Self-calibration method and device of torque feedforward value, vehicle and storage medium

Abstract

The application relates to a torque feedforward value self-calibration method and device, a vehicle and a storage medium, comprising the following steps: acquiring a current driving environment and a current running state of the vehicle; judging whether the current driving environment is a preset steady state environment; when the current driving environment is the preset steady state environment, determining a calibration parameter of a torque feedforward value according to the current running state; obtaining a target torque feedforward value according to the calibration parameter; and controlling the vehicle according to the target torque feedforward value, thereby reducing the steady state length of proportional integral (PI) control of the vehicle. Thus, the problems that current auxiliary driving torque control calibration mainly relies on manual matching, vehicle dynamic performance and related parameters may change after a long time of driving after the calibration parameter is determined, and vehicle control precision is reduced are solved, calibration work during software design is reduced, and the software itself can update the calibration parameter when vehicle properties such as vehicle dynamics performance change, thereby improving control precision after a long time of use.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, apparatus, vehicle, and storage medium for self-calibrating torque feedforward values. Background Technology

[0002] The assisted driving planning layer outputs acceleration to the control layer, and the control layer outputs torque values. Generally, the control layer involves a lot of parameter calibration during the conversion process. The calibration values ​​are generally related to the vehicle's own power performance, the current road, and different vehicle speeds.

[0003] However, the torque control calibration of assisted driving currently relies mainly on manual matching. After the vehicle has been driving for a long time, the corresponding power performance and vehicle parameters may change, which may lead to a decrease in vehicle control accuracy. Summary of the Invention

[0004] This application provides a self-calibration method, device, vehicle, and storage medium for torque feedforward values. It solves the problems that current assisted driving torque control calibration mainly relies on manual matching. After the calibration parameters are determined, the vehicle's dynamic performance and related parameters may change after long-term driving, leading to a decrease in vehicle control accuracy. It reduces the calibration work during software design. When vehicle attributes such as vehicle dynamic performance change, the software itself can update the calibration parameters, improving the control accuracy after long-term use.

[0005] The first aspect of this application provides a self-calibration method for torque feedforward value, comprising the following steps: acquiring the current driving environment and current operating state of the vehicle; determining whether the current driving environment is a preset steady-state environment, and when the current driving environment is the preset steady-state environment, determining calibration parameters for the torque feedforward value based on the current operating state; obtaining a target torque feedforward value based on the calibration parameters for the torque feedforward value, so as to control the vehicle based on the target torque feedforward value and reduce the steady-state duration of the vehicle's proportional-integral (PI) control.

[0006] Based on the above technical means, the calibration work during software design is reduced, and the software itself can update the calibration parameters when vehicle attributes such as vehicle dynamics change, thereby improving the control accuracy after long-term use.

[0007] Further, determining whether the current driving environment is a preset steady-state environment includes: obtaining the maximum and minimum road gradient of the vehicle within a first preset time period; obtaining the maximum and minimum vehicle speed of the vehicle within a second preset time period; if the difference between the maximum and minimum road gradient is less than a first preset value, and / or the difference between the maximum and minimum vehicle speed is less than a second preset value, then the current driving environment is determined to be the preset steady-state environment.

[0008] Based on the above technical means, the torque feedforward value of the vehicle is obtained by assuming the vehicle is in a preset steady-state environment, resulting in a more accurate result.

[0009] Furthermore, the calibration parameters for determining the torque feedforward value based on the current operating state include: when the current operating state is a cruise speed operating state, the calibration parameters for the torque feedforward value are the target cruise speed and the current road gradient; when the current operating state is an acceleration planning state, the calibration parameters for the torque feedforward value are the vehicle's current speed, the current road gradient, and the planned acceleration.

[0010] Based on the aforementioned technical means, by calibrating the target cruising speed, current road gradient, vehicle's current speed, and planned acceleration, the obtained torque feedforward value is more accurate.

