Vehicle control method, device, electronic equipment and vehicle

Abstract

The present disclosure provides a vehicle control method, device, electronic system, and vehicle. The method includes: obtaining a target position and a current position of the vehicle, determining a distance difference based on the target position and the current position, and inputting the distance difference into a distance controller to obtain a first compensation acceleration; and / or obtaining a target speed and a current speed of the vehicle, determining a speed difference based on the target speed and the current speed, and inputting the speed difference into a speed controller to obtain a second compensation acceleration; and / or obtaining a target acceleration and a current acceleration of the vehicle, determining a first acceleration difference based on the target acceleration and the current acceleration, and inputting the first acceleration difference into a first acceleration controller to obtain a third compensation acceleration; determining a desired acceleration based on at least one of the first compensation acceleration, the second compensation acceleration, and the third compensation acceleration, and controlling the vehicle based on the desired acceleration.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle control technology, and in particular to a vehicle control method, device, electronic equipment, and vehicle. Background Art

[0002] As the automotive industry evolves, so too have the methods for longitudinal control of vehicles. However, current vehicles all use the same longitudinal control method in different scenarios, resulting in a single longitudinal control method that affects the user experience.

[0003] In view of this, how to adopt different vehicle longitudinal control methods in different scenarios to avoid a single vehicle longitudinal control method has become an urgent problem to be solved. Summary of the Invention

[0004] In view of this, the purpose of the present disclosure is to provide a vehicle control method, device, electronic device and vehicle to solve the problem of a single vehicle longitudinal control method in the prior art.

[0005] Based on the above objectives, the first aspect of the present disclosure provides a vehicle control method, comprising:

[0006] Obtaining a target position and a current position of the vehicle, determining a distance difference based on the target position and the current position, and inputting the distance difference into a distance controller to obtain a first compensation acceleration; and / or,

[0007] Obtaining a target speed and a current speed of the vehicle, determining a speed difference based on the target speed and the current speed, and inputting the speed difference into a speed controller to obtain a second compensation acceleration; and / or,

[0008] Obtaining a target acceleration and a current acceleration of the vehicle, determining a first acceleration difference based on the target acceleration and the current acceleration, and inputting the first acceleration difference into a first acceleration controller to obtain a third compensation acceleration;

[0009] A desired acceleration is determined based on at least one of the first compensation acceleration, the second compensation acceleration, and the third compensation acceleration, and the vehicle is controlled based on the desired acceleration.

[0010] Based on the same inventive concept, a second aspect of the present disclosure provides a vehicle control device, comprising:

[0011] A first processing module is configured to obtain a target position and a current position of the vehicle, determine a distance difference based on the target position and the current position, and input the distance difference into a distance controller to obtain a first compensation acceleration; and / or,

[0012] A second processing module is configured to obtain a target speed and a current speed of the vehicle, determine a speed difference based on the target speed and the current speed, and input the speed difference into a speed controller to obtain a second compensation acceleration; and / or,

[0013] a third processing module configured to obtain a target acceleration and a current acceleration of the vehicle, determine a first acceleration difference based on the target acceleration and the current acceleration, and input the first acceleration difference into a first acceleration controller to obtain a third compensation acceleration;

[0014] The control module is configured to determine a desired acceleration based on at least one of the first compensated acceleration, the second compensated acceleration, and the third compensated acceleration, and control the vehicle based on the desired acceleration.

[0015] Based on the same inventive concept, the third aspect of the present disclosure proposes an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described above when executing the computer program.

[0016] Based on the same inventive concept, the fourth aspect of the present disclosure proposes a vehicle, which includes the vehicle control device described in the second aspect or the electronic device described in the third aspect.

[0017] As can be seen from the above description, the vehicle control method, device, electronic device, and vehicle provided by the present disclosure input the distance difference between the target position and the current position into a distance controller to obtain a first compensating acceleration; and / or input the speed difference between the target speed and the current speed into a speed controller to obtain a second compensating acceleration; and / or input the first acceleration difference between the target acceleration and the current acceleration into a first acceleration controller to obtain a third compensating acceleration; determine a desired acceleration based on at least one of the first compensating acceleration, the second compensating acceleration, and the third compensating acceleration, and control the vehicle based on the desired acceleration. In this way, different desired accelerations can be determined in different scenarios, thereby adopting different vehicle longitudinal control methods to control the vehicle, making the vehicle's longitudinal control more accurate and avoiding a single longitudinal control method for the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the present disclosure or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are only embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0019] Figure 1is a flow chart of a vehicle control method according to an embodiment of the present disclosure;

[0020] Figure 2 is a schematic diagram of a vehicle longitudinal control method according to an embodiment of the present disclosure;

[0021] Figure 3 is a schematic structural diagram of a vehicle control device according to an embodiment of the present disclosure;

[0022] Figure 4 Schematic diagram of the structure of an electronic device according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0023] In order to make the objectives, technical solutions and advantages of the present disclosure more clearly understood, the present disclosure is further described in detail below in conjunction with specific embodiments and with reference to the accompanying drawings.

