Method, device and electronic equipment for estimating longitudinal speed of vehicle

Abstract

This application discloses a method, device, and electronic device for estimating the longitudinal velocity of a vehicle, relating to the field of vehicle control technology. The method includes obtaining at least one slip flag of the vehicle, determining the corresponding slip state of the vehicle based on parameters corresponding to the at least one slip flag, determining the speed estimation method corresponding to the slip state based on a correspondence between a preset slip state and a preset speed estimation method, and calculating the longitudinal velocity of the vehicle based on the speed estimation method. This method utilizes corresponding estimation methods for different slip states to obtain the longitudinal velocity, effectively improving the accuracy of the vehicle's longitudinal velocity estimation.

Description

Technical Field

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

[0002] With the development of Advanced Driving Assistance System (ADAS), the longitudinal speed of a vehicle is the input information for most vehicle stability control. As a key control parameter in ADAS, it is of great significance to the vehicle stability control.

[0003] Currently, there are two main methods to obtain longitudinal velocity: direct method and indirect method.

[0004] The direct method uses vehicle-related sensors to obtain the relevant signals required for longitudinal velocity, and then uses fuzzy algorithms or vehicle dynamics models to obtain the longitudinal velocity. However, the relevant sensors are relatively expensive and are affected by driving environmental conditions (high and low temperatures, vibration, etc.) and the aging of the on-board sensors themselves, which will lead to low accuracy in the vehicle longitudinal velocity estimation obtained by the on-board sensors.

[0005] The indirect method uses the vehicle wheel speed information or body acceleration information obtained by other vehicle sensors, or simultaneously calculates the vehicle wheel speed information and body acceleration information based on an intelligent control algorithm to estimate the vehicle longitudinal velocity. The intelligent control algorithm includes: Kalman filter algorithm, sliding mode variable structure algorithm, fuzzy rule algorithm, recursive least squares algorithm, etc. However, when the vehicle has wheel slip, the accuracy of the vehicle longitudinal velocity estimation will be low. Summary of the Invention

[0006] The present invention provides a method, device, and electronic device for estimating the longitudinal velocity of a vehicle, which are used to improve the estimation accuracy of the longitudinal velocity of the vehicle. The specific implementation scheme is as follows:

[0007] In a first aspect, an embodiment of the present application provides a method for estimating the longitudinal velocity of a vehicle, comprising:

[0008] Obtaining at least one slip flag of the vehicle;

[0009] Determining a slip state corresponding to the vehicle based on a parameter corresponding to the at least one slip flag;

[0010] Based on a correspondence between a preset slip state and a preset speed estimation method, a speed estimation method corresponding to the slip state is determined, and the longitudinal speed of the vehicle is calculated based on the speed estimation method.

[0011] By adopting corresponding longitudinal velocity estimation methods according to different slip states, the estimation accuracy of longitudinal velocity is improved.

[0012] In one possible design, obtaining at least one slip flag of the vehicle includes:

[0013] calculating an estimated longitudinal speed of the vehicle based on two-degree-of-freedom bicycle model parameters and a difference between left and right wheel speeds of the vehicle, and in response to a difference between the estimated longitudinal speed and an estimated vehicle speed being greater than a preset vehicle speed threshold, setting the slip flag as a first dynamically calibrated slip flag; and / or

[0014] Based on the left front wheel speed and the right front wheel speed of the vehicle, in response to the inner and outer ring states of the left and right wheels being the left wheel outer ring flag position or the right wheel outer ring flag position, using the slip flag position as a second dynamically calibrated slip flag position; and / or

[0015] Based on the transmission output shaft speed, the front wheel shaft speed, and the transmission torque, in response to a difference between the transmission output shaft speed and the front wheel shaft speed being greater than a first estimated vehicle speed, and the transmission torque being greater than a second estimated vehicle speed, setting the slip flag as a third dynamically calibrated slip flag; and / or

[0016] Based on the transmission output shaft speed, the front wheel shaft speed and the estimated vehicle speed, in response to a difference between the transmission output shaft speed and the front wheel shaft speed being greater than the estimated vehicle speed, the slip flag is used as a fourth dynamically calibrated slip flag.

[0017] By using the above method, the dynamic slip flag of the vehicle is determined according to different states of the vehicle, which can ensure that the vehicle slip flag can be determined and avoid the situation where the determined vehicle slip flag is inaccurate.

