A vehicle control method, device, equipment and medium on a cross slope road

Abstract

The application discloses a vehicle control method and device on a transverse slope road, equipment and medium, relates to the field of advanced driving assistance, and comprises the following steps: acquiring the vehicle speed, yaw angular velocity and first lateral acceleration of a vehicle, determining the second lateral acceleration based on the vehicle speed and yaw angular velocity; high-order filtering the first lateral acceleration and the second lateral acceleration respectively; determining the target acceleration based on the filtered first lateral acceleration and the filtered second lateral acceleration, and high-order filtering the target acceleration; determining the transverse slope compensation torque through the filtered target acceleration and a torque compensation coefficient, so as to control the vehicle. The vehicle speed, yaw angular velocity and first lateral acceleration and other information in the application are information that can be acquired in a low-cost manner, therefore, the application reduces the calculation cost of the transverse slope compensation torque, and through high-order filtering of the lateral acceleration and the target acceleration, the application improves the smoothness of the vehicle in a curve and reduces oscillation.

Description

A vehicle control method, device, equipment and medium on a cross-slope road Technical Field

[0001] This invention relates to the field of advanced driver assistance technology, and in particular to a vehicle control method, device, equipment and medium for use on cross-slope roads. Background Technology

[0002] In the evaluation of Lane Keeping System (LKS) control performance within the Advanced Driving Assistance System (ADAS) technology field, smooth cornering has always been a core indicator. For curves with cross slopes, existing technologies control the vehicle in three ways: First, without collecting road cross slope information, directly controlling the vehicle using PID control methods (including incremental algorithms, positional algorithms, and derivative-based algorithms). Second, using expensive sensors, such as LiDAR, to collect road surface information, construct a 3D road model, and thus obtain cross slope information to control the vehicle. Third, collecting road environment information through vehicle movement, continuously learning, and forming driving experience data to indirectly obtain road information for vehicle control. It should be noted that the first method is difficult to achieve smooth cornering; for curves with a higher inner curve and a lower outer curve, the cornering performance is even worse, exhibiting lateral swaying and oscillation. Furthermore, without collecting road cross slope information, it is impossible to provide targeted and effective torque compensation, making it impossible to achieve smooth control on curves with cross slopes. Regarding the second method, because sensors such as LiDAR are expensive, acquiring cross slope information using this method is only suitable for AD (Advanced Driver Assistance Systems) and not for ADAS (Advanced Driver Assistance Systems), as ADAS systems generally do not use such expensive sensors. The third method involves continuously learning and iterating through driving data to control the vehicle on cross slope curves. This method requires accumulating a large amount of data and is difficult to achieve good control results on completely new, unlearned roads.

[0003] Therefore, how to reduce the cost of acquiring cross slope information while providing effective torque compensation, improving the smoothness of vehicle cornering, and reducing oscillations is an urgent problem to be solved in this field. Summary of the Invention

[0004] In view of this, the purpose of this invention is to provide a vehicle control method, device, equipment, and medium for cross-slope roads, which can reduce the cost of acquiring cross-slope information while providing effective torque compensation, improving the smoothness of vehicle cornering, and reducing oscillations. The specific solution is as follows:

[0005] In a first aspect, this application discloses a vehicle control method on a cross-slope road, comprising:

[0006] The vehicle speed, yaw rate, and first lateral acceleration are obtained, and a second lateral acceleration is determined based on the vehicle speed and the yaw rate.

[0007] The first lateral acceleration and the second lateral acceleration are respectively subjected to a first higher-order filter to obtain the filtered first lateral acceleration and the filtered second lateral acceleration.

[0008] The target acceleration is determined based on the filtered first lateral acceleration and the filtered second lateral acceleration, and the filtered target acceleration is obtained after performing a second higher-order filter on the target acceleration.

[0009] The slope compensation torque is determined by the filtered target acceleration and the torque compensation coefficient, so that the vehicle can be controlled according to the slope compensation torque.

[0010] Optionally, before determining the second lateral acceleration based on the vehicle speed and the yaw rate, the method further includes:

[0011] The vehicle speed and the yaw rate are respectively filtered by the first preset calculation model and the second preset calculation model to obtain the filtered vehicle speed and the filtered yaw rate.

