A vehicle control method and device, vehicle and storage medium

Abstract

The application discloses a vehicle control method and device, a vehicle and a storage medium. The method comprises the following steps: determining a vehicle control error by taking the difference between an actual vehicle acceleration and a reference vehicle acceleration; determining a dynamic gain parameter and a boundary error parameter based on the vehicle control error; determining an acceleration control amount according to the dynamic gain parameter, the boundary error parameter, the reference vehicle acceleration and the vehicle control error, and controlling the vehicle according to the acceleration control amount. The technical scheme of the embodiment of the application realizes adaptive automatic determination of the vehicle acceleration control amount during driving, fully considers the stability of the vehicle control system when determining the vehicle acceleration control amount, avoids oscillation of the vehicle control system, enhances the driving stability of the vehicle, and improves the safety of the vehicle driving when the vehicle driving is adjusted according to the acceleration control amount.

Description

Technical Field

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

[0002] First-order inertial hysteresis is a common phenomenon in vehicles when executing control commands, especially in intelligent vehicles. The root cause lies in the varying time delays in the vehicle chassis's response to these commands. Taking longitudinal control in intelligent vehicles as an example, first-order inertial hysteresis can lead to overshoot in vehicle control commands. This means that after the chassis responds to an overshooting control command, the vehicle will exhibit varying degrees of overshoot, posing a significant threat to the driving safety of intelligent vehicles.

[0003] To suppress first-order inertial hysteresis response, existing lead-hysteresis controllers use a time constant set in the frequency domain to quantitatively compensate the vehicle chassis for the response lag caused by first-order inertial hysteresis response, thereby suppressing the hysteresis response.

[0004] However, different vehicle models and even different vehicles of the same model have varying first-order inertial hysteresis response times. Furthermore, since the time constant is a quantitative compensation, it requires precise settings tailored to each vehicle. Therefore, in the mass production of intelligent vehicles, if the above method is used to suppress first-order inertial hysteresis, a significant amount of manpower will be needed to adjust the different time constants for different vehicles, increasing labor costs. Moreover, due to the low level of intelligence in manual adjustments, human error is prone to occur, reducing the accuracy of first-order inertial hysteresis compensation and consequently lowering the driving safety of intelligent vehicles. Summary of the Invention

[0005] This invention provides a vehicle control method, device, vehicle, and storage medium. During actual vehicle operation, the control quantity used to suppress first-order inertial hysteresis response is dynamically adjusted. This ensures that the vehicle can quickly reach the reference acceleration while maintaining the vehicle's anti-interference capability against first-order inertial hysteresis. It reduces the involvement of technicians in adjusting the first-order inertial hysteresis response, lowers vehicle production costs, enhances vehicle driving stability, and improves safety.

[0006] In a first aspect, embodiments of the present invention provide a vehicle control method, comprising:

[0007] The difference between the actual vehicle acceleration and the vehicle reference acceleration is defined as the vehicle control error.

[0008] Determine dynamic gain parameters and boundary error parameters based on vehicle control errors;

[0009] The acceleration control quantity is determined based on the dynamic gain parameter, boundary error parameter, vehicle reference acceleration, and vehicle control error, and the vehicle is controlled based on the acceleration control quantity.

[0010] Secondly, embodiments of the present invention also provide a vehicle control device, comprising:

[0011] The error determination module is used to determine the difference between the actual vehicle acceleration and the vehicle reference acceleration as the vehicle control error.

[0012] The parameter determination module is used to determine dynamic gain parameters and boundary error parameters based on vehicle control errors.

[0013] The control quantity determination module is used to determine the acceleration control quantity based on the dynamic gain parameter, boundary error parameter, vehicle reference acceleration and vehicle control error, and to control the vehicle based on the acceleration control quantity.

[0014] Thirdly, embodiments of the present invention also provide a vehicle, the vehicle comprising:

[0015] One or more controllers;

[0016] Storage device for storing one or more programs;

[0017] When one or more programs are executed by one or more controllers, the one or more controllers implement the vehicle control method as described in any of the above embodiments.

[0018] Fourthly, embodiments of the present invention also provide a computer-readable storage medium storing computer instructions that, when executed by a processor, implement any of the vehicle control methods of the present invention.

