A vehicle control method, device, storage medium, and vehicle

Abstract

This application relates to the field of intelligent driving technology and provides a vehicle control method, device, storage medium, and vehicle. In the embodiments of this application, vehicle data of a target vehicle is acquired; the current state information of the target vehicle is determined based on the vehicle data; the target motion mode of the target vehicle is determined based on the current state information; and the PID parameters of the target vehicle are adjusted based on the target motion mode, thereby improving the accuracy of longitudinal vehicle control.

Description

Technical Field

[0001] This application belongs to the field of intelligent driving technology, and in particular relates to a vehicle control method, device, storage medium and vehicle. Background Technology

[0002] With the development of society, vehicles with autonomous driving functions are becoming more and more common in people's lives. At present, autonomous driving functions mainly rely on the control method of dynamic model. However, due to the complexity of the longitudinal structure of the vehicle, it is difficult to establish accurate mathematical models for each part of the structure. Furthermore, the difference between the model system established and superimposed based on each part and the actual vehicle is difficult to measure, resulting in low accuracy of vehicle longitudinal control. Summary of the Invention

[0003] This application provides a vehicle control method, device, storage medium, and vehicle, which can solve the problem of low longitudinal control accuracy of vehicles.

[0004] In a first aspect, embodiments of this application provide a vehicle control method, including:

[0005] Obtain vehicle data for the target vehicle;

[0006] Determine the current status information of the target vehicle based on vehicle data;

[0007] Determine the target vehicle's target motion mode based on the current status information;

[0008] Adjust the PID parameters of the target vehicle according to the target motion mode.

[0009] Secondly, embodiments of this application provide a vehicle control device, including:

[0010] The acquisition module is used to acquire vehicle data of the target vehicle;

[0011] The information determination module is used to determine the current status information of the target vehicle based on vehicle data;

[0012] The mode determination module is used to determine the target motion mode of the target vehicle based on the current state information.

[0013] The parameter adjustment module is used to adjust the PID parameters of the target vehicle according to the target motion mode.

[0014] Thirdly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of any of the above-described vehicle control methods.

[0015] Fourthly, embodiments of this application provide a vehicle, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of any of the above-described vehicle control methods.

[0016] Fifthly, embodiments of this application provide a computer program product that, when run on a vehicle, causes the vehicle to execute any of the vehicle control methods described in the first aspect.

[0017] In this embodiment, vehicle data of the target vehicle is acquired to determine the current state information of the target vehicle based on the vehicle data. The target motion mode of the target vehicle is then determined directly based on the current state information, which improves the accuracy of longitudinal vehicle control. Furthermore, longitudinal vehicle control can be achieved by adjusting the PID parameters of the target vehicle according to the target motion mode, thereby improving the accuracy of longitudinal vehicle control. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic flowchart of the first vehicle control method provided in the embodiments of this application;

[0020] Figure 2 This is a schematic diagram of driving speed status determination provided in an embodiment of this application;

[0021] Figure 3 This is a schematic diagram of road slope condition determination provided in an embodiment of this application;

[0022] Figure 4 This is a schematic diagram of emergency braking state determination provided in an embodiment of this application;

[0023] Figure 5 This is a schematic diagram of normal braking state determination provided in an embodiment of this application;

[0024] Figure 6 This is a schematic diagram of acceleration state determination provided in an embodiment of this application;

[0025] Figure 7 This is a schematic diagram of error state judgment provided in an embodiment of this application;

[0026] Figure 8 This is a schematic diagram of road curvature determination provided in an embodiment of this application;

[0027] Figure 9 This is a schematic diagram of a second process for the vehicle control method provided in the embodiments of this application;

[0028] Figure 10 This is a schematic diagram of the first motion mode state switching provided in the embodiments of this application;

[0029] Figure 11 This is a schematic diagram of the second motion mode state switching provided in the embodiments of this application;

[0030] Figure 12 This is a schematic diagram of the PID parameters corresponding to the motion modes provided in the embodiments of this application;

[0031] Figure 13 This is a schematic diagram of the vehicle control device provided in the embodiments of this application;

[0032] Figure 14 This is a schematic diagram of the vehicle structure provided in the embodiments of this application. Detailed Implementation

[0033] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0034] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0035] Furthermore, in the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0036] Figure 1 The diagram shown is a flowchart of a vehicle control method according to an embodiment of this application. The executing entity of this method can be a vehicle with intelligent driving functions, which can perform longitudinal motion mode control. In this embodiment, it is referred to as the target vehicle. Figure 1 As shown, the above vehicle control method may include the following steps:

[0037] Step S101: Obtain vehicle data of the target vehicle.

[0038] In this embodiment, the vehicle data may include, but is not limited to, the target vehicle's linear velocity, vehicle acceleration, road gradient, speed error, and trajectory curvature information. The target vehicle's linear velocity includes the chassis speed (denoted as v). x ) and IMU vehicle speed (denoted as v) imux The data (v) can be obtained from the chassis data sent to the control module via the CAN bus. x v is obtained from the positioning module imux In practical applications, the appropriate option (v) can be selected based on the specific environment. x or v imux The vehicle's linear velocity is used in calculations to improve the accuracy of results during data analysis; the vehicle acceleration mentioned above can be obtained from a pre-planned trajectory, and the vehicle acceleration is the desired acceleration (denoted as a) in the planned trajectory. experct The aforementioned road slope value (denoted as pitch) can be obtained from the positioning module; the aforementioned speed error (denoted as err) speed ) is the desired velocity (denoted as v) experct The difference between the vehicle's linear velocity and the target velocity is calculated by the control module. This target velocity can be obtained from a pre-planned trajectory. The trajectory curvature value (denoted as kappa) can also be obtained from the planned trajectory. This planned trajectory is obtained by the vehicle's control module processing data within a preset range around the vehicle. The vehicle will travel according to this planned trajectory, which includes trajectory information and velocity curve information. The trajectory information includes position, heading, curvature, and rate of change of curvature, while the velocity curve information includes velocity, acceleration, and distance.

[0039] Step S102: Determine the current status information of the target vehicle based on the vehicle data.

[0040] In this embodiment, the aforementioned current state information may include, but is not limited to, longitudinal motion state, driving speed state, road slope state, error state, and road curvature state. The longitudinal motion state may include, but is not limited to, emergency braking state, normal braking state, acceleration state, and cruising state. The driving speed state may include, but is not limited to, high speed state and low speed state. The road slope state may include, but is not limited to, downhill state, uphill state, and flat road state. The error state may include, but is not limited to, excessive error state and non-excessive error state. The road curvature state may include, but is not limited to, high curvature state and non-high curvature state. By setting different state information, the vehicle's adaptability to the environment can be improved. For example, in different scenarios such as mining areas, industrial parks, and trunk logistics, the corresponding motion mode can be adjusted according to the different vehicle state information. When the current state information determines that the current target vehicle is in an industrial park environment, a low-speed braking mode, a low-speed acceleration mode, and a low-speed cruising mode can be selected, which can be further confirmed based on the vehicle's current state information.