[0018] In one possible design, determining the slip state corresponding to the vehicle based on a parameter corresponding to the at least one slip flag includes:

[0019] When the third dynamically calibrated slip flag is 1, the driving slip state is used as the slip state corresponding to the vehicle; or

[0020] When the first dynamic calibrated slip flag, the second dynamic calibrated slip flag, and the fourth dynamic calibrated slip flag are all 1, the rear wheel brake slip state is used as the slip state corresponding to the vehicle; or

[0021] When the first dynamic calibrated slip flag and the second dynamic calibrated slip flag are both 1, and the fourth dynamic calibrated slip flag is 0, the front wheel brake slip state is used as the slip state corresponding to the vehicle; or

[0022] When the slip state is a non-driving slip state, a non-rear wheel braking slip state, and a non-front wheel braking slip state, it is determined that the slip state of the vehicle is a non-slip state.

[0023] By using the above method, the parameters of the dynamic calibration slip position are determined, and the corresponding slip state of the vehicle is determined by the parameters of the dynamic calibration slip position, thereby ensuring the improvement of the estimation accuracy of the longitudinal speed and realizing the judgment of the slip state.

[0024] In one possible design, determining a speed estimation method corresponding to the slip state and calculating the longitudinal speed of the vehicle based on the speed estimation method includes:

[0025] When the slip state is the driving slip state or the rear wheel brake slip state, processing the front wheel shaft speed according to a first preset manner, determining a first output speed corresponding to the front wheel shaft speed, and fusing the front wheel shaft speed and the first output speed to obtain the longitudinal speed of the vehicle; or

[0026] When the slip state is the front wheel brake slip state, processing the transmission output shaft speed according to a second preset method to determine a second output speed corresponding to the transmission output shaft speed, and fusing the transmission output shaft speed and the second output speed to obtain the longitudinal speed of the vehicle; or

[0027] When the slip state is the no-slip state, the estimated vehicle speed and the front wheel speed are substituted into a preset formula to calculate the longitudinal speed of the vehicle.

[0028] Through the above method, the corresponding speed estimation method is determined according to the slip state of the vehicle, and different speed estimation methods are adopted based on different slip states, thereby ensuring the accuracy of the longitudinal speed of the vehicle calculated based on the speed estimation method.

[0029] In one possible design, processing the front wheel shaft speed according to a first preset manner to determine a first output speed corresponding to the front wheel shaft speed includes:

[0030] performing differential processing on the front wheel axle speed to calculate a first acceleration corresponding to the front wheel axle speed;

[0031] The first acceleration is filtered and integrated, the obtained value is added to the estimated vehicle speed, and the accumulated value is used as the first output speed corresponding to the front wheel shaft speed.

[0032] By the above method, the front wheel axle speed is processed based on the first preset method to calculate the front wheel speed of the vehicle, thereby ensuring the accuracy of the determined first output speed of the vehicle.

[0033] In one possible design, processing the transmission output shaft speed according to a second preset manner to determine a second output speed corresponding to the transmission output shaft speed includes:

[0034] performing differential processing on the transmission output shaft speed to determine a second acceleration corresponding to the transmission output shaft speed;

[0035] The second acceleration is subjected to the filtering process and the integration process, and the obtained value is accumulated to the estimated vehicle speed to determine a second output speed corresponding to the transmission output shaft speed.

[0036] Through the above method, the transmission output shaft speed is processed in a second preset manner to determine the second output speed, thereby ensuring the accuracy of the determined second output speed.

[0037] In a second aspect, an embodiment of the present application provides a vehicle longitudinal velocity estimation device, comprising:

[0038] An acquisition module, configured to acquire at least one slip flag of the vehicle;

[0039] a determination module, configured to determine a slip state corresponding to the vehicle based on a parameter corresponding to the at least one slip flag;

[0040] The calculation module is configured to determine a speed estimation method corresponding to a preset slip state based on a correspondence between the preset slip state and the preset speed estimation method, and calculate the longitudinal speed of the vehicle based on the speed estimation method.

[0041] In one possible design, the acquisition module is specifically configured to calculate an estimated longitudinal speed of the vehicle based on two-degree-of-freedom bicycle model parameters and a difference between the left and right wheel speeds of the vehicle, and in response to a difference between the estimated longitudinal speed and the estimated vehicle speed being greater than a preset vehicle speed threshold, use the slip flag as a first dynamic calibration slip flag, and / or based on the left front wheel speed and the right front wheel speed of the vehicle, in response to the inner and outer rim states of the left and right wheels being the left wheel outer rim flag or the right wheel outer rim flag, use the slip flag as a second dynamic calibration slip flag. A slip flag, and / or, based on the transmission output shaft speed, the front wheel shaft speed and the transmission torque, in response to the difference between the transmission output shaft speed and the front wheel shaft speed being greater than the first estimated vehicle speed, and the transmission torque being greater than the second estimated vehicle speed, the slip flag is used as a third dynamically calibrated slip flag, and / or based on the transmission output shaft speed, the front wheel shaft speed and the estimated vehicle speed, in response to the difference between the transmission output shaft speed and the front wheel shaft speed being greater than the estimated vehicle speed, the slip flag is used as a fourth dynamically calibrated slip flag.

