Processing method and device of automatic driving drive-brake calibration table and mobile tool

Abstract

The embodiment of the application relates to a kind of automatic driving drive brake calibration table processing method, comprising: obtaining preset drive brake calibration table;Preset drive brake calibration table includes preset drive calibration table and preset brake calibration table;According to preset drive brake calibration table, first acceleration threshold and second acceleration threshold are extracted;According to current vehicle speed, expected acceleration is compared with first acceleration threshold and second acceleration threshold respectively;According to the comparison result, the current expected longitudinal control mode and the current expected longitudinal control parameter are determined;Longitudinal control parameter includes drive parameter and brake parameter.

Description

Technical Field

[0001] This invention relates to the field of autonomous driving technology, and in particular to a method, apparatus, and mobile tool for processing an autonomous driving drive and braking calibration table. Background Technology

[0002] The calibration of the drive and braking characteristics of autonomous vehicles plays a crucial role in the vehicle's stability, comfort, speed, and accuracy. Existing calibration tables for autonomous vehicle drive and braking systems typically combine speed, acceleration, and drive torque / braking pressure onto a single two-dimensional table, as shown in Table 1 below. Here, 'a' represents acceleration in m / s². 2 v represents velocity in m / s. When looking up Table 1 using bilinear interpolation based on acceleration and velocity, a value T greater than 0 indicates the drive actuator is active, while a value T less than 0 indicates the brake actuator is active. To prevent frequent switching between drive and brake actuators, a hysteresis loop [-m, n] is typically added between drive and brake. When T > n, the actuator is in drive mode; when T < -m, it is in brake mode; and when T ∈ [-m, n], the actuator mode retains the previous value.

[0003] The method of calibrating the drive and braking onto a two-dimensional table and using hysteresis to prevent frequent actuator switching has the following drawbacks: when the hysteresis setting range is too small, frequent actuator switching affects comfort; when the hysteresis setting range is too large, actuator switching can be reduced in most scenarios, but frequent actuator switching will still occur in some slope scenarios, and an excessively large hysteresis setting will cause an increase in tracking delay and a decrease in tracking accuracy.

[0004]

[0005] Table 1 Summary of the Invention

[0006] The purpose of this invention is to address the shortcomings of existing technologies by providing a method, apparatus, and mobile tool for processing autonomous driving drive and braking calibration tables. This invention calibrates the drive and braking characteristics of autonomous vehicles separately, which can solve the problem of frequent actuator switching, improve actuator response speed, and thus improve the comfort of autonomous vehicles.

[0007] To achieve the above objectives, in a first aspect, the present invention provides a method for processing an autonomous driving drive braking calibration table, the method comprising:

[0008] Obtain a preset drive and brake calibration table; the preset drive and brake calibration table includes a preset drive calibration table and a preset brake calibration table;

[0009] According to the preset drive-brake calibration table, extract the first acceleration threshold and the second acceleration threshold;

[0010] Based on the current vehicle speed, the desired acceleration is compared with the first acceleration threshold and the second acceleration threshold respectively;

[0011] Based on the comparison results, the desired longitudinal control mode and the desired longitudinal control parameters are determined; the longitudinal control parameters include driving parameters and braking parameters.

[0012] In a second aspect, the present invention provides a processing apparatus for an autonomous driving drive braking calibration table, comprising:

[0013] An acquisition module is used to acquire a preset drive and brake calibration table; the preset drive and brake calibration table includes a preset drive calibration table and a preset brake calibration table.

[0014] The extraction module is used to extract a first acceleration threshold and a second acceleration threshold according to the preset drive-brake calibration table.

[0015] The comparison module is used to compare the desired acceleration with the first acceleration threshold and the second acceleration threshold respectively based on the current vehicle speed;

[0016] The determination module is used to determine the currently desired longitudinal control mode and the currently desired longitudinal control parameters based on the comparison results; the longitudinal control parameters include driving parameters and braking parameters.