[0041] Specifically, when determining the corresponding current state information based on the relevant parameters in the vehicle data, the parameter switching thresholds corresponding to the relevant parameters in the vehicle data can be obtained. These parameter switching thresholds include upper and lower parameter thresholds. The state information of the target vehicle when determining the current motion mode based on the data collected in the previous cycle is also determined; that is, the state information of the previous cycle. The aforementioned current motion mode is the motion mode currently adopted by the target vehicle. This current motion mode may include, but is not limited to, the motion mode determined based on the data collected in the previous cycle or the initially set motion mode. Therefore, the parameter switching thresholds compared with the aforementioned relevant parameters based on the state information of the previous cycle are determined as either the upper or lower threshold. After determining the parameter switching thresholds, the determined parameter switching thresholds are compared with the aforementioned relevant parameters to determine the current state information of the target vehicle. The upper and lower parameter thresholds employ hysteresis control, avoiding the problem of frequent control fluctuations caused by the state switching back and forth around the switching threshold when there is only one switching threshold. By setting two thresholds, frequent switching caused by unstable switching boundary conditions is avoided. By setting different control parameters for different states and then setting corresponding parameter switching thresholds, coupling can be reduced, the control accuracy of vehicle state information can be further improved, and the actual driving scenarios of the vehicle can be distinguished for flexible selection. Setting different state information can also improve the vehicle's safety and comfort performance. For example, when the vehicle is going downhill, if only control accuracy and speed are considered, the vehicle will frequently engage in intermittent braking; or, when the vehicle is in a high curvature state, the vehicle may change direction and accelerate.

[0042] In one embodiment, when determining the driving speed status, it is necessary to determine the driving speed status of the target vehicle in the previous cycle's status information. This previous cycle's status information is the target vehicle's status information when the current motion mode was determined, thereby determining the parameter switching threshold for comparison with the vehicle's linear velocity. For example... Figure 2 As shown, step S102 may further include:

[0043] When the target vehicle in the previous cycle's status information is in a high-speed state (denoted as tag_speed_high being true), such as Figure 2 The solid line indicates that the target vehicle was traveling at high speed during the previous data collection period. Since a vehicle's speed at high speed is greater than its speed at low speed, the aforementioned parameter switching threshold should be the lower limit threshold, which is the preset first speed threshold (e.g., ...). Figure 2 As shown in v1), the first speed threshold is denoted as switch_speed_lower. Preferably, switch_speed_lower can be set to 3.5. Then, it is determined whether the currently acquired vehicle linear speed is less than the first speed threshold. If the vehicle linear speed is less than the first speed threshold, the current state information is determined to be a low-speed state (denoted as tag_speed_high is false), indicating that the target vehicle will travel at a low speed. Otherwise, it indicates that the target vehicle is still traveling at a high speed.

[0044] When the target vehicle in the previous cycle's status information is in a low-speed state, such as Figure 2 The dashed line indicates that the target vehicle was in a low-speed state during the previous data collection cycle. Since a vehicle's speed at high speed is greater than its speed at low speed, the aforementioned parameter switching threshold is the upper limit threshold, which is also the preset second speed threshold (e.g., ...). Figure 2 As shown in v2), the second speed threshold is denoted as switch_speed_upper. Preferably, switch_speed_upper can be set to 3.8. Then, it is determined whether the currently acquired vehicle linear velocity is less than or equal to the second speed threshold. If the vehicle linear velocity is less than or equal to the second speed threshold, the current state information is determined to be a low-speed state, indicating that the target vehicle is still operating at low speed. Otherwise, it indicates that the target vehicle will operate at high speed. The second speed threshold is greater than the first speed threshold.

[0045] In one embodiment, when determining the road slope status, it is necessary to determine the road slope status of the target vehicle in the previous cycle's status information, and then determine the parameter switching threshold for comparison with pitch. For example... Figure 3 As shown, step S102 may further include:

[0046] When the target vehicle in the previous cycle's status information is not in a downhill state (denoted as tag_downhill being false), such as Figure 3 The solid line indicates that the target vehicle's current status during the previous data collection period was not downhill. Because the road gradient is greater when the vehicle is not downhill than when it is downhill, the parameter switching threshold should be the lower limit threshold, which is the preset first gradient threshold (e.g., ...). Figure 3 As shown in p1), the first slope threshold is denoted as downhill_slope_lower. Preferably, downhill_slope_lower can be set to -0.021. Then, it is determined whether the currently acquired pitch is less than the first slope threshold. If the pitch is less than the first slope threshold, the current state information is determined to be downhill (denoted as tag_downhill is true), indicating that the target vehicle will perform a downhill operation. Otherwise, it indicates that the target vehicle is still performing a non-downhill operation.

[0047] When the target vehicle in the previous cycle's status information is in a downhill state, such as Figure 3 The dashed line indicates that the target vehicle was in a downhill state during the previous data collection period. Therefore, the parameter switching threshold mentioned above is the upper limit threshold, which is the preset second slope threshold (e.g., ...). Figure 3 As shown in p2), the second slope threshold is denoted as downhill_slope_upper. Preferably, downhill_slope_upper can be set to -0.02. Then, it is determined whether the currently acquired pitch is less than or equal to the second slope threshold. If the pitch is less than or equal to the second slope threshold, the current state information is determined to be downhill, indicating that the target vehicle is still performing a downhill operation; otherwise, it indicates that the target vehicle will perform a non-downhill operation. The second slope threshold is greater than the first slope threshold.

[0048] Furthermore, to further determine the non-downhill state, since the non-downhill state includes uphill and flat road states, and to prevent frequent fluctuations in the control quantity, a third slope threshold (uphill_slope_lower) and a fourth slope threshold (uphill_slope_upper) can be set on the basis of the second slope threshold setting to determine the uphill and flat road states in the non-downhill state. Preferably, uphill_slope_lower can be set to 0.02 and uphill_slope_upper can be set to 0.023.

[0049] In one embodiment, when determining an emergency braking state (denoted as tag_emergency_decelerator), it is necessary to determine whether the target vehicle in the previous cycle's state information was in an emergency braking state, and then determine whether it is due to a... experct The threshold for switching parameters used in the comparison. For example... Figure 4 As shown, step S102 may further include:

[0050] When the target vehicle in the previous cycle's status information is in a non-emergency braking state (i.e., tag_emergency_decelerator is false), such as Figure 4 The solid line indicates that the target vehicle's state information during the previous data collection cycle was in a non-emergency braking state. Because the vehicle's acceleration in a non-emergency braking state is greater than that in an emergency braking state, the aforementioned parameter switching threshold should be the lower limit threshold, which is the preset first acceleration threshold (e.g., ...). Figure 4 As shown in the figure, a1), the first acceleration threshold is denoted as emergency_dec_lower. Preferably, emergency_dec_lower can be set to -2.2. Then, the currently acquired a is determined. experct Is it less than the first acceleration threshold? If a experct If the acceleration is less than the first acceleration threshold, the current state information is determined to be an emergency braking state (i.e., tag_emergency_decelerator is true), indicating that the target vehicle will perform an emergency braking operation; otherwise, it indicates that the target vehicle is still performing a non-emergency braking operation.

[0051] When the target vehicle in the previous cycle's status information is in an emergency braking state, such as Figure 4 The dashed line indicates that the target vehicle was in an emergency braking state during the previous data collection cycle. Therefore, the parameter switching threshold mentioned above is the upper limit threshold, which is the preset second acceleration threshold (e.g., ...). Figure 4 As shown in a2), the second acceleration threshold is denoted as emergency_dec_upper. Preferably, emergency_dec_upper can be set to -2.0. Then, the currently acquired a is determined. experct Is it less than or equal to the second acceleration threshold? If a experct If the acceleration is less than or equal to the second acceleration threshold, the current state information is determined to be an emergency braking state, indicating that the target vehicle is still performing an emergency braking operation; otherwise, it indicates that the target vehicle will perform a non-emergency braking operation. The second acceleration threshold is greater than the first acceleration threshold.