[0024] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present disclosure should have the usual meanings understood by people with ordinary skills in the field to which the present disclosure belongs. The "first", "second" and similar words used in the embodiments of the present disclosure do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative position relationships. When the absolute position of the described object changes, the relative position relationship may also change accordingly.

[0025] As mentioned above, how to adopt different vehicle longitudinal control methods in different scenarios to avoid a single vehicle longitudinal control method has become an important research issue.

[0026] Based on the above description, if Figure 1 As shown, the vehicle control method proposed in this embodiment includes:

[0027] Step 101: Obtain the target position and current position of the vehicle, determine a distance difference based on the target position and the current position, and input the distance difference into a distance controller to obtain a first compensation acceleration. And / or,

[0028] In a specific implementation, the distance controller is used to calculate the distance difference to obtain a first compensation acceleration, wherein the first compensation acceleration can control the vehicle to travel from the current position to the target position.

[0029] Step 102: Obtain the target speed and current speed of the vehicle, determine a speed difference based on the target speed and the current speed, and input the speed difference into a speed controller to obtain a second compensation acceleration. And / or,

[0030] In a specific implementation, the speed controller is used to calculate the speed difference to obtain a second compensation acceleration, wherein the second compensation acceleration can control the vehicle to change from the current speed to the target speed.

[0031] Step 103 : Obtain the target acceleration and current acceleration of the vehicle, determine a first acceleration difference based on the target acceleration and the current acceleration, and input the first acceleration difference into a first acceleration controller to obtain a third compensation acceleration.

[0032] In a specific implementation, the first acceleration controller is used to calculate the first acceleration difference to obtain a third compensation acceleration, wherein the third compensation acceleration can control the vehicle to change from a current acceleration to a target acceleration.

[0033] Step 104 : Determine a desired acceleration based on at least one of the first compensation acceleration, the second compensation acceleration, and the third compensation acceleration, and control the vehicle based on the desired acceleration.

[0034] In a specific implementation, at least one target compensation acceleration is determined from the first compensation acceleration, the second compensation acceleration, and the third compensation acceleration, and the expected acceleration is determined based on the at least one target compensation acceleration, thereby performing longitudinal control on the vehicle.

[0035] For example, in some scenarios, only the vehicle's position needs to be controlled, and the vehicle's longitudinal direction is controlled based on the desired acceleration determined by the first compensation acceleration, thereby achieving vehicle position control. Alternatively, in some scenarios, the vehicle's position and speed need to be controlled, and the vehicle's longitudinal direction is controlled based on the desired acceleration determined by the first compensation acceleration and the second compensation acceleration, thereby achieving simultaneous control of the vehicle's position and speed. Alternatively, in some scenarios, the vehicle's position, speed, and acceleration need to be controlled simultaneously, and the vehicle's longitudinal direction is controlled based on the desired acceleration determined by the first compensation acceleration, the second compensation acceleration, and the third compensation acceleration, thereby achieving simultaneous control of the vehicle's position, speed, and acceleration.

[0036] Through the above embodiment, by connecting the distance controller, speed controller, and first acceleration controller in parallel, the vehicle's distance, speed, and acceleration can be controlled simultaneously, or any one or two of these can be controlled. This allows different desired accelerations to be determined in different scenarios, allowing the vehicle to be controlled using different longitudinal control methods. This results in more accurate longitudinal control of the vehicle and avoids the need for a single longitudinal control method.

[0037] In some embodiments, step 104 includes:

[0038] Step 1041, determining the operating state of the vehicle; wherein the operating state includes at least one of the following: parking state, driving state and cruising state.

[0039] Step 1042: Determine at least one target compensation acceleration from the first compensation acceleration, the second compensation acceleration, and the third compensation acceleration according to the operating state, and determine the expected acceleration according to the at least one target compensation acceleration.

[0040] In specific implementations, different aspects of longitudinal control are applied to the vehicle in different scenarios. Therefore, the desired acceleration is determined by determining the vehicle's operating state and, based on that state, determining at least one target compensation acceleration. When there is only one target compensation acceleration, the target compensation acceleration is the desired acceleration. When there are two or three target compensation accelerations, the sum of the two or three target compensation accelerations is the desired acceleration.