[0019] This invention provides a vehicle control method, device, vehicle, and storage medium. The method determines the vehicle control error by comparing the actual vehicle acceleration with a reference vehicle acceleration. Based on this error, dynamic gain parameters and boundary error parameters are determined. An acceleration control quantity is then determined using these parameters, and the vehicle is controlled accordingly. By employing this technical solution, the vehicle control error between the actual and desired acceleration is used to determine the magnitude of the control compensation, as well as the dynamic gain and boundary error parameters used to control the stable state of the vehicle control system. Finally, the acceleration control quantity is automatically determined based on these parameters, achieving adaptive automatic determination of the vehicle acceleration control quantity during driving. Furthermore, the determination of the acceleration control quantity fully considers the stability of the vehicle control system, avoiding oscillations and enhancing driving stability. This improves driving safety when adjusting the vehicle's driving based on the acceleration control quantity.

[0020] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a flowchart of a vehicle control method according to Embodiment 1 of the present invention;

[0023] Figure 2 This is a flowchart of a vehicle control method according to Embodiment 2 of the present invention;

[0024] Figure 3 This is a flowchart illustrating how to determine gain scheduling variables based on vehicle control errors, as shown in Embodiment 2 of the present invention.

[0025] Figure 4 This is an example diagram illustrating the variation law of vehicle control error and dynamic gain parameter in Embodiment 2 of the present invention;

[0026] Figure 5This is an example diagram illustrating the variation law of vehicle control error and boundary error parameters in Embodiment 2 of the present invention;

[0027] Figure 6 This is a comparative example diagram of accerr_Raw and accerr_MRAC at a time constant t = 0.06s in Embodiment 2 of the present invention;

[0028] Figure 7 This is a comparison example of accerr_Raw and accerr_MRAC at a time constant t = 0.08s in Embodiment 2 of the present invention;

[0029] Figure 8 This is a comparison example of accerr_Raw and accerr_MRAC at a time constant t = 0.1s in Embodiment 2 of the present invention;

[0030] Figure 9 This is a schematic diagram of the structure of a vehicle control device according to Embodiment 3 of the present invention;

[0031] Figure 10 This is a schematic diagram of the structure of a vehicle according to Embodiment 4 of the present invention. Detailed Implementation

[0032] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0033] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0034] Example 1

[0035] Figure 1This is a flowchart of a vehicle control method provided in Embodiment 1 of the present invention. The present invention can be applied to the situation of adjusting the overshoot caused by the first-order inertial hysteresis of a vehicle. The method can be executed by a vehicle control device, which can be implemented by software and / or hardware. The vehicle control device can be configured on a vehicle, which can be an intelligent vehicle or any other vehicle with a first-order inertial hysteresis problem. The present invention does not limit this.

[0036] like Figure 1 As shown, the vehicle control method provided in Embodiment 1 of the present invention specifically includes the following steps:

[0037] S101. The difference between the actual vehicle acceleration and the vehicle reference acceleration is determined as the vehicle control error.

[0038] In this embodiment, the actual vehicle acceleration can be understood as the acceleration actually generated by the vehicle during its current driving process. Optionally, this actual vehicle acceleration can be obtained from feedback from the vehicle chassis or directly read from the vehicle's CAN bus. This embodiment of the invention does not limit the method of obtaining the actual vehicle acceleration. The vehicle reference acceleration can be understood as the acceleration expected to be achieved by the vehicle at the current moment, determined based on the vehicle's speed and position information within a preset time period prior to the current moment. The vehicle control error can be understood as the error between the controlled acceleration achieved by the vehicle and the expected acceleration, caused by delayed response.

[0039] Specifically, during vehicle operation, the actual vehicle acceleration fed back from the vehicle chassis is acquired in real time. Simultaneously, since the vehicle's position and speed information can be collected in real time during operation, the reference acceleration used to control the vehicle's acceleration can be determined based on the position and speed information collected within a preset time period prior to the current moment. In other words, the vehicle aims to achieve the reference acceleration, but due to the first-order inertial hysteresis problem in the vehicle control process, the actual vehicle acceleration differs from the reference acceleration. The difference between the actual vehicle acceleration and the reference acceleration is obtained to determine the vehicle control error generated during the control process.

[0040] S102. Determine the dynamic gain parameters and boundary error parameters based on the vehicle control error.