[0052] In one embodiment, when determining the normal braking state (denoted as tag_decelerator), it is necessary to determine whether the target vehicle in the previous cycle's state information is in a normal braking state, and then determine whether it is due to a... experct The threshold for switching parameters used in the comparison. For example... Figure 5 As shown, step S102 may further include:

[0053] When the target vehicle in the previous cycle's status information is in a non-braking state (i.e., tag_decelerator is false), such as Figure 5 The solid line indicates that the target vehicle's current state was non-braking during the previous data collection cycle. Because the vehicle's acceleration in a non-braking state is greater than its acceleration under normal braking conditions, the aforementioned parameter switching threshold should be the lower limit threshold, which is the preset third acceleration threshold (e.g., ...). Figure 5 As shown in a3), the third acceleration threshold is denoted as dec_acceleration_lower. Preferably, dec_acceleration_lower can be set to -0.07. Then, the currently acquired a is determined. experct Is it less than the third acceleration threshold? If a experct If the acceleration is less than the third acceleration threshold, the current state information is determined to be a normal braking state (i.e., tag_decelerator is true), indicating that the target vehicle will perform a normal braking operation; otherwise, it indicates that the target vehicle is still performing a non-braking operation.

[0054] When the target vehicle in the previous cycle's status information is in a normal braking state, such as Figure 5 The dashed line indicates that the target vehicle was in normal braking condition during the previous data collection cycle. Therefore, the parameter switching threshold mentioned above is the upper limit threshold, which is the preset fourth acceleration threshold (e.g., ...). Figure 5 As shown in a4), the fourth acceleration threshold is denoted as dec_acceleration_upper. Preferably, dec_acceleration_upper can be set to -0.05. Then, the currently acquired a is determined. experct Is it less than or equal to the fourth acceleration threshold? If a experct If the acceleration is less than or equal to the fourth acceleration threshold, the current state information is determined to be a normal braking state, indicating that the target vehicle is still performing normal braking operations; otherwise, it indicates that the target vehicle will perform non-braking operations. The fourth acceleration threshold is greater than the third acceleration threshold.

[0055] In one embodiment, when determining the acceleration state (denoted as tag_accelerator), it is necessary to determine whether the target vehicle in the previous cycle's state information was in an acceleration state, and thus determine whether it is due to the acceleration state.experct The threshold for switching parameters used in the comparison. For example... Figure 6 As shown, step S102 may further include:

[0056] When the target vehicle in the previous cycle's status information is in an accelerating state (i.e., tag_accelerator is true), such as Figure 6 The solid line indicates that the target vehicle was in an accelerating state during the previous data collection cycle. Since the acceleration of a vehicle in an accelerating state is greater than its acceleration in a non-accelerating state, the aforementioned parameter switching threshold should be the lower limit threshold, which is the preset fifth acceleration threshold (e.g., ...). Figure 6 As shown in a5), the fifth acceleration threshold is denoted as acc_acceleration_lower. Preferably, acc_acceleration_lower can be set to 0.02. Then, the currently acquired a is determined. experct Is it greater than or equal to the fifth acceleration threshold? If a experct If the acceleration is greater than or equal to the fifth acceleration threshold, the current state is determined to be an acceleration state, indicating that the target vehicle is still accelerating; otherwise, it indicates that the target vehicle will not accelerate.

[0057] When the target vehicle in the previous cycle's status information is in a non-accelerating state (i.e., tag_accelerator is false), such as Figure 6 The dashed line indicates that the target vehicle's current state was in a non-accelerating state during the previous data collection cycle. Since the acceleration of a vehicle in an accelerating state is greater than that in a non-accelerating state, the aforementioned parameter switching threshold is the upper limit threshold, which is the preset sixth acceleration threshold (e.g., ...). Figure 6 As shown in a6), the sixth acceleration threshold is denoted as acc_acceleration_upper. Preferably, acc_acceleration_upper can be set to 0.05. Then, the currently acquired a is determined. experct Is it greater than the sixth acceleration threshold? If a experct If the acceleration is greater than the sixth acceleration threshold, the current state is determined to be an acceleration state, indicating that the target vehicle will perform an acceleration operation. Otherwise, it indicates that the target vehicle is still performing a non-acceleration operation. The sixth acceleration threshold is greater than the fifth acceleration threshold.

[0058] It is understandable that, since the acceleration of a vehicle in acceleration mode is greater than that in normal braking mode, and the acceleration in normal braking mode is greater than that in emergency braking mode, the sixth acceleration threshold is greater than the fifth acceleration threshold, the fourth acceleration threshold, the third acceleration threshold, the second acceleration threshold, and the first acceleration threshold.

[0059] In one embodiment, when determining the error state (denoted as tag_speed_error_large), it is necessary to determine the error state of the target vehicle in the previous cycle's state information, and then determine the error state related to err. speed The threshold for switching parameters used in the comparison. For example... Figure 7 As shown, step S102 may further include:

[0060] When the target vehicle in the previous cycle's status information is in a non-error-excessive state (i.e., tag_speed_error_large is false), such as Figure 7 The solid line indicates that the target vehicle's current state information during the previous data collection cycle was in a non-excessively large error state. Because the speed error of a vehicle in a non-excessively large error state is greater than that in an excessively large error state, the aforementioned parameter switching threshold should be the lower limit threshold, which is the preset first error threshold (e.g., ...). Figure 7 The error threshold shown in the figure (err1) is denoted as switch_speed_error_lower. Preferably, switch_speed_error_lower can be set to -0.75. Then, the currently obtained error is determined. speed Is it less than the first error threshold? If err speed If the error is less than the first error threshold, the current state is determined to be an excessive error state (i.e., tag_speed_error_large is true).

[0061] When the target vehicle in the previous cycle's status information is in a state of excessive error, such as Figure 7 The dashed line indicates that the target vehicle's current state information was in an error-prone state during the previous data collection cycle. Therefore, the above parameter switching threshold is the upper limit threshold, which is the preset second error threshold (e.g., ...). Figure 7 The second error threshold (err2) shown in the figure is denoted as switch_speed_error_upper. Preferably, switch_speed_error_upper can be set to -0.72. Then, the currently obtained error is determined. speed Whether it is less than or equal to the second error threshold, if err speed If the error is less than or equal to the second error threshold, the current state is determined to be an excessive error state, where the second error threshold is greater than the first error threshold. Since the speed error is generally negative, both the second and first error thresholds are set to negative values. This judgment is made when the error is negative.

[0062] For example, if the current status information of the target vehicle is normal braking state and the error is too large, then the current status information includes emergency braking state in order to avoid the occurrence of dangerous situations.

[0063] In one embodiment, when determining the road curvature, it is necessary to determine the road curvature of the target vehicle in the previous cycle's state information, and then determine the parameter switching threshold for comparison with kappa. For example... Figure 8 As shown, step S102 may further include:

[0064] When the target vehicle in the previous cycle's state information is in a high curvature state (denoted as tag_bending being true), such as Figure 8 The solid line indicates that the target vehicle's road curvature was high during the previous data collection period. Because the trajectory curvature value of a vehicle in a high curvature state is greater than that in a non-high curvature state, the aforementioned parameter switching threshold should be the lower limit threshold, which is the preset first curvature threshold (e.g., ...). Figure 8 As shown in the diagram (kappa1), the first curvature threshold is denoted as bending_kappa_lower. Preferably, bending_kappa_lower can be set to 0.012. Then, it is determined whether the currently obtained kappa is less than the first curvature threshold. If the kappa is less than the first curvature threshold, the current state information is determined to be a non-large curvature state (denoted as tag_bending as false).

[0065] When the target vehicle in the previous cycle's state information is in a non-large curvature state, such as Figure 8 The dashed line indicates that the target vehicle's current state during the previous data collection cycle was a non-high curvature state. Because the trajectory curvature value of a vehicle in a high curvature state is greater than that in a non-high curvature state, the aforementioned parameter switching threshold is the upper limit threshold, which is the preset second curvature threshold (e.g., ...). Figure 8 The second curvature threshold (kappa2) shown in the figure is denoted as bending_kappa_upper. Preferably, bending_kappa_upper can be set to 0.02. Then, it is determined whether the currently acquired kappa is less than or equal to the second curvature threshold. If the kappa is less than or equal to the second curvature threshold, the current state information is determined to be a non-large curvature state, and the second curvature threshold is greater than the first curvature threshold.