[0042] In one possible design, the determination module is specifically configured to, when the third dynamic calibrated slip flag is 1, use the driving slip state as the slip state corresponding to the vehicle; or, when the first dynamic calibrated slip flag, the second dynamic calibrated slip flag and the fourth dynamic calibrated slip flag are all 1, use the rear wheel braking slip state as the slip state corresponding to the vehicle; or, when the first dynamic calibrated slip flag and the second dynamic calibrated slip flag are all 1 and the fourth dynamic calibrated slip flag is 0, use the front wheel braking slip state as the slip state corresponding to the vehicle; or, when the slip state is a non-driving slip state, a non-rear wheel braking slip state and a non-front wheel braking slip state, determine that the slip state of the vehicle is a non-slip state.

[0043] In one possible design, the calculation module is specifically configured to, when the slip state is the driving slip state or the rear wheel brake slip state, process the front wheel shaft speed according to a first preset method, determine a first output speed corresponding to the front wheel shaft speed, and fuse the front wheel shaft speed and the first output speed to obtain the longitudinal speed of the vehicle; or, when the slip state is the front wheel brake slip state, process the transmission output shaft speed according to a second preset method, determine a second output speed corresponding to the transmission output shaft speed, and fuse the transmission output shaft speed and the second output speed to obtain the longitudinal speed of the vehicle; or, when the slip state is the no-slip state, substitute the estimated vehicle speed and the front wheel speed into a preset formula to calculate the longitudinal speed of the vehicle.

[0044] In one possible design, the calculation module is also used to perform differential processing on the front wheel axle speed, calculate the first acceleration corresponding to the front wheel axle speed, filter and integrate the first acceleration, add the obtained value to the estimated vehicle speed, and use the accumulated value as the first output speed corresponding to the front wheel axle speed.

[0045] In one possible design, the calculation module is further used to perform differential processing on the transmission output shaft speed to determine a second acceleration corresponding to the transmission output shaft speed, perform the filtering and integration processing on the second acceleration, and add the obtained value to the estimated vehicle speed to determine the second output speed corresponding to the transmission output shaft speed.

[0046] In a third aspect, an electronic device is proposed, comprising a processor and a memory, wherein the memory stores program code, and when the program code is executed by the processor, the processor executes the steps of the vehicle longitudinal velocity estimation method described in the first aspect.

[0047] In a fourth aspect, a storage medium is proposed, which includes a program code. When the program code is run on an electronic device, the program code is used to enable the electronic device to execute the steps of the vehicle longitudinal velocity estimation method described in the first aspect.

[0048] For each of the above-mentioned aspects from the second to the fourth aspects and the technical effects that may be achieved by each of the aspects, please refer to the above-mentioned description of the technical effects that can be achieved by the first aspect or various possible solutions in the first aspect, and no further details will be given here. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 A flowchart of a method for estimating the longitudinal speed of a vehicle provided in an embodiment of the present application;

[0050] Figure 2 A schematic diagram of a two-degree-of-freedom bicycle model of a vehicle provided in an embodiment of the present application;

[0051] Figure 3 A schematic diagram of a method for estimating the longitudinal velocity of a vehicle provided in an embodiment of the present application;

[0052] Figure 4 A schematic structural diagram of a vehicle longitudinal velocity estimation device provided in an embodiment of the present application;

[0053] Figure 5 A schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0054] The following will be combined with the accompanying drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0055] It should be noted that in the description of this application, "multiple" is understood to mean "at least two." "And / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. A and B are connected, which can mean: A and B are directly connected, and A and B are connected through C. In addition, in the description of this application, words such as "first" and "second" are only used for the purpose of distinguishing descriptions, and cannot be understood as indicating or implying relative importance, nor can they be understood as indicating or implying an order.

[0056] In addition, the collection, dissemination, and use of data in the technical solution of this application comply with the requirements of relevant national laws and regulations.

[0057] The following is a brief introduction to the design concept of the embodiment of this application:

[0058] Currently, when using the indirect method to obtain the vehicle's longitudinal velocity, it is necessary to use the vehicle wheel speed information or body acceleration information obtained by the vehicle sensor, or calculate the vehicle wheel speed information and body acceleration information based on the intelligent control algorithm to estimate the vehicle's longitudinal velocity. However, when the vehicle's wheels slip, the estimation accuracy of the vehicle's longitudinal velocity will be unstable.

[0059] Therefore, the present application proposes a method for estimating the longitudinal speed of a vehicle, which determines the current slip state through the parameters of the slip flag and adopts different longitudinal speed estimation methods for different slip states, thereby improving the estimation accuracy of the longitudinal speed.