[0017] In a third aspect, the present invention provides a computer server, comprising: a memory, a processor, and a transceiver;

[0018] The processor is configured to be coupled to the memory, read and execute instructions in the memory, so as to implement the processing method described in any of the first aspects above;

[0019] The transceiver is coupled to the processor, and the processor controls the transceiver to send and receive messages.

[0020] In a fourth aspect, the present invention provides a chip system including a processor coupled to a memory storing program instructions, wherein when the program instructions stored in the memory are executed by the processor, the processing method described in any of the first aspects is implemented.

[0021] In a fifth aspect, the present invention provides a computer system including a memory and one or more processors communicatively connected to the memory;

[0022] The memory stores instructions that can be executed by the one or more processors to cause the one or more processors to implement the processing method as described in any of the first aspects above.

[0023] In a sixth aspect, the present invention provides a mobile tool including the computer server described in the third aspect above.

[0024] The autonomous driving drive and braking calibration table processing method provided in this embodiment of the invention calibrates the drive characteristics and braking characteristics of the autonomous vehicle by setting a drive calibration table and a braking calibration table. By matching the current vehicle speed, desired acceleration and the two calibration tables, the desired longitudinal control mode and longitudinal control parameters of the autonomous vehicle can be determined, thereby realizing the switching control of the actuators of the autonomous vehicle. This method solves the problem of frequent actuator switching, improves the actuator response speed, and thus improves the comfort of the autonomous vehicle. Attached Figure Description

[0025] Figure 1 This is one of the flowcharts for processing the autonomous driving drive braking calibration table provided in Embodiment 1 of the present invention;

[0026] Figure 2 This is the second flowchart of the method for processing the autonomous driving drive braking calibration table provided in Embodiment 1 of the present invention;

[0027] Figure 3 A three-dimensional diagram of the autonomous driving drive braking calibration table provided in Embodiment 1 of the present invention;

[0028] Figure 4 This is a schematic diagram illustrating the usage principle of the autonomous driving drive braking calibration table provided in Embodiment 1 of the present invention.

[0029] Figure 5 This is a structural diagram of the processing device module for the automatic driving brake gauge provided in Embodiment 2 of the present invention. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this invention, and not all of them. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0031] For ease of understanding, the technical terms used in this application are explained below:

[0032] The term "autonomous vehicle" as used in this application includes, but is not limited to, vehicles meeting the L0-L5 autonomous driving technology levels defined by the Society of Automotive Engineers International (SAE International) or the Chinese national standard "Classification of Driving Automation for Automobiles". For example, it could be vehicle equipment or robotic equipment with the following functions:

[0033] (1) Passenger transport function, such as family cars, buses, etc.;

[0034] (2) Cargo carrying function, such as ordinary trucks, box trucks, trailers, enclosed trucks, tank trucks, flatbed trucks, container trucks, dump trucks, special structure trucks, etc.

[0035] (3) Tool functions, such as logistics delivery vehicles, automated guided vehicles (AGVs), patrol vehicles, cranes, hoists, excavators, bulldozers, loaders, road rollers, loaders, off-road engineering vehicles, armored engineering vehicles, sewage treatment vehicles, sanitation vehicles, vacuum trucks, floor scrubbers, water sprinkler trucks, sweeping robots, food delivery robots, shopping guide robots, lawnmowers, golf carts, etc.

[0036] (4) Entertainment functions, such as recreational vehicles, amusement park automatic driving devices, balance bikes, etc.;

[0037] (5) Special rescue functions, such as fire trucks, ambulances, power repair vehicles, and engineering emergency rescue vehicles.

[0038] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0039] The method for processing the autonomous driving drive braking calibration table provided in this embodiment of the invention can be applied in the autonomous driving control process, especially in deceleration and ramp scenarios. It solves the problem of frequent actuator switching and overcomes the loss of speed tracking accuracy caused by setting hysteresis in the prior art. It can improve the speed of actuator response and thus improve the comfort of autonomous vehicles.

[0040] Figure 1 This is one of the flowcharts for processing the autonomous driving drive braking calibration table provided in Embodiment 1 of the present invention. The following is a description of the process. Figure 1 The technical solution of the present invention will be described with reference to specific embodiments.