[0066] Step S103: Determine the target motion mode of the target vehicle based on the current status information.

[0067] In this embodiment, the target vehicle's motion mode is updated and determined based on the current state information after each data acquisition. The aforementioned target motion mode is the motion mode that the target vehicle will switch to under the current environment. The motion mode used for longitudinal control may include, but is not limited to, low-speed braking mode, low-speed cruise mode, low-speed acceleration mode, high-speed braking mode, high-speed cruise mode, high-speed acceleration mode, emergency braking mode, and downhill cruise mode.

[0068] Specifically, such as Figure 9 As shown, step S103 above may include:

[0069] Step S901: Obtain the current motion mode of the target vehicle;

[0070] It is understood that the conditions for switching between different motion modes under different motion modes in this application are different, and the corresponding priority order is also different. Therefore, it is necessary to obtain in advance the motion mode of longitudinal control used during the current vehicle driving process, that is, the aforementioned current motion mode, and then determine the corresponding mode switching conditions under this motion mode, so as to make state judgments based on the mode switching conditions, thereby reducing the analysis and judgment of irrelevant data when determining the target motion mode. Moreover, by setting the corresponding priority order, the target vehicle can be prompted to quickly reach the desired motion mode during longitudinal control, thereby ensuring the safety of the vehicle in emergency situations.

[0071] Step S902: Determine the mode switching conditions with priority order corresponding to the current motion mode;

[0072] It is understandable that the comparison status of the target vehicle in the current status information is different for different mode switching conditions. Therefore, the corresponding status of the target vehicle in the current status information can be compared based on the current priority level of the mode switching condition.

[0073] Step S903: Determine whether the current status information meets the mode switching conditions of the current priority level according to the priority order.

[0074] If yes, proceed to step S904; otherwise, proceed to step S905 and subsequent steps.

[0075] Step S904: Determine the target motion mode of the target vehicle based on the mode switching conditions that the current status information meets.

[0076] For example, if the current state information meets the mode switching condition for emergency braking mode, then the target motion mode is set to emergency braking mode.

[0077] Step S905: Determine whether there is a mode switching condition for the next priority level.

[0078] If yes, proceed to step S906 and its subsequent steps; otherwise, proceed to step S908.

[0079] Step S906: Determine the mode switching conditions for the next priority level.

[0080] Step S907: Determine whether the current status information meets the mode switching conditions for the next priority level.

[0081] If yes, proceed to step S904; otherwise, proceed to step S905.

[0082] Step S908: Determine the current motion mode as the target motion mode.

[0083] In this embodiment, the current motion mode of the target vehicle is acquired, and mode switching conditions with priority are determined based on the current motion mode. This facilitates the rapid attainment of the vehicle's desired state during longitudinal control, enabling timely responses to upcoming road conditions. Furthermore, the subsequent longitudinal control mode is determined based on the vehicle's real-time current state information, improving the accuracy of longitudinal control. Thus, the target motion mode for switching to the target vehicle is determined based on the mode switching conditions that conform to the current state information, thereby enhancing the accuracy of longitudinal control.

[0084] For example, such as Figure 10 and Figure 11 As shown, if the target vehicle's current motion mode is low-speed acceleration mode, then the priority switching conditions for each mode corresponding to the aforementioned low-speed acceleration mode may include, but are not limited to:

[0085] The mode switching condition 21 corresponding to the first priority is that if the current status information meets the emergency braking state, then the current motion mode will be switched to the emergency braking mode.

[0086] The second priority mode switching condition 1 is that if the current state information simultaneously meets the conditions of acceleration, non-braking, and low speed, then the current sport mode will be switched to low speed cruise mode.

[0087] The mode switching condition 12 corresponding to the third priority is that if the current status information simultaneously meets the requirements of normal braking state and low speed state, then the current motion mode will be switched to low speed braking mode.

[0088] The mode switching condition 3 corresponding to the fourth priority is that if the current state information simultaneously meets the requirements of acceleration state and high speed state, then the current motion mode will be switched to high speed acceleration mode.

[0089] If the current state information of the target vehicle does not meet the switching conditions of each mode with priority order corresponding to the low-speed acceleration mode, the low-speed acceleration mode will be maintained. In other words, the target motion mode determined based on the current data acquisition is still the low-speed acceleration mode.

[0090] For example, if the target vehicle's current driving mode is low-speed cruise mode, then the priority switching conditions corresponding to the aforementioned low-speed cruise mode may include, but are not limited to:

[0091] The mode switching condition 20 corresponding to the first priority is the same as the mode switching condition 21 mentioned above;

[0092] The mode switching condition 2 corresponding to the second priority is the same as the mode switching condition 12 mentioned above;

[0093] The mode switching condition 13 corresponding to the third priority is that if the current state information simultaneously meets the requirements of acceleration state and low speed state, then the current motion mode will be switched to low speed acceleration mode.

[0094] The mode switching condition 27 corresponding to the fourth priority is that if the current status information simultaneously meets the downhill state and low speed state, or simultaneously meets the high curvature state and low speed state, then the current sport mode will be switched to downhill cruise mode.

[0095] If the current status information of the target vehicle does not meet the switching conditions of each mode with priority order corresponding to the low-speed cruise mode, the low-speed cruise mode will be maintained. In other words, the target motion mode determined based on the current data collection is still the low-speed cruise mode.

[0096] For example, if the target vehicle's current motion mode is low-speed braking mode, then the mode switching conditions with priority order corresponding to the aforementioned low-speed braking mode may include, but are not limited to:

[0097] The mode switching condition 19 corresponding to the first priority is the same as the mode switching condition 21 mentioned above;

[0098] The mode switching condition 8 corresponding to the second priority is the same as the mode switching condition 1 mentioned above;

[0099] The mode switching condition 9 corresponding to the third priority is the same as the mode switching condition 13 mentioned above;

[0100] If the current state information of the target vehicle does not meet the switching conditions of each mode with priority order corresponding to the low-speed braking mode, the low-speed braking mode will be maintained. In other words, the target motion mode determined based on the current data acquisition is still the low-speed braking mode.

[0101] For example, if the target vehicle's current motion mode is high-speed acceleration mode, then the priority switching conditions corresponding to the aforementioned high-speed acceleration mode may include, but are not limited to:

[0102] The mode switching condition 18 corresponding to the first priority is the same as the mode switching condition 21 mentioned above;

[0103] The second priority corresponds to the mode switching condition 4, which is that if the current state information simultaneously meets the conditions of non-acceleration state, non-braking state and high-speed state, then the current sport mode will be switched to high-speed cruise mode.

[0104] The mode switching condition 5 corresponding to the third priority is that if the current status information simultaneously meets the requirements of normal braking state and high-speed state, then the current motion mode will be switched to high-speed braking mode.

[0105] If the current state information of the target vehicle does not meet the switching conditions of each mode with priority order corresponding to the high-speed acceleration mode, the high-speed acceleration mode will be maintained. In other words, the target motion mode determined based on the current data acquisition is still the high-speed acceleration mode.

[0106] For example, if the target vehicle's current driving mode is high-speed cruise mode, then the priority switching conditions corresponding to the aforementioned high-speed cruise mode may include, but are not limited to:

[0107] The mode switching condition 17 corresponding to the first priority is the same as the mode switching condition 21 mentioned above;

[0108] The mode switching condition 6 for the second priority is the same as the mode switching condition 5 mentioned above;

[0109] The mode switching condition 14 corresponding to the third priority is the same as the mode switching condition 3 mentioned above;

[0110] The mode switching condition 25 corresponding to the fourth priority is that if the current status information simultaneously meets the downhill state and high speed state, or simultaneously meets the large curvature state and high speed state, then the current sport mode will be switched to downhill cruise mode.