[0060] Based on the above technical effects, the longitudinal velocity estimation method of the vehicle provided by the embodiment of the present application will be further described in detail with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present application and are not used to limit the present application. In addition, in the absence of conflict, the embodiments of the present application and the features in the embodiments can be combined with each other. Figure 1 As shown, an embodiment of the present application provides a method for estimating the longitudinal speed of a vehicle, comprising:

[0061] Step S1: Acquire at least one slip flag of the vehicle.

[0062] Since the influence of vehicle slip on vehicle longitudinal velocity estimation cannot be avoided in the prior art, the present application introduces a slip flag to accurately determine the vehicle longitudinal velocity. The specific process of determining the vehicle slip flag is as follows:

[0063] Case 1: Based on the two-degree-of-freedom bicycle model parameters and the difference between the left and right wheel speeds of the vehicle, the estimated longitudinal speed of the vehicle is calculated. Then, in response to the difference between the estimated longitudinal speed and the estimated vehicle speed being greater than a preset speed threshold, the slip flag is used as the first dynamic calibration slip flag.

[0064] Specifically, the two-degree-of-freedom model parameters are used to transfer the front wheel speed of the vehicle to the center of mass of the vehicle. The two-degree-of-freedom bicycle model of the vehicle is as follows: Figure 2 As shown, in Figure 2 In the example, the vehicle is in a turning state. In order to calculate the estimated longitudinal speed of the vehicle, it is necessary to obtain a function of the front wheel speed of the vehicle and the estimated longitudinal speed. The function is as follows:

[0065]

[0066] In the above function, v f Represents the front wheel speed of the vehicle, v x represents the estimated longitudinal velocity of the vehicle, t f Represents the width of the vehicle's front axle half-axle, l f Represents the distance from the center of mass of the vehicle to the center of the front axle of the vehicle, δ represents the front wheel turning angle of the vehicle, FrntLeWhlSpd mps Represents the vehicle's left front wheel speed, FrntRiWhlSpd mps Represents the speed of the vehicle's right front wheel.

[0067] In the above formula, δ = 0, and the function between the vehicle's front wheel speed and the estimated longitudinal speed is as follows:

[0068]

[0069] in, is the vehicle yaw rate and is the vehicle yaw angle The derivative is obtained, It can be expressed as:

[0070]

[0071] The above formula (3) is expressed by δ Thus, formula (1) can be derived, ensuring the accuracy of the estimated longitudinal speed of the vehicle determined based on formula (1).

[0072] The formula for calculating the difference in left and right wheel speeds of a vehicle is as follows:

[0073] FrntLe_RiWhlSpdDiff mps =|FrntLeWhlSpd mps -FrntRiWhlSpd mps |

[0074] In the above formula, FrntLeWhlSpd mps Represents the vehicle's left front wheel speed, FrntRiWhlSpd mps Represents the vehicle's right front wheel speed, FrntLe_RiWhlSpdDiff mps Representing the difference in left and right wheel speeds of the vehicle, the left front wheel speed of the vehicle and the right front wheel speed of the vehicle can be obtained based on the vehicle sensor. Since the method of obtaining the left front wheel speed of the vehicle and the right front wheel speed of the vehicle is a technology well known to those skilled in the art, no further explanation is given here.

[0075] After the estimated longitudinal speed is determined by the above function, in order to determine the first dynamic slip flag, it is necessary to determine the difference between the estimated longitudinal speed and the estimated vehicle speed. Since the left front wheel speed and the right front wheel speed of the vehicle are obtained by looking up the table under the estimated vehicle speed condition, the table records the relationship between the estimated vehicle speed and the front wheel speed difference. The table determines the speed difference value through the vehicle turning boundary. Therefore, the estimated vehicle speed is a known value. Let δ=0 in the above function, calculate the difference between the estimated longitudinal speed and the estimated vehicle speed. When the difference is greater than the preset vehicle speed threshold, the slip flag is determined, and the slip flag is used as the first dynamic calibration slip flag.

[0076] Case 2: Determine the left front wheel speed and the right front wheel speed of the vehicle. When the left front wheel speed is greater than the right front wheel speed, the inner and outer ring states of the left and right wheels are the left wheel outer ring mark position; when the right front wheel speed is greater than the left front wheel speed, the inner and outer ring states of the left and right wheels are the right wheel outer ring mark position.

[0077] The left wheel outer ring mark position and the right wheel outer ring mark position are both slip mark positions, and the slip mark position is used as the second dynamic calibration slip mark position.