[0041] The present invention provides a method for processing an autonomous driving drive braking calibration table, which mainly includes the following steps:

[0042] Step 110: Obtain the preset drive and brake calibration table.

[0043] The preset drive and braking calibration tables include a drive calibration table and a braking calibration table. That is, in this application, calibration tables are generated separately based on the drive characteristics and braking characteristics of the autonomous vehicle, and then subsequent data processing is performed using the two calibration tables.

[0044] Therefore, before executing step 110, the calibration table generation process must be executed first, such as... Figure 2 As shown, it generally includes, for example Figure 2 The steps shown are as follows:

[0045] Step 101: Obtain calibration sample data.

[0046] Specifically, the calibration sample data includes the autonomous vehicle's speed, longitudinal control mode, longitudinal control parameters, and acceleration. The longitudinal control mode includes drive mode and braking mode. When the autonomous vehicle's longitudinal control mode is drive mode, the actuator in operation is the drive actuator; when the autonomous vehicle's longitudinal control mode is braking mode, the actuator in operation is the braking actuator. Longitudinal control parameters can be understood as control parameters that can change the vehicle's speed, specifically including drive parameters and braking parameters. Drive parameters can specifically include throttle opening, and braking parameters can specifically include brake pressure.

[0047] Before calibrating the vehicle's driving and braking performance, the following conditions must be met:

[0048] 1. The vehicle can enter and exit autonomous driving mode normally, and lateral and longitudinal control can be performed independently.

[0049] 2. Controller Area Network Bus (CANBUS) nodes can complete the parsing of transmitted and received data, and complete communication with the Vehicular Communication Unit (VCU).

[0050] 3. The CANBUS node can correctly parse and return vehicle speed information.

[0051] 4. The vehicle is designed for a flat, straight road environment.

[0052] The following section details the process of obtaining calibration sample data.

[0053] When the longitudinal control mode of the autonomous vehicle is drive mode, the vehicle's acceleration characteristics are calibrated as follows:

[0054] First, the drive mode control signal, the first longitudinal control signal, and drive parameters are sent to the VCU, and the vehicle enters calibration mode. The longitudinal control signal is the forward gear signal, and the drive parameter is specifically a 0% throttle opening.

[0055] Secondly, control the vehicle to start from a standstill, and wait until the vehicle accelerates to a stable speed or exceeds the maximum calibrated speed before exiting the calibration. At the same time, record the acceleration corresponding to different vehicle speeds under the throttle opening condition and fill it into Table 2.

[0056] Then, repeat the above steps to complete the calibration of the vehicle's acceleration characteristics under different driving parameter conditions. In this application, the different driving parameter conditions specifically refer to throttle openings ranging from 10% to 100%. This completes the data entry for the upper right section of Table 2.

[0057]

[0058] Table 2 Acceleration Characteristics of Driving Mode

[0059] When the longitudinal control mode of the autonomous vehicle is drive mode, the vehicle's deceleration characteristics are calibrated as follows:

[0060] First, a drive mode control signal, a first longitudinal control signal, and drive parameters are sent to the VCU. The longitudinal control signal is a forward gear signal, and the drive parameters are specifically a 0% throttle opening.

[0061] Secondly, after controlling the vehicle to accelerate from a standstill to the maximum calibrated speed, the vehicle enters the calibration mode, and the vehicle will gradually decelerate and eventually maintain a certain stable speed. At the same time, the acceleration corresponding to different vehicle speeds under the throttle opening condition is recorded and filled into Table 3.

[0062] Then, repeat the above steps to complete the calibration of the vehicle deceleration characteristics under different driving parameter conditions. In this application, the different driving parameter conditions are specifically 10% and 20% throttle opening. This completes the data entry for the lower left part of Table 3.

[0063]

[0064] Table 3. Deceleration Characteristics of Driving Mode

[0065] When the longitudinal control mode of the autonomous vehicle is braking mode, the vehicle's acceleration characteristics are calibrated as follows:

[0066] First, the drive mode control signal, longitudinal control signal, and braking parameters are sent to the VCU, and the vehicle enters calibration mode. The longitudinal control signal is the forward gear signal, and the braking parameter is specifically 0% braking pressure.