[0111] If the current status information of the target vehicle does not meet the switching conditions of each mode with priority order corresponding to the high-speed cruise mode, the high-speed cruise mode will be maintained. In other words, the target motion mode determined based on the current data collection is still the high-speed cruise mode.

[0112] For example, if the target vehicle's current motion mode is high-speed braking mode, then the priority switching conditions corresponding to the aforementioned high-speed braking mode may include, but are not limited to:

[0113] The mode switching condition 16 corresponding to the first priority is the same as the mode switching condition 21 mentioned above;

[0114] The mode switching condition 7 corresponding to the second priority is the same as the mode switching condition 12 mentioned above;

[0115] The mode switching condition 15 corresponding to the third priority is the same as the mode switching condition 3 mentioned above;

[0116] The mode switching bar 10 corresponding to the fourth priority is the same as the mode switching condition 4 mentioned above;

[0117] If the current state information of the target vehicle does not meet the switching conditions of each mode with priority order corresponding to the high-speed braking mode, the high-speed braking mode will be maintained. In other words, the target motion mode determined based on the current data acquisition is still the high-speed braking mode.

[0118] For example, if the target vehicle's current driving mode is emergency braking mode, then the priority switching conditions corresponding to the aforementioned emergency braking mode may include, but are not limited to:

[0119] The mode switching condition 22 corresponding to the first priority is the same as the mode switching condition 13 mentioned above;

[0120] The mode switching condition 23 corresponding to the second priority is the same as the mode switching condition 3 mentioned above;

[0121] The mode switching condition 31 corresponding to the third priority is that if the current status information simultaneously meets the conditions of normal braking state, absolute value of speed error less than error threshold value and low speed state, then the current motion mode will be switched to low speed braking mode.

[0122] The mode switching condition 32 corresponding to the fourth priority is that if the current status information simultaneously meets the conditions of normal braking state, absolute value of speed error less than error threshold value and high speed state, then the current motion mode will be switched to high speed braking mode.

[0123] If the current state information of the target vehicle does not meet the switching conditions of each mode with priority order corresponding to the emergency braking mode, the emergency braking mode will be maintained. In other words, the target motion mode determined based on the current data acquisition is still the emergency braking mode.

[0124] In this embodiment, the aforementioned error threshold value represents the critical value at which the absolute value of the error returns to a normal range from large to small under emergency braking mode. Mode switching conditions 31 and 32 represent the switching between two states when the vehicle is already in an emergency braking state. If the conditions are met, it indicates that the vehicle does not need emergency braking and can proceed with normal braking. Under normal braking conditions, including any other non-braking state, the vehicle can switch from the current state to the emergency braking state. The emergency braking switching condition has the highest priority because the operating environment is variable. In case of an emergency requiring immediate vehicle braking, normal braking would take longer and involve a longer braking distance. Therefore, an error threshold value is added for judgment. Only when the absolute value of the speed error is less than the error threshold value, and the vehicle is currently in a normal braking state rather than an emergency braking state, can the vehicle switch from the emergency braking mode to the normal braking mode.

[0125] For example, if the target vehicle's current driving mode is downhill cruise mode, then the priority switching conditions for the aforementioned downhill cruise mode may include, but are not limited to:

[0126] The mode switching condition 28 corresponding to the first priority is the same as the mode switching condition 21 mentioned above;

[0127] The mode switching condition 24 corresponding to the second priority is the same as the mode switching condition 5 mentioned above;

[0128] The mode switching condition 26 corresponding to the third priority is the same as the mode switching condition 12 mentioned above;

[0129] The mode switching condition 29 corresponding to the fourth priority is that if the current status information simultaneously meets the conditions of non-downhill state and high-speed state, or simultaneously meets the conditions of non-large curvature state and high-speed state, then the current sport mode will be switched to high-speed cruise mode.

[0130] The mode switching condition 30 corresponding to the fifth priority is that if the current status information simultaneously meets the conditions of non-downhill state and low speed state, or simultaneously meets the conditions of non-large curvature state and low speed state, then the current sport mode will be switched to low speed cruise mode.

[0131] If the current status information of the target vehicle does not meet the switching conditions of each mode with priority order corresponding to the downhill cruise mode, the downhill cruise mode will be maintained. In other words, the target motion mode determined based on the current data collection is still the downhill cruise mode.

[0132] Step S104: Adjust the PID parameters of the target vehicle according to the target motion mode.

[0133] In this embodiment, the vehicle executes the determined target motion mode, specifically controlled by a longitudinal controller with a dual closed-loop structure consisting of a PID structure and an inner membrane structure. The inner loop of this longitudinal controller is the aforementioned inner membrane structure, used to compensate for disturbances caused by the driving environment and model-dynamic mismatch, thereby maintaining the vehicle's longitudinal force balance. Generally, the difference between the model and the vehicle's actual output is used to directly estimate the disturbances caused by the driving environment and model-dynamic mismatch. The outer loop of this longitudinal controller is a PID control structure used to eliminate speed errors. For example, when the motion mode is switched, the outer loop parameters (i.e., the aforementioned PID parameters) will be changed accordingly based on the mode, such as... Figure 12 As shown, Figure 12 The diagram shows the PID parameters for each driving mode: low_speed_acc_conf for low-speed acceleration mode; low_speed_cruise_conf for low-speed cruise mode; low_speed_dec_conf for low-speed braking mode; high_speed_acc_conf for high-speed acceleration mode; high_speed_cruise_conf for high-speed cruise mode; high_speed_dec_conf for high-speed braking mode; emergency_dec_conf for emergency braking mode; and special_scene_conf for downhill cruise mode.

[0134] In one embodiment, when the current driving mode is in cruise mode, a second-order digital filter can be used to filter the control input, reducing throttle fluctuations and making the control smoother during cruise. Simultaneously, when switching driving modes, a reasonable parameter change adjustment time can be set to ensure a smooth transition of control parameters and prevent sudden changes in control input due to mode switching.

[0135] In this embodiment, vehicle data of the target vehicle is acquired to determine the current state information of the target vehicle based on the vehicle data. The target motion mode of the target vehicle is then determined directly based on the current state information, which improves the accuracy of longitudinal vehicle control. Furthermore, longitudinal vehicle control can be achieved by adjusting the PID parameters of the target vehicle according to the target motion mode, thereby improving the accuracy of longitudinal vehicle control.

[0136] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0137] Corresponding to the vehicle control method described above, Figure 13 The diagram shown is a structural schematic of a vehicle control device according to an embodiment of this application. Figure 13 As shown, the aforementioned vehicle control device may include:

[0138] The acquisition module 131 is used to acquire vehicle data of the target vehicle.

[0139] The information determination module 132 is used to determine the current status information of the target vehicle based on the vehicle data.

[0140] The mode determination module 133 is used to determine the target motion mode of the target vehicle based on the current state information.

[0141] The parameter adjustment module 134 is used to adjust the PID parameters of the target vehicle according to the target motion mode.

[0142] In one embodiment, the pattern determination module 133 may include:

[0143] The acquisition submodule is used to obtain the current motion mode of the target vehicle.

[0144] The condition determination submodule is used to determine the mode switching conditions with priority order corresponding to the current motion mode.

[0145] The condition judgment submodule is used to judge whether the current status information meets the conditions for each mode switching in order of priority.

[0146] The first mode determination submodule is used to determine the target motion mode of the target vehicle based on the mode switching conditions that the current state information meets.

[0147] The second mode determination submodule is used to determine the current motion mode as the target motion mode if the current state information does not meet the requirements of each mode switching.