[0011] Further, obtaining the target torque feedforward value based on the calibration parameters of the torque feedforward value includes: when the calibration parameters of the torque feedforward value are the target cruise speed and the current road slope value, respectively calculating the feedforward value corresponding to the target cruise speed and the feedforward value corresponding to the current road slope value; and obtaining the target torque feedforward value based on the feedforward value corresponding to the target cruise speed and the feedforward value corresponding to the current road slope value.

[0012] Based on the aforementioned technical means, the vehicle continuously updates the corresponding calibration value in the software according to the feedforward value required for different stable vehicle speeds under different road conditions as the vehicle is used.

[0013] Furthermore, obtaining the target torque feedforward value based on the calibration parameters of the torque feedforward value further includes: when the calibration parameters of the torque feedforward value are the vehicle's current speed, the current road gradient, and the planned acceleration, respectively calculating the feedforward value corresponding to the current vehicle speed, the feedforward value corresponding to the current road gradient, and the feedforward value corresponding to the planned acceleration; and obtaining the target torque feedforward value based on the feedforward value corresponding to the current vehicle speed, the feedforward value corresponding to the current road gradient, and the feedforward value corresponding to the planned acceleration.

[0014] Based on the above technical means, target torque feedforward is used to add or change certain control information to the original input in advance when the system output of the vehicle may deviate from the target value, so as to prevent the system output from deviating from the target value and enable the vehicle to reach steady state as soon as possible.

[0015] A second aspect of this application provides a self-calibration method apparatus for torque feedforward value, comprising: an acquisition module for acquiring the current driving environment and current operating state of a vehicle; a calibration module for determining whether the current driving environment is a preset steady-state environment, and when the current driving environment is the preset steady-state environment, determining calibration parameters for the torque feedforward value based on the current operating state; and a control module for obtaining a target torque feedforward value based on the calibration parameters of the torque feedforward value, so as to control the vehicle based on the target torque feedforward value and reduce the steady-state duration of the vehicle's proportional-integral (PI) control.

[0016] Furthermore, the calibration module is specifically used to: obtain the maximum and minimum road slope of the vehicle within a first preset time period; obtain the maximum and minimum vehicle speed of the vehicle within a second preset time period; if the difference between the maximum and minimum road slope is less than a first preset value, and / or the difference between the maximum and minimum vehicle speed is less than a second preset value, then the current driving environment is determined to be the preset steady-state environment.

[0017] Furthermore, the calibration module, which determines the calibration parameters for the torque feedforward value based on the current operating state, is further configured to: when the current operating state is a cruise speed operating state, use the target cruise speed and the current road gradient value as the calibration parameters for the torque feedforward value; and when the current operating state is an acceleration planning state, use the vehicle's current speed, the current road gradient value, and the planned acceleration as the calibration parameters for the torque feedforward value.

[0018] Furthermore, in obtaining the target torque feedforward value based on the calibration parameters of the torque feedforward value, the control module is further configured to: calculate the feedforward value corresponding to the target cruise speed and the feedforward value corresponding to the current road slope when the calibration parameters of the torque feedforward value are the target cruise speed and the current road slope value, respectively; and obtain the target torque feedforward value based on the feedforward value corresponding to the target cruise speed and the feedforward value corresponding to the current road slope value.

[0019] Furthermore, in obtaining the target torque feedforward value based on the calibration parameters of the torque feedforward value, the control module is further configured to: calculate the feedforward value corresponding to the current vehicle speed, the feedforward value corresponding to the current road slope, and the feedforward value corresponding to the planned acceleration, respectively, when the calibration parameters of the torque feedforward value are the current vehicle speed, the current road slope, and the planned acceleration; and obtain the target torque feedforward value based on the feedforward value corresponding to the current vehicle speed, the feedforward value corresponding to the current road slope, and the feedforward value corresponding to the planned acceleration.

