Distributed drive longitudinal velocity determination method, apparatus, device, and medium

Abstract

The application provides a distributed driving longitudinal speed determination method, device, equipment and medium, the method comprises the following steps: a vehicle determines the mass center speed of each wheel according to the whole vehicle basic parameter, the yaw rate, the mass center side slip angle and the wheel speed of each wheel of the vehicle, then determines the longitudinal speed of each wheel of the vehicle according to the mass center side slip angle, then determines the first longitudinal speed of the vehicle according to the acceleration signal of the vehicle, and finally determines the target longitudinal speed of the vehicle according to the longitudinal speed of each wheel of the vehicle and the corresponding first weight value, and the second weight value corresponding to the first longitudinal speed. The technical scheme determines the mass center speed of each wheel through the mass center side slip angle, and combines the working state of the wheel and the working condition of the vehicle to determine the first weight value of each wheel and the second weight value corresponding to the first longitudinal speed in real time, so that the calculation accuracy of the longitudinal speed is effectively improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, apparatus, device and medium for determining longitudinal speed in a distributed drive system. Background Technology

[0002] With the development of vehicle technology, vehicle drive modes are no longer limited to centralized drive systems. More vehicles are adopting distributed drive systems for vehicle control. Compared to centralized drive systems, distributed drive systems use wheel-side motors or hub motors as power actuators, eliminating complex transmission modules such as mechanical differentials. The torque of the left and right motors is directly distributed through a distributed controller, thereby achieving functions such as steering yaw control. This will become the main development direction for new energy passenger vehicles in the future.

[0003] Because distributed drive involves steering yaw control, longitudinal vehicle speed v needs to be controlled. x Estimation is performed. Currently, longitudinal vehicle speed estimation mainly involves estimating the free-rolling wheel speed based on motor speed and wheel speed. The yaw rate and steering wheel angle signals are used to convert the four free-rolling wheel speeds into the vehicle's center of gravity speed, which is then used to calculate a rough reference vehicle speed. Next, motor torque, braking pressure, motor speed, or wheel speed, yaw rate, and steering wheel angle signals are used to estimate a rough vehicle deceleration. Finally, the rough reference speed and rough vehicle deceleration values ​​are filtered to estimate and output the reference vehicle speed and vehicle deceleration.

[0004] However, existing technologies suffer from low accuracy in calculating longitudinal vehicle speed. Summary of the Invention

[0005] This application provides a method, apparatus, device, and medium for determining longitudinal speed in a distributed drive system, in order to solve the problem of low accuracy in calculating longitudinal vehicle speed in the prior art.

[0006] In a first aspect, embodiments of this application provide a method for determining the longitudinal speed of a distributed drive, including:

[0007] Based on the vehicle's overall basic parameters, yaw rate, sideslip angle, and wheel speed of each wheel, determine the center-of-gravity velocity of each wheel.

[0008] Based on the sideslip angle, determine the longitudinal velocity of each wheel of the vehicle;

[0009] The first longitudinal velocity of the vehicle is determined based on the vehicle's acceleration signal;

[0010] The target longitudinal speed of the vehicle is determined based on the longitudinal speed of each wheel of the vehicle and the corresponding first weight value, and the second weight value corresponding to the first longitudinal speed; wherein, the first weight value is determined based on the working state of the wheels and the operating condition of the vehicle during the vehicle's operation; and the second weight value is determined based on the quality of the acceleration signal and the operating condition of the vehicle during the vehicle's operation.

[0011] In one possible design of the first aspect, during the vehicle's operation, the first weight value and the second weight value can be dynamically determined according to the following process:

[0012] For each wheel, a first sub-weight value is determined based on the wheel's operating state;

[0013] Based on the vehicle's operating conditions, determine the second sub-weight value for each wheel and the third sub-weight value for the first longitudinal velocity;

[0014] For each wheel, calculate the first product of the first sub-weight value and the second sub-weight value, and determine the first product as the first weight value;

[0015] Based on the quality of the acceleration signal, determine the fourth sub-weight value of the first longitudinal velocity;

[0016] Calculate the second product of the third sub-weight value and the fourth sub-weight value, and determine the second product as the second weight value.

[0017] Optionally, determining the first sub-weight value for each wheel based on its operating state includes:

[0018] For each wheel, multiple confidence levels are determined based on the wheel's operating state;

[0019] For each wheel, calculate the third product of the two smallest confidence levels among the plurality of confidence levels, and determine the third product as the first sub-weight value.

[0020] Optionally, the operating states include vehicle lateral acceleration, steering wheel angle, brake caliper braking force, and wheel speed.

[0021] In another possible design of the first aspect, the vehicle's acceleration signal includes a collection duration and an initial longitudinal acceleration at each collection moment within the collection duration, wherein determining the vehicle's first longitudinal velocity based on the vehicle's acceleration signal includes:

[0022] The first longitudinal velocity of the vehicle is determined based on the longitudinal slope acceleration, the data acquisition duration, and the initial longitudinal acceleration at each data acquisition moment within the data acquisition duration.

[0023] Optionally, determining the first longitudinal velocity of the vehicle based on the longitudinal slope acceleration, the data acquisition duration, and the initial longitudinal acceleration at each data acquisition moment within the data acquisition duration includes:

[0024] For each data acquisition moment, the initial longitudinal acceleration at that moment is subtracted from the longitudinal slope acceleration to obtain the acceleration difference.

[0025] Within the acquisition time, the acceleration differences at each acquisition moment are summed to obtain the summed acceleration difference.

[0026] Calculate the fourth product of the acquisition duration and the summed acceleration difference, and determine the fourth product as the first longitudinal velocity of the vehicle.

[0027] In another possible design of the first aspect, the basic parameters of the vehicle include the front axle width, the rear axle width, the length from the center of gravity to the front axle, and the length from the center of gravity to the rear axle.

[0028] In another possible design of the first aspect, determining the target longitudinal speed of the vehicle based on the longitudinal speed of each wheel of the vehicle and its corresponding first weight value, and a second weight value corresponding to the first longitudinal speed, includes:

[0029] The second longitudinal speed of the vehicle is determined based on the longitudinal speed of each wheel of the vehicle and its corresponding first weight value, and the second weight value corresponding to the first longitudinal speed.

[0030] If the second longitudinal velocity is less than or equal to the preset velocity, and the rate of change of the second longitudinal velocity with respect to the target longitudinal velocity determined in the previous cycle is less than or equal to the rate of change of the preset velocity, then the second longitudinal velocity is determined as the target longitudinal velocity.

[0031] If the second longitudinal velocity is greater than the preset velocity, then the preset velocity is determined as the target longitudinal velocity;

[0032] If the second longitudinal velocity is less than or equal to the preset velocity, and the rate of change is greater than the preset velocity rate of change, then the target longitudinal velocity is determined based on the preset velocity rate of change and the target longitudinal velocity of the previous cycle.

[0033] Secondly, embodiments of this application provide a distributed-driven longitudinal speed determination device, comprising:

[0034] The first determining module is used to determine the center-of-gravity velocity of each wheel based on the vehicle's overall basic parameters, yaw rate, center-of-gravity sideslip angle, and wheel speed of each wheel.