[0041] Through the above scheme, by determining the operating state of the vehicle and determining the corresponding expected acceleration according to the operating state, the vehicle is controlled, and accurate control of the vehicle in different operating states can be achieved.

[0042] In some embodiments, step 1042 includes:

[0043] Step 1042A: In response to determining that the operating state is a parking state or a driving state, the first compensation acceleration, the second compensation acceleration, and the third compensation acceleration are all used as the target compensation acceleration.

[0044] In a specific implementation, when the vehicle is in a parking state or a driving state, it is necessary to control the longitudinal distance, longitudinal speed, and longitudinal acceleration of the vehicle. The first compensation acceleration, the second compensation acceleration, and the third compensation acceleration are used as the at least one target compensation acceleration; and the first compensation acceleration, the second compensation acceleration, and the third compensation acceleration of the at least one target compensation acceleration are summed to obtain the desired acceleration.

[0045] For example, when the vehicle is in the parking state, the target position is the parking position, the target speed is 0, and the target acceleration is 0. The current position is the vehicle's current position, the current speed is the vehicle's current longitudinal speed, and the current acceleration is the vehicle's current longitudinal acceleration. Therefore, the distance difference is the distance between the vehicle's current position and the parking position, the speed difference is the vehicle's current longitudinal speed, and the first acceleration difference is the vehicle's current longitudinal acceleration. The distance difference is input into a distance controller to obtain a first compensation acceleration, the speed difference is input into a speed controller to obtain a second compensation acceleration, and the first acceleration difference is input into a first acceleration controller to obtain a third compensation acceleration. The first, second, and third compensation accelerations are summed to obtain the desired acceleration. Based on the desired acceleration, a target torque is determined to control the vehicle, thereby controlling the vehicle from its current position to the target position.

[0046] For example, when the vehicle's operating state is driving, if the driving state is one in which the vehicle maintains a certain distance from the preceding vehicle, the vehicle's target position is the desired distance from the preceding vehicle, the target speed is the preceding vehicle's speed, and the target acceleration is the preceding vehicle's acceleration. The vehicle's current position is the current distance from the preceding vehicle, the current speed is the vehicle's current longitudinal speed, and the current acceleration is the vehicle's current longitudinal acceleration. Therefore, the distance difference is the difference between the current distance and the desired distance, the speed difference is the difference between the vehicle's current longitudinal speed and the preceding vehicle's speed, and the acceleration difference is the difference between the vehicle's current acceleration and the preceding vehicle's acceleration. The distance difference is input into a distance controller to obtain a first compensation acceleration, the speed difference is input into a speed controller to obtain a second compensation acceleration, and the first acceleration difference is input into a first acceleration controller to obtain a third compensation acceleration. The first, second, and third compensation accelerations are summed to obtain the desired acceleration. Based on the desired acceleration, a target torque is determined to control the vehicle, thereby ensuring that the vehicle always maintains a certain distance from the preceding vehicle.

[0047] With the above solution, when the vehicle is in a parking state or a driving state, the first compensation acceleration, the second compensation acceleration, and the third compensation acceleration are all used as target compensation accelerations, so that the longitudinal distance, longitudinal speed, and longitudinal acceleration of the vehicle can be controlled simultaneously.

[0048] In some embodiments, step 1042 includes:

[0049] Step 1042B: In response to determining that the operating state is the cruising state, use the second compensation acceleration as the target compensation acceleration.

[0050] In a specific implementation, when the vehicle is in a cruising state, only the longitudinal speed of the vehicle needs to be controlled. The second compensation acceleration is used as the at least one target compensation acceleration; and the second compensation acceleration of the at least one target compensation acceleration is used as the desired acceleration.

[0051] For example, when the vehicle is in cruising mode, only the longitudinal speed is controlled. The target speed is the preset cruising speed, and the current speed is the vehicle's current longitudinal speed. Therefore, the speed difference is the difference between the vehicle's current longitudinal speed and the cruising speed. This speed difference is input into the speed controller to generate a second compensation acceleration, which becomes the desired acceleration. Based on the desired acceleration, the target torque is determined to control the vehicle, thereby achieving cruising speed.

[0052] With the above solution, when the vehicle is in a cruising state, the second compensation acceleration is used as the target compensation acceleration, so that the longitudinal speed of the vehicle can be controlled separately.

[0053] In some embodiments, step 104 includes:

[0054] Step 1041 : Obtain the resistance experienced by the vehicle, and determine the feedforward torque of the vehicle based on the resistance.

