.

The control system 104 may include several elements, such as a steering unit 1041, a braking unit 1042, a lighting system 1043, an automatic driving system 1044, a map navigation system 1045, a network timing system 1046, and an obstacle avoidance system 1047 shown in the figure. Optionally, the control system 104 may also include components such as a throttle controller and an engine controller for controlling the traveling speed of the vehicle, which are not limited in the present invention.

The steering unit 1041 may represent a system for adjusting the traveling direction of the vehicle 100, which may include, but is not limited to, a steering wheel, or any other structural device for adjusting or controlling the traveling direction of the vehicle. The braking unit 1042 may represent a system for slowing down the traveling speed of the vehicle 100, and may also be referred to as a vehicle braking system. It may include, but is not limited to, a brake controller, a speed reducer, or any other structural device used for vehicle deceleration. In practical applications, the braking unit 1042 can use friction to slow down the tires of the vehicle, thereby slowing down the traveling speed of the vehicle. The lighting system 1043 is used to provide a lighting function or a warning function for the vehicle. For example, during the night driving of the vehicle, the lighting system 1043 may activate the front lights and rear lights of the vehicle to provide the light intensity of the vehicle driving and ensure the safe driving of the vehicle. In practical applications, the lighting system includes, but is not limited to, front lights, rear lights, width lights, and warning lights.

The automatic driving system 1044 may include a hardware system and a software system for processing and analyzing the data input to the automatic driving system 104 to obtain the actual control parameters of each component in the control system 104, such as the desired braking of the brake controller in the braking unit. The pressure and the expected torque of the engine, etc. It is convenient for the control system 104 to implement corresponding control and ensure the safe driving of the vehicle. Optionally, the automatic driving system 104 can also determine obstacles faced by the vehicle, characteristics of the environment in which the vehicle is located (for example, the lane where the vehicle is currently driving, road boundaries, and upcoming traffic lights) by analyzing the data. Among them, the data input to the automatic driving system 104 can be image data collected by a camera device, or data collected by various components in the sensor system 102, such as steering wheel angle provided by a steering angle sensor, wheel speed provided by a wheel speed sensor, etc. , The present invention is not limited.

The map navigation system 1045 is used to provide map information and navigation services for the vehicle 100. In practical applications, the map navigation system 1045 can plan an optimal driving route based on the positioning information of the vehicle (specifically the current location of the vehicle) provided by GPS and the destination address entered by the user, such as the shortest distance or the less traffic volume Route etc. It is convenient for the vehicle to navigate along the optimal driving route to reach the destination address. Optionally, in addition to providing navigation functions, the map navigation system can also provide or display corresponding map information to the user according to actual needs of the user, such as displaying the current section of the vehicle on the map in real time, which is not limited in the present invention.

The network time system 1046 (network time system, NTS) is used to provide time synchronization services to ensure that the current system time of the vehicle is synchronized with the network standard time, which is beneficial to provide more accurate time information for the vehicle. In specific implementation, the network time synchronization system 1046 can obtain a standard time signal from GPS satellites, and use the time signal to synchronously update the current system time of the vehicle to ensure that the current system time of the vehicle is consistent with the time of the obtained standard time signal.

The obstacle avoidance system 1047 is used to predict the obstacles that may be encountered during the driving of the vehicle, and then control the vehicle 100 to bypass or cross the obstacles to realize the normal driving of the vehicle 100. For example, the obstacle avoidance system 1047 can analyze the sensor data collected by each element in the sensor system 102 to determine the obstacles that may exist on the road of the vehicle. If the size of the obstacle is relatively large, such as a fixed building (building) on the side of the road, the obstacle avoidance system 1047 can control the vehicle 100 to bypass the obstacle for safe driving. Conversely, if the size of the obstacle is small, such as a small rock on the road, the obstacle avoidance system 1047 can control the vehicle 100 to cross the obstacle and continue to drive forward.

The peripheral device 106 may include several elements, such as a communication system 1061, a touch screen 1062, a user interface 1063, a microphone 1064, a speaker 1065, and so on as shown in the figure. Among them, the communication system 1061 is used to implement network communication between the vehicle 100 and other devices except the vehicle 100. In practical applications, the communication system 1061 may use wireless communication technology or wired communication technology to implement network communication between the vehicle 100 and other devices. The wired communication technology may refer to communication between the vehicle and other devices through a network cable or optical fiber. The wireless communication technology includes, but is not limited to, the global system for mobile communications (GSM), general packet radio service (GPRS), code division multiple access (CDMA), Wideband Code Division Multiple Access (WCDMA), Time-Division Code Division Multiple Access (TD-SCDMA), Long Term Evolution (LTE), Wireless Local Area Network (Wireless Local Area) networks, WLAN) (such as wireless fidelity (Wi-Fi) networks), bluetooth (BT), global navigation satellite system (GNSS), frequency modulation (FM), close range Wireless communication technology (near field communication, NFC) and infrared technology (infrared, IR), etc.

The touch screen 1062 can be used to detect operation instructions on the touch screen 1062. For example, the user performs a touch operation on the content data displayed on the touch screen 1062 according to actual needs to realize the function corresponding to the touch operation, such as playing multimedia files such as music and videos. The user interface 1063 may specifically be a touch panel for detecting operation instructions on the touch panel. The user interface 1063 may also be a physical button or a mouse. The user interface 1064 may also be a display screen for outputting data and displaying images or data. Optionally, the user interface 1064 may also be at least one device belonging to the category of peripheral devices, such as a touch screen, a microphone, and a speaker.

The microphone 1064, also called a microphone or microphone, is used to convert sound signals into electrical signals. When making a call or sending a voice message, the user approaches the microphone to make a sound, and the sound signal can be input into the microphone. The loudspeaker 1065 is also called a loudspeaker, and is used to convert audio electric signals into sound signals. The vehicle can listen to music through the speaker 1065, or listen to hands-free calls.

The power source 108 represents a system that provides power or energy for the vehicle, and it may include, but is not limited to, a rechargeable lithium battery or a lead-acid battery. In practical applications, one or more battery components in the power supply are used to provide electric energy or energy for starting the vehicle, and the type and material of the power supply are not limited by the present invention. Optionally, the power supply 108 may also be an energy source for providing an energy source for the vehicle, such as gasoline, diesel, ethanol, solar battery or battery panel, etc., which is not limited in the present invention.

Several functions of the vehicle 100 are controlled and implemented by the computer system 110. The computer system 110 may include one or more processors 1101 (a processor is shown as an example in the figure) and a memory 1102 (may also be referred to as a storage device). In practical applications, the memory 1102 is also inside the computer system 110, and may also be outside the computer system 110, for example, as a cache in the vehicle 100, which is not limited in the present invention. among them,

The processor 1101 may include one or more general-purpose processors, such as a graphics processing unit (GPU). The processor 1101 may be used to run related programs or instructions corresponding to the programs stored in the memory 1102 to implement corresponding functions of the vehicle.