[0078] Case three: Determine the transmission output shaft speed, front wheel shaft speed and transmission torque. When the difference between the transmission output shaft speed and the front wheel shaft speed is greater than the first estimated vehicle speed, and the transmission torque is greater than the second estimated vehicle speed, the slip flag is used as the third dynamic calibration slip flag.

[0079] Case 4: The transmission output shaft speed, the front wheel shaft speed and the estimated vehicle speed are determined. When the difference between the transmission output shaft speed and the front wheel shaft speed is greater than the estimated vehicle speed, the slip flag is used as the fourth dynamic calibration slip flag.

[0080] The above records the slip flag positions in four situations. When the vehicle meets at least one of the above-described situations in an actual scenario, at least one slip flag position is determined. By determining the slip flag position, the problem of inaccurate slip flag position determined due to insufficient detection conditions can be avoided.

[0081] Step S2: Determine the corresponding slip state of the vehicle based on the parameters corresponding to at least one slip flag.

[0082] After determining at least one slip flag of the vehicle, it is detected whether the parameter of the vehicle slip flag is a preset parameter. In the embodiment of the present application, the preset parameter is 1. The method for determining the corresponding slip state of the vehicle is as follows:

[0083] Method 1: When the third dynamic calibrated slip flag is 1, the driving slip state is used as the corresponding slip state of the vehicle.

[0084] Method 2: When the first dynamic calibrated slip flag, the second dynamic calibrated slip flag and the fourth dynamic slip flag are all 1, the rear wheel brake slip state is used as the corresponding slip state of the vehicle.

[0085] Method three: when the first dynamic calibrated slip flag and the second dynamic calibrated slip flag are both 1, and the fourth dynamic calibrated slip flag is 0, the front wheel brake slip state is used as the corresponding slip state of the vehicle.

[0086] If the slip state of the vehicle is a non-driving slip state, a non-rear wheel brake slip state, and a non-front wheel brake slip state, it is determined that the vehicle is in a non-slip state.

[0087] By using the above method, different slip states of the vehicle are determined, which ensures the accuracy of determining the slip state of the vehicle, thereby improving the accuracy of estimating the longitudinal speed of the vehicle.

[0088] Step S3: Based on the correspondence between the preset slip state and the preset speed estimation method, a speed estimation method corresponding to the slip state is determined, and the longitudinal speed of the vehicle is calculated based on the speed estimation method.

[0089] After determining the vehicle's slip state, in order to improve the accuracy of estimating the vehicle's longitudinal velocity, it is necessary to determine the velocity estimation method corresponding to the slip state based on the correspondence between the preset slip state and the preset velocity estimation method. The specific determination process is as follows:

[0090] When the slip state is a driving slip state or a rear wheel brake slip state, the front wheel axle speed is processed according to a first preset method. Since the vehicle transmission output shaft speed will be higher than the front wheel axle speed, in order to ensure the stability of the vehicle speed in this state, the front wheel axle speed needs to be differentially processed, and the first acceleration corresponding to the front wheel axle speed is calculated. The first acceleration is filtered and integrated, and the obtained value is added to the estimated vehicle speed, and the accumulated value is then used as the first output speed corresponding to the front wheel axle speed.

[0091] When the slip state is a front wheel brake slip state, the transmission output shaft speed is processed according to a second preset method. The transmission output shaft speed needs to be differentially processed to determine a second acceleration corresponding to the transmission output shaft speed. The second acceleration is filtered and integrated, and the obtained value is added to the estimated vehicle speed to determine a second output speed corresponding to the transmission output shaft speed.

[0092] When the slip state is a no-slip state, the estimated vehicle speed and the front wheel speed are substituted into a preset formula to calculate the longitudinal speed of the vehicle, which is KalmanVehSpdNoSlip mps It can be expressed as:

[0093]

[0094] Among them, VehSpd Est To estimate vehicle speed, is the front wheel speed, and H is the observation matrix H = [1].

[0095] It should be noted that the calculation of KalmanGain and H is a common calculation in this field and is not explained in this application. The estimated vehicle speed in this application is a real-time estimated vehicle speed based on the vehicle status at this time. The subscript kph in the formula indicates that the speed unit is km / h, and the subscript mps indicates that the speed unit is m / s. In order to facilitate calculation, the speed unit needs to be converted. This unit conversion is a common unit conversion in this field and is not explained in this application.