[0020] A third aspect of this application provides a vehicle comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement a self-calibration method for torque feedforward values ​​as described in the above embodiments.

[0021] A fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement a self-calibration method for torque feedforward values ​​as described in the above embodiments.

[0022] Therefore, this application obtains the vehicle's current driving environment and current operating state, determines whether the current driving environment is a preset steady-state environment, and when the current driving environment is a preset steady-state environment, determines the calibration parameters of the torque feedforward value based on the current operating state to obtain the target torque feedforward value. The vehicle is then controlled based on the target torque feedforward value, reducing the steady-state duration of the vehicle's proportional-integral (PI) control. This solves the problem that current assisted driving torque control calibration mainly relies on manual matching, and that after the calibration parameters are determined, the vehicle's dynamic performance and related parameters may change over a long period of driving, leading to a decrease in vehicle control accuracy. This reduces the calibration work during software design, and the software itself can update the calibration parameters when vehicle attributes such as dynamic performance change, improving control accuracy after long-term use.

[0023] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0024] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0025] Figure 1 This is a flowchart of a method for self-calibrating torque feedforward values ​​according to an embodiment of this application;

[0026] Figure 2 This is a block diagram of a torque feedforward self-calibration device according to an embodiment of this application;

[0027] Figure 3 This is a structural schematic diagram of a vehicle according to an embodiment of this application.

[0028] Explanation of reference numerals in the attached figures: 10-self-calibration device for torque feedforward value, 100-acquisition module, 200-calibration module, 300-control module, 301-memory, 302-processor, 303-communication interface. Detailed Implementation

[0029] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0030] The following description, with reference to the accompanying drawings, outlines a method, apparatus, vehicle, and storage medium for self-calibrating torque feedforward values ​​according to embodiments of this application. Addressing the issue mentioned in the background art that current assisted driving torque control calibration primarily relies on manual matching, and that after long-term driving, vehicle dynamics and related parameters may change, leading to reduced vehicle control accuracy, this application provides a method for self-calibrating torque feedforward values. This method acquires the vehicle's current driving environment and current operating state; determines whether the current driving environment is a preset steady-state environment; and, if so, determines the calibration parameters for the torque feedforward value based on the current operating state; obtains the target torque feedforward value based on the calibration parameters, and controls the vehicle according to the target torque feedforward value, reducing the steady-state duration of the vehicle's proportional-integral (PI) control. This solves the problem that current assisted driving torque control calibration primarily relies on manual matching, and that after long-term driving, vehicle dynamics and related parameters may change, leading to reduced vehicle control accuracy. It also reduces calibration work during software design, and allows the software to update calibration parameters when vehicle attributes such as dynamics change, improving control accuracy after prolonged use.

[0031] Specifically, Figure 1 This is a flowchart illustrating a method for self-calibrating torque feedforward values ​​provided in an embodiment of this application.

[0032] like Figure 1 As shown, the self-calibration method for this torque feedforward value includes the following steps:

[0033] In step S101, the current driving environment and current operating status of the vehicle are obtained.

[0034] The vehicle's current driving environment includes: the vehicle's current speed and the road gradient it is currently on, and the vehicle's current operating status includes: the vehicle's cruising speed status or acceleration planning status.

[0035] Specifically, in this embodiment of the application, a camera and a lidar installed in the vehicle can detect pedestrians, vehicles and road slope information around the vehicle. Information from a high-precision map can be used to view information such as lane lines and the current speed of the vehicle. The current speed and acceleration of the vehicle can be obtained through an accelerometer and a speed sensor inside the vehicle. The vehicle system can then display whether the vehicle is in a cruising speed state.

[0036] In step S102, it is determined whether the current driving environment is a preset steady-state environment, and if the current driving environment is a preset steady-state environment, the calibration parameters of the torque feedforward value are determined according to the current operating state.