The memory 1102 may include volatile memory, such as RAM; the memory may also include non-volatile memory, such as ROM, flash memory, HDD, or solid-state drive SSD; 1102 may also include a combination of the above-mentioned types of memories. The memory 1102 may be used to store a set of program codes or instructions corresponding to the program codes, so that the processor 1101 can call the program codes or instructions stored in the memory 1102 to implement corresponding functions of the vehicle. This function includes but is not limited to part or all of the functions in the schematic diagram of the vehicle function framework shown in FIG. 1. In the present invention, the memory 1102 can store a set of program codes for vehicle control, and the processor 1101 can call the program codes to control the safe driving of the vehicle. The details of how to realize the safe driving of the vehicle are described in detail below in the present invention.

Optionally, in addition to storing program codes or instructions, the memory 1102 may also store information such as road maps, driving routes, and sensor data. The computer system 110 may be combined with other elements in the functional framework diagram of the vehicle, such as sensors in the sensor system, GPS, etc., to implement relevant functions of the vehicle. For example, the computer system 110 can control the traveling direction or traveling speed of the vehicle 100 based on the data input of the sensor system 102, which is not limited in the present invention.

Among them, FIG. 1 of the present invention shows that it includes three subsystems, and the sensor system, the control system and the computer system are only examples and do not constitute a limitation. In practical applications, the vehicle 100 can combine several components in the vehicle according to different functions to obtain corresponding subsystems with different functions. For example, the vehicle 100 may also include an electronic stability program (ESP) and an electric power steering system (electric power steering, EPS), etc., which are not shown in the figure. Among them, the ESP system can be composed of some sensors in the sensor system 102 and some elements in the control system 104. Specifically, the ESP system can include a wheel speed sensor 1027, a steering sensor 1028, a lateral acceleration sensor, and a control unit involved in the control system 104. and many more. The EPS system can be composed of some sensors in the sensor system 102, some components in the control system 104, and power supply 108. Specifically, the EPS system can include a steering sensor 1028, a generator and a reducer involved in the control system 104, and a battery. Power supply and so on.

It should be noted that the foregoing FIG. 1 is only a schematic diagram of a possible functional framework of the vehicle 100. In practical applications, the vehicle 100 may include more or fewer systems or components, which is not limited in the present invention.

Refer to FIG. 2, which is a schematic structural diagram of a possible processor 1101 during operation according to an embodiment of the present invention. In practical applications, the processor 1101 shown in FIG. 2 can call the program codes stored in the memory 1102 to implement the functions of each software module. For example, the software module in the figure may include a perception fusion module 11, a motion planning module 12, and a motion control module 13. among them,

The sensory fusion module 11 is used to perform fusion processing on sensor data collected by some or all of the sensors in the sensor system 100 to obtain fused sensor data. Furthermore, the fusion sensor data can be sent to the motion planning module 12. For example, the perception fusion module 11 fusion sends road condition information (such as road width, curve length, curve angle, road slope, etc.) collected by the camera device 1026 in the sensor system 100 and obstacle information collected by the radar sensor 104. Give motion planning module 12 and so on.

Optionally, the perception fusion module 11 can also identify sensor data sent by some or all of the sensors in the sensor system 100 to obtain current driving information of the vehicle, which may also be referred to as motion state information. The motion state information is further sent to the motion control module 13. Wherein, the driving information includes, but is not limited to, the driving speed, wheel speed, longitudinal acceleration, lateral acceleration, steering wheel angle, or other information related to the driving of the vehicle.

The motion planning module 12 is used to plan corresponding driving information for the vehicle in advance according to the fusion sensor data, such as the planned driving path, driving speed and acceleration, and so on. Optionally, the motion planning module 12 may send the obtained planned driving information to the motion control module 13.

The motion control module 13 is configured to adjust the current driving information of the vehicle according to the planned driving information sent by the motion planning module 12 to control the vehicle to drive safely. Specifically, the motion control module 13 includes a horizontal control module 131 and a vertical control module 132. Among them, the lateral control module is used to control driving information that is perpendicular to the longitudinal direction of the vehicle body (ie, the lateral direction), such as lateral acceleration, lateral driving speed, and so on. The longitudinal control module is used to control the driving information related to the longitudinal direction of the vehicle body, such as longitudinal acceleration, longitudinal driving speed and so on. The transverse direction and the longitudinal direction will be described in detail below in this application.

Correspondingly, the motion control module 13 can adjust the current driving information of the vehicle according to the planned driving information through the lateral control module and/or the longitudinal control module. For example, in a curve driving scene, the planned driving information obtained by the motion planning module 13 is specifically: the driving speed at time t0 is 60 km/h, and the steering wheel angle is 30°. The current driving information obtained by the perception fusion module 11 is specifically: the current driving speed of the vehicle is 800 km/h, and the steering wheel angle is 0°. Correspondingly, after the motion control module 13 receives the above information, it can send a deceleration control command to the vehicle brake system to control the vehicle brake system to decelerate, thereby ensuring that the driving speed at t0 is 60km/h; at the same time, it sends a steering command to the vehicle steering wheel. Control the steering of the steering wheel to ensure that the steering wheel angle at t0 is 30°, which is convenient for the vehicle to drive safely in bends.

In a specific embodiment, please refer to Fig. 3 for a schematic diagram of the internal structure of a possible motion control module 13 (specifically, a longitudinal control module or a lateral control module) provided by an embodiment of the present invention. Fig. 3 takes the longitudinal control module as an example, which includes an initial expected acceleration acquisition unit 131, a lateral gradient acquisition unit 132, a longitudinal gradient acquisition unit 133, a centroid side slip angle acquisition unit 134, a transverse and longitudinal gradient calculation unit 135, and a slope compensation calculation unit 136 , The total desired acceleration calculation unit 137 and the torque and brake pressure calculation unit 138. among them,

The initial expected acceleration acquiring unit 131 is configured to acquire the initial expected acceleration when the vehicle is traveling on the road, where the initial expected acceleration is the driving acceleration planned by the motion planning module 12 for the vehicle in advance.

The lateral gradient acquiring unit 132 is used to acquire the lateral gradient of the road surface when the vehicle is driving on the road surface.