[0096] For example: Reference Figure 3 The flow chart of determining the longitudinal velocity of the vehicle is shown in Figure 3 In this method, the corresponding left and right front wheel speeds are obtained by obtaining the relative speeds of the left and right front wheels. When the difference between the left and right front wheel speeds is greater than the speed difference boundary value obtained by looking up the estimated vehicle speed table, the left front wheel speed is determined to be greater than the right front wheel speed, indicating the left wheel outer ring position, and the right front wheel speed is determined to be greater than the left front wheel speed, indicating the right wheel outer ring position. The estimated vehicle speed and the obtained front wheel axle speed are used to determine the vehicle's longitudinal speed when there is no slip. The vehicle's slip state is determined based on the vehicle's two-degree-of-freedom model, the left and right front wheel speeds, the left and right wheel outer ring positions, and the estimated speed. The current slip state is determined to be no slip, and the vehicle's longitudinal speed when there is no slip is estimated. The corresponding longitudinal speed of the vehicle is then determined based on different vehicle slip states. Corresponding longitudinal speed estimation methods are used for different slip states, improving the accuracy of longitudinal speed estimation.

[0097] Based on the above description, the embodiment of the present application determines the slip flag and the corresponding slip flag state of the vehicle, and then calculates the longitudinal speed of the vehicle based on the speed estimation method corresponding to different slip states, thereby ensuring the accuracy of determining the longitudinal speed.

[0098] Furthermore, based on the same technical concept, the embodiment of the present application also provides a vehicle longitudinal speed estimation device, which is used to implement the above method flow of the embodiment of the present application. Figure 4 As shown, the vehicle longitudinal speed estimation device includes: an acquisition module 401, a determination module 402 and a calculation module 403, wherein:

[0099] An acquisition module 401 is configured to acquire at least one slip flag of a vehicle;

[0100] A determination module 402 is configured to determine a slip state corresponding to the vehicle based on a parameter corresponding to the at least one slip flag;

[0101] The calculation module 403 is configured to determine a speed estimation method corresponding to a preset slip state based on a correspondence between the preset slip state and the preset speed estimation method, and calculate the longitudinal speed of the vehicle based on the speed estimation method.

[0102] In one possible design, the acquisition module 401 is specifically configured to calculate an estimated longitudinal speed of the vehicle based on the two-degree-of-freedom bicycle model parameters and the difference between the left and right wheel speeds of the vehicle, and in response to the difference between the estimated longitudinal speed and the estimated vehicle speed being greater than a preset vehicle speed threshold, use the slip flag as a first dynamic calibration slip flag, and / or based on the left front wheel speed and the right front wheel speed of the vehicle, in response to the inner and outer ring states of the left and right wheels being the left wheel outer ring flag or the right wheel outer ring flag, use the slip flag as a second dynamic calibration slip flag. A calibrated slip flag is provided, and / or, based on the transmission output shaft speed, the front wheel shaft speed and the transmission torque, in response to the difference between the transmission output shaft speed and the front wheel shaft speed being greater than the first estimated vehicle speed, and the transmission torque being greater than the second estimated vehicle speed, the slip flag is used as a third dynamic calibrated slip flag, and / or based on the transmission output shaft speed, the front wheel shaft speed and the estimated vehicle speed, in response to the difference between the transmission output shaft speed and the front wheel shaft speed being greater than the estimated vehicle speed, the slip flag is used as a fourth dynamic calibrated slip flag.

[0103] In one possible design, the determination module 402 is specifically configured to, when the third dynamic calibrated slip flag is 1, use the driving slip state as the slip state corresponding to the vehicle; or, when the first dynamic calibrated slip flag, the second dynamic calibrated slip flag and the fourth dynamic calibrated slip flag are all 1, use the rear wheel braking slip state as the slip state corresponding to the vehicle; or, when the first dynamic calibrated slip flag and the second dynamic calibrated slip flag are all 1 and the fourth dynamic calibrated slip flag is 0, use the front wheel braking slip state as the slip state corresponding to the vehicle; or, when the slip state is a non-driving slip state, a non-rear wheel braking slip state and a non-front wheel braking slip state, determine that the slip state of the vehicle is a non-slip state.

[0104] In one possible design, the calculation module 403 is specifically configured to, when the slip state is the driving slip state or the rear wheel braking slip state, process the front wheel shaft speed according to a first preset method, determine a first output speed corresponding to the front wheel shaft speed, and fuse the front wheel shaft speed and the first output speed to obtain the longitudinal speed of the vehicle; or, when the slip state is the front wheel braking slip state, process the transmission output shaft speed according to a second preset method, determine a second output speed corresponding to the transmission output shaft speed, and fuse the transmission output shaft speed and the second output speed to obtain the longitudinal speed of the vehicle; or, when the slip state is the no-slip state, substitute the estimated vehicle speed and the front wheel vehicle speed into a preset formula to calculate the longitudinal speed of the vehicle.

[0105] In one possible design, the calculation module 403 is also used to perform differential processing on the front wheel axle speed, calculate the first acceleration corresponding to the front wheel axle speed, filter and integrate the first acceleration, add the obtained value to the estimated vehicle speed, and use the accumulated value as the first output speed corresponding to the front wheel axle speed.