[0067] Secondly, the vehicle is slowly accelerated from a standstill to a stable speed under the braking pressure and then exits the calibration. At the same time, the acceleration corresponding to different speeds under the braking pressure is recorded and filled into Table 4.

[0068] Then, the above steps were repeated to calibrate the vehicle's acceleration characteristics under different braking parameter conditions. In this application, the different braking parameter conditions specifically refer to braking pressures of 5%, 10%, and 20%. This completes the data entry for the upper right section of Table 4. If the vehicle no longer starts under a certain braking pressure condition, the acceleration characteristics under higher braking pressures do not need to be tested further. As shown in Table 4, only the acceleration characteristics under 0% and 5% braking pressure conditions were ultimately calibrated.

[0069]

[0070] Table 4 Acceleration Characteristics under Braking Mode

[0071] When the longitudinal control mode of an autonomous vehicle is braking mode, the vehicle's deceleration characteristics are calibrated as follows:

[0072] First, the drive mode control signal, longitudinal control signal, and braking parameters are sent to the VCU. The longitudinal control signal is the forward gear signal, and the braking parameter is specifically 0% braking pressure.

[0073] Secondly, after controlling the vehicle to accelerate from a standstill to the maximum calibrated speed, the vehicle enters the calibration mode. The vehicle will gradually decelerate and eventually maintain a certain speed or stop before exiting the calibration. At the same time, the acceleration corresponding to different vehicle speeds under the braking pressure condition is recorded and filled into Table 5.

[0074] Then, repeat the above steps to calibrate the vehicle's acceleration characteristics under different braking parameter conditions. In this application, the different braking parameter conditions specifically refer to braking pressures ranging from 10% to 100%. This completes the data entry for the lower left section of Table 5.

[0075]

[0076] Table 5. Braking Mode Deceleration Characteristics

[0077] Step 102: Based on the longitudinal control mode, process the vehicle speed, longitudinal control parameters and acceleration of the autonomous vehicle to generate a drive and braking calibration table.

[0078] Specifically, in this example, the MATLAB griddata function is used to obtain the corresponding relationships between vehicle speed, acceleration, and throttle opening / brake pressure in both driving and braking modes, as shown in Tables 6 and 7.

[0079]

[0080] Table 6 Drive Calibration Table

[0081] In Table 6, the portion in the upper left corner less than 0 indicates that when the longitudinal control mode is drive mode, the corresponding deceleration cannot be achieved at that vehicle speed. In this example, it is marked with a small negative value of -0.1. The portion in the lower right corner indicates that the acceleration capability of the autonomous vehicle at that speed has been exceeded. In this example, it is marked with the number 100. It can be understood that -0.1 and 100 are only for convenience in subsequent table lookup processing, and this application does not specifically limit the marking method used.

[0082]

[0083] Table 7 Brake Calibration Table

[0084] In Table 7, the portion greater than 0 in the lower right corner indicates that when the longitudinal control mode is braking mode, the autonomous vehicle cannot achieve the corresponding acceleration at that speed. In this example, a small positive value of 0.1 is used for marking.

[0085] Therefore, a qualified drive and brake calibration table should ensure that the desired acceleration can be achieved by driving or braking at different speeds. That is, it should ensure that when looking up the table under different speeds and different acceleration conditions, the normal value can be found in at least one of the drive calibration table and the brake calibration table.

[0086] As a preferred embodiment, this application illustrates the drive calibration table and brake calibration table using three-dimensional diagrams to facilitate understanding and verification of whether the calibration tables meet expectations. Figure 3 As shown, if the overlapping area of ​​the drive calibration table and brake calibration table in the top view is not blank (represented by dense vertical lines in the figure), it indicates that the drive actuator and brake actuator can achieve reasonable acceleration at different speeds. Otherwise, it indicates that the drive actuator and brake actuator cannot achieve reasonable acceleration at different speeds, meaning the calibration tables do not meet expectations.

[0087] Step 120: Extract the first acceleration threshold and the second acceleration threshold according to the preset drive braking calibration table.