The longitudinal gradient acquisition unit 133 is used to acquire the longitudinal gradient of the road surface when the vehicle is driving on the road surface. Among them, the longitudinal gradient (for example, the longitudinal gradient of the road surface) involved in the present invention refers to the road gradient along the longitudinal direction of the vehicle body. The lateral gradient refers to the road gradient along the longitudinal direction perpendicular to the vehicle body. For example, please refer to FIG. 4 for a schematic diagram of a vehicle. As shown in Fig. 4, the X axis represents the longitudinal direction of the vehicle body, which can be a direction parallel to the ground and pointing forward when the vehicle is at a standstill. The Y axis represents the longitudinal direction perpendicular to the vehicle body, that is, the transverse direction. The Z axis indicates the direction that passes through the center of mass of the vehicle (the origin of the coordinate system) and points upward. Referring to Fig. 4, the road longitudinal gradient refers to the road gradient along the X-axis direction, and the road lateral gradient refers to the road gradient along the Y-axis direction.

The centroid side slip angle obtaining unit 134 is used to obtain the centroid side slip angle when the vehicle is running on the road surface. The side slip angle of the center of mass may specifically refer to the angle between the vehicle along the longitudinal direction of the vehicle body and the driving direction of the vehicle. Please refer to the following 5B, V represents the direction of movement of the vehicle, X represents the longitudinal direction of the vehicle body, and θ is the side slip angle of the vehicle's center of mass.

The transverse and longitudinal gradient calculation unit 135 is used to jointly calculate the transverse gradient of the road surface and the longitudinal gradient of the road surface of the vehicle to obtain the transverse and longitudinal gradient of the road surface. In practical applications, the vertical and horizontal slope of the road surface can be specifically expressed as a vector, which includes the direction of the slope and the magnitude of the slope.

The gradient compensation calculation unit 136 is used to perform direction compensation on the transverse and longitudinal gradient of the road surface to obtain the combined transverse and longitudinal gradient.

The total expected acceleration calculation unit 137 is used to correct the initial expected acceleration according to the combined transverse and longitudinal gradient to obtain the target expected acceleration, so as to comprehensively consider the impact of the road transverse gradient and the longitudinal gradient on the vehicle driving, which is beneficial to ensure the safety of the vehicle driving.

The torque and brake pressure calculation unit 138 is used to calculate the desired torque or the desired brake pressure of the vehicle according to the target desired acceleration. So that the motion control module controls the torque output by the vehicle engine according to the desired torque. Specifically, the motion control module can send a control command to the vehicle engine to control the torque output by the vehicle engine, thereby controlling the driving speed of the vehicle. Alternatively, the motion control module controls the braking pressure output by the vehicle braking system according to the desired braking pressure. Specifically, the motion control module can send control instructions to the vehicle braking system to control the braking pressure output by the vehicle braking system, thereby controlling the driving speed of the vehicle to ensure the safe driving of the vehicle.

It should be noted that the specific implementation of each unit in the motion control module 13 in the embodiment of the present invention will be described in detail below in this application. In addition, this application is applicable to various road driving scenes with slopes. For example, due to the shortage of parking spaces in the garage, there are many irregular parking spaces. During the parking process, it is necessary to overcome certain slope resistance and avoid obstacles to realize automatic parking of the vehicle, that is, this application is suitable for slope parking scenarios For details, refer to FIG. 5A, which shows a schematic diagram of a possible parking scene.

For another example, in a curve superelevation driving scene, the curve superelevation refers to the increase of the outside of the lane or the decrease of the inside of the lane in the flat curve of the road, that is, the road pavement has a certain horizontal gradient and longitudinal gradient, so that the vehicle is on the curve. When driving, it produces lateral thrust and centrifugal force to ensure the safe driving of the vehicle. For details, refer to Fig. 5B, which shows a schematic diagram of a possible curve driving scene.

For another example, in a slope driving scenario, the vehicle can specifically drive uphill or downhill on a slope. The solution of the present application is also adapted to this scenario to control the safe driving of the vehicle. Specifically, FIG. 5C shows a schematic diagram of a possible slope driving scene. As shown in FIG. 5C, the vehicle is only traveling uphill as an example, but it does not constitute a limitation.

Please refer to FIG. 6, which is a schematic flowchart of a vehicle control method according to an embodiment of the present invention. The method shown in Figure 6 includes the following implementation steps:

S601. The terminal device obtains the lateral gradient of the road surface and the longitudinal gradient of the road surface. The longitudinal gradient of the road surface refers to the road gradient along the longitudinal direction of the vehicle body when the vehicle is running on the road surface, and the lateral gradient of the road surface refers to the road gradient along the longitudinal direction perpendicular to the vehicle body when the vehicle is running on the road surface.

In the embodiment of the present invention, the lateral gradient of the road surface and the longitudinal gradient of the road surface may be measured by using a measuring tool (for example, a slope measuring instrument), or may be sent from other equipment (such as a server), or may be respectively obtained by a terminal device. Calculated based on the lateral acceleration and longitudinal acceleration of the vehicle. The following exemplifies specific implementations for the terminal device to calculate the lateral slope of the road surface and the longitudinal slope of the road surface.

In one example, the terminal device calculates the longitudinal acceleration of the road when the vehicle is running on the road according to the longitudinal acceleration of the vehicle. The specific implementation is as follows:

The terminal device obtains the driving speed V _{x of the} vehicle. The driving speed may be the vehicle driving speed directly collected by the terminal device through the speed sensor, or it may be obtained by calculating the respective wheel speeds of the coaxial wheels. The coaxial wheel includes two wheels, and the two wheels are coaxial, that is, the axes of the two wheels are the same. For example, the left front wheel and the right front wheel, the left rear wheel and the right rear wheel are all regarded as coaxial wheels. The wheel speed of each wheel (hereinafter referred to as wheel speed for short) can be specifically collected by wheel sensors. Illustratively, taking the coaxial wheels including the left rear wheel and the right rear wheel as an example, after the terminal device obtains the left rear wheel speed V _lr and the right rear wheel speed V _rr of the vehicle, the following formula (1) is used to calculate the vehicle The driving speed V _x .

The terminal device uses the following formula (2) to calculate the rate _{of change of the driving speed V x} with time to obtain the true longitudinal acceleration a _{x of the} vehicle.

The terminal device obtains the measured longitudinal acceleration a _{x_m of the} vehicle. The measured longitudinal acceleration may be the initial longitudinal acceleration directly measured by the longitudinal acceleration sensor of the vehicle body, or the acceleration obtained after processing the initial longitudinal acceleration. For example, considering the calculation accuracy, the measured longitudinal acceleration may be the acceleration obtained after filtering the initial longitudinal acceleration through a low-pass filter and denoising. The low-pass filter includes but is not limited to Kalman filter and Butterworth Filters, etc.

The terminal device uses the following formula (3) to _{calculate the true longitudinal acceleration a x} and the measured longitudinal acceleration a _{x_m} of the vehicle to obtain the road longitudinal gradient θ _x when the vehicle is driving on the road.