[0037] In some embodiments, determining whether the current driving environment is a preset steady-state environment includes: obtaining the maximum and minimum road slope of the vehicle within a first preset time period; obtaining the maximum and minimum vehicle speed within a second preset time period; if the difference between the maximum and minimum road slope is less than a first preset value, and / or the difference between the maximum and minimum vehicle speed is less than a second preset value, then the current driving environment is determined to be a preset steady-state environment.

[0038] The first preset value and the second preset value can be thresholds set by the user, thresholds obtained through a limited number of experiments, or thresholds obtained through a limited number of computer simulations. For ease of understanding, the first preset value is set to 0.1 and the second preset value is set to 5 km / h.

[0039] It should be understood that, according to vehicle kinematics, the main factors affecting vehicle acceleration are the vehicle's driving force and driving resistance. The driving force primarily originates from the torque transmitted from the vehicle's electric motor or engine to the wheel ends via the transmission system. The vehicle's driving resistance consists of four main parts, and its formula is as follows:

[0040] F = Ff + Fw + Fi + Fj

[0041] Wherein, Ff is rolling resistance, which is the resistance generated between the tire and the road surface; Fw is air resistance, which is related to vehicle speed and the vehicle's air resistance coefficient; Fi is slope resistance, which is related to the current slope of the vehicle; and Fj is acceleration resistance, whose value is related to the flywheel moment of inertia, the transmission ratio of the transmission system, and the tire moment of inertia.

[0042] Therefore, in order to achieve self-calibration of the torque feedforward value, the embodiments of this application can determine that the current driving environment is a preset steady-state environment.

[0043] Specifically, when the vehicle is within a first preset time period of road slope, the road slope value of the vehicle within the first preset time period is obtained, and the maximum and minimum values ​​of the road slope within the first preset time period are filtered out from the road slope values. When the difference between the maximum and minimum values ​​of the road slope is less than 0.1, the road slope value within the first preset time period is considered to be the average of the road slope values ​​during this period. Then, the current driving environment of the vehicle is determined to be a preset steady-state environment. This item considers the slope resistance part of the driving resistance.

[0044] Alternatively, if the vehicle's speed is within a second preset time period, the maximum and minimum speeds within that period are selected. If the difference between the maximum and minimum speeds is less than 5 km / h, the vehicle's speed during this period is considered the average speed for that time period, and the current driving environment is determined to be a preset steady-state environment. This considers air resistance and road resistance related to the vehicle.

[0045] When the difference between the maximum and minimum road gradient is less than 0.1, and the difference between the maximum and minimum vehicle speed is less than 5 km / h, the current driving environment of the vehicle can be determined to be a preset steady-state environment.

[0046] When the vehicle is in a preset steady-state environment, the vehicle's acceleration is 0 and the acceleration resistance is 0.

[0047] Optionally, in some embodiments, the calibration parameters for the torque feedforward value are determined based on the current operating state, including: when the current operating state is a cruise speed operating state, the calibration parameters for the torque feedforward value are the target cruise speed and the current road gradient; when the current operating state is an acceleration planning state, the calibration parameters for the torque feedforward value are the vehicle's current speed, the current road gradient, and the planned acceleration.

[0048] Understandably, when the vehicle is in cruise speed mode, the torque feedforward value is given by the feedforward value required for the target cruise speed and the current road gradient. When the vehicle is in acceleration planning mode, the torque feedforward value is a combination of the current vehicle speed and the speed feedforward value corresponding to the road gradient, plus the feedforward value required for the planned acceleration, to form a more accurate torque feedforward value.

[0049] In step S103, the target torque feedforward value is obtained according to the calibration parameters of the torque feedforward value, and the vehicle is controlled according to the target torque feedforward value to reduce the steady-state duration of the vehicle's proportional-integral (PI) control.