[0041] In this embodiment, the dynamic gain parameter can be specifically understood as a parameter used to dynamically adjust the magnitude of the vehicle's control error compensation. The boundary error parameter can be specifically understood as a parameter used to ensure the steady-state performance of the control system and avoid control signal jitter, and to ensure that the vehicle control system has satisfactory steady-state error.

[0042] Specifically, when the vehicle control error is large, the vehicle needs to be controlled based on a determined vehicle reference acceleration to reach the required acceleration as quickly as possible. In this case, a smaller dynamic gain parameter and a larger boundary error parameter are determined based on the vehicle control error, so that the control quantity used to control the vehicle acceleration is closer to the control quantity required to achieve the vehicle reference acceleration. When the vehicle control error is small, it can be assumed that the vehicle only needs to make a small adjustment to achieve its desired acceleration. If the vehicle is still controlled based on the vehicle reference acceleration, the final acceleration after control will exceed the vehicle reference acceleration. In this case, a larger dynamic gain parameter and a smaller boundary error parameter are determined based on the vehicle control error, so that the control quantity for vehicle acceleration is kept within a small range. This allows the vehicle to adjust the acceleration to the steady-state range of the vehicle reference acceleration at a relatively smooth speed, avoiding overshoot problems caused by directly adjusting based on the vehicle reference acceleration.

[0043] S103. Determine the acceleration control quantity based on the dynamic gain parameter, boundary error parameter, vehicle reference acceleration, and vehicle control error, and control the vehicle based on the acceleration control quantity.

[0044] In this embodiment, the acceleration control quantity can be specifically understood as a control adjustment quantity used to adjust different power components in the vehicle so that the vehicle acceleration reaches the expected speed.

[0045] Specifically, the vehicle reference acceleration is the desired acceleration the vehicle will achieve. However, due to the vehicle's first-order inertial hysteresis, directly sending the reference acceleration as the acceleration control quantity to the vehicle control system would result in a higher acceleration after full execution, leading to overshoot. Given the vehicle control error, dynamic gain parameters, and boundary error parameters, a dynamic control compensation quantity to compensate for the inertial hysteresis can be determined using these three parameters. The difference between the vehicle reference acceleration and the dynamic control compensation quantity is then used to determine the acceleration control quantity for controlling the vehicle's acceleration. Since the acceleration control quantity already subtracts the dynamic control compensation quantity determined in real-time based on the vehicle control error, it does not issue a command to control the vehicle to reach the reference acceleration. Instead, it issues a relatively lower control command, subtracting the estimated increase or decrease in acceleration due to first-order inertia before the vehicle responds to the control command, thus reducing the probability of overshoot.

[0046] The technical solution of this embodiment determines the vehicle control error by measuring the difference between the actual vehicle acceleration and the vehicle reference acceleration; determines dynamic gain parameters and boundary error parameters based on the vehicle control error; determines the acceleration control quantity based on the dynamic gain parameters, boundary error parameters, vehicle reference acceleration, and vehicle control error; and controls the vehicle based on the acceleration control quantity. By adopting the above technical solution, the vehicle control error between the determined actual vehicle acceleration and the desired acceleration is used to determine the magnitude of the control compensation quantity, and the dynamic gain parameters and boundary error parameters used to control the stable state of the vehicle control system. Finally, the acceleration control quantity used to control the vehicle is automatically determined based on the dynamic gain parameters, boundary error parameters, vehicle reference acceleration, and vehicle control error. This achieves adaptive automatic determination of the vehicle acceleration control quantity during driving. Simultaneously, the stability of the vehicle control system is fully considered when determining the vehicle acceleration control quantity, avoiding oscillations in the vehicle control system, enhancing vehicle driving stability, and improving vehicle driving safety when adjusting vehicle driving based on the acceleration control quantity.

[0047] Example 2

[0048] Figure 2 This is a flowchart of a vehicle control method provided in Embodiment 2 of the present invention. The technical solution of this embodiment is further optimized based on the above-mentioned optional technical solutions. It clarifies the specific methods for determining the dynamic gain parameter and the boundary error parameter, and provides a method for determining the dynamic control compensation amount based on the control error ratio determined by the vehicle control error and the boundary error parameter, combined with the dynamic gain parameter. Then, based on the determined dynamic control compensation amount, the acceleration control amount used for vehicle control is determined. The determined dynamic control compensation amount controls the interference to the control system, enhances the robustness of the vehicle control system, enhances the vehicle driving stability, and improves the safety of vehicle driving when adjusting the vehicle driving based on the acceleration control amount.