In another example, the terminal device calculates the lateral acceleration of the road when the vehicle is running on the road according to the lateral acceleration of the vehicle. The specific implementation is as follows:

The terminal device calculates the wheel speed difference V _{dx of the} coaxial wheels. Taking the coaxial wheels including the left rear wheel and the right rear wheel as an example, the wheel speed of each wheel can be collected by the corresponding wheel sensor. After obtaining the wheel speed V _lr of the left rear wheel and the wheel speed V _rr of the right rear wheel of the vehicle, the terminal device uses the following formula (4) to calculate the wheel speed difference V _dx .

V _dx =V _lr -V _rr formula (4)

The terminal device uses the following formula (5) _{to calculate the wheel speed difference V dx} according to the vehicle dynamics equation to obtain the official lateral acceleration a _{y of the} vehicle.

Among them, V _{x is} the driving speed of the vehicle. L is the wheelbase of the vehicle. The track is the distance between coaxial wheels, such as the track L between the front left wheel and the front right wheel shown in Figure 4 above.

The terminal device obtains the measured lateral acceleration a _{y_m of the} vehicle. The measured lateral acceleration may be the initial lateral acceleration directly measured by the vehicle lateral acceleration sensor, or it may be the acceleration obtained after processing the initial lateral acceleration. For example, considering the calculation accuracy, the measured lateral acceleration may be the acceleration obtained after filtering the initial lateral acceleration through a low-pass filter to remove noise.

The terminal device uses the following formula (6) to calculate the true lateral acceleration and the measured lateral acceleration of the vehicle to obtain the road lateral gradient θ _y when the vehicle is driving on the road.

In practical applications, the terminal device may specifically be a vehicle, a processor deployed in a vehicle, or a device that supports network communication with the vehicle. The device includes, but is not limited to, a mobile phone, a tablet (table personal computer), and a personal digital assistant (personal digital assistant). digital assistant (PDA), mobile internet device (mobile internet device, MID), wearable device (wearable device), in-vehicle equipment, and other devices that support network communication.

S602. The terminal device performs a joint correction on the lateral gradient of the road surface and the longitudinal gradient of the road surface to obtain the combined lateral and longitudinal gradient.

In an example, the terminal device may perform a joint calculation on the lateral slope of the road surface and the longitudinal slope of the road surface according to the side slip angle of the center of mass to obtain the lateral and longitudinal slope of the road surface. In practical applications, the horizontal and vertical gradient of the road surface is a vector with magnitude and direction. In other words, the horizontal and vertical gradient of the road surface indicates the direction and magnitude of the gradient when the vehicle is driving on the road surface. Regarding the lateral deflection angle of the center of mass, reference may be made to the relevant definitions in the foregoing embodiment, which will not be repeated here.

Further, the terminal device performs direction correction on the transverse and longitudinal gradient of the road surface according to the current gear of the vehicle to obtain the combined transverse and longitudinal gradient. Wherein, the current gear position of the vehicle can be measured by a gear position sensor. For details, please refer to the relevant description in the embodiment described in FIG. 1, which will not be repeated here.

In yet another example, the terminal device may calculate the horizontal and vertical slope of the road based on the lateral slope of the road, the longitudinal slope of the road, the side slip angle of the center of mass, the preset lateral slope correction coefficient, and the preset longitudinal slope correction coefficient. Then, the terminal device obtains the current gear position of the vehicle, and processes the current gear position to obtain the direction correction coefficient. Finally, the terminal equipment corrects the horizontal and vertical slope of the road based on the direction correction coefficient to obtain the combined horizontal and vertical slope.

A specific implementation example in which the terminal device of the embodiment of the present invention calculates the combined horizontal and vertical slope is as follows:

First, the terminal device obtains the centroid side slip angle θ _v .

Specifically, the steering gear, the terminal device acquires a vehicle steering wheel angle [theta] _s and _s of the vehicle than i. Among them, the steering wheel angle θ _s is directly collected by the steering sensor. The steering gear ratio refers to the ratio of the steering wheel angle to the steering angle of the steered wheels. The steering wheel usually refers to the front wheel, and the steering angle of the steering wheel can also be referred to as the front wheel angle for short. The terminal equipment using the following formula (7) of the steering wheel angle θ _s is calculated and the steering gear ratio i _s, to obtain the front wheel angle _θ ω.

Further, the terminal device uses the following formula (8) to use the Alman turning model _{to calculate the front wheel turning angle θ ω} to obtain the turning radius R of the wheel.

Among them, L _fr is the wheelbase of the wheel. The wheelbase refers to the distance between the front axle and the rear axle. For details, please refer to the wheelbase L _fr shown in Figure 4 above.

The terminal device uses the following formula (9) to calculate the turning radius R, and obtains the lateral deviation of the center of mass of the vehicle θ _v .

Among them, L _rv refers to the distance from the center of mass of the vehicle to the center of the rear axle.

Then, the terminal device uses the following formula (10) to use the center of mass side slip angle θ _v to jointly compensate the road cross slope θ _y and the road longitudinal slope θ _x to calculate the road cross and longitudinal slope θ _xy .

θ _xy = k _x θ _x cos θ _v +k _y θ _y cos θ _v Formula (10)

Among them, θ _xy is the vertical and _{horizontal slope of the road surface, θ x} is the horizontal slope of the road surface, θ _y is the vertical slope of the road surface, θ _v is the side slip angle of the center of mass, k _x is the preset horizontal slope correction coefficient, and k _y is the preset vertical slope. Slope correction factor. Both k _x and k _y are 1 by default. In practical applications, k _x and k _y can also be adjusted according to actual needs. For example, when the terminal device detects that the vehicle is decelerating on a sloped road, it can decrease k _x , or it can adjust _{k y} when accelerating on the road. Big wait.

Then, the terminal device can obtain the current gear position of the vehicle gear _i , which can be specifically collected by the gear position sensor. Further, the terminal device uses the following formula (11) to calculate the current gear of the vehicle to obtain the corresponding gear correction coefficient sign (gear _i ).

Among them, gear _i is the current gear of the vehicle. Gear _i-1 is the last gear of the vehicle. Sign (gear _i-1 ) is the gear correction coefficient corresponding to the last gear, or it can also be referred to as the last gear correction coefficient.

From the above formula (11), it can be seen that _{after obtaining the current gear gear i} of the vehicle, the terminal device can determine whether the current gear is the forward D gear, and if it is, it can determine that the corresponding gear correction coefficient is 1. If it is not, the terminal device continues to determine whether the current gear is the reverse R gear, and if it is, it can determine that the corresponding gear correction coefficient is -1. If it is not, it means that the current gear is neither a forward gear nor a reverse gear. At this time, the terminal device can determine that its corresponding gear correction coefficient is the same as the previous gear correction coefficient. In practical applications, the terminal device does not limit the sequence of determining whether the current gear is a forward gear or a reverse gear. For example, the terminal device can first determine whether the current gear is a reverse gear, and after judging that the current gear is not a reverse gear After that, it is then determined whether the current gear is a forward gear, etc.