[0012] Accordingly, determining the second lateral acceleration based on the vehicle speed and the yaw rate includes:

[0013] The second lateral acceleration is determined based on the filtered vehicle speed and the filtered yaw rate.

[0014] Optionally, the first preset calculation model and the second preset calculation model are respectively:

[0015] V output =Gain v *(V n -V n-1 )+V n-1 ;

[0016] Among them, V output Indicates the vehicle speed after filtering; Gain v V represents the filter gain related to vehicle speed; n V represents the vehicle speed in the current frame; n-1 Indicates the vehicle speed in the previous frame;

[0017] Yawrate output =Gain Yawrate *(Yawrate n -Yawrate n-1 )+Yawrate n-1 ;

[0018] Among them, Yawrate output Gain represents the yaw rate after filtering. Yawrate Filter gain related to yaw rate; Yawrate n Indicates the yaw rate of the current frame; Yawrate n-1 This indicates the yaw rate of the previous frame.

[0019] Optionally, determining the second lateral acceleration based on the filtered vehicle speed and the filtered yaw rate includes:

[0020] The second lateral acceleration is determined based on the product of the filtered vehicle speed and the filtered yaw rate.

[0021] Optionally, determining the target acceleration based on the filtered first lateral acceleration and the filtered second lateral acceleration includes:

[0022] The target acceleration is determined based on the difference between the filtered first lateral acceleration and the filtered second lateral acceleration.

[0023] Optionally, determining the slope compensation torque using the filtered target acceleration and torque compensation coefficient, so as to control the vehicle based on the slope compensation torque, includes:

[0024] The cross slope compensation torque is determined by the third preset calculation model, the filtered target acceleration, the preset compensation coefficient, the vehicle speed coefficient related to the current vehicle speed, and the curve radius coefficient related to the current cross slope road, so as to control the vehicle according to the cross slope compensation torque.

[0025] Optionally, the third preset calculation model is:

[0026] T = K * K v *K R *Δa;

[0027] Where T represents the cross slope compensation torque; K represents the preset compensation coefficient; K v K represents the vehicle speed coefficient related to the current vehicle speed. R The curve radius coefficient is related to the current cross slope road; Δa represents the filtered target acceleration.

[0028] Secondly, this application discloses a vehicle control device for use on a cross-slope road, comprising:

[0029] The vehicle speed and acceleration acquisition module is used to acquire the vehicle speed, yaw rate and first lateral acceleration, and determine the second lateral acceleration based on the vehicle speed and the yaw rate.

[0030] A high-order filtering module is used to perform a first high-order filter on the first lateral acceleration and the second lateral acceleration respectively to obtain the filtered first lateral acceleration and the filtered second lateral acceleration.

[0031] The filtered target acceleration determination module is used to determine the target acceleration based on the filtered first lateral acceleration and the filtered second lateral acceleration, and to obtain the filtered target acceleration after performing a second higher-order filter on the target acceleration;

[0032] The slope compensation torque determination module is used to determine the slope compensation torque through the filtered target acceleration and torque compensation coefficient, so as to control the vehicle according to the slope compensation torque.

[0033] Thirdly, this application discloses an electronic device, including:

[0034] Memory, used to store computer programs;

[0035] A processor is used to execute the computer program to implement the aforementioned vehicle control method on a cross-slope road.

[0036] Fourthly, this application discloses a computer-readable storage medium for storing a computer program; wherein, when the computer program is executed by a processor, it implements the aforementioned vehicle control method on a cross-slope road.