[0055] During specific implementation, the resistance encountered by the vehicle includes air resistance and rolling resistance.

[0056] Vehicle motion equation,

[0057] Ttq*i*η / r=m*a+m*g*slope+k*v 2 +m*g*f

[0058] Where Ttq is the feedforward torque, i is the power transmission ratio, η is the transmission efficiency, r is the tire radius, m is the vehicle mass, a is the desired acceleration, g is the acceleration due to gravity, slope is the slope, k is the air resistance, v is the vehicle speed, and f is the rolling resistance.

[0059] The air resistance k, rolling resistance f, power transmission ratio i, transmission efficiency η, tire radius r, vehicle mass m, desired acceleration a, gravity acceleration g, slope slope, and vehicle speed v are input into the vehicle driving equation to calculate the vehicle's feedforward torque.

[0060] The feedforward torque includes driving feedforward torque and braking feedforward torque.

[0061] Step 1042: Determine a second acceleration difference based on the expected acceleration and the current acceleration, and input the second acceleration difference into a second acceleration controller to obtain a feedback torque of the vehicle.

[0062] In a specific implementation, the second acceleration controller is also a PID controller. The second acceleration difference is input into the proportional-integral-differential second acceleration controller to obtain feedback torque.

[0063] The feedback torque includes driving feedback torque and braking feedback torque.

[0064] Step 1043 : performing a sum operation on the feedforward torque and the feedback torque to obtain a target torque, and controlling the vehicle based on the target torque.

[0065] In a specific implementation, the target torque includes a driving target torque and a braking target torque.

[0066] The process of controlling the vehicle based on the target torque is as follows: obtaining the driving state of the vehicle; determining a request instruction according to the target torque and the driving state; wherein the request instruction includes a driving request instruction or a braking request instruction; and controlling the vehicle based on the request instruction.

[0067] In addition, the process of controlling the vehicle based on the target torque may also include: determining a request command, wherein the request command includes a drive request command or a brake request command; determining an accelerator pedal opening request or a throttle opening request based on the drive request command; and controlling vehicle drive based on the accelerator pedal opening request or the throttle opening request; and determining a master cylinder pressure request or a wheel cylinder pressure request based on the brake request command, and controlling vehicle braking based on the master cylinder pressure request or the wheel cylinder pressure request.

[0068] The above solution controls the vehicle based on the target torque determined by the feedforward torque and feedback torque, resulting in more accurate vehicle control. Determining the request command based on the target torque and driving state avoids issuing large drive and brake request commands simultaneously, enabling smooth and accurate output of either the drive or brake request command.

[0069] In some embodiments, the feedforward torque includes a driving feedforward torque and / or a braking feedforward torque; the feedback torque includes a driving feedforward torque and / or a braking feedback torque; step 1043 includes:

[0070] Step 1043A: performing a sum operation on the driving feedforward torque and the driving feedback torque to obtain a driving target torque.

[0071] and / or,

[0072] Step 1043B: performing a sum operation on the braking feedforward torque and the braking feedback torque to obtain a braking target torque.

[0073] In specific implementations, the driving target torque is the sum of the driving feedforward torque and the driving feedback torque, and the braking target torque is the sum of the braking feedforward torque and the braking feedback torque. A driving request command or a braking request command is determined based on the vehicle's driving state, the driving target torque, and the braking target torque, and the vehicle is controlled based on the driving request command or the braking request command.

[0074] For example, when the target torque is a driving target torque, a driving request command is determined in combination with the vehicle's driving state, and the vehicle is controlled based on the driving request command. When the target torque is a braking target torque, a braking request command is determined in combination with the vehicle's driving state, and the vehicle is controlled based on the braking request command.

[0075] Through the above scheme, the request instruction is determined according to the target torque and the driving state, which can avoid issuing large driving request instructions and braking request instructions at the same time, and can output the driving request instruction or the braking request instruction smoothly and accurately.

[0076] In some embodiments, a proportional-integral-differential algorithm is provided in the distance controller, and the first compensation acceleration is obtained by processing the distance difference based on the proportional-integral-differential algorithm.

[0077] In a specific implementation, the distance difference is processed based on the proportional-integral-differential algorithm to obtain the first compensation acceleration.

[0078]

[0079] Among them, a1 is the first compensation acceleration, K P1 is the first proportional control coefficient, E s is the distance difference, K I1 is the first integral control coefficient, K D1 is the first differential control coefficient, is the differential of the distance difference.

[0080] and / or,

[0081] The speed controller is provided with a proportional-integral-differential algorithm, and the second compensation acceleration is obtained by processing the speed difference based on the proportional-integral-differential algorithm.