[0106] In one possible design, the calculation module 403 is further used to perform differential processing on the transmission output shaft speed to determine a second acceleration corresponding to the transmission output shaft speed, perform the filtering and integration processing on the second acceleration, and add the obtained value to the estimated vehicle speed to determine the second output speed corresponding to the transmission output shaft speed.

[0107] Based on the same inventive concept as the above-mentioned embodiment, the embodiment of the present application further provides an electronic device that can be used to estimate the longitudinal velocity of a vehicle. In one embodiment, the electronic device can be a server, a terminal device, or other electronic device. In this embodiment, the structure of the electronic device can be as follows: Figure 5 As shown, it includes a memory 501 , a communication interface 503 and one or more processors 502 .

[0108] Memory 501 may be a volatile memory, such as random-access memory (RAM); a non-volatile memory, such as read-only memory, flash memory, a hard disk drive (HDD), or a solid-state drive (SSD); or any other medium capable of carrying or storing desired program code in the form of instructions or data structures and accessible by a computer, but is not limited thereto. Memory 501 may be a combination of the above memories.

[0109] The processor 502 may include one or more central processing units (CPUs) or digital processing units, etc. The processor 502 is configured to implement the aforementioned vehicle longitudinal velocity estimation method when calling the computer program stored in the memory 501 .

[0110] The communication interface 503 is used to communicate with terminal devices and other servers.

[0111] The specific connection medium between the memory 501, the communication interface 503 and the processor 502 is not limited in the embodiment of the present application. Figure 5 In the embodiment, the memory 501 and the processor 502 are connected via a bus 504. Figure 5 The connections between the other components are shown in bold lines, which are only for illustration and are not intended to be limiting. The bus 504 can be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, Figure 5 Only one thick line is used in the diagram, but this does not mean that there is only one bus or one type of bus.

[0112] Based on the same inventive concept, an embodiment of the present application further provides a storage medium storing computer instructions. When the computer instructions are executed on a computer, the computer executes the vehicle longitudinal velocity estimation method discussed above.

[0113] In some possible implementations, various aspects of the method for estimating the longitudinal velocity of a vehicle provided by the present application may also be implemented in the form of a program product, which includes program code. When the program product is run on an apparatus, the program code is used to cause the control device to execute the steps of the method for estimating the longitudinal velocity of a vehicle according to various exemplary embodiments of the present application described above in this specification.

[0114] It should be noted that although several units or subunits of the device are mentioned in the detailed description above, this division is merely exemplary and not mandatory. In fact, depending on the embodiment of the application, the features and functions of two or more units described above can be embodied in a single unit. Conversely, the features and functions of a single unit described above can be further divided and embodied by multiple units.

[0115] Furthermore, although the operations of the method of the present application are described in a particular order in the accompanying drawings, this does not require or imply that the operations must be performed in this particular order, or that all illustrated operations must be performed to achieve the desired results. Additionally or alternatively, some steps may be omitted, multiple steps may be combined into one step, and / or one step may be decomposed into multiple steps.

[0116] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0117] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the present application. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0118] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0119] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0120] Obviously, those skilled in the art may make various changes and modifications to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application is intended to include these modifications and variations.

Claims

1. A method for estimating the longitudinal velocity of a vehicle, characterized in that: include: Obtaining at least one slip flag of the vehicle; Determining a slip state corresponding to the vehicle based on a parameter corresponding to the at least one slip flag, wherein the slip state includes a driving slip state, a rear wheel braking slip state, a front wheel braking slip state, and a no-slip state; Based on a correspondence between a preset slip state and a preset speed estimation method, a speed estimation method corresponding to the slip state is determined, and the longitudinal speed of the vehicle is calculated based on the speed estimation method.

2. The method according to claim 1, wherein The obtaining of at least one slip flag of the vehicle includes: calculating an estimated longitudinal speed of the vehicle based on two-degree-of-freedom bicycle model parameters and a difference between left and right wheel speeds of the vehicle, and in response to a difference between the estimated longitudinal speed and an estimated vehicle speed being greater than a preset vehicle speed threshold, setting the slip flag as a first dynamically calibrated slip flag; and / or Based on the left front wheel speed and the right front wheel speed of the vehicle, in response to the inner and outer ring states of the left and right wheels being the left wheel outer ring flag position or the right wheel outer ring flag position, using the slip flag position as the second dynamically calibrated slip flag position; and / or Based on the transmission output shaft speed, the front wheel shaft speed, and the transmission torque, in response to a difference between the transmission output shaft speed and the front wheel shaft speed being greater than a first estimated vehicle speed, and the transmission torque being greater than a second estimated vehicle speed, setting the slip flag as a third dynamically calibrated slip flag; and / or Based on the transmission output shaft speed, the front wheel shaft speed and the estimated vehicle speed, in response to a difference between the transmission output shaft speed and the front wheel shaft speed being greater than the estimated vehicle speed, the slip flag is used as a fourth dynamically calibrated slip flag.