[0050] Among them, vehicle proportional-integral (PI) control refers to calculating the control quantity based on the system error using proportional and integral parameters to control the vehicle. When a vehicle has both proportional and integral control, steady-state error is eliminated, and the time for the PI element to reach steady state is reduced.

[0051] Optionally, in some embodiments, obtaining the target torque feedforward value based on the calibration parameters of the torque feedforward value includes: when the calibration parameters of the torque feedforward value are the target cruise speed and the current road slope value, respectively calculating the feedforward value corresponding to the target cruise speed and the feedforward value corresponding to the current road slope value; and obtaining the target torque feedforward value based on the feedforward value corresponding to the target cruise speed and the feedforward value corresponding to the current road slope value.

[0052] It should be understood that when the calibration parameters of the torque feedforward value are the target cruise speed and the current road gradient, the torque required by the vehicle when it is at the target cruise speed is calculated, and when the vehicle is at the road gradient, the torque required by the vehicle when it is at the road gradient is calculated. The target torque feedforward value is obtained according to the method for calculating the torque feedforward value in related technologies.

[0053] Optionally, in some embodiments, obtaining the target torque feedforward value based on the calibration parameters of the torque feedforward value further includes: when the calibration parameters of the torque feedforward value are the vehicle's current speed, the current road slope, and the planned acceleration, respectively calculating the feedforward value corresponding to the current vehicle speed, the feedforward value corresponding to the current road slope, and the feedforward value corresponding to the planned acceleration; and obtaining the target torque feedforward value based on the feedforward value corresponding to the current vehicle speed, the feedforward value corresponding to the current road slope, and the feedforward value corresponding to the planned acceleration.

[0054] Understandably, when the calibration parameters for the torque feedforward value are the vehicle's current speed, current road gradient, and planned acceleration, the torque required by the vehicle at the current speed is calculated. When the vehicle is on a road gradient, the torque required by the vehicle at that road gradient value is calculated, as well as the torque required by the vehicle when it is at the planned acceleration state. Based on the methods for calculating the torque feedforward value in related technologies, the target torque feedforward value is calculated.

[0055] The self-calibration method for torque feedforward proposed in this application obtains the vehicle's current driving environment and current operating state, determines whether the current driving environment is a preset steady-state environment, and, if so, determines the calibration parameters for the torque feedforward value based on the current operating state to obtain the target torque feedforward value. The vehicle is then controlled based on this target torque feedforward value, reducing the steady-state duration of the vehicle's proportional-integral (PI) control. This solves the problem that current assisted driving torque control calibration mainly relies on manual matching, and that after the calibration parameters are determined, the vehicle's dynamic performance and related parameters may change over a long period of driving, leading to a decrease in vehicle control accuracy. It reduces the calibration work during software design, and the software itself can update the calibration parameters when vehicle attributes such as dynamic performance change, improving control accuracy after long-term use.

[0056] Next, with reference to the accompanying drawings, a self-calibration device for torque feedforward values ​​proposed according to an embodiment of this application is described.

[0057] Figure 2 This is a block diagram of a torque feedforward self-calibration device according to an embodiment of this application.

[0058] like Figure 2 As shown, the self-calibration device 10 for the torque feedforward value includes: an acquisition module 100, a calibration module 200, and a control module 300.

[0059] The acquisition module 100 is used to acquire the current driving environment and current operating status of the vehicle; the calibration module 200 is used to determine whether the current driving environment is a preset steady-state environment, and when the current driving environment is a preset steady-state environment, to determine the calibration parameters of the torque feedforward value according to the current operating status; the control module 300 is used to obtain the target torque feedforward value according to the calibration parameters of the torque feedforward value, so as to control the vehicle according to the target torque feedforward value and reduce the steady-state duration of the vehicle's proportional-integral (PI) control.