Finally, the terminal device uses the following formula (12) to use the gear correction coefficient to correct the horizontal and vertical slope θ _xy of the road surface, and calculate the combined horizontal and vertical slope θ _total .

θ _total =sign(gear _i )×θ _xy formula (12)

S603. The terminal device performs torque prediction and brake pressure prediction on the vehicle according to the combined transverse and longitudinal gradients, and obtains the expected torque and the expected brake pressure of the vehicle.

In an example, the terminal device corrects the initial expected acceleration of the vehicle according to the combined transverse and longitudinal gradient to obtain the target expected acceleration. Further, the terminal device performs torque prediction and braking pressure prediction on the vehicle according to the target desired acceleration, and obtains the desired torque and desired braking pressure of the vehicle. Wherein, the initial expected acceleration of the vehicle refers to the pre-planned acceleration of the vehicle when traveling on the road, specifically, for example, the initial acceleration pre-planned by the motion planning module. In actual driving of the vehicle, due to road conditions such as slopes and turns, the initial expected acceleration will change. In the embodiment of the present invention, the combined transverse and longitudinal gradient is used to correct it to obtain the target expected acceleration of the vehicle, which may also be referred to as the true expected acceleration.

In another example, the terminal device calculates the target expected acceleration of the vehicle based on the combined transverse and longitudinal gradient, gravitational acceleration, and the initial expected acceleration of the vehicle. Further based on the target expected acceleration and the preset torque coefficient, the expected torque of the vehicle is predicted. Based on the target expected acceleration and the preset brake pressure coefficient, the expected brake pressure of the vehicle is predicted.

A specific implementation example in which the terminal device of the embodiment of the present invention predicts the expected torque and brake pressure of the vehicle is as follows:

First, the terminal device obtains the initial expected acceleration a _{ini of the} vehicle. The initial expected acceleration may be directly collected by the terminal device through an acceleration sensor, or may be obtained by calculating the current driving speed of the vehicle (referred to as the current vehicle speed for short). Exemplarily, the terminal device may obtain the current vehicle speed V _veh of the vehicle and the target vehicle speed V _{des of the} vehicle. Wherein, the target vehicle speed is the current driving speed of the vehicle planned in advance. The current speed of the vehicle can be collected by the speed sensor. Further, the terminal device uses the following formula (13) to _{calculate the current vehicle speed V veh} and the target vehicle speed V _des of the vehicle to obtain the initial expected acceleration a _{ini of} the vehicle.

a _ini = k _p × (V _des -V _veh ) formula (13)

Among them, k _p is a preset factor, which can be determined according to actual needs, and is specifically related to the current vehicle speed V _veh of the vehicle, or related to the speed difference of _{(V des} -V _{veh ).} For example, k _p can be obtained by looking up the table according to the current vehicle speed V _veh , which is not limited in the present invention.

Then, the terminal device uses the following formula (14) to use the combined transverse and longitudinal gradient θ _total to correct the initial expected acceleration a _ini of the vehicle, and calculate the target expected acceleration a _{total of} the vehicle.

a _total = a _ini + g×sin(θ _total ) formula (14)

Among them, g is the gravitational acceleration, which is usually 9.8 m/s ² .

Then, the terminal device uses the following formula (15) to use the target expected acceleration of the vehicle to predict the torque of the vehicle, and calculate the expected torque T _{total of} the vehicle.

T _total = k ₁ × a _total formula (15)

Among them, k ₁ is a preset torque coefficient, which is specifically determined according to vehicle attributes. Generally, the brake pressure system of the same type or model of vehicles is the same, and the brake pressure coefficients of different models of vehicles are different.

The terminal device uses the following formula (16) to predict the brake pressure of the vehicle using the target expected acceleration of the vehicle, and calculates the expected brake pressure of the vehicle.

P _total = k ₂ × a _total formula (16)

Among them, k ₂ is the preset braking pressure coefficient, which is specifically determined according to vehicle attributes. Generally, the brake pressure system of the same type or model of vehicles is the same, and the brake pressure coefficients of different models of vehicles are different.

In actual applications, the terminal device can automatically predict either or both of the expected torque and the expected brake pressure of the vehicle according to the above-mentioned principle, which can be determined according to actual demand. In the embodiment of the present invention, two parameters predicted by the terminal device are taken as an example for illustration, which does not constitute a limitation.

S604. The terminal device instructs the vehicle to drive safely according to the expected torque and the expected brake pressure.

In one example, the terminal device adjusts the torque of the vehicle engine according to the desired torque to instruct or control the vehicle to drive safely. Wherein, the desired torque may specifically be the target amount of torque of the vehicle transmitter. At this time, the terminal device may directly set the torque of the vehicle engine as the desired torque to control the vehicle to drive safely at the corresponding driving speed under the desired torque. Alternatively, the desired torque may also be the amount of change in the torque of the vehicle engine, specifically, it may be an increase or a decrease. Generally, the increase is represented by "+" and the decrease is represented by "-". At this time, the terminal device can control the torque of the vehicle engine to increase or decrease the desired torque to control the vehicle to drive safely at the corresponding driving speed under the action of the target torque, which is the sum of the torque of the vehicle engine and the desired torque.

Illustratively, taking the expected torque of +10N.m (Newton.m) as an example, the terminal device may specifically send a control command to the vehicle engine for instructing to increase the torque of the control engine by 10N.m. If the torque of the vehicle engine is 90 N.m before receiving the control command, the vehicle will respond to the control command to adjust the target torque output by the vehicle engine to 100 Newton.m after receiving the control command. Correspondingly, the vehicle will also accelerate from the original first vehicle speed to the second vehicle speed to meet the driving demand and ensure the safe driving of the vehicle on the road. The first driving speed is the driving speed corresponding to the 90N.m torque output of the vehicle engine, and the second driving speed is the driving speed corresponding to the 100N.m torque output of the vehicle engine. Regarding the conversion between torque and driving speed, this application is not limited.

In another example, the terminal device adjusts the braking pressure of the vehicle's braking system according to the expected braking pressure to instruct or control the safe driving of the vehicle. Among them, the desired brake pressure can be the target amount of the brake pressure of the vehicle brake system, or the amount of change (specifically, increase or decrease) of the brake pressure of the vehicle brake system. For the corresponding reference, please refer to the previous example. The relevant introduction about the expected torque in, will not be repeated here.

For example, taking the desired braking pressure of 5N (Newton) as an example, the terminal device can send a control command to the vehicle braking system to control the braking pressure of the braking system to increase by 5N. If the brake pressure of the vehicle brake system is 0N before receiving the control command, the vehicle will respond to the control command to adjust the target brake pressure output by the vehicle brake system to 5N after receiving the control command. Correspondingly, the vehicle will decelerate, and the original driving speed will be decelerated with a brake pressure of 5N to meet the driving demand and ensure the safety of the vehicle on the road. Regarding the conversion between the brake pressure and the driving speed, this application also does not limit it.