[0037] As can be seen, this application proposes a vehicle control method on a cross-slope road, including acquiring the vehicle speed, yaw rate, and first lateral acceleration, and determining a second lateral acceleration based on the vehicle speed and yaw rate; performing a first high-order filter on the first lateral acceleration and the second lateral acceleration respectively to obtain filtered first lateral acceleration and filtered second lateral acceleration; determining a target acceleration based on the filtered first lateral acceleration and the filtered second lateral acceleration, and obtaining a filtered target acceleration after performing a second high-order filter on the target acceleration; determining a cross-slope compensation torque through the filtered target acceleration and a torque compensation coefficient, so as to control the vehicle according to the cross-slope compensation torque. In summary, since the vehicle speed, yaw rate, and first lateral acceleration information in this application can be obtained in a low-cost manner, this application reduces the cost of acquiring cross-slope information, further reducing the calculation cost of the cross-slope compensation torque. Furthermore, since this application collects cross-slope information, the cross-slope compensation torque is an effective compensation torque. Furthermore, this application improves the smoothness of vehicle cornering and reduces oscillations by performing high-order filtering on lateral acceleration and target acceleration. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0039] Figure 1 is a flowchart of a vehicle control method on a cross-slope road disclosed in this application;

[0040] Figure 2 is a flowchart of a second-order filtering method for the first lateral acceleration disclosed in this application;

[0041] Figure 3 is a flowchart of a fourth-order filtering method for the second lateral acceleration disclosed in this application;

[0042] Figure 4 is a flowchart of a second-order filtering method for target acceleration disclosed in this application;

[0043] Figure 5 is a flowchart of a specific vehicle control method on a cross-slope road;

[0044] Figure 6 is a flowchart of a specific vehicle control method on a cross-slope road;

[0045] Figure 7 is a schematic diagram of a vehicle control device on a cross-slope road disclosed in this application;

[0046] Figure 8 is a structural diagram of an electronic device disclosed in this application. Detailed Implementation

[0047] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0048] Without collecting road cross slope information, it's difficult to achieve smooth cornering using PID control methods. For curves with a higher inner slope and a lower outer slope, the cornering performance is even worse, exhibiting swaying and oscillation. Furthermore, without cross slope information, it's impossible to provide targeted and effective torque compensation, making smooth control impossible on curves with cross slopes. Sensors like lidar are expensive, making this method of acquiring cross slope information suitable only for AD (Advanced Driver Assistance Systems), not ADAS (Advanced Driver Assistance Systems), which generally don't use such costly sensors. Another approach is to continuously learn and iterate based on driving data to control the vehicle on curves with cross slopes. However, this method requires accumulating a large amount of data and is difficult to achieve good control results on completely new roads that haven't been learned from.

[0049] Therefore, this application proposes a vehicle control scheme for cross-slope roads, which can reduce the cost of acquiring cross-slope information while providing effective torque compensation, improving the smoothness of vehicle cornering, and reducing oscillations.

[0050] This application discloses a vehicle control method on a cross-slope road, as shown in Figure 1. The method includes:

[0051] Step S11: Obtain the vehicle speed, yaw rate, and first lateral acceleration, and determine the second lateral acceleration based on the vehicle speed and the yaw rate.

[0052] In this embodiment, the ECU (Electronic Control Unit, also known as the vehicle computer) obtains the vehicle speed V and yaw rate from the vehicle's CAN (Controller Area Network). It then measures the first lateral acceleration a0 using an IMU (Inertial Measurement Unit). It should be noted that the acceleration a0 measured by the IMU sensor includes a gravitational component. Furthermore, the second lateral acceleration a1 of the vehicle is estimated by multiplying the vehicle speed and yaw rate. Acceleration a1 does not have a gravitational component. The model for estimating the second lateral acceleration a1 by multiplying the vehicle speed and yaw rate is as follows:

[0053] a1 = V * Yawrate.

[0054] Specifically, before estimating the second lateral acceleration of the vehicle by multiplying the vehicle speed and the yaw rate, this embodiment first needs to perform first-order filtering on the vehicle speed and the yaw rate using a first preset calculation model and a second preset calculation model, respectively, to obtain the filtered vehicle speed and the filtered yaw rate. Then, the second lateral acceleration is determined based on the filtered vehicle speed and the filtered yaw rate. In this way, this application can obtain a stable and smooth vehicle speed and yaw rate, and further obtain a stable and smooth second lateral acceleration.