[0049] like Figure 2 As shown, the vehicle control method provided in Embodiment 2 of the present invention specifically includes the following steps:

[0050] S201. The difference between the actual vehicle acceleration and the vehicle reference acceleration is determined as the vehicle control error.

[0051] S202. Determine the gain scheduling variable based on the vehicle control error.

[0052] In this embodiment, the gain scheduling variable can be specifically understood as the scheduling variable determined in the vehicle control system after local linearization of the acceleration control characteristics to maintain system stability.

[0053] Furthermore, Figure 3 This is a flowchart illustrating how to determine a gain scheduling variable based on vehicle control error, as provided in Embodiment 2 of the present invention. Figure 3 As shown, the specific steps include the following:

[0054] S2021. Determine the absolute value of the vehicle control error.

[0055] S2022. Sum the squares of the absolute values ​​and the absolute values, and determine half of the sum as the gain scheduling variable.

[0056] For example, assuming the vehicle control error is err, the gain scheduling variable Ts can be expressed by the following formula:

[0057] Ts = 0.5 | err 2 +0.5|err|

[0058] S203. Determine the dynamic gain parameters and boundary error parameters based on the gain scheduling variables.

[0059] Specifically, since the gain scheduling variable is a scheduling variable used to maintain system stability, it can clearly reflect the absolute error between the vehicle's current acceleration and the desired acceleration. To maintain the stability of the vehicle control system and enable the vehicle to reach the desired acceleration at the fastest speed, the dynamic gain parameter and boundary error parameter can be determined separately through the gain scheduling variable. The specific determination method is as follows:

[0060] a. Substitute the preset maximum dynamic gain, preset minimum dynamic gain, preset maximum vehicle control error, and gain scheduling variable into the preset dynamic gain expression to determine the dynamic gain parameters.

[0061] In this embodiment, the preset maximum dynamic gain can be understood as the maximum value of the dynamic gain parameter preset according to actual needs. The preset minimum dynamic gain can be understood as the minimum value of the dynamic gain parameter preset according to actual needs. The preset maximum vehicle control error can be understood as the maximum allowable vehicle control error preset according to actual needs.

[0062] Specifically, the preset maximum dynamic gain, preset minimum dynamic gain, preset maximum vehicle control error, and gain scheduling variable are substituted into the preset dynamic gain expression, and the result of the dynamic gain expression after substituting each parameter is determined as the dynamic gain parameter.

[0063] Furthermore, the preset dynamic gain expression can be:

[0064]

[0065] Where η is the dynamic gain parameter, ηmax η is the preset maximum dynamic gain. min To preset the minimum dynamic gain, err max The preset maximum value of vehicle control error is defined as Ts, where Ts is the gain scheduling variable and sat is the saturation function.

[0066] The specific values ​​of the saturation function are:

[0067]

[0068] Furthermore, based on the aforementioned preset dynamic gain expression, Figure 4 This is an example diagram illustrating the variation law of vehicle control error and dynamic gain parameters provided in Embodiment 2 of the present invention, as shown below. Figure 4 As shown, when the vehicle control error is large, the larger the value of the gain scheduling variable substituted into the saturation function, the smaller the determined dynamic gain parameter. This results in a smaller dynamic control compensation amount subsequently determined to adjust the vehicle reference acceleration, which is beneficial for the vehicle chassis's response to acceleration control amounts approaching the vehicle reference acceleration. In other words, when the vehicle control error is large, the vehicle can quickly approach the desired vehicle reference acceleration. When the vehicle control error is small, the larger the value of the gain scheduling variable substituted into the saturation function, the larger the determined dynamic gain parameter. This results in a larger dynamic control compensation amount subsequently determined to adjust the vehicle reference acceleration. This is beneficial for maintaining and improving the anti-interference capability of the vehicle control system when the vehicle control error is small and the vehicle is about to enter steady-state control. It also reduces the acceleration adjustment amount for the vehicle when it is about to reach the vehicle reference acceleration, thus reducing the probability of overshoot.