By implementing the embodiments of the present invention, it is possible to comprehensively consider the impact of the lateral gradient of the road surface and the longitudinal gradient of the road surface on the safe driving of the vehicle, thereby solving the problems of inaccurate vehicle control, low accuracy, and inability to guarantee driving safety in the prior art, and improve This improves the accuracy and safety of vehicle control, and also improves the accuracy of vehicle control.

In conjunction with the relevant explanations in the embodiments described in FIGS. 1 to 6, the following introduces related devices and equipment to which the present invention is applicable. Please refer to FIG. 7, which is a schematic structural diagram of a vehicle control device provided by an embodiment of the present invention. The vehicle control device shown in FIG. 7 includes an acquisition unit 701, a correction unit 702, a prediction unit 703, and an instruction unit 704. among them,

The acquiring unit 701 is configured to acquire a road surface lateral gradient and a road longitudinal gradient, where the road longitudinal gradient is the road gradient along the longitudinal direction of the vehicle body when the vehicle is driving on the road surface, and the road lateral gradient is the vehicle on the road surface. The slope of the road along the longitudinal direction perpendicular to the vehicle body when driving;

The correction unit 702 is configured to perform a joint correction on the lateral gradient of the road surface and the longitudinal gradient of the road surface to obtain a combined lateral and longitudinal gradient;

The prediction unit 703 is configured to perform torque prediction and brake pressure prediction on the vehicle according to the combined transverse and longitudinal gradient to obtain the expected torque and the expected brake pressure of the vehicle;

The indication unit 704 is configured to control the vehicle to drive safely on the road surface according to the expected torque and the expected brake pressure.

In some possible embodiments, the correction unit 702 is specifically configured to perform a joint calculation on the lateral slope of the road surface and the longitudinal slope of the road surface according to the side slip angle of the center of mass to obtain the lateral and longitudinal slope of the road surface. In order to reflect the direction and size of the gradient when the vehicle is running on the road, the side slip angle of the center of mass is the angle between the vehicle along the longitudinal direction of the vehicle body and the direction of movement of the vehicle; The current gear performs direction correction on the transverse and longitudinal gradient of the road surface to obtain a combined transverse and longitudinal gradient.

In some possible embodiments, the correction unit 702 is specifically configured to be based on the lateral gradient of the road surface, the longitudinal gradient of the road surface, a preset lateral gradient correction coefficient, a preset longitudinal gradient correction coefficient, and a center of mass side slip angle, The transverse and longitudinal gradient of the road surface is calculated; and the combined transverse and longitudinal gradient is calculated based on the direction correction coefficient and the transverse and longitudinal gradient of the road surface, wherein the direction correction coefficient is determined based on the current gear of the vehicle.

In some possible embodiments, the correction unit 702 uses the following formula to calculate the transverse and longitudinal gradient of the road surface:

θ _xy = k _x θ _x cos _θ v+k _y θ _y cos θ _v

In some possible embodiments, the correction unit 702 uses the following formula to calculate the combined transverse and longitudinal slope:

In some possible embodiments, the prediction unit 703 is specifically configured to correct the initial expected acceleration of the vehicle according to the combined transverse and longitudinal gradient to obtain a target expected acceleration, where the initial expected acceleration is the pre-planned The acceleration of the vehicle when running on the road; the torque prediction and the braking pressure prediction of the vehicle are performed according to the target desired acceleration, and the desired torque and the desired braking pressure of the vehicle are obtained.

In some possible embodiments, the prediction unit 703 is specifically configured to calculate a target expected acceleration based on the combined transverse and longitudinal gradient, gravitational acceleration, and the initial expected acceleration of the vehicle; based on the target expected acceleration and preset According to the torque coefficient of, the expected torque of the vehicle is predicted; based on the target expected acceleration and the preset brake pressure coefficient, the expected brake pressure of the vehicle is predicted.

In some possible embodiments, the prediction unit 703 uses the following formula to calculate the target expected acceleration:

a _total ＝a _ini +g×sin(θ _total )

In some possible embodiments, the prediction unit 703 uses the following formula to calculate the expected torque and the expected brake pressure:

T _total ＝k ₁ ×a _total

P _total ＝k ₂ ×a _total

In some possible embodiments, the indicating unit 704 is specifically configured to instruct the vehicle to park and drive in a gradient parking scene according to the expected torque and the expected brake pressure.

In practical applications, the acquisition unit 701, the correction unit 702, and the prediction unit 703 involved in the embodiment of the present invention can be correspondingly deployed to the motion control module 13 in Figs. 2 and 3 above. For example, the acquiring unit 701 may include the lateral gradient acquiring unit 132 and the longitudinal gradient acquiring unit 133 as shown in FIG. 3. In other words, the acquiring unit 701 is specifically implemented by functional units such as the lateral gradient acquiring unit 132 and the longitudinal gradient acquiring unit 133. Exemplarily, the acquiring unit 701 may calculate and acquire the lateral gradient of the road surface through the lateral gradient acquiring unit 132, and the acquiring unit 701 may calculate and acquire the longitudinal gradient of the road surface and the like through the longitudinal gradient acquiring unit 133.

Correspondingly, the correction unit 702 may specifically include a centroid side slip angle acquisition unit 134, a lateral and longitudinal slope calculation unit 135, a slope compensation calculation unit 136, and the like. That is, the correction unit 702 is specifically implemented by functional units such as the centroid side slip angle acquisition unit 134, the transverse and longitudinal slope calculation unit 135, and the slope compensation calculation unit 136. The prediction unit 703 may specifically include an initial expected acceleration acquisition unit 131, a total expected acceleration calculation unit 137, a torque and brake pressure calculation unit 138, and the like. That is, the prediction unit 703 can be specifically implemented by functional units such as the initial expected acceleration acquisition unit 131, the total expected acceleration calculation unit 137, and the torque and brake pressure calculation unit 138, which is not limited in the present invention.

It should be understood that the device of the embodiment of the present invention may be implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD). The above-mentioned PLD may be a complex program logic device ( complex programmable logical device (CPLD), field-programmable gate array (field-programmable gate array, FPGA), generic array logic (GAL) or any combination thereof. When the vehicle control method shown in FIG. 6 can also be implemented by software, the device and its various units can also be software units.