[0148] In one embodiment, the above condition determination submodule may include:

[0149] The first condition determination unit is used to determine the following priority order for switching modes when the current motion mode is low-speed acceleration mode: if the current state information satisfies emergency braking, then the current motion mode is switched to emergency braking mode; if the current state information simultaneously satisfies acceleration, non-braking, and low-speed states, then the current motion mode is switched to low-speed cruise mode; if the current state information simultaneously satisfies normal braking and low-speed states, then the current motion mode is switched to low-speed braking mode; if the current state information simultaneously satisfies acceleration and high-speed states, then the current motion mode is switched to high-speed acceleration mode.

[0150] The second condition determination unit is used to determine the priority order of mode switching conditions when the current motion mode is low-speed cruise mode: if the current state information meets the emergency braking state, the current motion mode is switched to emergency braking mode; if the current state information meets both normal braking state and low speed state, the current motion mode is switched to low-speed braking mode; if the current state information meets both acceleration state and low speed state, the current motion mode is switched to low-speed acceleration mode; if the current state information meets both downhill state and low speed state, or both high curvature state and low speed state, the current motion mode is switched to downhill cruise mode.

[0151] The third condition determination unit is used to determine the priority order of mode switching conditions when the current motion mode is low-speed braking mode: if the current state information meets the emergency braking state, then the current motion mode is switched to emergency braking mode; if the current state information simultaneously meets the acceleration state, non-braking state, and low-speed state, then the current motion mode is switched to low-speed cruise mode; if the current state information simultaneously meets the acceleration state and low-speed state, then the current motion mode is switched to low-speed acceleration mode.

[0152] In one embodiment, the above condition determination submodule may further include:

[0153] The fourth condition determination unit is used to determine the priority order of mode switching conditions when the current motion mode is high-speed acceleration mode: if the current state information meets the emergency braking state, the current motion mode is switched to emergency braking mode; if the current state information meets the non-acceleration state, non-braking state and high-speed state at the same time, the current motion mode is switched to high-speed cruise mode; if the current state information meets the normal braking state and high-speed state at the same time, the current motion mode is switched to high-speed braking mode.

[0154] The fifth condition determination unit is used to determine the priority order of mode switching conditions when the current motion mode is high-speed cruise mode: if the current state information meets the emergency braking state, the current motion mode is switched to emergency braking mode; if the current state information meets both normal braking state and high-speed state, the current motion mode is switched to high-speed braking mode; if the current state information meets both acceleration state and high-speed state, the current motion mode is switched to high-speed acceleration mode; if the current state information meets both downhill state and high-speed state, or both high curvature state and high-speed state, the current motion mode is switched to downhill cruise mode.

[0155] The sixth condition determination unit is used to determine the priority order of mode switching conditions when the current motion mode is high-speed braking mode: if the current state information meets the emergency braking state, the current motion mode is switched to emergency braking mode; if the current state information meets both normal braking state and low speed state, the current motion mode is switched to low speed braking mode; if the current state information meets both acceleration state and high speed state, the current motion mode is switched to high speed acceleration mode; if the current state information meets both non-acceleration state, non-braking state and high speed state, the current motion mode is switched to high speed cruise mode.

[0156] In one embodiment, the above condition determination submodule may further include:

[0157] The seventh condition determination unit is used to determine the priority order of mode switching conditions when the current motion mode is emergency braking mode: if the current state information satisfies both acceleration and low speed, the current motion mode is switched to low speed acceleration mode; if the current state information simultaneously satisfies both acceleration and high speed, the current motion mode is switched to high speed acceleration mode; if the current state information simultaneously satisfies normal braking, the absolute value of the speed error is less than the error threshold, and low speed, the current motion mode is switched to low speed braking mode; if the current state information simultaneously satisfies normal braking, the absolute value of the speed error is less than the error threshold, and high speed, the current motion mode is switched to high speed braking mode.

[0158] The eighth condition determination unit, when the current motion mode is downhill cruise mode, determines the priority order of mode switching conditions as follows: if the current state information satisfies emergency braking, the current motion mode is switched to emergency braking mode; if the current state information simultaneously satisfies normal braking and high-speed states, the current motion mode is switched to high-speed braking mode; if the current state information simultaneously satisfies normal braking and low-speed states, the current motion mode is switched to low-speed braking mode; if the current state information simultaneously satisfies non-downhill and high-speed states, or simultaneously satisfies non-large curvature and high-speed states, the current motion mode is switched to high-speed cruise mode; if the current state information simultaneously satisfies non-downhill and low-speed states, or simultaneously satisfies non-large curvature and low-speed states, the current motion mode is switched to low-speed cruise mode.

[0159] In one embodiment, the information determination module may include:

[0160] The first state determination submodule is used to determine the current state as low speed if the linear velocity of the vehicle in the vehicle data is less than a preset first speed threshold when the target vehicle in the previous cycle state information is in a high-speed state; the previous cycle state information is the state information of the target vehicle when the current motion mode is determined.

[0161] The second state determination submodule is used to determine the current state as low speed if the vehicle's linear speed is less than or equal to a preset second speed threshold when the target vehicle in the previous cycle state information is in a low speed state; the second speed threshold is greater than the first speed threshold.

[0162] In one embodiment, the information determining module may further include:

[0163] The third state determination submodule is used to determine the current state as downhill if the road gradient value in the vehicle data is less than the preset first gradient threshold when the target vehicle in the previous cycle state information is not in a downhill state; the previous cycle state information is the state information of the target vehicle when the current motion mode is determined.

[0164] The fourth state determination submodule is used to determine the current state as downhill if the road slope value is less than or equal to a preset second slope threshold when the target vehicle in the previous cycle state information is in a downhill state; the second slope threshold is greater than the first slope threshold.

[0165] In this embodiment, vehicle data of the target vehicle is acquired to determine the current state information of the target vehicle based on the vehicle data. The target motion mode of the target vehicle is then determined directly based on the current state information, which improves the accuracy of longitudinal vehicle control. Furthermore, longitudinal vehicle control can be achieved by adjusting the PID parameters of the target vehicle according to the target motion mode, thereby improving the accuracy of longitudinal vehicle control.

[0166] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the above-described device and module can be referred to the corresponding process in the foregoing system embodiments and method embodiments, and will not be repeated here.

[0167] Figure 14 This is a schematic diagram of the vehicle structure provided in an embodiment of this application. For ease of explanation, only the parts relevant to the embodiment of this application are shown.

[0168] like Figure 14 As shown, the vehicle 14 in this embodiment includes: at least one processor 140 ( Figure 14(Only one is shown in the image), a memory 141 connected to the processor 140, and a computer program 142 stored in the memory 141 and executable on the at least one processor 140, such as a vehicle control program. When the processor 140 executes the computer program 142, it implements the steps in the various vehicle control method embodiments described above, for example... Figure 1 Steps S101 to S104 are shown. Alternatively, when the processor 140 executes the computer program 142, it implements the functions of each module in the above-described device embodiments, for example... Figure 13 The functions of modules 131 to 134 are shown.

[0169] For example, the computer program 142 described above can be divided into one or more modules. One or more of these modules are stored in the memory 141 and executed by the processor 140 to complete this application. The one or more modules can be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of the computer program 142 in the vehicle 14. For example, the computer program 142 can be divided into an acquisition module 131, an information determination module 132, a mode determination module 133, and a parameter adjustment module 134. The specific functions of each module are as follows:

[0170] The acquisition module 131 is used to acquire vehicle data of the target vehicle;

[0171] The information determination module 132 is used to determine the current status information of the target vehicle based on the vehicle data;

[0172] The mode determination module 133 is used to determine the target motion mode of the target vehicle based on the current state information.

[0173] The parameter adjustment module 134 is used to adjust the PID parameters of the target vehicle according to the target motion mode.