[0088] Specifically, the acceleration range [a1, a2] that the vehicle can achieve in driving mode and the acceleration range [a3, a4] that the vehicle can achieve in braking mode can be determined according to the preset driving and braking calibration table.

[0089] As shown in Table 6, the acceleration range that the vehicle can achieve in driving mode is [-1.0, 3.5]. As shown in Table 7, the acceleration range that the vehicle can achieve in braking mode is [-5, -0.3].

[0090] Step 130: Based on the current vehicle speed, compare the desired acceleration with the first acceleration threshold and the second acceleration threshold respectively.

[0091] Specifically, based on the acceleration range under different longitudinal control modes, a first acceleration threshold and a second acceleration threshold can be obtained. In this example, the first acceleration threshold is a4, and the second acceleration threshold is a1.

[0092] Step 140: Based on the comparison results, determine the current longitudinal control mode and the current desired longitudinal control parameters.

[0093] Specifically, when the desired acceleration exceeds the first acceleration threshold, the current longitudinal control mode is determined to be the drive mode based on the current vehicle speed and the preset drive-brake calibration table. The desired longitudinal control parameters are the first drive parameter and the first braking parameter. That is, when the desired acceleration exceeds the maximum acceleration a4 that can be provided in the braking mode, the current mode is determined to be drive mode. Based on the current vehicle speed and desired acceleration, the first drive parameter (desired throttle opening T1) and the first braking parameter (brake pressure 0) are obtained by looking up the table through bilinear interpolation in the drive calibration table, and then fed back to the CANBUS node.

[0094] When the desired acceleration is less than the second acceleration threshold, the current longitudinal control mode is determined to be braking mode based on the current vehicle speed and the preset drive-brake calibration table. The current longitudinal control parameters are the second drive parameter and the second braking parameter. That is, when the desired acceleration is less than the minimum acceleration a1 that can be provided in the drive mode, the current mode is determined to be braking mode. In the braking calibration table, based on the current vehicle speed and desired acceleration, the second drive parameter (throttle opening is 0) and the second braking parameter (desired braking pressure T2) are obtained by bilinear interpolation and fed back to the CANBUS node.

[0095] As an optional approach, when the desired acceleration is not less than the second acceleration threshold and not greater than the first acceleration threshold, the previous longitudinal control mode is determined. Here, "previous" can be understood as the previous frame.

[0096] In this example, according to Tables 6 and 7, when the desired acceleration is -1.0, -0.6, or -0.3, the desired acceleration can be achieved in both the drive calibration table and the brake calibration table. Therefore, it is necessary to further determine the longitudinal control mode fed back to the CANBUS node in the previous frame.

[0097] Furthermore, based on the previous vertical control mode, the data processing procedure is as follows:

[0098] Step S1: Determine whether the first driving parameter / second braking parameter exists based on the current vehicle speed, desired acceleration, and preset driving calibration table / preset braking calibration table.

[0099] Specifically, when the previous longitudinal control mode was drive mode, the drive parameters are retrieved from a preset drive calibration table using bilinear interpolation based on the current vehicle speed and desired acceleration. If the retrieved value T is greater than or equal to 0, the first drive parameter is determined to exist, meaning the T value is meaningful (specifically T1). The CANBUS node is then fed back as drive mode, with throttle opening T1 and braking pressure 0. If the retrieved value T is less than 0, it indicates that the desired acceleration cannot be achieved at the current vehicle speed according to the preset drive calibration table. Therefore, the first drive parameter is determined to not exist, meaning the T value is meaningless.

[0100] Similarly, when the previous longitudinal control mode was braking mode, the braking parameters are retrieved from the preset braking calibration table using bilinear interpolation based on the current vehicle speed and desired acceleration. If the retrieved value T is less than or equal to 0, it is determined that the second braking parameter exists, meaning the T value is meaningful (specifically T2), and the longitudinal control mode is fed back to the CANBUS node as braking mode, with throttle opening at 0 and braking pressure T2. If the retrieved value T is greater than 0, it indicates that the desired acceleration cannot be achieved at the current vehicle speed according to the preset braking calibration table, and the second braking parameter is determined to be non-existent, meaning the T value is meaningless.