[0060] Optionally, in some embodiments, the calibration module 200 is specifically used to: obtain the maximum and minimum road slope of the vehicle within a first preset time period; obtain the maximum and minimum vehicle speed of the vehicle within a second preset time period; if the difference between the maximum and minimum road slope is less than a first preset value, and / or the difference between the maximum and minimum vehicle speed is less than a second preset value, then the current driving environment is determined to be a preset steady-state environment.

[0061] Optionally, in some embodiments, the calibration module 200 determines the calibration parameters of the torque feedforward value based on the current operating state. The calibration module 200 is further configured to: when the current operating state is a cruise speed operating state, the calibration parameters of the torque feedforward value are the target cruise speed and the current road gradient value; when the current operating state is an acceleration planning state, the calibration parameters of the torque feedforward value are the vehicle's current speed, the current road gradient value, and the planned acceleration.

[0062] Optionally, in some embodiments, the control module 200, which obtains the target torque feedforward value based on the calibration parameters of the torque feedforward value, is further configured to: calculate the feedforward value corresponding to the target cruise speed and the feedforward value corresponding to the current road slope respectively when the calibration parameters of the torque feedforward value are the target cruise speed and the current road slope; and obtain the target torque feedforward value based on the feedforward value corresponding to the target cruise speed and the feedforward value corresponding to the current road slope.

[0063] Optionally, in some embodiments, the control module 200, which obtains the target torque feedforward value based on the calibration parameters of the torque feedforward value, is further configured to: calculate the feedforward value corresponding to the current vehicle speed, the feedforward value corresponding to the current road slope, and the feedforward value corresponding to the planned acceleration, respectively, when the calibration parameters of the torque feedforward value are the vehicle's current speed, the current road slope, and the planned acceleration; and obtain the target torque feedforward value based on the feedforward value corresponding to the current vehicle speed, the feedforward value corresponding to the current road slope, and the feedforward value corresponding to the planned acceleration.

[0064] It should be noted that the foregoing explanation of the self-calibration method embodiment for torque feedforward value also applies to the self-calibration device for torque feedforward value in this embodiment, and will not be repeated here.

[0065] The self-calibration device for torque feedforward value proposed in this application acquires the vehicle's current driving environment and current operating state, determines whether the current driving environment is a preset steady-state environment, and, if so, determines the calibration parameters for the torque feedforward value based on the current operating state to obtain the target torque feedforward value. The vehicle is then controlled based on this target torque feedforward value, reducing the steady-state duration of the vehicle's proportional-integral (PI) control. This solves the problem that current assisted driving torque control calibration mainly relies on manual matching, and that after the calibration parameters are determined, the vehicle's dynamic performance and related parameters may change over a long period of driving, leading to a decrease in vehicle control accuracy. It reduces the calibration work during software design, and the software itself can update the calibration parameters when vehicle attributes such as dynamic performance change, improving control accuracy after prolonged use.

[0066] Figure 3 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include:

[0067] The memory 301, the processor 302, and the computer program stored on the memory 301 and capable of running on the processor 302.

[0068] When the processor 302 executes the program, it implements the self-calibration method for torque feedforward values ​​provided in the above embodiments.

[0069] Furthermore, the vehicle also includes:

[0070] Communication interface 303 is used for communication between memory 301 and processor 302.

[0071] The memory 301 is used to store computer programs that can run on the processor 302.

[0072] The memory 301 may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage.

[0073] If the memory 301, processor 302, and communication interface 303 are implemented independently, then the communication interface 303, memory 301, and processor 302 can be interconnected via a bus to complete communication between them. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 3 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0074] Optionally, in a specific implementation, if the memory 301, processor 302, and communication interface 303 are integrated on a single chip, then the memory 301, processor 302, and communication interface 303 can communicate with each other through an internal interface.

[0075] Processor 302 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement embodiments of this application.

[0076] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for self-calibrating torque feedforward values.