[0055] It should be noted that the first preset model is as follows:

[0056] V output =Gain v *(V n -V n-1 )+V n-1 ;

[0057] Among them, V output Indicates the vehicle speed after filtering; Gain v V represents the filter gain related to vehicle speed; n V represents the vehicle speed in the current frame; n-1 Indicates the vehicle speed in the previous frame;

[0058] The second preset model is shown below:

[0059] Yawrate output =Gain Yawrate *(Yawrate n -Yawrate n-1 )+Yawrate n-1 ;

[0060] Among them, Yawrate output Gain represents the yaw rate after filtering. Yawrate Filter gain related to yaw rate; Yawrate n Indicates the yaw rate of the current frame; Yawrate n-1 This indicates the yaw rate of the previous frame.

[0061] Step S12: Perform a first high-order filter on the first lateral acceleration and the second lateral acceleration respectively to obtain the filtered first lateral acceleration and the filtered second lateral acceleration.

[0062] In one specific implementation, the first lateral acceleration is subjected to second-order filtering. The specific process is shown in Figure 2. In Figure 2, a0-unfilter represents the value before second-order filtering, a0-filtered represents the value after second-order filtering, Gain represents the filtering gain, with a value range of 0-1, and a typical value of 0.75. n-1 This indicates the value of the previous frame in the output.

[0063] In one specific implementation, the second lateral acceleration is subjected to fourth-order filtering, the specific process of which is shown in Figure 3. In Figure 3, a1-unfilter represents the value before fourth-order filtering, a1-filtered represents the value after fourth-order filtering, Gain represents the filtering gain, with a value range of 0-1, and a typical value of 0.75. n-1 This indicates the value of the previous frame in the output.

[0064] Step S13: Determine the target acceleration based on the filtered first lateral acceleration and the filtered second lateral acceleration, and obtain the filtered target acceleration after performing a second higher-order filter on the target acceleration.

[0065] In this embodiment, determining the target acceleration based on the filtered first lateral acceleration and the filtered second lateral acceleration specifically includes: determining the target acceleration based on the difference between the filtered first lateral acceleration and the filtered second lateral acceleration. Further, a second higher-order filter is applied to the target acceleration. In one specific implementation, a second-order filter is applied to the target acceleration, the specific process of which is shown in Figure 4. In Figure 4, Δa = a0 - a1 = a0_Filtered - a1_Filtered, where Δa is the target acceleration, a value containing a gravitational component, which is the component caused by the cross slope. The unit of the target acceleration is m / s^2, and it is the component of the cross slope gravitational acceleration at the slope angle. The steeper the cross slope, the larger the absolute value of the target acceleration. Δa_unfilter represents the value before the fourth-order filter, Δa_filtered represents the value after the fourth-order filter, Gain represents the filter gain, with a value range of 0-1, a typical value being 0.75, and output... n-1 This indicates the value of the previous frame in the output.

[0066] In this embodiment, a second-order filter is applied to the first lateral acceleration, a fourth-order filter is applied to the second lateral acceleration, and a second-order filter is applied to the target acceleration. This results in a stable and smooth target acceleration, i.e., the filtered target acceleration, thus solving the smoothness problem during vehicle cornering.

[0067] Step S14: Determine the slope compensation torque using the filtered target acceleration and torque compensation coefficient, so as to control the vehicle based on the slope compensation torque.

[0068] In this embodiment, the slope compensation torque is determined by the filtered target acceleration and the torque compensation coefficient, so that the vehicle can be controlled according to the slope compensation torque. In this way, the slope compensation torque is fine-tuned by the torque compensation coefficient, so that the calculation result of the slope compensation torque is more consistent with the actual road environment.

[0069] As can be seen, this application proposes a vehicle control method on a cross-slope road, including acquiring the vehicle speed, yaw rate, and first lateral acceleration, and determining a second lateral acceleration based on the vehicle speed and yaw rate; performing a first high-order filter on the first lateral acceleration and the second lateral acceleration respectively to obtain filtered first lateral acceleration and filtered second lateral acceleration; determining a target acceleration based on the filtered first lateral acceleration and the filtered second lateral acceleration, and obtaining a filtered target acceleration after performing a second high-order filter on the target acceleration; determining a cross-slope compensation torque through the filtered target acceleration and a torque compensation coefficient, so as to control the vehicle according to the cross-slope compensation torque. In summary, since the vehicle speed, yaw rate, and first lateral acceleration information in this application can be obtained in a low-cost manner, this application reduces the cost of acquiring cross-slope information, further reducing the calculation cost of the cross-slope compensation torque. Furthermore, since this application collects cross-slope information, the cross-slope compensation torque is an effective compensation torque. Furthermore, this application improves the smoothness of vehicle cornering and reduces oscillations by performing high-order filtering on lateral acceleration and target acceleration.