[0069] b. Substitute the preset maximum boundary error, preset minimum boundary error, preset maximum vehicle control error, and gain scheduling variable into the preset boundary error expression to determine the boundary error parameters.

[0070] In this embodiment, the preset maximum boundary error can be understood as the maximum value of the boundary error parameter preset according to actual needs. The preset minimum boundary error can be understood as the minimum value of the boundary error parameter preset according to actual needs.

[0071] Specifically, the preset maximum boundary error, preset minimum boundary error, preset maximum vehicle control error, and gain scheduling variable are substituted into the preset boundary error expression, and the result of the boundary error expression after substituting each parameter is determined as the boundary error parameter.

[0072] Furthermore, the preset boundary error expression can be:

[0073]

[0074] Where Φ is the boundary error parameter, Φ max Φ is the preset maximum boundary error. min The preset minimum boundary error is err max The preset maximum value of vehicle control error is defined as Ts, where Ts is the gain scheduling variable and sat is the saturation function.

[0075] Furthermore, based on the aforementioned preset boundary error parameter expression, Figure 5 This is an example diagram illustrating the variation law of vehicle control error and boundary error parameters provided in Embodiment 2 of the present invention, as shown in the figure. Figure 5 As shown, when the vehicle control error is large, the larger the value of the gain scheduling variable substituted into the saturation function, the larger the determined boundary error parameter. This makes it easier for the saturation function in the dynamic control compensation quantity determined based on the boundary error parameter to fall within the interval [-1, 1], avoiding oscillations in the vehicle control system. At the same time, it can also better save the energy used by the vehicle to control the first-order inertial hysteresis response. When the vehicle control error is small, the larger the value of the gain scheduling variable substituted into the saturation function, the smaller the determined boundary error parameter. This ensures that the control system can converge to a smaller steady-state error, improving the accuracy of the vehicle reference acceleration when overcoming the first-order inertial hysteresis response.

[0076] S204. The ratio of vehicle control error to boundary error parameter is defined as the control error ratio.

[0077] Following the example above, assuming the vehicle control error is err and the boundary error parameter is φ, the determined control error ratio can be expressed as:

[0078] S205. Determine the product of the dynamic gain parameter and the saturation function of the control error ratio, and determine the negative value of the product as the dynamic control compensation amount.

[0079] In this embodiment, the dynamic control compensation amount can be specifically understood as the control amount determined in the vehicle control process to compensate for the control error caused by the first-order inertial hysteresis problem.

[0080] Following the example above, assuming the dynamic gain parameter is η, the determined dynamic control compensation amount is:

[0081] S206. The sum of the vehicle reference acceleration and the dynamic control compensation amount is determined as the acceleration control amount.

[0082] Specifically, the dynamic control compensation amount is the control amount that compensates for the control error caused by the first-order inertial hysteresis during vehicle operation. Therefore, the desired vehicle reference acceleration can be summed with the dynamic control compensation amount to compensate for the vehicle reference acceleration. This sum is then determined as the acceleration control amount so that the effects of the first-order inertial hysteresis can be avoided as much as possible when controlling the vehicle based on this acceleration control amount.

[0083] Following the example above, the acceleration control quantity u can be expressed as: Where r is the vehicle reference acceleration.

[0084] S207. Control the vehicle based on the acceleration control quantity.

[0085] Furthermore, to verify the difference in effect between controlling the vehicle by setting the acceleration control quantity through dynamic control compensation and directly inputting the vehicle reference acceleration to the vehicle chassis for response, Embodiment 2 of the present invention also provides experimental comparison results of the two vehicle control methods.

[0086] Following the example above, assume that the vehicle chassis's response to commands input from the vehicle control module exhibits first-order inertial hysteresis, and that the transfer function of this first-order inertial hysteresis can be expressed as:

[0087] G(s)=k / (ts+1)

[0088] Where k is the hysteresis gain coefficient of the first-order inertial system and t is the time constant, both of which are related to the response delay of the vehicle chassis to control commands.