[0077] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0078] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0079] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0080] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0081] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0082] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A method of self-calibration of torque feedforward values, characterized in that, The method comprises the following steps: obtaining a current driving environment and a current running state of a vehicle; determining whether the current driving environment is a preset steady state environment, and determining a calibration parameter of a torque feedforward value according to the current running state when the current driving environment is the preset steady state environment; and obtaining a target torque feedforward value according to the calibration parameter of the torque feedforward value, so as to control the vehicle according to the target torque feedforward value and reduce a steady state time length of proportional integral (PI) control of the vehicle; the determination of whether the current driving environment is the preset steady state environment comprises: obtaining a maximum road slope value and a minimum road slope value of the vehicle within a first preset time length; obtaining a maximum vehicle speed value and a minimum vehicle speed value of the vehicle within a second preset time length; if a difference between the maximum road slope value and the minimum road slope value is less than a first preset value, and / or a difference between the maximum vehicle speed value and the minimum vehicle speed value is less than a second preset value, it is determined that the current driving environment is the preset steady state environment; the determination of the calibration parameter of the torque feedforward value according to the current running state comprises: when the current running state is a cruise speed running state, the calibration parameter of the torque feedforward value is a target cruise speed and a current road slope value; when the current running state is an acceleration planning state, the calibration parameter of the torque feedforward value is a current vehicle speed, a current road slope value and a planned acceleration of the vehicle.

2. The method of claim 1, wherein, the obtaining of the target torque feedforward value according to the calibration parameter of the torque feedforward value comprises: when the calibration parameter of the torque feedforward value is the target cruise speed and the current road slope value, a feedforward value corresponding to the target cruise speed and a feedforward value corresponding to the current road slope value are respectively calculated; the target torque feedforward value is obtained according to the feedforward value corresponding to the target cruise speed and the feedforward value corresponding to the current road slope value.

3. The method of claim 1, wherein, the obtaining of the target torque feedforward value according to the calibration parameter of the torque feedforward value further comprises: when the calibration parameter of the torque feedforward value is the current vehicle speed, the current road slope value and the planned acceleration of the vehicle, a feedforward value corresponding to the current vehicle speed, a feedforward value corresponding to the current road slope value and a feedforward value corresponding to the planned acceleration are respectively calculated; the target torque feedforward value is obtained according to the feedforward value corresponding to the current vehicle speed, the feedforward value corresponding to the current road slope value and the feedforward value corresponding to the planned acceleration.

4. A self-calibrating device for torque feedforward values, characterized by comprises: an obtaining module, configured to obtain a current driving environment and a current running state of a vehicle; a calibration module, configured to determine whether the current driving environment is a preset steady state environment, and determine a calibration parameter of a torque feedforward value according to the current running state when the current driving environment is the preset steady state environment; and a control module, configured to obtain a target torque feedforward value according to the calibration parameter of the torque feedforward value, so as to control the vehicle according to the target torque feedforward value and reduce a steady state time length of proportional integral (PI) control of the vehicle; the calibration module is specifically configured to: obtain a maximum road slope value and a minimum road slope value of the vehicle within a first preset time length; obtaining a maximum value and a minimum value of vehicle speed of the vehicle in a second preset time length; if a difference between the maximum value and the minimum value of the road slope is less than a first preset value, and / or a difference between the maximum value and the minimum value of the vehicle speed is less than a second preset value, determining that the current driving environment is the preset steady state environment; the calibration module is further configured to: when the current operating state is a cruise speed operating state, the calibration parameter of the torque feedforward value is a target cruise speed and a current road slope value; when the current operating state is an acceleration planning state, the calibration parameter of the torque feedforward value is a current vehicle speed, a current road slope value and a planned acceleration of the vehicle.

5. A vehicle characterized by comprising: comprising: a memory, a processor and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the self-calibration method of the torque feedforward value according to any one of claims 1-3.

6. A computer-readable storage medium having stored thereon a computer program, characterized in that, the program is executed by the processor to implement the self-calibration method of the torque feedforward value according to any one of claims 1-3.

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