[0070] This application discloses a specific vehicle control method on a cross-slope road. Compared with the previous embodiment, this embodiment further explains and optimizes the technical solution. Referring to Figures 5 and 6, the method specifically includes:

[0071] Step S21: Obtain the vehicle speed, yaw rate and first lateral acceleration, and determine the second lateral acceleration based on the vehicle speed and the yaw rate.

[0072] Step S22: Perform a first high-order filter on the first lateral acceleration and the second lateral acceleration respectively to obtain the filtered first lateral acceleration and the filtered second lateral acceleration.

[0073] Step S23: Determine the target acceleration based on the filtered first lateral acceleration and the filtered second lateral acceleration, and obtain the filtered target acceleration after performing a second higher-order filter on the target acceleration.

[0074] For more detailed working processes of steps S21, S22, and S23, please refer to the aforementioned disclosed embodiments, which will not be elaborated here.

[0075] Step S24: Determine the slope compensation torque using the third preset calculation model, the filtered target acceleration, the preset compensation coefficient, the vehicle speed coefficient related to the current vehicle speed, and the curve radius coefficient related to the current cross slope road, so as to control the vehicle according to the slope compensation torque.

[0076] In this embodiment, the third preset model is:

[0077] T = K * K v *K R *Δa;

[0078] Where T represents the cross slope compensation torque; K represents the preset compensation coefficient, with a value range of 0-10, and a typical value of 1. v This represents the vehicle speed coefficient (determined through vehicle speed information) related to the current vehicle speed. It is a one-dimensional function of vehicle speed and can be confirmed through table lookup interpolation. Typical values ​​are: [0 1 1 1 0.95 0.9]; K R The curve radius coefficient (determined by the curve radius) is a one-dimensional function of the radius and can be determined by interpolation through a lookup table. Typical values ​​are: [0 1 1 1 11 0.95 0.95 0.9], corresponding to radii of [0 250m 500m 750m 1000m 1250m 1500m 2000m 3000m]; Δa represents the filtered target acceleration.

[0079] Since the requirements for compensation torque vary depending on vehicle speed and curve radius in actual road testing, this embodiment introduces vehicle speed and curve radius coefficients when calculating the cross slope compensation torque. This provides the possibility of fine-tuning for different vehicle speeds when passing through the same curve and for the same vehicle speed when passing through curves with different radii, making the calculation results of the cross slope compensation torque more consistent with the actual road environment.

[0080] Accordingly, this application also discloses a vehicle control device for a cross-slope road, as shown in Figure 7. The device includes:

[0081] The vehicle speed and acceleration acquisition module 11 is used to acquire the vehicle speed, yaw rate and first lateral acceleration, and determine the second lateral acceleration based on the vehicle speed and the yaw rate.

[0082] The high-order filtering module 12 is used to perform a first high-order filtering on the first lateral acceleration and the second lateral acceleration respectively to obtain the filtered first lateral acceleration and the filtered second lateral acceleration.

[0083] The filtered target acceleration determination module 13 is used to determine the target acceleration based on the filtered first lateral acceleration and the filtered second lateral acceleration, and to obtain the filtered target acceleration after performing a second higher-order filter on the target acceleration;

[0084] The slope compensation torque determination module 14 is used to determine the slope compensation torque through the filtered target acceleration and torque compensation coefficient, so as to control the vehicle according to the slope compensation torque.

[0085] For more detailed information on the working process of each of the above modules, please refer to the relevant content disclosed in the foregoing embodiments, which will not be repeated here.