[0089] Furthermore, the adaptive control parameters for the test settings are expressed as follows:

[0090] parameter value parameter value ηmax 0.05 ηmin 0 <![CDATA[Φ max ]]> 0.3 <![CDATA[Φ min ]]> 0.01 <![CDATA[err max ]]> 0.3 Simulation step size (s) 0.02 k 1 T 0.1

[0091] Assuming the vehicle reference acceleration input to the vehicle chassis can be expressed as r = sin(0.5t), a group comparison was conducted to analyze the control effect of the vehicle based on the above adaptive control parameters under the conditions of setting dynamic control compensation and not setting dynamic control compensation:

[0092] Group 1: The vehicle reference acceleration r is directly input into the vehicle chassis response model, and its output is denoted as acc_Raw. The error of this model relative to the vehicle reference acceleration r can be denoted as:

[0093] Accerr_Raw = acc_Raw - r;

[0094] The second group: After processing the vehicle reference acceleration r through determined dynamic gain parameters and boundary error parameters to obtain the acceleration control quantity u used to control the vehicle, u is input into the response model of the vehicle chassis, and its output is denoted as acc_MRAC. Then, its error relative to the vehicle reference acceleration r can be denoted as:

[0095] Accerr_MRAC = acc_MRAC - r.

[0096] Simulation analysis of first-order inertial hysteresis was conducted. Assuming a simulation duration of 20s and a time constant t of 0.1s, the comparison showed that the acceleration control quantity of the second group can make the vehicle chassis response closely follow the vehicle reference acceleration, which can effectively suppress the first-order inertial hysteresis phenomenon of the vehicle.

[0097] Simultaneously, considering the suppression effect of different time constants t on the first-order inertial hysteresis of the vehicle chassis, by resetting the time constant t to 0.06s, 0.08s, and 0.1s respectively, which correspond to vehicle chassis response delays of 300ms, 400ms, and 500ms respectively, the corresponding accerr_Raw and accerr_MRAC were determined. Figure 6 This is a comparison example diagram of accerr_Raw and accerr_MRAC at a time constant t = 0.06s, provided in Embodiment 2 of the present invention. Figure 7 This is a comparison example diagram of accerr_Raw and accerr_MRAC at a time constant t = 0.08s, provided in Embodiment 2 of the present invention. Figure 8 This is a comparison example of accelerate_Raw and accelerate_MRAC at a time constant t = 0.1s, provided in Embodiment 2 of the present invention. As shown in the three figures above, it can be seen that the error of accelerate_MRAC is much smaller than that of accelerate_RAW.

[0098] Furthermore, the mean and variance of the errors under different operating conditions are statistically analyzed and shown in the table below:

[0099]

[0100] As shown in the table above, compared to directly inputting the vehicle reference acceleration into the vehicle chassis, the mean error of controlling the vehicle using acceleration control is 25% of the original mean error, and the variance of the error is 6% of the original variance. This effectively suppresses the first-order inertial hysteresis of the vehicle. Furthermore, it demonstrates that the error distribution is more concentrated when controlling the vehicle using acceleration control, and the tracking of the vehicle reference acceleration is better.

[0101] The technical solution of this embodiment determines the gain scheduling variable used to adjust vehicle stability by using vehicle control error. Then, dynamic gain parameters and boundary error parameters are determined according to the gain scheduling variable. Based on the control error ratio determined by the vehicle control error and the boundary error parameters, a dynamic control compensation amount is determined in combination with the dynamic gain parameters. Then, an acceleration control amount is determined for vehicle control based on the determined dynamic control compensation amount. The determined dynamic control compensation amount controls the interference to the control system, enhances the robustness of the vehicle control system, enhances vehicle driving stability, and improves the safety of vehicle driving when adjusting vehicle driving based on the acceleration control amount.

[0102] Example 3

[0103] Figure 9 This is a schematic diagram of a vehicle control device according to Embodiment 3 of the present invention. The vehicle control device includes: an error determination module 31, a parameter determination module 32, and a control quantity determination module 33.

[0104] Among them, the error determination module 31 is used to determine the difference between the actual vehicle acceleration and the vehicle reference acceleration as the vehicle control error; the parameter determination module 32 is used to determine the dynamic gain parameter and the boundary error parameter based on the vehicle control error; the control quantity determination module 33 is used to determine the acceleration control quantity according to the dynamic gain parameter, the boundary error parameter, the vehicle reference acceleration and the vehicle control error, and control the vehicle according to the acceleration control quantity.