[0082] In a specific implementation, the speed difference is processed based on the proportional-integral-differential algorithm to obtain the second compensation acceleration.

[0083]

[0084] Among them, a2 is the second compensation acceleration, K P2 is the second proportional control coefficient, Ev is the speed difference, K I2 is the second integral control coefficient, K D2 is the second differential control coefficient, is the differential of the speed difference.

[0085] and / or,

[0086] The first acceleration controller is provided with a proportional-integral-differential algorithm, and the third compensation acceleration is obtained by processing the first acceleration difference based on the proportional-integral-differential algorithm.

[0087] In a specific implementation, the first acceleration difference is processed based on the proportional-integral-differential algorithm to obtain the third compensation acceleration.

[0088]

[0089] Among them, a3 is the third compensation acceleration, K P3 is the third proportional control coefficient, E a1 is the first acceleration difference, K I3 is the third integral control coefficient, K D3 is the third differential control coefficient, is the differential of the first acceleration difference.

[0090] and / or,

[0091] The second acceleration controller is provided with a proportional-integral-differential algorithm, and the feedback torque is obtained by processing the second acceleration difference based on the proportional-integral-differential algorithm.

[0092] In a specific implementation, the second acceleration difference is processed based on the proportional-integral-differential algorithm to obtain the feedback torque.

[0093]

[0094] Where T is the feedback torque, K P4 is the fourth proportional control coefficient, E a2 is the second acceleration difference, K I4 is the fourth integral control coefficient, K D4 is the fourth differential control coefficient, is the differential of the second acceleration difference.

[0095] The distance controller, speed controller, first acceleration controller and second acceleration controller are all PID controllers (Proportion Integration Differentiation, proportional integral differential controller), which are composed of a proportional unit P, an integral unit I and a differential unit D. P , K I and K D Three parameter settings. PID controllers are primarily suitable for systems with basic linearity and dynamic characteristics that do not change over time. PID controllers are a common feedback loop component in industrial control applications. This controller compares collected data with a reference value and uses the difference to calculate a new input value. The purpose of this new input value is to allow the system data to reach or remain at the reference value. Unlike other simple control operations, the PID controller can adjust the input value based on historical data and the occurrence rate of the difference, which can make the system more accurate and stable. Mathematical methods can prove that a PID feedback loop can maintain system stability when other control methods cause system stability errors or process repetitions.

[0096] Through the above scheme, the proportional-integral-differential algorithm is used to make the determined first compensation acceleration, second compensation acceleration, third compensation acceleration and feedback torque more accurate, so that the target torque can be determined based on the feedback torque to control the vehicle, making vehicle control more accurate.

[0097] Through the above embodiment, by connecting the distance controller, speed controller, and first acceleration controller in parallel, the vehicle's distance, speed, and acceleration can be controlled simultaneously, or any one or two of these can be controlled. This allows different desired accelerations to be determined in different scenarios, allowing the vehicle to be controlled using different longitudinal control methods. This results in more accurate longitudinal control of the vehicle and avoids the need for a single longitudinal control method.

[0098] It should be noted that the embodiments of the present disclosure may be further described in the following manner:

[0099] like Figure 2 As shown, Figure 2 Schematic diagram of a vehicle longitudinal control method according to an embodiment of the present disclosure.

[0100] (1) Determine the expected acceleration.

[0101] Obtaining a target position and a current position of the vehicle, determining a distance difference based on the target position and the current position, and inputting the distance difference into a distance controller to obtain a first compensation acceleration; and / or,

[0102] Obtaining a target speed and a current speed of the vehicle, determining a speed difference based on the target speed and the current speed, and inputting the speed difference into a speed controller to obtain a second compensation acceleration; and / or,

[0103] Obtaining a target acceleration and a current acceleration of the vehicle, determining a first acceleration difference based on the target acceleration and the current acceleration, and inputting the first acceleration difference into a first acceleration controller to obtain a third compensation acceleration;

[0104] A desired acceleration is determined based on at least one of the first compensation acceleration, the second compensation acceleration, and the third compensation acceleration, and the vehicle is controlled based on the desired acceleration.

[0105] (2) Determine the target driving torque and target braking torque.

[0106] The drive torque is calculated based on the desired acceleration and the current acceleration. The drive torque includes the drive feedforward torque and the drive feedback torque. The drive feedforward torque is calculated based on the vehicle's driving equation. The second acceleration difference between the desired acceleration and the current acceleration is input into a second acceleration controller to generate the drive feedback torque. The drive feedforward torque and the drive feedback torque are summed to obtain the target drive torque.