[0101] Step S2: When the first driving parameter / second braking parameter does not exist, determine whether the second braking parameter / first driving parameter exists based on the current vehicle speed, desired acceleration, and braking calibration table / driving calibration table.

[0102] Specifically, when the first driving parameter is missing, the braking parameter is retrieved from a preset braking calibration table using bilinear interpolation based on the current vehicle speed and desired acceleration. If the retrieved T is less than or equal to 0, the second braking parameter is determined to exist, meaning the T value is meaningful (specifically T2). The longitudinal control mode is then fed back to the CANBUS node as braking mode, with a throttle opening of 0 and braking pressure T2. If the retrieved T is greater than 0, it indicates that the desired acceleration cannot be achieved at the current vehicle speed according to the preset braking calibration table, and the second braking parameter is determined to be missing, meaning the T value is meaningless.

[0103] Similarly, when the second braking parameter is missing, the driving parameter is retrieved from the preset driving calibration table using bilinear interpolation based on the current vehicle speed and desired acceleration. If the retrieved T is greater than or equal to 0, the first driving parameter is determined to exist, meaning the T value is meaningful (specifically T1). The longitudinal control mode is then fed back to the CANBUS node as driving mode, with throttle opening T1 and braking pressure 0. If the retrieved T is less than 0, it indicates that the desired acceleration cannot be achieved at the current vehicle speed according to the preset driving calibration table. Therefore, the first driving parameter is determined to be missing, meaning the T value is meaningless.

[0104] Step S3, when the second braking parameter / first driving parameter does not exist, determine that the current longitudinal control mode is the driving mode / braking mode, and the current longitudinal control parameters are the third driving parameter and the first braking parameter.

[0105] Specifically, the third driving parameter in this example refers to the throttle opening being 0. When the braking parameter does not exist or when the driving parameter does not exist, that is, there are blanks in the overlapping part of the driving calibration table and the braking calibration table. Therefore, when the braking parameter does not exist, continue to feedback to the CANBUS node that the longitudinal control mode is the driving mode, and both the throttle opening and the braking pressure are 0. When the driving parameter does not exist, continue to feedback to the CANBUS node that the longitudinal control mode is the braking mode, and both the throttle opening and the braking pressure are 0.

[0106] The following combines Figure 4 Taking the driving parameter as the throttle opening and the braking parameter as the braking pressure, briefly introduce the usage steps of this calibration table. The specific principles involved in the steps have been elaborated in the above process and will not be repeated here.

[0107] The first step, when the program starts, input the speed V and the desired acceleration a;

[0108] The second step, compare the desired acceleration a with the maximum acceleration a4 in the braking mode. When a > a4, check the driving calibration table and output the driving mode, throttle opening T, and braking pressure 0. When a ≤ a4, compare the desired acceleration a with the minimum acceleration a1 in the driving mode. When a < a1, check the braking calibration table and output the braking mode, throttle opening 0, and braking pressure B. It should be noted that in order to more clearly distinguish the throttle opening and the braking pressure, in this figure, the non-zero value of the braking pressure is represented by B. When a1 ≤ a ≤ a4, execute the third step;

[0109] The third step, determine the previous longitudinal control mode. If the previous longitudinal control mode is the driving mode, check the driving calibration table, otherwise check the braking calibration table;

[0110] The fourth step, when checking the driving calibration table, if the found T value is not less than 0, output the driving mode, throttle opening T, and braking pressure 0; if the found T value is less than 0, check the braking calibration table. According to the data in the braking calibration table, judge whether the found T value is not greater than 0. If it is not greater than 0, output the braking mode, throttle opening 0, and braking pressure B; if it is greater than 0, output the driving mode, throttle opening 0, and braking pressure 0;

[0111] Fifth step, following the third step, when checking the brake calibration table, if the found T value is not greater than 0, then output the braking mode, throttle opening 0, and brake pressure B; if the found T value is greater than 0, then check the drive calibration table. Based on the data in the drive calibration table, determine whether the found T value is not less than 0. If it is not less than 0, then output the drive mode, throttle opening T, and brake pressure 0; if it is less than 0, then output the braking mode, throttle opening 0, and brake pressure 0.