[0174] The aforementioned vehicle 14 may include, but is not limited to, a processor 140 and a memory 141. Those skilled in the art will understand that... Figure 14 The vehicle 14 is merely an example and does not constitute a limitation on the vehicle 14. It may include more or fewer components than shown, or combine certain components, or different components, such as input / output devices, network access devices, buses, etc.

[0175] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, include: Obtain vehicle data for the target vehicle; The current status information of the target vehicle is determined based on the vehicle data; Obtain the current motion mode of the target vehicle; Determine the mode switching conditions with priority order corresponding to the current motion mode; The current status information is determined sequentially according to the priority order to determine whether it meets the switching conditions of each mode. The target motion mode of the target vehicle is determined based on the mode switching conditions that the current status information meets. If none of the current state information meets the requirements for switching modes, then the current motion mode is determined as the target motion mode. Adjust the PID parameters of the target vehicle according to the target motion mode; The conditions for determining the priority order of each mode switching corresponding to the current motion mode include: When the current driving mode is low-speed acceleration mode, the switching conditions for each mode with priority order are as follows: if the current state information satisfies emergency braking, then the current driving mode is switched to emergency braking mode; if the current state information simultaneously satisfies acceleration, non-braking, and low-speed states, then the current driving mode is switched to low-speed cruise mode; if the current state information simultaneously satisfies normal braking and low-speed states, then the current driving mode is switched to low-speed braking mode; if the current state information simultaneously satisfies acceleration and high-speed states, then the current driving mode is switched to high-speed acceleration mode. When the current driving mode is low-speed cruise mode, the switching conditions for each mode with priority order are as follows: if the current state information meets the emergency braking condition, then the current driving mode is switched to emergency braking mode; if the current state information simultaneously meets the normal braking condition and the low-speed condition, then the current driving mode is switched to low-speed braking mode; if the current state information simultaneously meets the acceleration condition and the low-speed condition, then the current driving mode is switched to low-speed acceleration mode; if the current state information simultaneously meets the downhill condition and the low-speed condition, or simultaneously meets the high curvature condition and the low-speed condition, then the current driving mode is switched to downhill cruise mode. When the current driving mode is low-speed braking mode, the switching conditions for each mode with priority order are as follows: if the current state information satisfies the emergency braking state, then the current driving mode is switched to emergency braking mode; if the current state information simultaneously satisfies the acceleration state, non-braking state, and low-speed state, then the current driving mode is switched to low-speed cruise mode; if the current state information simultaneously satisfies the acceleration state and low-speed state, then the current driving mode is switched to low-speed acceleration mode.

2. A vehicle control method, characterized in that, include: Obtain vehicle data for the target vehicle; The current status information of the target vehicle is determined based on the vehicle data; Obtain the current motion mode of the target vehicle; Determine the mode switching conditions with priority order corresponding to the current motion mode; The current status information is determined sequentially according to the priority order to determine whether it meets the switching conditions of each mode. The target motion mode of the target vehicle is determined based on the mode switching conditions that the current status information meets. If none of the current state information meets the requirements for switching modes, then the current motion mode is determined as the target motion mode. Adjust the PID parameters of the target vehicle according to the target motion mode; The conditions for determining the priority order of each mode switching corresponding to the current motion mode include: When the current driving mode is high-speed acceleration mode, the switching conditions for each mode with priority order are as follows: if the current state information meets the emergency braking state, then the current driving mode is switched to emergency braking mode; if the current state information simultaneously meets the non-acceleration state, non-braking state, and high-speed state, then the current driving mode is switched to high-speed cruise mode; if the current state information simultaneously meets the normal braking state and high-speed state, then the current driving mode is switched to high-speed braking mode. When the current driving mode is high-speed cruise mode, the switching conditions for each mode with priority order are as follows: if the current state information meets the emergency braking condition, then the current driving mode is switched to emergency braking mode; if the current state information simultaneously meets the normal braking condition and the high-speed condition, then the current driving mode is switched to high-speed braking mode; if the current state information simultaneously meets the acceleration condition and the high-speed condition, then the current driving mode is switched to high-speed acceleration mode; if the current state information simultaneously meets the downhill condition and the high-speed condition, or simultaneously meets the large curvature condition and the high-speed condition, then the current driving mode is switched to downhill cruise mode. When the current driving mode is high-speed braking mode, the switching conditions for each mode with priority order are as follows: if the current state information satisfies the emergency braking state, then the current driving mode is switched to emergency braking mode; if the current state information simultaneously satisfies the normal braking state and the low-speed state, then the current driving mode is switched to low-speed braking mode; if the current state information simultaneously satisfies the acceleration state and the high-speed state, then the current driving mode is switched to high-speed acceleration mode; if the current state information simultaneously satisfies the non-acceleration state, the non-braking state, and the high-speed state, then the current driving mode is switched to high-speed cruise mode.

3. A vehicle control method, characterized in that, include: Obtain vehicle data for the target vehicle; The current status information of the target vehicle is determined based on the vehicle data; Obtain the current motion mode of the target vehicle; Determine the mode switching conditions with priority order corresponding to the current motion mode; The current status information is determined sequentially according to the priority order to determine whether it meets the switching conditions of each mode. The target motion mode of the target vehicle is determined based on the mode switching conditions that the current status information meets. If none of the current state information meets the requirements for switching modes, then the current motion mode is determined as the target motion mode. Adjust the PID parameters of the target vehicle according to the target motion mode; The conditions for determining the priority order of each mode switching corresponding to the current motion mode include: When the current motion mode is emergency braking mode, the switching conditions for each mode with priority order are as follows: if the current state information satisfies both acceleration and low speed states, then the current motion mode is switched to low speed acceleration mode; if the current state information simultaneously satisfies both acceleration and high speed states, then the current motion mode is switched to high speed acceleration mode; if the current state information simultaneously satisfies normal braking state, the absolute value of the speed error is less than the error threshold, and low speed state, then the current motion mode is switched to low speed braking mode; if the current state information simultaneously satisfies normal braking state, the absolute value of the speed error is less than the error threshold, and high speed state, then the current motion mode is switched to high speed braking mode. When the current driving mode is downhill cruise mode, the switching conditions for each mode with priority order are as follows: if the current state information meets the emergency braking condition, then the current driving mode is switched to emergency braking mode; if the current state information simultaneously meets the normal braking condition and high-speed condition, then the current driving mode is switched to high-speed braking mode; if the current state information simultaneously meets the normal braking condition and low-speed condition, then the current driving mode is switched to low-speed braking mode; if the current state information simultaneously meets the non-downhill condition and high-speed condition, or simultaneously meets the non-large curvature condition and high-speed condition, then the current driving mode is switched to high-speed cruise mode; if the current state information simultaneously meets the non-downhill condition and low-speed condition, or simultaneously meets the non-large curvature condition and low-speed condition, then the current driving mode is switched to low-speed cruise mode.

4. The vehicle control method according to any one of claims 1-3, characterized in that, Determining the current status information of the target vehicle based on the vehicle data includes: When the target vehicle in the previous cycle status information is in a high-speed state, if the vehicle linear velocity in the vehicle data is less than a preset first speed threshold, then the current status information is determined to be in a low-speed state; the previous cycle status information is the status information of the target vehicle when the current motion mode is determined. When the target vehicle in the previous cycle status information is in a low-speed state, if the vehicle's linear velocity is less than or equal to a preset second speed threshold, then the current status information is determined to be in a low-speed state; the second speed threshold is greater than the first speed threshold.

5. The vehicle control method according to any one of claims 1-3, characterized in that, Determining the current status information of the target vehicle based on the vehicle data includes: When the target vehicle in the previous cycle status information is not in a downhill state, if the road slope value in the vehicle data is less than a preset first slope threshold, then the current status information is determined to be in a downhill state; the previous cycle status information is the status information of the target vehicle when the current motion mode is determined. When the target vehicle in the previous cycle status information is in a downhill state, if the road slope value is less than or equal to a preset second slope threshold, then the current status information is determined to be in a downhill state; the second slope threshold is greater than the first slope threshold.