[0035] The second determining module is used to determine the longitudinal velocity of each wheel of the vehicle based on the centroid sideslip angle;

[0036] The third determining module is used to determine the first longitudinal velocity of the vehicle based on the vehicle's acceleration signal;

[0037] The fourth determining module is used to determine the target longitudinal speed of the vehicle based on the longitudinal speed of each wheel of the vehicle and the corresponding first weight value, and the second weight value corresponding to the first longitudinal speed; wherein the first weight value is determined based on the working state of the wheels and the working condition of the vehicle during the vehicle's operation; and the second weight value is determined based on the quality of the acceleration signal and the working condition of the vehicle during the vehicle's operation.

[0038] In one possible design of the second aspect, the device further includes a fifth determining module, which dynamically determines the first weight value and the second weight value during vehicle operation. Specifically, the fifth determining module is used for:

[0039] For each wheel, a first sub-weight value is determined based on the wheel's operating state;

[0040] Based on the vehicle's operating conditions, determine the second sub-weight value for each wheel and the third sub-weight value for the first longitudinal velocity;

[0041] For each wheel, calculate the first product of the first sub-weight value and the second sub-weight value, and determine the first product as the first weight value;

[0042] Based on the quality of the acceleration signal, determine the fourth sub-weight value of the first longitudinal velocity;

[0043] Calculate the second product of the third sub-weight value and the fourth sub-weight value, and determine the second product as the second weight value.

[0044] Optionally, the fifth determining module is specifically used for:

[0045] For each wheel, multiple confidence levels are determined based on the wheel's operating state;

[0046] For each wheel, calculate the third product of the two smallest confidence levels among the plurality of confidence levels, and determine the third product as the first sub-weight value.

[0047] Optionally, the operating states include vehicle lateral acceleration, steering wheel angle, brake caliper braking force, and wheel speed.

[0048] In another possible design of the second aspect, the vehicle's acceleration signal includes a collection duration and an initial longitudinal acceleration at each collection moment within the collection duration; the third determining module is specifically used for:

[0049] The first longitudinal velocity of the vehicle is determined based on the longitudinal slope acceleration, the data acquisition duration, and the initial longitudinal acceleration at each data acquisition moment within the data acquisition duration.

[0050] Optionally, the third determining module is specifically used for:

[0051] For each data acquisition moment, the initial longitudinal acceleration at that moment is subtracted from the longitudinal slope acceleration to obtain the acceleration difference.

[0052] Within the acquisition time, the acceleration differences at each acquisition moment are summed to obtain the summed acceleration difference.

[0053] Calculate the fourth product of the acquisition duration and the summed acceleration difference, and determine the fourth product as the first longitudinal velocity of the vehicle.

[0054] In another possible design of the second aspect, the basic parameters of the vehicle include the front axle width, the rear axle width, the length from the center of gravity to the front axle, and the length from the center of gravity to the rear axle.

[0055] In another possible design of the second aspect, the fourth determining module is specifically used for:

[0056] The second longitudinal speed of the vehicle is determined based on the longitudinal speed of each wheel of the vehicle and its corresponding first weight value, and the second weight value corresponding to the first longitudinal speed.

[0057] If the second longitudinal velocity is less than or equal to the preset velocity, and the rate of change of the second longitudinal velocity with respect to the target longitudinal velocity determined in the previous cycle is less than or equal to the rate of change of the preset velocity, then the second longitudinal velocity is determined as the target longitudinal velocity.

[0058] If the second longitudinal velocity is greater than the preset velocity, then the preset velocity is determined as the target longitudinal velocity;

[0059] If the second longitudinal velocity is less than or equal to the preset velocity, and the rate of change is greater than the preset velocity rate of change, then the target longitudinal velocity is determined based on the preset velocity rate of change and the target longitudinal velocity of the previous cycle.

[0060] Thirdly, embodiments of this application provide a vehicle, including: a processor, a memory, and computer program instructions stored in the memory and executable on the processor, wherein the processor executes the computer program instructions to implement the methods provided in the first aspect and various possible designs.

[0061] Fourthly, embodiments of this application may provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the methods provided in the first aspect and various possible designs.

[0062] Fifthly, embodiments of this application provide a computer program product, including a computer program, which, when executed by a processor, is used to implement the methods provided in the first aspect and various possible designs.

[0063] The distributed drive longitudinal speed determination method, apparatus, device, and medium provided in this application embodiment determine the centroid speed of each wheel based on the vehicle's basic parameters, yaw rate, sideslip angle, and wheel speed. Then, based on the sideslip angle, the longitudinal speed of each wheel is determined. Next, a first longitudinal speed is determined based on the vehicle's acceleration signal. Finally, a target longitudinal speed is determined based on the longitudinal speed of each wheel, its corresponding first weight value, and a second weight value corresponding to the first longitudinal speed. The first weight value is determined during vehicle operation based on the wheel's working state and the vehicle's operating conditions. The second weight value is determined during vehicle operation based on the quality of the acceleration signal and the vehicle's operating conditions. This technical solution, considering both the wheels and sensors, determines the centroid speed of each wheel through the sideslip angle. During vehicle operation, the first weight value and the second weight value corresponding to the first longitudinal speed are determined in real time, combining the wheel's working state and the vehicle's operating conditions, effectively improving the accuracy of longitudinal speed calculation. Attached Figure Description

[0064] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0065] Figure 1 A schematic diagram of three driving methods provided for existing technologies;

[0066] Figure 2 A flowchart illustrating an embodiment of the distributed-driven longitudinal speed determination method provided in this application.

[0067] Figure 3A flowchart illustrating a second embodiment of the distributed-driven longitudinal speed determination method provided in this application.

[0068] Figure 4 A flowchart illustrating a second embodiment of the distributed-driven longitudinal speed determination method provided in this application.

[0069] Figure 5 A flowchart illustrating Embodiment 3 of the distributed-driven longitudinal speed determination method provided in this application;

[0070] Figure 6 A flowchart illustrating Embodiment 4 of the distributed-driven longitudinal speed determination method provided in this application;

[0071] Figure 7 A schematic diagram of the structure of a distributed-drive longitudinal speed determination device according to an embodiment of this application;

[0072] Figure 8 This is a schematic diagram of the structure of a second embodiment of the distributed-driven longitudinal speed determination device provided in this application.

[0073] The accompanying drawings have illustrated specific embodiments of this disclosure, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concepts of this disclosure to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0074] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0075] Before introducing the embodiments of this application, the application background of the embodiments of this application will be explained first:

[0076] In recent years, pure electric vehicles and hybrid electric vehicles have become increasingly common in the market. These vehicles are powered by batteries, which provide some or all of their energy, and electric motors drive actuators. With the development of vehicle technology, vehicle drive modes are no longer limited to centralized drive systems; more and more vehicles are beginning to adopt distributed drive systems for vehicle control.