[0112] It should be noted that the above steps do not mean that the lookup of the drive brake table in this application is carried out in five steps. The steps are divided for the sake of clarity.

[0113] The autonomous driving drive and braking calibration table processing method provided in this embodiment of the invention calibrates the drive characteristics and braking characteristics of the autonomous vehicle by setting a drive calibration table and a braking calibration table. By matching the current vehicle speed, desired acceleration and the two calibration tables, the desired longitudinal control mode and longitudinal control parameters of the autonomous vehicle can be determined, thereby realizing the switching control of the actuators of the autonomous vehicle. This method solves the problem of frequent actuator switching, improves the actuator response speed, and thus improves the comfort of the autonomous vehicle.

[0114] Example 2

[0115] Figure 5 This is a module structure diagram of a processing device for an autonomous driving drive braking calibration table provided in Embodiment 2 of the present invention. The device includes:

[0116] The acquisition module 10 is used to acquire a preset drive and brake calibration table; the preset drive and brake calibration table includes a preset drive calibration table and a preset brake calibration table.

[0117] Extraction module 20 is used to extract a first acceleration threshold and a second acceleration threshold according to the preset drive-brake calibration table;

[0118] The comparison module 30 is used to compare the desired acceleration with the first acceleration threshold and the second acceleration threshold respectively based on the current vehicle speed;

[0119] The determination module 40 is used to determine the currently desired longitudinal control mode and the currently desired longitudinal control parameters based on the comparison results; the longitudinal control parameters include driving parameters and braking parameters.

[0120] The processing device for an autonomous driving drive braking calibration table provided in Embodiment 2 of the present invention can execute the method steps in the above method embodiment. The acquisition module 10 implements steps 110 and 101, the extraction module 20 implements step 120, the comparison module 30 implements step 130, the determination module 40 implements step 140, and steps S1, S2 and S3.

[0121] The specific implementation principles and technical effects are similar, and will not be elaborated here.

[0122] It should be noted that the division of the various modules in the above device is merely a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, these modules can be implemented entirely in software via processing element calls; they can be fully implemented in hardware; or some modules can be implemented by processing element calls to software, while others are implemented in hardware. For example, a determination module can be a separate processing element, or it can be integrated into a chip within the above device. Alternatively, it can be stored as program code in the memory of the above device, and its function can be called and executed by a processing element of the device. The implementation of other modules is similar. Moreover, these modules can be fully or partially integrated together, or they can be implemented independently. The processing element described here can be an integrated circuit with signal processing capabilities. In the implementation process, each step of the above method or each of the above modules can be completed through integrated logic circuits in the hardware of the processor element or through software instructions.

[0123] For example, these modules can be one or more integrated circuits configured to implement the above methods, such as one or more Application Specific Integrated Circuits (ASICs), one or more Digital Signal Processors (DSPs), or one or more Field Programmable Gate Arrays (FPGAs). As another example, when a module is implemented using processing element scheduler code, the processing element can be a general-purpose processor, such as a Central Processing Unit (CPU) or other processor capable of calling program code. Furthermore, these modules can be integrated together as a System-on-a-Chip (SOC).

[0124] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. This computer program product includes one or more computer instructions. When these computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The aforementioned computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The aforementioned computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the aforementioned computer instructions can be transmitted from one website, computer, server, or data center to another via wired (e.g., coaxial cable, fiber optic, Digital Subscriber Line (DSL)) or wireless (e.g., infrared, wireless, Bluetooth, microwave, etc.) means. The aforementioned computer-readable storage medium can be any available medium that a computer can access, or a data storage device such as a server or data center that integrates one or more available media. The aforementioned available media can be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state disks (SSDs)).

[0125] Example 3

[0126] According to a third embodiment of the present invention, a computer server is provided, comprising: a memory, a processor, and a transceiver;

[0127] The processor is used to couple with the memory, read and execute instructions in the memory to implement the processing method of the autonomous driving drive braking calibration table of any one of the above embodiments;

[0128] The transceiver is coupled to the processor, and the processor controls the transceiver to send and receive messages.