[0107] The braking torque is calculated based on the desired acceleration and the current acceleration. The braking torque includes the braking feedforward torque and the braking feedback torque. The braking feedforward torque is calculated based on the vehicle's driving equation. The second acceleration difference between the desired acceleration and the current acceleration is input into the second acceleration controller to generate the braking feedback torque. The braking feedforward torque and the braking feedback torque are summed to obtain the target braking torque.

[0108] (3) Determine the driving request instruction and the braking request instruction.

[0109] The target driving torque and target braking torque are input into the drive-brake coordination module, which then determines and outputs a driving request command or a braking request command based on the target driving torque, target braking torque, and the vehicle's driving state. This prevents the simultaneous issuance of large driving and braking request commands, ensuring smooth and accurate output of the driving request command or braking request command.

[0110] Through the above embodiment, by connecting the distance controller, speed controller, and first acceleration controller in parallel, the vehicle's distance, speed, and acceleration can be controlled simultaneously, or any one or two of these can be controlled. This allows different desired accelerations to be determined in different scenarios, allowing the vehicle to be controlled using different longitudinal control methods. This results in more accurate longitudinal control of the vehicle and avoids the need for a single longitudinal control method.

[0111] It should be noted that the method of the embodiments of the present disclosure can be performed by a single device, such as a computer or server. The method of the embodiments of the present disclosure can also be applied in a distributed scenario, where multiple devices cooperate to perform the method. In such a distributed scenario, one of the multiple devices may only perform one or more steps of the method of the embodiments of the present disclosure, and the multiple devices will interact with each other to complete the method.

[0112] It should be noted that the above description is limited to some embodiments of the present disclosure. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in an order different from that described in the above embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order or sequential order shown to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0113] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present disclosure also provides a vehicle control device.

[0114] refer to Figure 3 , the vehicle control device comprises:

[0115] The first processing module 301 is configured to obtain a target position and a current position of the vehicle, determine a distance difference based on the target position and the current position, and input the distance difference into a distance controller to obtain a first compensation acceleration; and / or,

[0116] The second processing module 302 is configured to obtain a target speed and a current speed of the vehicle, determine a speed difference based on the target speed and the current speed, and input the speed difference into a speed controller to obtain a second compensation acceleration; and / or,

[0117] a third processing module 303 configured to obtain a target acceleration and a current acceleration of the vehicle, determine a first acceleration difference based on the target acceleration and the current acceleration, and input the first acceleration difference into a first acceleration controller to obtain a third compensation acceleration;

[0118] The control module 304 is configured to determine a desired acceleration based on at least one of the first compensated acceleration, the second compensated acceleration, and the third compensated acceleration, and control the vehicle based on the desired acceleration.

[0119] In some embodiments, the control module 304 includes:

[0120] An operating state determining unit is configured to determine an operating state of the vehicle; wherein the operating state includes at least one of the following: a parking state, a driving state, and a cruising state;

[0121] The expected acceleration determination unit is configured to determine at least one target compensation acceleration from the first compensation acceleration, the second compensation acceleration, and the third compensation acceleration according to the operating state, and determine the expected acceleration according to the at least one target compensation acceleration.

[0122] In some embodiments, the expected acceleration determination unit includes:

[0123] The first expected acceleration determination subunit is configured to, in response to determining that the operating state is a parking state or a driving state, use the first compensation acceleration, the second compensation acceleration, and the third compensation acceleration as the target compensation acceleration.

[0124] In some embodiments, the expected acceleration determination unit includes:

[0125] The second expected acceleration determination subunit is configured to, in response to determining that the operating state is a cruising state, use the second compensation acceleration as the target compensation acceleration.

[0126] In some embodiments, the control module 304 includes:

[0127] a feedforward torque determination unit configured to obtain a resistance experienced by the vehicle and determine a feedforward torque of the vehicle based on the resistance;

[0128] a feedback torque determination unit configured to determine a second acceleration difference based on the desired acceleration and the current acceleration, and input the second acceleration difference into a second acceleration controller to obtain a feedback torque of the vehicle;

[0129] The control unit is configured to perform a sum operation on the feedforward torque and the feedback torque to obtain a target torque, and control the vehicle based on the target torque.

[0130] In some embodiments, the feedforward torque includes a driving feedforward torque and / or a braking feedforward torque; the feedback torque includes a driving feedforward torque and / or a braking feedback torque;

[0131] The control unit comprises:

[0132] a drive control subunit, configured to perform a sum operation on the drive feedforward torque and the drive feedback torque to obtain a drive target torque;

[0133] and / or,

[0134] The brake control subunit is configured to perform a sum operation on the brake feedforward torque and the brake feedback torque to obtain a brake target torque.