[0077] Figure 1 A schematic diagram illustrating three driving methods provided by existing technology. (Example) Figure 1As shown, centralized drive involves placing a single motor on the front or rear axle of the vehicle, using a mechanical differential to achieve speed difference between the left and right axles, thus enabling vehicle steering. Distributed drive technologies with 4 motors and 3 motors use wheel-side motors or hub motors as power drive actuators, eliminating complex transmission modules such as mechanical differentials. They directly distribute torque between the left and right motors through a distributed controller, thereby achieving functions such as steering yaw control.

[0078] Compared with centralized drivers, distributed driver technology has the following advantages:

[0079] Advantage 1: It reduces intermediate transmission components and vehicle weight, increases interior space, and facilitates the overall vehicle layout.

[0080] Advantage 2: In passenger vehicles, most adopt a 3-motor distributed drive scheme (such as...). Figure 1 (e.g., 1 front axle motor and 2 rear axle motors) or a 4-motor distributed drive scheme (such as...) Figure 1 The vehicle uses four motors on both the front and rear axles, which can significantly improve the power output and performance of the entire vehicle.

[0081] Because distributed drive involves steering yaw control, longitudinal vehicle speed v needs to be controlled. x This involves making an estimate, also known as a reference speed estimate. This is done on the longitudinal vehicle speed v. x During the estimation process, since distributed drive and centralized drive differ in motor deployment, distributed drive, compared to traditional fuel vehicles, needs to consider the following points:

[0082] 1. Since distributed drive systems primarily utilize motors, the speed measurement accuracy and bandwidth of motor rotary transformers are higher than those of vehicle speed sensors, which is a significant advantage of distributed drive systems. Secondly, distributed drive systems employ two or more motors, and a correlation exists between motor and wheel speeds. By comparing the speed measurement results from different motors, the validity and confidence level of the measurement results can be assessed.

[0083] 2. Distributed drive systems often use a 3-motor or 4-motor configuration, where all wheels are drive wheels and there are no follower wheels. This results in significant fluctuations in the speed of all four wheels when estimating vehicle speed, increasing the difficulty of estimation.

[0084] 3. Existing distributed controllers are mostly integrated into the vehicle control unit (VCU) or motor control unit (MCU). The distributed controller is often separate from the chassis controller (e.g., electronic stability program, anti-lock braking system (ABS)). Therefore, the distributed controller is often used to estimate v... x When considering vehicle speed, the braking force of the chassis brake calipers and the working status of the ABS must be taken into account, which is also a challenge.

[0085] Currently, longitudinal vehicle speed estimation primarily involves estimating the free-rolling wheel speed based on motor speed and wheel speed. The yaw rate and steering wheel angle signals are then used to convert the four free-rolling wheel speeds into a speed at the vehicle's center of gravity. This speed at the center of gravity is then used to calculate a rough reference vehicle speed. Next, motor torque, braking pressure, motor speed, or wheel speed, yaw rate, and steering wheel angle signals are used to estimate a rough vehicle deceleration. Finally, the rough reference speed and rough vehicle deceleration values ​​are filtered to estimate and output the reference vehicle speed and vehicle deceleration.

[0086] However, existing technologies have the following problems:

[0087] Question 1: The formula for calculating the speed from the four wheel speeds to the center of gravity speed uses the steering wheel angle, which has a large calculation deviation when the vehicle is turning at large angles or when it is unstable, especially the front wheel speed.

[0088] Question 2: Although a linear Kalman filter was used, the selection method for the covariance matrices Q and R was not described, nor was the relationship between them and the actual vehicle operating conditions and dynamic variables pointed out.

[0089] Question 3: The Kalman filter only fuses the vehicle speed calculated from kinematics and dynamics, without considering the reliability of the calculated speed for each wheel, such as the impact of single-wheel slippage or braking on the vehicle speed calculation.

[0090] In summary, existing technologies suffer from low accuracy in calculating longitudinal vehicle speed.

[0091] To address the aforementioned issues, this application provides a method, apparatus, device, and medium for determining longitudinal velocity in a distributed drive system. When calculating the center-of-gravity velocity of each wheel of a vehicle, the center-of-gravity sideslip angle can be used instead of the steering wheel angle in existing technologies, improving calculation accuracy at large turning angles or when the vehicle is unstable. Simultaneously, during vehicle operation, a first weight value for each wheel is determined in real-time based on the wheel's working state and the vehicle's operating conditions. A second weight value for the first longitudinal velocity is also determined in real-time based on the quality of the acceleration signal and the vehicle's operating conditions. By considering both sensor and wheel perspectives, the target longitudinal velocity of the vehicle is jointly determined, further improving the accuracy of longitudinal velocity calculation. The first longitudinal velocity is determined based on the acceleration signal.

[0092] The technical solution of this application will now be described in detail through specific embodiments.

[0093] It should be noted that the following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments.

[0094] Figure 2 This is a flowchart illustrating an embodiment of the distributed-driven vertical speed determination method provided in this application. Figure 2 As shown, the distributed drive's longitudinal velocity determination method may include the following steps:

[0095] S201. Based on the vehicle's overall basic parameters, yaw rate, center of gravity sideslip angle, and wheel speed of each wheel, determine the center of gravity speed of each wheel.

[0096] In this step, since this embodiment of the application takes a two-pronged approach—from the perspectives of both the sensor and the wheel—it combines the longitudinal speed of each wheel to correct the longitudinal speed determined by the sensor, thereby obtaining a more accurate longitudinal speed. In other words, to achieve this, it is necessary to calculate the longitudinal speed of each wheel separately, as well as the longitudinal speed determined by the sensor. From the wheel's perspective, the longitudinal speed of the wheel needs to be determined based on the wheel's center-of-gravity speed; therefore, the center-of-gravity speed of each wheel needs to be determined first.

[0097] Optionally, the vehicle's basic parameters include the front axle width, rear axle width, length from the center of gravity to the front axle, and length from the center of gravity to the rear axle.

[0098] In one possible implementation, S201 can be achieved through formulas (1)-(4):

[0099] Vcog_fl=V wfl -ωz*0.5*bf*cosβ+ωz*lf*sinβ Formula (1)

[0100] Vcog-fr=Vwfr +ωz*0.5*bf*cosβ-ωz*lf*sinβ Formula (2)

[0101] Vcog_rl=V wrl -ωz*0.5*br*cosβ+Γz*lr*sinβ Formula (3)

[0102] Vcog_rr=V wrr +ωz*0.5*br*cosβ-ωz*lr*sinβ Formula (4)

[0103] Where Vcog_fl, Vcog_fr, Vcog-rl, and Vcog_rr are the center-of-gravity velocities of the left front wheel, right front wheel, left rear wheel, and right rear wheel, respectively. The center-of-gravity velocity is the vector sum of the longitudinal and lateral vehicle velocities; V wfl V wfr V wrl V wrr The wheel speeds are the left front wheel, right front wheel, left rear wheel, and right rear wheel, respectively, and can be obtained by motor resolver or wheel speed sensor; bf is the front axle width, br is the rear axle width, lf is the length from the center of gravity to the front axle, lr is the length from the center of gravity to the rear axle, ωz is the yaw rate, and β is the vehicle's sideslip angle.