[0105] The technical solution of this embodiment utilizes the vehicle control error between the determined actual vehicle acceleration and the desired acceleration. This error is then used to determine the magnitude of the control compensation, as well as the dynamic gain parameters and boundary error parameters used to control the stable state of the vehicle control system. Finally, based on the dynamic gain parameters, boundary error parameters, vehicle reference acceleration, and vehicle control error, the acceleration control quantity used to control the vehicle is automatically determined. This achieves adaptive automatic determination of the vehicle acceleration control quantity during driving. Simultaneously, the stability of the vehicle control system is fully considered when determining the vehicle acceleration control quantity, avoiding oscillations in the vehicle control system, enhancing vehicle driving stability, and improving vehicle driving safety when adjusting vehicle driving based on the acceleration control quantity.

[0106] Optionally, the parameter determination module 32 includes:

[0107] The scheduling variable determination unit is used to determine the gain scheduling variable based on the vehicle control error.

[0108] The parameter determination unit is used to determine the dynamic gain parameters and boundary error parameters based on the gain scheduling variables.

[0109] Optionally, a scheduling variable determination unit, specifically used for:

[0110] Determine the absolute value of the vehicle control error;

[0111] Sum the squares of the absolute values ​​and the absolute values, and use half of the sum as the gain scheduling variable.

[0112] Optional, parameter determination unit, specifically used for:

[0113] Substitute the preset maximum dynamic gain, preset minimum dynamic gain, preset maximum vehicle control error, and gain scheduling variable into the preset dynamic gain expression to determine the dynamic gain parameters.

[0114] Substitute the preset maximum boundary error, preset minimum boundary error, preset maximum vehicle control error, and gain scheduling variable into the preset boundary error expression to determine the boundary error parameters.

[0115] Furthermore, the preset dynamic gain expression includes:

[0116]

[0117] Where η is the dynamic gain parameter, η max η is the preset maximum dynamic gain. min To preset the minimum dynamic gain, err max The preset maximum value of vehicle control error is defined as Ts, where Ts is the gain scheduling variable and sat is the saturation function.

[0118] Furthermore, the predefined boundary error expression includes:

[0119]

[0120] Where Φ is the boundary error parameter, Φ max Φ is the preset maximum boundary error. min The preset minimum boundary error is err max The preset maximum value of vehicle control error is defined as Ts, where Ts is the gain scheduling variable and sat is the saturation function.

[0121] Optionally, the control quantity determination module 33 includes:

[0122] The error ratio determination unit is used to determine the ratio of vehicle control error to boundary error parameter as the control error ratio;

[0123] The compensation amount determination unit is used to determine the product of the dynamic gain parameter and the saturation function of the input control error ratio, and the negative value of the product is determined as the dynamic control compensation amount.

[0124] The control quantity determination unit is used to determine the acceleration control quantity by summing the vehicle reference acceleration and the dynamic control compensation quantity.

[0125] The vehicle control device provided in the embodiments of the present invention can execute the vehicle control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of executing the method.

[0126] Example 4

[0127] Figure 10 This is a structural schematic diagram of a vehicle provided in Embodiment 4 of the present invention, as shown below. Figure 10 As shown, the vehicle includes a controller 41, a storage device 42, an input device 43, and an output device 44; the number of controllers 41 in the vehicle can be one or more. Figure 10 Taking a controller 41 as an example; the controller 41, storage device 42, input device 43, and output device 44 in the vehicle can be connected via a bus or other means. Figure 10 Taking the example of a connection between China and Israel via a bus.

[0128] The storage device 42, as a computer-readable storage medium, can be used to store software programs, computer-executable programs, and modules, such as the program instructions / modules corresponding to the vehicle control method in this embodiment of the invention (e.g., error determination module 31, parameter determination module 32, and control quantity determination module 33). The controller 41 executes various vehicle functions and data processing by running the software programs, instructions, and modules stored in the storage device 42, thereby realizing the aforementioned vehicle control method.