Refer to FIG. 8, which is a schematic structural diagram of a terminal device according to an embodiment of the present invention. The terminal device shown in FIG. 8 includes one or more processors 801, a communication interface 802, and a memory 803. The processor 801, the communication interface 802, and the memory 803 can be connected by a bus, or communication can be realized by other means such as wireless transmission. . The embodiment of the present invention takes the connection via the bus 804 as an example, where the memory 803 is used to store instructions, and the processor 801 is used to execute instructions stored in the memory 803. The memory 803 stores program codes, and the processor 801 can call the program codes stored in the memory 803 to perform the following operations:

Obtain the road surface lateral gradient and the road longitudinal gradient, the road longitudinal gradient is the road gradient along the longitudinal direction of the vehicle body when the vehicle is running on the road, and the road lateral gradient is the road gradient along the vertical vehicle body longitudinal direction when the vehicle is running on the road surface Road gradient;

Perform a joint correction on the road surface transverse gradient and the road surface longitudinal gradient to obtain a combined transverse and longitudinal gradient;

Performing torque prediction and braking pressure prediction on the vehicle according to the combined transverse and longitudinal gradient to obtain the desired torque and the desired braking pressure of the vehicle;

According to the desired torque and the desired brake pressure, the vehicle is instructed to travel.

Optionally, the processor 801 in the embodiment of the present invention may call the program code stored in the memory 803 to execute all or part of the steps described in the method embodiment described in FIG. 6 above, and/or other content described in the text Wait, I won't repeat it here.

It should be understood that the processor 801 may be composed of one or more general-purpose processors, such as a central processing unit (CPU). The processor 801 may be used to run programs of the following functional units in related program codes. The functional unit may specifically include, but is not limited to, any one or a combination of multiple functional units such as the above-mentioned acquisition unit, correction unit, prediction unit, and control unit. That is to say, the program code executed by the processor 801 can perform the functions of any one or more of the above-mentioned functional units. For details of the functional units mentioned here, reference may be made to the relevant descriptions in the foregoing embodiments, which will not be repeated here.

The communication interface 802 may be a wired interface (such as an Ethernet interface) or a wireless interface (such as a cellular network interface or using a wireless local area network interface) for communicating with other units/devices. For example, the communication interface 802 in the embodiment of the present invention may be specifically used to obtain sensor data sent from the vehicle.

The memory 803 may include a volatile memory (Volatile Memory), such as a random access memory (Random Access Memory, RAM); the memory may also include a non-volatile memory (Non-Volatile Memory), such as a read-only memory (Read-Only Memory). Memory, ROM), Flash Memory (Flash Memory), Hard Disk Drive (HDD), or Solid-State Drive (SSD); the memory 803 may also include a combination of the foregoing types of memories. The memory 803 may be used to store a set of program codes, so that the processor 801 can call the program codes stored in the memory 803 to realize the functions of the above-mentioned functional units involved in the embodiments of the present invention, or to implement the method described in FIG. 6 of the present invention. The technical content recorded in the example.

It should be noted that FIG. 8 is only a possible implementation manner of the embodiment of the present invention. In practical applications, the terminal device may also include more or fewer components, which is not limited here. Regarding the content that is not shown or described in the embodiment of the present invention, reference may be made to the relevant description in the embodiment described in FIG. 6, which is not repeated here.

The embodiment of the present invention also provides a computer non-transitory storage medium. The computer non-transitory storage medium stores instructions. When the computer non-transitory storage medium runs on a processor, the method flow shown in FIG. 6 is implemented.

The embodiment of the present invention also provides a computer program product. When the computer program product runs on a processor, the method flow shown in FIG. 6 is realized.

The steps of the method or algorithm described in combination with the disclosure of the embodiment of the present invention may be implemented in a hardware manner, or may be implemented in a manner in which a processor executes software instructions. Software instructions can be composed of corresponding software modules, which can be stored in random access memory (English: Random Access Memory, RAM), flash memory, read-only memory (English: Read Only Memory, ROM), erasable and programmable Read-only memory (English: Erasable Programmable ROM, EPROM), electrically erasable programmable read-only memory (English: Electrically EPROM, EEPROM), register, hard disk, mobile hard disk, CD-ROM, or well-known in the art Any other form of storage medium. An exemplary storage medium is coupled to the processor, so that the processor can read information from the storage medium and can write information to the storage medium. Of course, the storage medium may also be an integral part of the processor. The processor and the storage medium may be located in the ASIC. In addition, the ASIC may be located in the terminal device. Of course, the processor and the storage medium may also exist as discrete components in the terminal device.

Those of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be implemented by instructing relevant hardware through a computer program. The program can be stored in a computer readable storage medium, and the program can be stored in a computer readable storage medium. When executed, it may include the procedures of the above-mentioned method embodiments. The aforementioned storage media include: ROM, RAM, magnetic disks or optical disks and other media that can store program codes.

Claims

A vehicle control method, characterized by comprising:

Obtain the road surface lateral gradient and the road longitudinal gradient, the road longitudinal gradient is the road gradient along the longitudinal direction of the vehicle body when the vehicle is running on the road, and the road lateral gradient is the road gradient along the vertical vehicle body longitudinal direction when the vehicle is running on the road surface Road gradient;

Perform a joint correction on the road surface transverse gradient and the road surface longitudinal gradient to obtain a combined transverse and longitudinal gradient;

Performing torque prediction and braking pressure prediction on the vehicle according to the combined transverse and longitudinal gradient to obtain the desired torque and the desired braking pressure of the vehicle;

According to the desired torque and the desired brake pressure, the vehicle is instructed to travel.
The method according to claim 1, wherein said performing a joint correction on the lateral slope of the road surface and the longitudinal slope of the road surface to obtain the combined lateral and longitudinal slope comprises:

The lateral slope of the road surface and the longitudinal slope of the road surface are jointly calculated according to the side slip angle of the center of mass to obtain the lateral and longitudinal slope of the road surface. The lateral and longitudinal slope of the road surface is used to reflect the direction and size of the slope when the vehicle is driving on the road. , The side slip angle of the center of mass is the angle between the vehicle along the longitudinal direction of the vehicle body and the direction of movement of the vehicle;

The direction correction is performed on the transverse and longitudinal gradient of the road surface according to the current gear of the vehicle to obtain a combined transverse and longitudinal gradient.
The method according to claim 1, characterized in that said performing joint correction on said road surface transverse slope and road surface longitudinal slope to obtain a joint transverse and longitudinal slope comprises:

Based on the road cross slope, the road longitudinal slope, the preset cross slope correction coefficient, the preset longitudinal slope correction coefficient, and the side slip angle of the center of mass, the road cross and longitudinal slope is calculated;

Based on the direction correction coefficient and the transverse and longitudinal gradient of the road surface, a combined transverse and longitudinal gradient is calculated, wherein the direction correction coefficient is determined based on the current gear of the vehicle.
The method according to claim 2 or 3, characterized in that the transverse and longitudinal gradient of the road surface is calculated by using the following formula:

θ xy = k x θ x cosθ v +k y θ y cosθ v

Where θ xy is the horizontal and vertical slope of the road surface, θ x is the horizontal slope of the road surface, θ y is the vertical slope of the road surface, θ v is the side slip angle of the center of mass, and k x is the preset horizontal slope correction coefficient , K y is the preset longitudinal slope correction coefficient.
The method according to claim 2 or 3, wherein the combined transverse and longitudinal slope is calculated by using the following formula:

Where θ total is the combined transverse and longitudinal gradient, gear i is the current gear of the vehicle, sign(gear i ) is the gear correction coefficient corresponding to the current gear, and θ xy is the transverse and longitudinal gradient of the road surface, gear i-1 is the last gear of the vehicle, and sign(gear i-1 ) is the gear correction coefficient corresponding to the last gear.
The method according to any one of claims 1 to 5, wherein the torque prediction and the braking pressure prediction are performed on the vehicle according to the combined transverse and longitudinal gradient to obtain the expected torque of the vehicle and Expected brake pressure includes:

Correcting the initial expected acceleration of the vehicle according to the combined transverse and longitudinal gradient to obtain a target expected acceleration, where the initial expected acceleration is a pre-planned acceleration of the vehicle when driving on a road surface;

Perform torque prediction and brake pressure prediction on the vehicle according to the target expected acceleration, and obtain the expected torque and the expected brake pressure of the vehicle.
The method according to any one of claims 1 to 5, wherein the torque prediction and the braking pressure prediction are performed on the vehicle according to the combined transverse and longitudinal gradient to obtain the desired torque and Expected brake pressure includes:

Based on the combined transverse and longitudinal gradient, gravitational acceleration, and the initial expected acceleration of the vehicle, a target expected acceleration is calculated;

Based on the target expected acceleration and the preset torque coefficient, the expected torque of the vehicle is predicted;

Based on the target expected acceleration and the preset brake pressure coefficient, the expected brake pressure of the vehicle is predicted.
The method according to claim 6 or 7, characterized in that the target expected acceleration is calculated by using the following formula:

a total ＝a ini +g×sin(θ total )

Wherein, a total is the target expected acceleration, a ini is the initial expected acceleration, g is the acceleration due to gravity, and θ total is the combined transverse and longitudinal gradient.
The method according to claim 6 or 7, characterized in that the expected torque and the expected brake pressure are calculated by using the following formula:

T total ＝k 1 ×a total

P total ＝k 2 ×a total

Wherein, T total is the desired torque, P total is the desired brake pressure, a total is the target desired acceleration, k 1 is a preset torque coefficient, and k 2 is a preset brake pressure coefficient.
The method according to any one of claims 1-9, wherein the instructing the vehicle to travel according to the desired torque and the desired brake pressure comprises:

According to the expected torque and the expected brake pressure, the vehicle is instructed to park.
A vehicle control device, characterized in that it includes an acquisition unit, a correction unit, a prediction unit, and an indication unit, wherein:

The acquiring unit is configured to acquire a road surface lateral gradient and a road longitudinal gradient, where the road longitudinal gradient is the road gradient along the longitudinal direction of the vehicle body when the vehicle is driving on the road, and the road lateral gradient is the vehicle driving on the road. The slope of the road along the longitudinal direction perpendicular to the vehicle body;

The correction unit is configured to perform a joint correction on the lateral gradient of the road surface and the longitudinal gradient of the road surface to obtain a combined lateral and longitudinal gradient;

The prediction unit is configured to perform torque prediction and brake pressure prediction on the vehicle according to the combined transverse and longitudinal gradient to obtain the expected torque and the expected brake pressure of the vehicle;

The indicating unit is used to instruct the vehicle to travel according to the expected torque and the expected brake pressure.
The device according to claim 11, wherein the correction unit is specifically configured to:

The lateral slope of the road surface and the longitudinal slope of the road surface are jointly calculated according to the side slip angle of the center of mass to obtain the lateral and longitudinal slope of the road surface. The lateral and longitudinal slope of the road surface is used to reflect the direction and size of the slope when the vehicle is driving on the road. , The side slip angle of the center of mass is the angle between the vehicle along the longitudinal direction of the vehicle body and the direction of movement of the vehicle;

The direction correction is performed on the transverse and longitudinal gradient of the road surface according to the current gear of the vehicle to obtain a combined transverse and longitudinal gradient.
The device of claim 12, wherein the correction unit uses the following formula to calculate the transverse and longitudinal gradient of the road surface:

θ xy = k x θ x cosθ v +k y θ y cosθ v

Where θ xy is the horizontal and vertical slope of the road surface, θ x is the horizontal slope of the road surface, θ y is the vertical slope of the road surface, θ v is the side slip angle of the center of mass, and k x is the preset horizontal slope correction coefficient , K y is the preset longitudinal slope correction coefficient.
The device according to claim 12, wherein the correction unit uses the following formula to calculate the combined transverse and longitudinal slope:

Where θ total is the combined transverse and longitudinal gradient, gear i is the current gear of the vehicle, sign(gear i ) is the gear correction coefficient corresponding to the current gear, and θ xy is the transverse and longitudinal gradient of the road surface, gear i-1 is the last gear of the vehicle, and sign(gear i-1 ) is the gear correction coefficient corresponding to the last gear.
The device according to any one of claims 11-14, wherein the prediction unit is specifically configured to:

Correcting the initial expected acceleration of the vehicle according to the combined transverse and longitudinal gradient to obtain a target expected acceleration, where the initial expected acceleration is a pre-planned acceleration of the vehicle when driving on a road surface;

Perform torque prediction and brake pressure prediction on the vehicle according to the target expected acceleration, and obtain the expected torque and the expected brake pressure of the vehicle.
The device according to claim 15, wherein the prediction unit calculates the target expected acceleration by using the following formula:

a total ＝a ini +g×sin(θ total )

Wherein, a total is the target expected acceleration, a ini is the initial expected acceleration, g is the acceleration due to gravity, and θ total is the combined transverse and longitudinal gradient.
The device according to claim 15, wherein the prediction unit calculates the expected torque and the expected brake pressure by using the following formula:

T total ＝k 1 ×a total

P total ＝k 2 ×a total

Wherein, T total is the desired torque, P total is the desired brake pressure, a total is the target desired acceleration, k 1 is a preset torque coefficient, and k 2 is a preset brake pressure coefficient.
The device according to any one of claims 11-17, wherein the indicating unit is specifically configured to:

According to the expected torque and the expected brake pressure, the vehicle is instructed to park.
A terminal device, characterized in that it includes a memory and a processor coupled with the memory; the memory is used to store instructions, and the processor is used to execute the instructions; wherein, when the processor executes the instructions, Perform the method as described in any one of claims 1-10 above.
A computer-readable storage medium storing a computer program, wherein the computer program implements the method according to any one of claims 1 to 10 when the computer program is executed by a processor.