3. The method according to claim 2, wherein Determining a slip state corresponding to the vehicle based on a parameter corresponding to the at least one slip flag includes: When the third dynamically calibrated slip flag is 1, the driving slip state is used as the slip state corresponding to the vehicle; or When the first dynamic calibrated slip flag, the second dynamic calibrated slip flag, and the fourth dynamic calibrated slip flag are all 1, the rear wheel brake slip state is used as the slip state corresponding to the vehicle; or When the first dynamic calibrated slip flag and the second dynamic calibrated slip flag are both 1, and the fourth dynamic calibrated slip flag is 0, the front wheel brake slip state is used as the slip state corresponding to the vehicle; or When the slip state is a non-driving slip state, a non-rear wheel braking slip state, and a non-front wheel braking slip state, it is determined that the slip state of the vehicle is a non-slip state.

4. The method according to claim 1, wherein Determining a speed estimation method corresponding to the slip state, and calculating the longitudinal speed of the vehicle based on the speed estimation method, including: When the slip state is the driving slip state or the rear wheel braking slip state, processing the front wheel shaft speed according to a first preset manner, determining a first output speed corresponding to the front wheel shaft speed, and fusing the front wheel shaft speed and the first output speed to obtain the longitudinal speed of the vehicle; or When the slip state is the front wheel brake slip state, processing the transmission output shaft speed according to a second preset method to determine a second output speed corresponding to the transmission output shaft speed, and fusing the transmission output shaft speed and the second output speed to obtain the longitudinal speed of the vehicle; or When the slip state is the no-slip state, the estimated vehicle speed and the front wheel speed are substituted into a preset formula to calculate the longitudinal speed of the vehicle.

5. The method according to claim 4, wherein Processing the front wheel shaft speed according to a first preset manner to determine a first output speed corresponding to the front wheel shaft speed includes: performing differential processing on the front wheel axle speed to calculate a first acceleration corresponding to the front wheel axle speed; The first acceleration is filtered and integrated, the obtained value is added to the estimated vehicle speed, and the accumulated value is used as the first output speed corresponding to the front wheel shaft speed.

6. The method according to claim 5, wherein Processing the transmission output shaft speed according to a second preset method to determine a second output speed corresponding to the transmission output shaft speed includes: performing differential processing on the transmission output shaft speed to determine a second acceleration corresponding to the transmission output shaft speed; The second acceleration is subjected to the filtering process and the integration process, and the obtained value is accumulated to the estimated vehicle speed to determine a second output speed corresponding to the transmission output shaft speed.

7. A vehicle longitudinal velocity estimation device, characterized in that: include: An acquisition module, configured to acquire at least one slip flag of the vehicle; a determination module, configured to determine a slip state corresponding to the vehicle based on a parameter corresponding to the at least one slip flag, wherein the slip state includes a driving slip state, a rear wheel braking slip state, a front wheel braking slip state, and a no-slip state; The calculation module is configured to determine a speed estimation method corresponding to a preset slip state based on a correspondence between the preset slip state and the preset speed estimation method, and calculate the longitudinal speed of the vehicle based on the speed estimation method.

8. The device according to claim 7, wherein The acquisition module is specifically configured to calculate an estimated longitudinal speed of the vehicle based on two-degree-of-freedom bicycle model parameters and a difference between the left and right wheel speeds of the vehicle, and in response to a difference between the estimated longitudinal speed and the estimated vehicle speed being greater than a preset vehicle speed threshold, use the slip flag as a first dynamically calibrated slip flag, and / or use the slip flag as a second dynamically calibrated slip flag in response to a state of the inner and outer rings of the left and right wheels being a left wheel outer ring flag or a right wheel outer ring flag based on the left front wheel speed and the right front wheel speed of the vehicle. , and / or, based on the transmission output shaft speed, the front wheel shaft speed and the transmission torque, in response to the difference between the transmission output shaft speed and the front wheel shaft speed being greater than the first estimated vehicle speed, and the transmission torque being greater than the second estimated vehicle speed, the slip flag is used as the third dynamic calibrated slip flag, and / or based on the transmission output shaft speed, the front wheel shaft speed and the estimated vehicle speed, in response to the difference between the transmission output shaft speed and the front wheel shaft speed being greater than the estimated vehicle speed, the slip flag is used as the fourth dynamic calibrated slip flag.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein: When the processor executes the computer program, the method according to any one of claims 1 to 6 is implemented.

10. A storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

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