[0104] S202. Determine the longitudinal speed of each wheel of the vehicle based on the sideslip angle of the center of gravity.

[0105] In this step, after determining the center-of-gravity velocity of each wheel of the vehicle, the longitudinal velocity of each wheel can be calculated based on the relationship between the center-of-gravity sideslip angle, longitudinal velocity, and center-of-gravity velocity, combined with the center-of-gravity sideslip angle and center-of-gravity velocity.

[0106] In one possible implementation, S202 can be achieved through formulas (5)-(8):

[0107] Vx_fl=Vcog_fl / cosβ=(V wfl / cosβ)-ωz*0.5*bf+ωz*lf*tanβ formula (5)

[0108] Vx_fl=Vcog_fr / cosβ=(V wfr / cosβ)+ωz*0.5*bf-ωz*lf*tanβ formula (6)

[0109] Vx_rl=Vcog_rl / cosβ=(V wrl / cosβ)-ωz*0.5*br+ωz*lr*tanβ formula (7)

[0110] Vx_rr=Vcog_rr / cosβ=(Vwrr / cosβ)+ωz*0.5*br-ωz*lr*tanβ formula (8)

[0111] S203. Determine the first longitudinal velocity of the vehicle based on the vehicle's acceleration signal.

[0112] In this step, S201 and S202 calculated the longitudinal velocity of each wheel from the perspective of the wheels themselves. This step, however, determines the vehicle's first longitudinal velocity from the perspective of the sensors. The first longitudinal velocity is the longitudinal velocity determined by the sensors mentioned above, which is the longitudinal velocity to be corrected and contains errors.

[0113] Optionally, the acceleration signal can be acquired by the vehicle's inertial measurement unit (IMU), and the acceleration signal includes the acquisition duration and the initial longitudinal acceleration at each acquisition moment within the acquisition duration.

[0114] In one possible implementation, the initial longitudinal acceleration at each acquisition moment can be summed within the acquisition duration, and the summed value can be multiplied by the acquisition duration. The product is the vehicle's first longitudinal velocity.

[0115] In another possible implementation, in practical applications, since the IMU is affected by the slope, that is, the initial longitudinal acceleration collected by the IMU includes the influence of the slope, when calculating the first longitudinal velocity based on the acceleration signal, the initial longitudinal acceleration at each collection time can be subtracted from the longitudinal slope acceleration within the collection time and then summed. The summed value is then multiplied by the collection time, and the product is the first longitudinal velocity of the vehicle, so as to reduce the influence of the slope on the longitudinal velocity.

[0116] The specific implementation process and principles of the above methods can be found in [reference needed]. Figure 4 The embodiments shown are not described in detail here.

[0117] It should be understood that longitudinal gradient acceleration is the acceleration of a vehicle during driving due to the influence of gradient.

[0118] S204. Determine the target longitudinal speed of the vehicle based on the longitudinal speed of each wheel of the vehicle and the corresponding first weight value, and the second weight value corresponding to the first longitudinal speed.

[0119] In the above steps, after calculating the longitudinal speed of each wheel and the first longitudinal speed of the vehicle, it is also necessary to combine the working state of the wheels and the working condition of the vehicle to comprehensively determine the target longitudinal speed of the vehicle, so as to correct the first longitudinal speed.

[0120] The first weighting value is determined based on the working state of the wheels and the vehicle's operating condition during vehicle operation. The second weighting value is determined based on the quality of the acceleration signal and the vehicle's operating condition during vehicle operation.

[0121] Optional operating states include vehicle lateral acceleration, steering wheel angle, brake caliper braking force, and wheel speed.

[0122] It should be understood that the first and second weight values ​​can be dynamically determined during vehicle operation, and the specific confirmation process can be achieved through... Figure 3 The implementation shown is illustrated and will not be described in detail here.

[0123] The distributed drive longitudinal speed determination method provided in this application involves determining the center-of-gravity velocity of each wheel based on the vehicle's overall basic parameters, yaw rate, sideslip angle, and wheel speed. Then, based on the sideslip angle, the longitudinal speed of each wheel is determined. Next, a first longitudinal speed is determined based on the vehicle's acceleration signal. Finally, a target longitudinal speed is determined based on the longitudinal speed of each wheel, its corresponding first weight value, and a second weight value corresponding to the first longitudinal speed. The first weight value is determined during vehicle operation based on the wheel's working state and the vehicle's operating conditions. The second weight value is determined during vehicle operation based on the quality of the acceleration signal and the vehicle's operating conditions. This technical solution addresses both the wheel and sensor perspectives, determining the center-of-gravity velocity of each wheel through the sideslip angle. Furthermore, during vehicle operation, the first weight value and the second weight value corresponding to the first longitudinal speed are determined in real-time, combining the wheel's working state and the vehicle's operating conditions, effectively improving the accuracy of longitudinal speed calculation.

[0124] Optionally, based on the above Figure 2 The embodiment shown will now be described in detail in step S203. Figure 3 This is a flowchart illustrating a second embodiment of the distributed-driven longitudinal speed determination method provided in this application. Figure 3 As shown, S203 can be achieved through the following steps:

[0125] S2031. Determine the first longitudinal velocity of the vehicle based on the longitudinal slope acceleration, the data collection time, and the initial longitudinal acceleration at each data collection moment within the data collection time.

[0126] In this step, in order to improve the accuracy of the vehicle's first longitudinal velocity determined by the sensor and reduce its influence by the slope, the vehicle's first longitudinal velocity can be determined by combining the longitudinal slope acceleration.

[0127] In one possible implementation, S2031 can be achieved through steps (1)-(3):

[0128] Step (1): For each acquisition time, subtract the longitudinal slope acceleration from the initial longitudinal acceleration at the acquisition time to obtain the acceleration difference.

[0129] Step (2): During the acquisition time, sum the acceleration differences at each acquisition time to obtain the summed acceleration difference.

[0130] Step (3): Calculate the fourth product of the acquisition time and the summed acceleration difference, and determine the fourth product as the first longitudinal velocity of the vehicle.

[0131] In other words, the first longitudinal velocity of the vehicle can be determined using formula (9):

[0132] v x_a =T s ×∑(A x -A xp )Formula (9)

[0133] Among them, T s For the collection duration, A x For the initial longitudinal acceleration, A xp This represents longitudinal slope acceleration.

[0134] In the above embodiments, by combining the longitudinal slope acceleration to determine the first longitudinal velocity of the vehicle, the accuracy of the calculation results is effectively improved, laying the foundation for subsequently determining the target longitudinal velocity based on the first longitudinal velocity.

[0135] In some embodiments, during vehicle operation, the first weight value and the second weight value can be dynamically determined based on the real-time driving status of the vehicle. The following is a detailed explanation of how to dynamically determine the first weight value and the second weight value. Figure 4 This is a flowchart illustrating a second embodiment of the distributed-driven longitudinal speed determination method provided in this application. Figure 4 As shown, the first weight value and the second weight value can be dynamically determined according to the following process:

[0136] S401. For each wheel, determine the first sub-weight value of the wheel based on the wheel's working state.