6. A vehicle control device, characterized in that, include: The acquisition module is used to acquire vehicle data of the target vehicle; An information determination module is used to determine the current status information of the target vehicle based on the vehicle data; The mode determination module is used to determine the target motion mode of the target vehicle based on the current state information. The parameter adjustment module is used to adjust the PID parameters of the target vehicle according to the target motion mode; The mode determination module includes: The acquisition submodule is used to acquire the current motion mode of the target vehicle; The condition determination submodule is used to determine the mode switching conditions with priority order corresponding to the current motion mode; The condition judgment submodule is used to judge whether the current state information meets the conditions for each mode switching according to the priority order. The first mode determination submodule is used to determine the target motion mode of the target vehicle based on the mode switching conditions that the current state information meets. The second mode determination submodule is used to determine the current motion mode as the target motion mode if the current state information does not meet the requirements of each mode switching. The condition determination submodule includes: The first condition determination unit is configured to, when the current motion mode is low-speed acceleration mode, determine the following priority-ordered mode switching conditions: if the current state information satisfies emergency braking, then the current motion mode is switched to emergency braking mode; if the current state information simultaneously satisfies acceleration, non-braking, and low-speed states, then the current motion mode is switched to low-speed cruise mode; if the current state information simultaneously satisfies normal braking and low-speed states, then the current motion mode is switched to low-speed braking mode; if the current state information simultaneously satisfies acceleration and high-speed states, then the current motion mode is switched to high-speed acceleration mode. The second condition determination unit is configured to, when the current motion mode is low-speed cruise mode, determine the following priority-ordered mode switching conditions: if the current state information satisfies emergency braking, then the current motion mode is switched to emergency braking mode; if the current state information simultaneously satisfies normal braking and low-speed states, then the current motion mode is switched to low-speed braking mode; if the current state information simultaneously satisfies acceleration and low-speed states, then the current motion mode is switched to low-speed acceleration mode; if the current state information simultaneously satisfies downhill and low-speed states, or simultaneously satisfies high curvature and low-speed states, then the current motion mode is switched to downhill cruise mode. The third condition determination unit is configured to, when the current motion mode is low-speed braking mode, determine the following priority order for switching modes: if the current state information satisfies emergency braking, then the current motion mode is switched to emergency braking mode; if the current state information simultaneously satisfies acceleration, non-braking, and low-speed states, then the current motion mode is switched to low-speed cruise mode; if the current state information simultaneously satisfies acceleration and low-speed states, then the current motion mode is switched to low-speed acceleration mode.

7. A vehicle control device, characterized in that, include: The acquisition module is used to acquire vehicle data of the target vehicle; An information determination module is used to determine the current status information of the target vehicle based on the vehicle data; The mode determination module is used to determine the target motion mode of the target vehicle based on the current state information. The parameter adjustment module is used to adjust the PID parameters of the target vehicle according to the target motion mode; The mode determination module includes: The acquisition submodule is used to acquire the current motion mode of the target vehicle; The condition determination submodule is used to determine the mode switching conditions with priority order corresponding to the current motion mode; The condition judgment submodule is used to judge whether the current state information meets the conditions for each mode switching according to the priority order. The first mode determination submodule is used to determine the target motion mode of the target vehicle based on the mode switching conditions that the current state information meets. The second mode determination submodule is used to determine the current motion mode as the target motion mode if the current state information does not meet the requirements of each mode switching. The condition determination submodule includes: The fourth condition determination unit is configured to, when the current motion mode is high-speed acceleration mode, determine the following priority order for switching modes: if the current state information satisfies emergency braking, then switch the current motion mode to emergency braking mode; if the current state information simultaneously satisfies non-acceleration, non-braking, and high-speed states, then switch the current motion mode to high-speed cruise mode; if the current state information simultaneously satisfies normal braking and high-speed states, then switch the current motion mode to high-speed braking mode. The fifth condition determination unit is configured to, when the current motion mode is high-speed cruise mode, determine the following priority-ordered mode switching conditions: if the current state information satisfies emergency braking, then the current motion mode is switched to emergency braking mode; if the current state information simultaneously satisfies normal braking and high-speed states, then the current motion mode is switched to high-speed braking mode; if the current state information simultaneously satisfies acceleration and high-speed states, then the current motion mode is switched to high-speed acceleration mode; if the current state information simultaneously satisfies downhill and high-speed states, or simultaneously satisfies high curvature and high-speed states, then the current motion mode is switched to downhill cruise mode. The sixth condition determination unit is configured to, when the current motion mode is high-speed braking mode, determine the following priority order for switching modes: if the current state information satisfies emergency braking, then switch the current motion mode to emergency braking mode; if the current state information simultaneously satisfies normal braking and low-speed states, then switch the current motion mode to low-speed braking mode; if the current state information simultaneously satisfies acceleration and high-speed states, then switch the current motion mode to high-speed acceleration mode; if the current state information simultaneously satisfies non-acceleration, non-braking, and high-speed states, then switch the current motion mode to high-speed cruise mode.

8. A vehicle control device, characterized in that, include: The acquisition module is used to acquire vehicle data of the target vehicle; An information determination module is used to determine the current status information of the target vehicle based on the vehicle data; The mode determination module is used to determine the target motion mode of the target vehicle based on the current state information. The parameter adjustment module is used to adjust the PID parameters of the target vehicle according to the target motion mode; The mode determination module includes: The acquisition submodule is used to acquire the current motion mode of the target vehicle; The condition determination submodule is used to determine the mode switching conditions with priority order corresponding to the current motion mode; The condition judgment submodule is used to judge whether the current state information meets the conditions for each mode switching according to the priority order. The first mode determination submodule is used to determine the target motion mode of the target vehicle based on the mode switching conditions that the current state information meets. The second mode determination submodule is used to determine the current motion mode as the target motion mode if the current state information does not meet the requirements of each mode switching. The condition determination submodule includes: The seventh condition determination unit is configured to, when the current motion mode is emergency braking mode, determine the following priority-ordered mode switching conditions: if the current state information satisfies both acceleration and low-speed conditions, then the current motion mode is switched to low-speed acceleration mode; if the current state information simultaneously satisfies both acceleration and high-speed conditions, then the current motion mode is switched to high-speed acceleration mode; if the current state information simultaneously satisfies normal braking conditions, the absolute value of the speed error being less than the error threshold, and low-speed conditions, then the current motion mode is switched to low-speed braking mode; if the current state information simultaneously satisfies normal braking conditions, the absolute value of the speed error being less than the error threshold, and high-speed conditions, then the current motion mode is switched to high-speed braking mode. The eighth condition determination unit is configured to, when the current motion mode is downhill cruise mode, determine the following priority-ordered mode switching conditions: if the current state information satisfies emergency braking, then the current motion mode is switched to emergency braking mode; if the current state information simultaneously satisfies normal braking and high-speed states, then the current motion mode is switched to high-speed braking mode; if the current state information simultaneously satisfies normal braking and low-speed states, then the current motion mode is switched to low-speed braking mode; if the current state information simultaneously satisfies non-downhill and high-speed states, or simultaneously satisfies non-large curvature and high-speed states, then the current motion mode is switched to high-speed cruise mode; if the current state information simultaneously satisfies non-downhill and low-speed states, or simultaneously satisfies non-large curvature and low-speed states, then the current motion mode is switched to low-speed cruise mode.

9. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the steps of a vehicle control method as described in any one of claims 1 to 5.

10. A vehicle comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of a vehicle control method as described in any one of claims 1 to 5.

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