[0086] As can be seen, this application proposes a vehicle control device for a cross-slope road, including a vehicle speed and acceleration acquisition module for acquiring the vehicle speed, yaw rate, and a first lateral acceleration, and determining a second lateral acceleration based on the vehicle speed and the yaw rate; a high-order filtering module for performing a first high-order filter on the first lateral acceleration and the second lateral acceleration respectively to obtain filtered first lateral acceleration and filtered second lateral acceleration; a filtered target acceleration determination module for determining a target acceleration based on the filtered first lateral acceleration and the filtered second lateral acceleration, and obtaining the filtered target acceleration after performing a second high-order filter on the target acceleration; and a cross-slope compensation torque determination module for determining a cross-slope compensation torque through the filtered target acceleration and a torque compensation coefficient, so as to control the vehicle according to the cross-slope compensation torque. In summary, since the vehicle speed, yaw rate, and first lateral acceleration information in this application can be obtained in a low-cost manner, this application reduces the cost of acquiring lateral slope information, further reducing the calculation cost of lateral slope compensation torque. Furthermore, because this application collects lateral slope information, the lateral slope compensation torque is an effective compensation torque. Moreover, this application improves the smoothness of vehicle cornering and reduces oscillations by applying high-order filtering to the lateral acceleration and target acceleration.

[0087] Furthermore, embodiments of this application also provide an electronic device. Figure 8 is a structural diagram of an electronic device 20 according to an exemplary embodiment; the content in the figure should not be construed as limiting the scope of this application.

[0088] Figure 8 is a schematic diagram of the structure of an electronic device 20 provided in an embodiment of this application. The electronic device 20 specifically includes: at least one processor 21, at least one memory 22, a display screen 23, an input / output interface 24, a communication interface 25, a power supply 26, and a communication bus 27. The memory 22 stores a computer program, which is loaded and executed by the processor 21 to implement the relevant steps in the vehicle control method on a cross-slope road disclosed in any of the foregoing embodiments. Furthermore, the electronic device 20 in this embodiment can specifically be an electronic computer.

[0089] In this embodiment, the power supply 26 is used to provide operating voltage for each hardware device on the electronic device 20; the communication interface 25 can create a data transmission channel between the electronic device 20 and external devices, and the communication protocol it follows can be any communication protocol applicable to the technical solution of this application, and is not specifically limited here; the input / output interface 24 is used to acquire external input data or output data to the outside world, and its specific interface type can be selected according to specific application needs, and is not specifically limited here.

[0090] Furthermore, the memory 22, as a carrier for resource storage, can be a read-only memory, random access memory, disk, or optical disk, etc. The resources stored thereon may include computer programs 221, and the storage method may be temporary storage or permanent storage. In addition to including computer programs capable of performing the vehicle control method on a cross-slope road executed by the electronic device 20 as disclosed in any of the foregoing embodiments, the computer program 221 may further include computer programs capable of performing other specific tasks.

[0091] Furthermore, embodiments of this application also disclose a computer-readable storage medium for storing a computer program; wherein, when the computer program is executed by a processor, it implements the aforementioned vehicle control method on a cross-slope road.

[0092] For the specific steps of this method, please refer to the relevant content disclosed in the foregoing embodiments, which will not be repeated here.

[0093] The various embodiments in this application are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. For the same or similar parts between the various embodiments, refer to each other. As for the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple, and relevant parts can be referred to in the method section.

[0094] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0095] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software module executed by a processor, or a combination of both. The software module can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0096] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0097] The above provides a detailed description of a vehicle control method, device, equipment, and storage medium on a cross-slope road provided by this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A vehicle control method on a cross-slope road, characterized in that, include: The vehicle speed, yaw rate, and first lateral acceleration are obtained, and a second lateral acceleration is determined based on the vehicle speed and the yaw rate; a first high-order filter is applied to the first lateral acceleration and the second lateral acceleration respectively to obtain the filtered first lateral acceleration and the filtered second lateral acceleration. The target acceleration is determined based on the filtered first lateral acceleration and the filtered second lateral acceleration, and the filtered target acceleration is obtained after performing a second higher-order filter on the target acceleration. The slope compensation torque is determined by the filtered target acceleration and torque compensation coefficient, so as to control the vehicle according to the slope compensation torque; wherein, before determining the second lateral acceleration based on the vehicle speed and the yaw rate, the method further includes: performing first-order filtering on the vehicle speed and the yaw rate using a first preset calculation model and a second preset calculation model respectively to obtain the filtered vehicle speed and the filtered yaw rate; correspondingly, determining the second lateral acceleration based on the vehicle speed and the yaw rate includes: determining the second lateral acceleration based on the filtered vehicle speed and the filtered yaw rate; the first preset calculation model and the second preset calculation model are respectively: ;in, This indicates the vehicle speed after filtering; Indicates the filter gain related to vehicle speed; Indicates the vehicle speed in the current frame; Indicates the vehicle speed in the previous frame; ;in, This represents the yaw rate after filtering; Filter gain related to yaw rate; Indicates the yaw rate of the current frame; This indicates the yaw rate of the previous frame.