[0135] In some embodiments, the distance controller is provided with a proportional-integral-differential algorithm, and the first compensation acceleration is obtained by processing the distance difference based on the proportional-integral-differential algorithm;

[0136] and / or,

[0137] The speed controller is provided with a proportional-integral-differential algorithm, and the second compensation acceleration is obtained by processing the speed difference based on the proportional-integral-differential algorithm;

[0138] and / or,

[0139] The first acceleration controller is provided with a proportional-integral-differential algorithm, and the third compensation acceleration is obtained by processing the first acceleration difference based on the proportional-integral-differential algorithm;

[0140] and / or,

[0141] The second acceleration controller is provided with a proportional-integral-differential algorithm, and the feedback torque is obtained by processing the second acceleration difference based on the proportional-integral-differential algorithm.

[0142] For the convenience of description, the above devices are described as being functionally divided into various modules. Of course, when implementing the present disclosure, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0143] The apparatus of the above embodiment is used to implement the corresponding vehicle control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be described in detail here.

[0144] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and runnable on the processor, wherein when the processor executes the program, the vehicle control method described in any of the above embodiments is implemented.

[0145] Figure 4 10 is a schematic diagram showing a more specific hardware structure of an electronic device provided in this embodiment. The device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are communicatively connected to each other within the device via the bus 1050.

[0146] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0147] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage devices, dynamic storage devices, etc. The memory 1020 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0148] The input / output interface 1030 is used to connect input / output modules to implement information input and output. The input / output modules can be configured as components within the device (not shown in the figure) or can be externally connected to the device to provide corresponding functions. Input devices may include a keyboard, mouse, touch screen, microphone, various sensors, etc., and output devices may include a display, speaker, vibrator, indicator light, etc.

[0149] The communication interface 1040 is used to connect to a communication module (not shown) to enable communication between the device and other devices. The communication module can communicate via a wired method (e.g., USB (Universal Serial Bus), network cable, etc.) or a wireless method (e.g., mobile network, WIFI (Wireless Fidelity), Bluetooth, etc.).

[0150] The bus 1050 comprises a path for transmitting information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0151] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040, and the bus 1050, in a specific implementation, the device may also include other components necessary for normal operation. In addition, it will be understood by those skilled in the art that the above device may only include the components necessary to implement the embodiments of this specification, and does not necessarily include all the components shown in the figure.

[0152] The electronic device of the above embodiment is used to implement the corresponding vehicle control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0153] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present disclosure also provides a non-transitory computer-readable storage medium, which stores computer instructions, and the computer instructions are used to enable the computer to execute the vehicle control method described in any of the above embodiments.

[0154] The computer-readable media of this embodiment include permanent and non-permanent, removable and non-removable media that can be used to store information by any method or technology. The information can be computer-readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0155] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the vehicle control method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0156] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including the vehicle control device, or electronic device, or storage medium in the above-mentioned embodiments, and the vehicle equipment implements the vehicle control method described in any of the above embodiments.

[0157] The vehicle of the above embodiment is used to implement the vehicle control method described in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0158] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present disclosure (including the claims) is limited to these examples. Within the scope of the present disclosure, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present disclosure as described above, which are not provided in detail for the sake of simplicity.

[0159] In addition, to simplify the description and discussion, and so as not to obscure the embodiments of the present disclosure, known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided figures. In addition, devices may be shown in the form of block diagrams to avoid obscuring the embodiments of the present disclosure, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present disclosure are to be implemented (i.e., these details should be fully within the purview of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present disclosure, it will be apparent to those skilled in the art that the embodiments of the present disclosure may be implemented without these specific details or with variations in these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0160] Although the present disclosure has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of these embodiments will be apparent to those skilled in the art based on the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the embodiments discussed.

[0161] The embodiments of the present disclosure are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present disclosure should be included in the scope of protection of the present disclosure.