[0137] In this step, this embodiment of the application addresses both the sensor and the wheel, determining a first weight value corresponding to the wheel and a second weight value corresponding to the first longitudinal velocity, respectively. Regarding the wheel, since the operating state of each wheel may differ, and the operating state of the wheel can affect the longitudinal velocity of the vehicle—for example, the longitudinal velocity of the vehicle differs depending on whether a single wheel is slipping, braking, or operating normally—a first sub-weight value can be determined for each wheel based on its operating state.

[0138] The working state of the wheels includes the vehicle's lateral acceleration, steering wheel angle, brake caliper braking force, and wheel speed.

[0139] In one possible implementation, S401 can be achieved through steps (4)-(5):

[0140] Step (4): For each wheel, determine multiple confidence levels based on the wheel's working state.

[0141] Example 1: The confidence levels for each wheel can be determined using the following six aspects:

[0142] 1. In the X direction: When a single tire slips (determined by wheel acceleration), the confidence level x1 of that wheel decreases.

[0143] 2. In the Z direction: When a single tire is lifted (determined by the wheel load Fz), the confidence level x2 of this wheel decreases.

[0144] 3. In the Y direction: When the vehicle turns (determined by the vehicle's lateral acceleration, while also considering the steering wheel angle), the confidence level x3 of the steering wheel decreases, the confidence level x3 of the inner steering wheel decreases, and the confidence level x3 of the outer steering wheel increases.

[0145] 4. When the brake caliper of a single tire is activated (determined by the braking force of the brake caliper), the confidence level of this wheel is reduced by 4 (only for the wheel being braked).

[0146] 5. If the current wheel speed is lower than the other three wheels (and this wheel has not triggered ABS and caliper braking), the confidence level of this wheel is increased by 5.

[0147] 6. When the absolute value of the error between the current wheel speed and the average value of the other three wheel speeds exceeds a certain threshold, the confidence level x6 of this wheel decreases.

[0148] Optionally, x1 to x6 need to be calibrated and confirmed based on actual vehicle speed measurements, and finally obtained through a linear lookup table method.

[0149] Example 2: The confidence levels for each wheel can be determined using the following six aspects:

[0150] 1. When a single tire slips, the confidence level of the vehicle speed calculated for that wheel decreases.

[0151] 2. When a single tire lifts, the confidence level of the vehicle speed calculated for that wheel decreases.

[0152] 3. When the vehicle turns, the confidence level of the speed calculated for that wheel decreases (only for steering wheels).

[0153] 4. When the ABS and brake caliper of a single tire are activated, the confidence level of the vehicle speed calculated for that wheel decreases.

[0154] 5. When a vehicle is running at low speed, the confidence level of the vehicle speed estimated based on acceleration decreases.

[0155] 6. When the confidence level of any sensor signal decreases or is lost, the confidence level of the calculated vehicle speed decreases accordingly. For example, when the resolver of the left front wheel motor fails, the confidence level of the calculated vehicle speed for the left front wheel drops to 0.

[0156] Optionally, adjusting the confidence level based on the working state of the wheels can be achieved through a linear relationship. For example, the confidence level can be determined based on the wheel acceleration of a certain wheel through a corresponding linear relationship. Alternatively, it can be achieved through a preset threshold. For example, when the wheel acceleration of a certain wheel is greater than a preset wheel acceleration, its corresponding confidence level is adjusted to the first confidence level; conversely, when the wheel acceleration of a certain wheel is less than or equal to the preset wheel acceleration, it is adjusted to the second confidence level. In other words, the method of adjusting the confidence level based on the working state of the wheels can be set according to the actual situation, and this application embodiment does not impose specific limitations on this.

[0157] Optionally, the confidence level can range from 0 to 1.

[0158] Step (5): For each wheel, calculate the third product of the two smallest confidence levels among multiple confidence levels, and determine the third product as the first sub-weight value.

[0159] For example, taking the left front wheel as an example, step (5) can be achieved using formulas (10) and (11):

[0160] K wl1 =F wl Formula (10) (x1, x2, x3, x4, x5, x6)

[0161] F wl =Min1(x1, x2, x3, x4, x5, x6)×Min2(x1, x2, x3, x4, x5, x6) Formula (11)

[0162] Formulas (10) and (11) can be called wheel speed weighting function calculations. In other words, the first sub-weight value of each wheel can be calculated using the wheel speed weighting function.

[0163] Special case: When the quality of the wheel speed communication signal drops below a certain threshold, the corresponding wheel's F... wl =0.

[0164] S402. Based on the vehicle's operating conditions, determine the second sub-weight value for each wheel and the third sub-weight value for the first longitudinal velocity.

[0165] In this step, since the vehicle's operating condition is also an important factor in determining the vehicle's longitudinal speed, the second sub-weight value of each wheel and the third sub-weight value of the first longitudinal speed can also be determined based on the vehicle's operating condition.

[0166] The vehicle's operating conditions include: stationary condition (Fv=0, Vx=0), high acceleration condition, high deceleration condition (emergency braking), low acceleration condition, low deceleration condition, coasting condition (absolute value of acceleration is less than preset acceleration), and instability condition.

[0167] Optionally, the vehicle's operating condition can be determined through the vehicle operating condition determination module.

[0168] Specifically, under fixed vehicle operating conditions, the second sub-weight values ​​for different wheels are different (the third sub-weight value is between 0 and 1, and the speeds of all four wheels are different). For example, in four-wheel drive or distributed vehicles under high acceleration conditions, the Fv values ​​of the left and right front wheels should be less than those of the left and right rear wheels. (For example, the Fv values ​​for the front wheels are all 0.56, and the Fv values ​​for the rear wheels are all 0.7). Furthermore, the values ​​under different operating conditions need to be determined based on actual vehicle calibration.

[0169] S403. For each wheel, calculate the first product of the first sub-weight value and the second sub-weight value, and determine the first product as the first weight value.

[0170] In this step, after calculating the first sub-weight value and the second sub-weight value for the wheel angle, the first weight value for each wheel can be further determined.

[0171] Optionally, taking the left front wheel as an example, S403 can be determined by formula (11):

[0172] K wl1 =F wl (x1, x2, x3, x4, x5, x6) × F v (x) Formula (11)

[0173] Among them, F v (x) is used to determine the second sub-weight value for each wheel, where x represents the vehicle's operating condition. For example, the relationship between x and the vehicle's operating condition can be represented as follows:

[0174] 1. When x = 0, the vehicle is stationary.

[0175] 2. When x = 1, it is a high acceleration condition.

[0176] 3. When x = 2, it is a large deceleration condition.

[0177] 4. When x = 3, it is a small acceleration condition.

[0178] 5. When x = 4, it is a small deceleration condition.

[0179] 6. When x = 5, the coasting condition.

[0180] 7. When x = 7, the instability condition occurs.

[0181] S404. Determine the fourth sub-weight value of the first longitudinal velocity based on the quality of the acceleration signal.