[0129] Storage device 42 may primarily include a program storage area and a data storage area. The program storage area may store the operating system and at least one application program required for a given function; the data storage area may store data created based on terminal usage. Furthermore, storage device 42 may include high-speed random access memory and non-volatile memory, such as at least one disk storage device, flash memory, or other non-volatile solid-state storage device. In some instances, storage device 42 may further include memory remotely configured relative to controller 41, which can be connected to the vehicle via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0130] Input device 43 can be used to receive input digital or character information, and to generate key signal inputs related to user settings and function control of the vehicle. Output device 44 may include display devices such as a display screen.

[0131] In some embodiments, the vehicle control method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on a display device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by a processor, one or more steps of the vehicle control method described above may be performed. Alternatively, in other embodiments, the processor may be configured to perform the vehicle control method by any other suitable means (e.g., by means of firmware).

[0132] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0133] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0134] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0135] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0136] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0137] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0138] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and no limitation is imposed herein.

[0139] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A vehicle control method, characterized in that, include: The difference between the actual vehicle acceleration and the vehicle reference acceleration is defined as the vehicle control error. The dynamic gain parameters and boundary error parameters are determined based on the vehicle control error. The acceleration control amount is determined based on the dynamic gain parameter, the boundary error parameter, the vehicle reference acceleration, and the vehicle control error, and the vehicle is controlled based on the acceleration control amount. The step of determining the dynamic gain parameter and boundary error parameter based on the vehicle control error includes: Based on the vehicle control error, determine the gain scheduling variable; The dynamic gain parameters and boundary error parameters are determined based on the gain scheduling variables. The step of determining the gain scheduling variable based on the vehicle control error includes: Determine the absolute value of the vehicle control error; The square of the absolute value is summed with the absolute value, and half of the sum is determined as the gain scheduling variable.

2. The method according to claim 1, characterized in that, The step of determining the dynamic gain parameter and boundary error parameter based on the gain scheduling variable includes: Substitute the preset maximum dynamic gain, the preset minimum dynamic gain, the preset maximum vehicle control error, and the gain scheduling variable into the preset dynamic gain expression to determine the dynamic gain parameters. Substitute the preset maximum boundary error, preset minimum boundary error, preset maximum vehicle control error, and the gain scheduling variable into the preset boundary error expression to determine the boundary error parameters.

3. The method according to claim 2, characterized in that, The preset dynamic gain expression includes: in, For dynamic gain parameters, To preset the maximum dynamic gain, To preset the minimum dynamic gain, The preset maximum value for vehicle control error. is the gain scheduling variable, and sat is the saturation function.

4. The method according to claim 2, characterized in that, The preset boundary error expression includes: in, These are boundary error parameters. The preset maximum boundary error, The preset minimum boundary error is... The preset maximum value for vehicle control error. is the gain scheduling variable, and sat is the saturation function.

5. The method according to claim 1, characterized in that, The step of determining the acceleration control amount based on the dynamic gain parameter, the boundary error parameter, the vehicle reference acceleration, and the vehicle control error includes: The ratio of the vehicle control error to the boundary error parameter is defined as the control error ratio; Determine the product of the dynamic gain parameter and the saturation function substituted into the control error ratio, and determine the negative value of the product as the dynamic control compensation amount; The sum of the vehicle reference acceleration and the dynamic control compensation amount is determined as the acceleration control amount.

6. A vehicle control device, characterized in that, include: The error determination module is used to determine the difference between the actual vehicle acceleration and the vehicle reference acceleration as the vehicle control error. The parameter determination module is used to determine the dynamic gain parameters and boundary error parameters based on the vehicle control error; The control quantity determination module is used to determine the acceleration control quantity based on the dynamic gain parameter, the boundary error parameter, the vehicle reference acceleration, and the vehicle control error, and to control the vehicle based on the acceleration control quantity. The parameter determination module includes: The scheduling variable determination unit is used to determine the gain scheduling variable based on the vehicle control error. The parameter determination unit is used to determine the dynamic gain parameter and the boundary error parameter based on the gain scheduling variable; The scheduling variable determination unit is specifically used for: Determine the absolute value of the vehicle control error; The square of the absolute value is summed with the absolute value, and half of the sum is determined as the gain scheduling variable.

7. A vehicle, characterized in that, The vehicles include: One or more controllers; Storage device for storing one or more programs; When the one or more programs are executed by the one or more controllers, the one or more controllers implement the vehicle control method as described in any one of claims 1-5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a processor, are used to implement the vehicle control method as described in any one of claims 1-5.

Images