Claims

1. A vehicle control method, characterized in that: The method comprises: Obtaining a target position and a current position of the vehicle, determining a distance difference based on the target position and the current position, and inputting the distance difference into a distance controller to obtain a first compensation acceleration; Obtaining a target speed and a current speed of the vehicle, determining a speed difference based on the target speed and the current speed, and inputting the speed difference into a speed controller to obtain a second compensation acceleration; Obtaining a target acceleration and a current acceleration of the vehicle, determining a first acceleration difference based on the target acceleration and the current acceleration, and inputting the first acceleration difference into a first acceleration controller to obtain a third compensation acceleration; determining a desired acceleration based on at least one of the first compensation acceleration, the second compensation acceleration, and the third compensation acceleration, and controlling the vehicle based on the desired acceleration; The determining of the expected acceleration based on at least one of the first compensation acceleration, the second compensation acceleration, and the third compensation acceleration includes: Determining an operating state of the vehicle; wherein the operating state includes at least one of the following: a parking state, a driving state, and a cruising state; determining at least one target compensation acceleration from the first compensation acceleration, the second compensation acceleration, and the third compensation acceleration according to the operating state, and determining the expected acceleration according to the at least one target compensation acceleration; The determining, according to the operating state, at least one target compensation acceleration from the first compensation acceleration, the second compensation acceleration, and the third compensation acceleration includes: In response to determining that the operating state is a parking state or a driving state, the first compensation acceleration, the second compensation acceleration, and the third compensation acceleration are all used as the target compensation acceleration.

2. The method according to claim 1, characterized in that The determining, according to the operating state, at least one target compensation acceleration from the first compensation acceleration, the second compensation acceleration, and the third compensation acceleration includes: In response to determining that the operating state is the cruising state, the second compensation acceleration is used as the target compensation acceleration.

3. The method according to claim 1, characterized in that The controlling the vehicle based on the expected acceleration includes: obtaining a resistance experienced by the vehicle, and determining a feedforward torque of the vehicle based on the resistance; determining a second acceleration difference based on the expected acceleration and the current acceleration, and inputting the second acceleration difference into a second acceleration controller to obtain a feedback torque of the vehicle; The feedforward torque and the feedback torque are summed to obtain a target torque, and the vehicle is controlled based on the target torque.

4. The method according to claim 3, characterized in that The feedforward torque includes a driving feedforward torque and / or a braking feedforward torque; the feedback torque includes a driving feedback torque and / or a braking feedback torque; The summing operation of the feedforward torque and the feedback torque to obtain the target torque includes: performing a sum operation on the driving feedforward torque and the driving feedback torque to obtain a driving target torque; and / or, A sum operation is performed on the brake feedforward torque and the brake feedback torque to obtain a brake target torque.

5. The method according to any one of claims 3 to 4, characterized in that The distance controller is provided with a proportional-integral-differential algorithm, and the first compensation acceleration is obtained by processing the distance difference based on the proportional-integral-differential algorithm; and / or, The speed controller is provided with a proportional-integral-differential algorithm, and the second compensation acceleration is obtained by processing the speed difference based on the proportional-integral-differential algorithm; and / or, The first acceleration controller is provided with a proportional-integral-differential algorithm, and the third compensation acceleration is obtained by processing the first acceleration difference based on the proportional-integral-differential algorithm; and / or, The second acceleration controller is provided with a proportional-integral-differential algorithm, and the feedback torque is obtained by processing the second acceleration difference based on the proportional-integral-differential algorithm.

6. A vehicle control device, characterized in that: include: a first processing module configured to obtain a target position and a current position of the vehicle, determine a distance difference based on the target position and the current position, and input the distance difference into a distance controller to obtain a first compensation acceleration; a second processing module configured to obtain a target speed and a current speed of the vehicle, determine a speed difference based on the target speed and the current speed, and input the speed difference into a speed controller to obtain a second compensation acceleration; a third processing module configured to obtain a target acceleration and a current acceleration of the vehicle, determine a first acceleration difference based on the target acceleration and the current acceleration, and input the first acceleration difference into a first acceleration controller to obtain a third compensation acceleration; a control module configured to determine a desired acceleration based on at least one of the first compensated acceleration, the second compensated acceleration, and the third compensated acceleration, and control the vehicle based on the desired acceleration; The control module includes: An operating state determining unit is configured to determine an operating state of the vehicle; wherein the operating state includes at least one of the following: a parking state, a driving state, and a cruising state; an expected acceleration determining unit configured to determine at least one target compensation acceleration from the first compensation acceleration, the second compensation acceleration, and the third compensation acceleration according to the operating state, and determine the expected acceleration according to the at least one target compensation acceleration; The expected acceleration determination unit includes: The first expected acceleration determination subunit is configured to, in response to determining that the operating state is a parking state or a driving state, use the first compensation acceleration, the second compensation acceleration, and the third compensation acceleration as the target compensation acceleration.

7. An electronic device, characterized in that: The method comprises a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the method according to any one of claims 1 to 5 is implemented.

8. A vehicle, characterized in that: Includes the vehicle control device according to claim 6 or the electronic device according to claim 7.

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