[0182] In this step, since the quality of the acceleration signal affects the accuracy of the first longitudinal velocity determined based on the acceleration signal, the fourth sub-weight value of the first longitudinal velocity can be further determined based on the quality of the acceleration signal.

[0183] The quality of the acceleration signal can be obtained from the IMU sensor, and the value of the fourth sub-weight value is between 0 and 1.

[0184] S405. Calculate the second product of the third sub-weight value and the fourth sub-weight value, and determine the second product as the second weight value.

[0185] In this step, from the perspective of the whole vehicle, after determining the third and fourth sub-weight values, the second weight value of the first longitudinal velocity can be further determined based on the third and fourth sub-weight values.

[0186] Optionally, S405 can be determined by formula (12):

[0187] K a =F a (y1)×F va (x) Formula (12)

[0188] Among them, K a F is the second weight value. a (y1) Fourth sub-weight value, y1 is the mass of the acceleration signal, F va (x) is the third sub-weight value. For example, when the vehicle is coasting (x=5), the coefficient of Fva should be reduced.

[0189] Based on the first and second weight values ​​mentioned above, the target longitudinal speed of the vehicle can be determined by formula (13).

[0190]

[0191] Where Kwl1, Kwl2, Kwl3, and Kwl4 are the first weight values ​​for the four wheels: left front wheel, right front wheel, left rear wheel, and right rear wheel, respectively, and Ka is the second weight value.

[0192] In the above embodiments, the longitudinal vehicle speed calculation incorporates both the operating conditions of a single wheel and the entire vehicle, covering all factors from both macroscopic and peripheral perspectives. Furthermore, it can adjust the weight values ​​of the longitudinal vehicle speed calculation in real time based on the specific state of individual wheels and sensors, thereby obtaining the most accurate longitudinal vehicle speed. In other words, confidence levels between signals can be calculated based on several key operating conditions and information sources, leading to effective data fusion of individual wheel speeds and acceleration speeds, resulting in a more precise longitudinal vehicle speed.

[0193] Optional, Figure 5 This is a flowchart illustrating Embodiment 3 of the distributed-driven longitudinal speed determination method provided in this application. Figure 5 As shown, S204 can be achieved through the following process:

[0194] S501. Determine the second longitudinal speed of the vehicle based on the longitudinal speed of each wheel of the vehicle and the corresponding first weight value, and the second weight value corresponding to the first longitudinal speed.

[0195] In this embodiment, since the longitudinal speed of the vehicle and the rate of change of the longitudinal speed have physical upper and lower limits, it is necessary to first determine the second longitudinal speed of the vehicle based on the first weight value and the second weight value, and then determine whether the second longitudinal speed exceeds the physical upper and lower limits of the longitudinal speed and the rate of change of the longitudinal speed.

[0196] The second longitudinal speed of the vehicle can be determined by formula (13).

[0197] S502. If the second longitudinal speed is less than or equal to the preset speed, and the rate of change of the second longitudinal speed with the target longitudinal speed determined in the previous cycle is less than or equal to the rate of change of the preset speed, then the second longitudinal speed is determined as the target longitudinal speed.

[0198] S503. If the second longitudinal speed is greater than the preset speed, then the preset speed is determined as the target longitudinal speed.

[0199] S504. If the second longitudinal speed is less than or equal to the preset speed, and the rate of change is greater than the preset speed rate of change, then the target longitudinal speed is determined based on the preset speed rate of change and the target longitudinal speed of the previous cycle.

[0200] In this step, when the second longitudinal speed is less than or equal to the preset speed and the rate of change is greater than the preset rate of change, it means that the second longitudinal speed has not exceeded the upper limit of the longitudinal speed, but has exceeded the upper limit of the rate of change of the longitudinal speed. Therefore, it is necessary to determine the target longitudinal speed based on the upper limit of the rate of change of speed.

[0201] Optionally, the target longitudinal velocity of the previous cycle can be multiplied by a preset rate of change of velocity, and the processed value can be added to the target longitudinal velocity of the previous cycle to determine the target longitudinal velocity of the current cycle.

[0202] In practical applications, the target longitudinal speed of the vehicle needs to be determined according to a certain cycle. The target longitudinal speed of the previous cycle is the target longitudinal speed of the vehicle determined in the last cycle.

[0203] Optionally, the preset speed and the preset speed change rate need to be obtained through specific vehicle calibration and dynamics calculations, which will not be elaborated here.

[0204] Based on the distributed driving longitudinal speed determination method shown in any of the above embodiments, a specific example will be used to illustrate the following. Figure 6 This is a flowchart illustrating Embodiment 4 of the distributed-driven longitudinal speed determination method provided in this application. Figure 6 The distributed-driven longitudinal velocity determination method includes the following process:

[0205] The first sub-weight value and longitudinal velocity of the four wheels are determined based on the wheel speed of the four wheels; the second sub-weight value of the four wheels and the fourth sub-weight of the first longitudinal velocity are determined based on the vehicle's operating conditions; the fourth sub-weight of the first longitudinal velocity and the first longitudinal velocity are determined based on the acceleration signal.

[0206] Furthermore, a first weight value is determined based on the first and second sub-weight values ​​of the four wheels, and a second weight value is determined based on the fourth and third sub-weight values ​​of the first longitudinal velocity. Then, the second longitudinal velocity is calculated based on the longitudinal velocities of the four wheels and their corresponding first and second weight values, and the target longitudinal velocity is determined based on a preset velocity and a preset velocity change rate.

[0207] The following are embodiments of the apparatus described in this application, which can be used to execute the embodiments of the method described in this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the method described in this application.

[0208] Figure 7 This is a schematic diagram of the structure of a distributed-drive longitudinal speed determination device according to an embodiment of this application. Figure 7 As shown, the distributed drive longitudinal speed determination device 700 includes:

[0209] The first determining module 701 is used to determine the center-of-gravity velocity of each wheel based on the vehicle's overall basic parameters, yaw rate, center-of-gravity sideslip angle, and wheel speed of each wheel.

[0210] The second determining module 702 is used to determine the longitudinal speed of each wheel of the vehicle based on the sideslip angle of the center of gravity.

[0211] The third determining module 703 is used to determine the first longitudinal velocity of the vehicle based on the vehicle's acceleration signal.

[0212] The fourth determining module 704 is used to determine the target longitudinal speed of the vehicle based on the longitudinal speed of each wheel and its corresponding first weight value, and a second weight value corresponding to the first longitudinal speed. The first weight value is determined during vehicle operation based on the working state of the wheels and the vehicle's operating conditions. The second weight value is determined during vehicle operation based on the quality of the acceleration signal and the vehicle's operating conditions.

[0213] exist Figure 7 Based on the device shown, Figure 8 This is a schematic diagram of a second embodiment of the distributed-drive longitudinal speed determination device provided in this application. Figure 8 As shown, the distributed drive longitudinal speed determination device 700 also includes a fifth determination module 705. During vehicle operation, the fifth determination module 705 can dynamically determine the first weight value and the second weight value. Specifically, the fifth determination module 705 is used for:

[0214] For each wheel, determine the first sub-weight value of the wheel based on its working state.