2. The vehicle control method on a cross-slope road according to claim 1, characterized in that, Determining the second lateral acceleration based on the filtered vehicle speed and the filtered yaw rate includes: determining the second lateral acceleration based on the product of the filtered vehicle speed and the filtered yaw rate.

3. The vehicle control method on a cross-slope road according to claim 1, characterized in that, Determining the target acceleration based on the filtered first lateral acceleration and the filtered second lateral acceleration includes: determining the target acceleration based on the difference between the filtered first lateral acceleration and the filtered second lateral acceleration.

4. The vehicle control method on a cross-slope road according to any one of claims 1 to 3, characterized in that, The step of determining the slope compensation torque using the filtered target acceleration and torque compensation coefficient, so as to control the vehicle based on the slope compensation torque, includes: determining the slope compensation torque using a third preset calculation model, the filtered target acceleration, a preset compensation coefficient, a vehicle speed coefficient related to the current vehicle speed, and a curve radius coefficient related to the current slope road, so as to control the vehicle based on the slope compensation torque.

5. The vehicle control method on a cross-slope road according to claim 4, characterized in that, The third preset calculation model is: ;in, Indicates the cross slope compensation torque; This represents the preset compensation coefficient; This represents the vehicle speed coefficient related to the current vehicle speed; This represents the curve radius coefficient associated with the current cross slope of the road; This represents the target acceleration after filtering.

6. A vehicle control device for a cross-slope road, characterized in that, include: The vehicle speed and acceleration acquisition module is used to acquire the vehicle speed, yaw rate and first lateral acceleration, and determine the second lateral acceleration based on the vehicle speed and the yaw rate. A high-order filtering module is used to perform a first high-order filter on the first lateral acceleration and the second lateral acceleration respectively to obtain a filtered first lateral acceleration and a filtered second lateral acceleration; a filtered target acceleration determination module is used to determine a target acceleration based on the filtered first lateral acceleration and the filtered second lateral acceleration, and to obtain a filtered target acceleration after performing a second high-order filter on the target acceleration. A slope compensation torque determination module is used to determine the slope compensation torque based on the filtered target acceleration and the torque compensation coefficient, so as to control the vehicle according to the slope compensation torque; wherein, before determining the second lateral acceleration based on the vehicle speed and the yaw rate, the module further includes: performing first-order filtering on the vehicle speed and the yaw rate using a first preset calculation model and a second preset calculation model respectively to obtain the filtered vehicle speed and the filtered yaw rate; correspondingly, determining the second lateral acceleration based on the vehicle speed and the yaw rate includes: determining the second lateral acceleration based on the filtered vehicle speed and the filtered yaw rate; the first preset calculation model and the second preset calculation model are respectively: ;in, This indicates the vehicle speed after filtering; Indicates the filter gain related to vehicle speed; Indicates the vehicle speed in the current frame; Indicates the vehicle speed in the previous frame; ;in, This represents the yaw rate after filtering; Filter gain related to yaw rate; Indicates the yaw rate of the current frame; This indicates the yaw rate of the previous frame.

7. An electronic device, characterized in that, include: Memory, used to store computer programs; A processor for executing the computer program to implement the vehicle control method on a cross-slope road as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, Used to store a computer program; wherein, when executed by a processor, the computer program implements the vehicle control method on a cross-slope road as described in any one of claims 1 to 5.

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