[0215] Based on the vehicle's operating conditions, determine the second sub-weight value for each wheel and the third sub-weight value for the first longitudinal velocity.

[0216] For each wheel, calculate the first product of the first sub-weight value and the second sub-weight value, and determine the first product as the first weight value.

[0217] The fourth sub-weight value of the first longitudinal velocity is determined based on the quality of the acceleration signal.

[0218] Calculate the second product of the third sub-weight value and the fourth sub-weight value, and determine the second product as the second weight value.

[0219] Optionally, the fifth determining module 705 is specifically used for:

[0220] For each wheel, multiple confidence levels are determined based on the wheel's operating status.

[0221] For each wheel, calculate the third product of the two smallest confidence levels among multiple confidence levels, and determine the third product as the first sub-weight value.

[0222] Optional operating states include vehicle lateral acceleration, steering wheel angle, brake caliper braking force, and wheel speed.

[0223] In another possible design of this application embodiment, the vehicle acceleration signal includes the acquisition duration and the initial longitudinal acceleration at each acquisition moment within the acquisition duration. The third determining module 703 is specifically used for:

[0224] The first longitudinal velocity of the vehicle is determined based on the longitudinal slope acceleration, the data collection time, and the initial longitudinal acceleration at each data collection moment within the data collection time.

[0225] Optionally, the third determining module 703 is specifically used for:

[0226] For each data acquisition moment, the initial longitudinal acceleration at that moment is subtracted from the longitudinal slope acceleration to obtain the acceleration difference.

[0227] Within the data acquisition period, the acceleration differences at each acquisition moment are summed to obtain the summed acceleration difference.

[0228] Calculate the fourth product of the acquisition time and the summed acceleration difference, and determine the fourth product as the vehicle's first longitudinal velocity.

[0229] In another possible design of the embodiments of this application, the basic parameters of the vehicle include the front axle width, the rear axle width, the length from the center of gravity to the front axle, and the length from the center of gravity to the rear axle.

[0230] In another possible design of this application embodiment, the fourth determining module 704 is specifically used for:

[0231] The second longitudinal speed of the vehicle is determined based on the longitudinal speed of each wheel of the vehicle and its corresponding first weight value, and the second weight value corresponding to the first longitudinal speed.

[0232] If the second longitudinal velocity is less than or equal to the preset velocity, and the rate of change of the second longitudinal velocity with respect to the target longitudinal velocity determined in the previous cycle is less than or equal to the rate of change of the preset velocity, then the second longitudinal velocity is determined as the target longitudinal velocity.

[0233] If the second longitudinal velocity is greater than the preset velocity, then the preset velocity is determined as the target longitudinal velocity.

[0234] If the second longitudinal velocity is less than or equal to the preset velocity, and the rate of change is greater than the preset velocity rate of change, then the target longitudinal velocity is determined based on the preset velocity rate of change and the target longitudinal velocity of the previous cycle.

[0235] The longitudinal speed determination device for distributed driving provided in this application embodiment can be used to execute the longitudinal speed determination method for distributed driving in any of the above embodiments. Its implementation principle and technical effect are similar, and will not be described again here.

[0236] It should be noted that the division of the various modules in the above device is merely a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, these modules can be implemented entirely in software via processing element calls; they can be fully implemented in hardware; or some modules can be implemented by processing element calls to software, while others are implemented in hardware. Additionally, these modules can be fully or partially integrated together, or implemented independently. The processing element mentioned here can be an integrated circuit with signal processing capabilities. In the implementation process, each step of the above method or each of the above modules can be completed through the integrated logic circuits in the hardware of the processor element or through software instructions.

[0237] This application provides a vehicle that may include a processor, a memory, and computer program instructions stored in the memory and executable on the processor. When the processor executes the computer program instructions, it implements the longitudinal speed determination method of distributed drive provided in any of the foregoing embodiments.

[0238] Optionally, the various components of the vehicle can be connected via a system bus.

[0239] Memory can be a separate storage unit or a storage unit integrated into the processor. There can be one or more processors.

[0240] Optionally, the vehicle may also include interfaces for interacting with other devices.

[0241] It should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. A general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this application can be directly manifested as being executed by a hardware processor, or executed by a combination of hardware and software modules within the processor.

[0242] The system bus can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The system bus can be divided into address bus, data bus, control bus, etc. For ease of representation, only one thick line is used in the diagram, but this does not indicate that there is only one bus or one type of bus. Memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0243] All or part of the steps in the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a readable memory. When the program is executed, it performs the steps of the above-described method embodiments; and the aforementioned memory (storage medium) includes: read-only memory (ROM), RAM, flash memory, hard disk, solid-state drive, magnetic tape, floppy disk, optical disk, and any combination thereof.

[0244] The vehicle provided in this application embodiment can be used to execute the distributed drive longitudinal speed determination method provided in any of the above method embodiments. Its implementation principle and technical effect are similar, and will not be repeated here.

[0245] This application provides a computer-readable storage medium storing computer instructions that, when executed on a computer, cause the computer to perform the aforementioned distributed drive longitudinal speed determination method.

[0246] The aforementioned computer-readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory, electrically erasable programmable read-only memory, erasable programmable read-only memory, programmable read-only memory, read-only memory, magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0247] Optionally, a readable storage medium can be coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Alternatively, the readable storage medium can be an integral part of the processor. Both the processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components within the device.

[0248] This application also provides a computer program product, which includes a computer program stored in a computer-readable storage medium. At least one processor can read the computer program from the computer-readable storage medium. When the at least one processor executes the computer program, it can implement the above-described distributed drive longitudinal speed determination method.

[0249] It should be understood that this disclosure is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this disclosure is limited only by the appended claims.

Claims

1. A method of determining longitudinal velocity for a distributed drive vehicle, the method comprising: The method comprises: determining the center of mass speed of each wheel according to the whole vehicle basic parameters of the vehicle, the yaw rate, the center of mass side slip angle and the wheel speed of each wheel; determining the longitudinal speed of each wheel of the vehicle according to the center of mass side slip angle; determining the first longitudinal speed of the vehicle according to the acceleration signal of the vehicle; determining the target longitudinal speed of the vehicle according to the longitudinal speed of each wheel of the vehicle and the corresponding first weight value, and the second weight value corresponding to the first longitudinal speed; wherein the first weight value is determined according to the working state of the wheel and the working condition of the vehicle during the driving of the vehicle; and the second weight value is determined according to the quality of the acceleration signal and the working condition of the vehicle during the driving of the vehicle.

2. The method of claim 1, wherein, During the driving of the vehicle, the first weight value and the second weight value can be dynamically determined according to the following process: for each wheel, determining the first sub-weight value of the wheel according to the working state of the wheel; determining the second sub-weight value of each wheel and the third sub-weight value of the first longitudinal speed according to the working condition of the vehicle; for each wheel, calculating the first product of the first sub-weight value and the second sub-weight value, and determining the first product as the first weight value; determining the fourth sub-weight value of the first longitudinal speed according to the quality of the acceleration signal; calculating the second product of the third sub-weight value and the fourth sub-weight value, and determining the second product as the second weight value.

3. The method of claim 2, wherein, The process of determining the first sub-weight value of each wheel according to the working state of the wheel comprises: for each wheel, determining a plurality of confidence levels of the wheel according to the working state of the wheel; for each wheel, calculating the third product of the two smallest confidence levels in the plurality of confidence levels, and determining the third product as the first sub-weight value.

4. The method of claim 3, wherein, The working state includes vehicle lateral acceleration, steering wheel angle, brake caliper braking force and wheel speed.

5. The method according to any one of claims 1 to 4, characterized in that, The acceleration signal of the vehicle includes the collection time length, and the initial longitudinal acceleration at each collection time within the collection time length. The process of determining the first longitudinal speed of the vehicle according to the acceleration signal of the vehicle comprises: determining the first longitudinal speed of the vehicle according to the longitudinal slope acceleration, the collection time length and the initial longitudinal acceleration at each collection time within the collection time length.

6. The method of claim 5, wherein, The process of determining the first longitudinal speed of the vehicle according to the longitudinal slope acceleration, the collection time length and the initial longitudinal acceleration at each collection time within the collection time length comprises: for each collection time, subtracting the initial longitudinal acceleration at the collection time from the longitudinal slope acceleration to obtain an acceleration difference value; summing the acceleration difference values at each collection time within the collection time length to obtain a summed acceleration difference value; calculating the fourth product of the collection time length and the summed acceleration difference value, and determining the fourth product as the first longitudinal speed of the vehicle.

7. The method according to any one of claims 1 to 4, characterized in that, The whole vehicle basic parameters of the vehicle include the front axle width, the rear axle width, the length of the center of mass to the front axle and the length of the center of mass to the rear axle.

8. The method according to any one of claims 1 to 4, characterized in that, The target longitudinal speed of the vehicle is determined according to the longitudinal speed of each wheel of the vehicle and a corresponding first weight value, and a second weight value corresponding to the first longitudinal speed, comprising: The second longitudinal speed of the vehicle is determined according to the longitudinal speed of each wheel of the vehicle and a corresponding first weight value, and a second weight value corresponding to the first longitudinal speed; If the second longitudinal speed is less than or equal to a preset speed, and the change rate of the second longitudinal speed and the target longitudinal speed determined in the last period is less than or equal to a preset speed change rate, the second longitudinal speed is determined as the target longitudinal speed; If the second longitudinal speed is greater than the preset speed, the preset speed is determined as the target longitudinal speed; If the second longitudinal speed is less than or equal to the preset speed, and the change rate is greater than the preset speed change rate, the target longitudinal speed is determined according to the preset speed change rate and the target longitudinal speed of the last period.

9. A distributed drive longitudinal velocity determination apparatus characterized by, Comprising: The first determination module is configured to determine the center of mass speed of each wheel according to the vehicle basic parameters, the yaw rate, the center of mass side slip angle and the wheel speed of the vehicle; The second determination module is configured to determine the longitudinal speed of each wheel of the vehicle according to the center of mass side slip angle; The third determination module is configured to determine the first longitudinal speed of the vehicle according to the acceleration signal of the vehicle; The fourth determination module is configured to determine the target longitudinal speed of the vehicle according to the longitudinal speed of each wheel of the vehicle and a corresponding first weight value, and a second weight value corresponding to the first longitudinal speed; wherein the first weight value is determined according to the working state of the wheel and the working condition of the vehicle during the driving of the vehicle; the second weight value is determined according to the quality of the acceleration signal and the working condition of the vehicle during the driving of the vehicle.

10. The apparatus of claim 9, wherein, The device further comprises a fifth determination module, which can dynamically determine the first weight value and the second weight value during the driving of the vehicle, and the fifth determination module is specifically configured to: For each wheel, determine the first sub weight value of the wheel according to the working state of the wheel; Determine the second sub weight value of each wheel and the third sub weight value of the first longitudinal speed according to the working condition of the vehicle; For each wheel, calculate the first product of the first sub weight value and the second sub weight value, and determine the first product as the first weight value; Determine the fourth sub weight value of the first longitudinal speed according to the quality of the acceleration signal; Calculate the second product of the third sub weight value and the fourth sub weight value, and determine the second product as the second weight value.

11. The apparatus of claim 10, wherein, The fifth determination module is specifically configured to: For each wheel, determine a plurality of confidence degrees of the wheel according to the working state of the wheel; For each wheel, calculate the third product of the two smallest confidence degrees in the plurality of confidence degrees, and determine the third product as the first sub weight value.

12. The apparatus of claim 11, wherein, The working state includes vehicle lateral acceleration, steering wheel angle, brake caliper braking force, and wheel speed.

13. The apparatus of any of claims 9-12, wherein, The acceleration signal of the vehicle includes a collection time length and initial longitudinal acceleration at each collection time within the collection time length. According to the longitudinal slope acceleration, the collection time length, and the initial longitudinal acceleration at each collection time within the collection time length, a first longitudinal speed of the vehicle is determined.

14. The apparatus of claim 13, wherein, The third determination module is specifically configured to: For each collection time, the initial longitudinal acceleration at the collection time is subtracted from the longitudinal slope acceleration to obtain an acceleration difference value; Within the collection time length, the acceleration difference values at each collection time are summed to obtain a summed acceleration difference value; A fourth product of the collection time length and the summed acceleration difference value is calculated, and the fourth product is determined as the first longitudinal speed of the vehicle.

15. The apparatus of any of claims 9-12, wherein, The whole vehicle basic parameters of the vehicle include front axle width, rear axle width, length of center of mass to front axle, and length of center of mass to rear axle.

16. The apparatus of any one of claims 9-12, wherein, The fourth determination module is specifically configured to: According to the longitudinal speed of each wheel of the vehicle and a corresponding first weight value, and a second weight value corresponding to the first longitudinal speed, a second longitudinal speed of the vehicle is determined; If the second longitudinal speed is less than or equal to a preset speed, and a change rate of the second longitudinal speed and a target longitudinal speed determined in a previous period is less than or equal to a preset speed change rate, the second longitudinal speed is determined as the target longitudinal speed; If the second longitudinal speed is greater than the preset speed, the preset speed is determined as the target longitudinal speed; If the second longitudinal speed is less than or equal to the preset speed, and the change rate is greater than the preset speed change rate, the target longitudinal speed is determined according to the preset speed change rate and the target longitudinal speed of the previous period.

17. A vehicle comprising: A processor, a memory, and computer program instructions stored on the memory and executable on the processor, wherein the processor is configured to implement the distributed drive longitudinal speed determination method according to any one of claims 1 to 7 when executing the computer program instructions.

18. A computer-readable storage medium, characterized in that, The computer readable storage medium stores computer execution instructions, and the computer execution instructions are configured to implement the distributed drive longitudinal speed determination method according to any one of claims 1 to 7 when executed by the processor.

19. A computer program product comprising a computer program, characterized in that, The computer program is configured to implement the distributed drive longitudinal speed determination method according to any one of claims 1 to 7 when executed by the processor.

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