[0129] Example 4

[0130] Embodiment 4 of the present invention provides a chip system including a processor coupled to a memory. The memory stores program instructions, and when the program instructions stored in the memory are executed by the processor, the processing method of the autonomous driving drive braking calibration table of any one of the embodiments described above is implemented.

[0131] Example 5

[0132] Embodiment 5 of the present invention provides a computer system, including a memory and one or more processors communicatively connected to the memory;

[0133] The memory stores instructions that can be executed by one or more processors, which are executed by one or more processors to cause one or more processors to implement the processing method of the autonomous driving drive braking calibration table as described in any of the embodiments above.

[0134] Example 6

[0135] Embodiment 6 of the present invention provides a mobile tool, including the computer server described in Embodiment 3 above.

[0136] The mobile tool can be any movable tool, such as vehicles (e.g., floor scrubbers, vacuum cleaners, sweepers, logistics vehicles, passenger cars, buses, coaches, vans, trucks, heavy-duty trucks, trailers, drop trailers, cranes, excavators, bulldozers, road trains, sweepers, water trucks, garbage trucks, engineering vehicles, rescue vehicles, logistics carts, automated guided vehicles (AGVs), etc.), motorcycles, bicycles, tricycles, handcarts, robots, sweepers, balance scooters, etc. This application does not strictly limit the types of mobile tools, and will not list them all here.

[0137] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0138] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented in hardware, software modules executed by a processor, or a combination of both. The software modules can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disks, removable disks, CD-ROM power system control methods, or any other form of storage medium known in the art.

[0139] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for processing an autonomous driving drive braking calibration table, characterized in that, The processing method includes: Obtain a preset drive and brake calibration table; the preset drive and brake calibration table includes a preset drive calibration table and a preset brake calibration table; According to the preset drive-brake calibration table, extract the first acceleration threshold and the second acceleration threshold; Based on the current vehicle speed, the desired acceleration is compared with the first acceleration threshold and the second acceleration threshold respectively; Based on the comparison results, the desired longitudinal control mode and the desired longitudinal control parameters are determined; the longitudinal control parameters include driving parameters and braking parameters. The step of determining the desired longitudinal control mode and the desired longitudinal control parameters based on the comparison results includes: When the desired acceleration is greater than the first acceleration threshold, the desired longitudinal control mode is determined to be the drive mode based on the current vehicle speed and the preset drive and brake calibration table, and the desired longitudinal control parameters are the first drive parameter and the first brake parameter. When the desired acceleration is less than the second acceleration threshold, the desired longitudinal control mode is determined to be the braking mode based on the current vehicle speed and the preset drive-brake calibration table, and the desired longitudinal control parameters are the second drive parameter and the second braking parameter. When the desired acceleration is not less than the second acceleration threshold and not greater than the first acceleration threshold, the previous longitudinal control mode is determined; When the previous longitudinal control mode was drive mode, the presence of the first drive parameter is determined based on the current vehicle speed, desired acceleration, and a preset drive calibration table. If the first drive parameter exists, the current desired longitudinal control mode is determined to be drive mode, and the current desired longitudinal control parameters are the first drive parameter and the first braking parameter. When the first drive parameter does not exist, the presence of the second braking parameter is determined based on the current vehicle speed, desired acceleration, and a preset braking calibration table. If the second braking parameter exists, the current desired longitudinal control mode is determined to be braking mode, and the current desired longitudinal control parameters are the second drive parameter and the second braking parameter. When the second braking parameter does not exist, the current desired longitudinal control mode is determined to be drive mode, and the current desired longitudinal control parameters are the third drive parameter and the first braking parameter. When the previous longitudinal control mode was braking mode, the presence of the second braking parameter is determined based on the current vehicle speed, desired acceleration, and a preset braking calibration table. If the second braking parameter exists, the current desired longitudinal control mode is determined to be braking mode, and the current desired longitudinal control parameters are the second drive parameter and the second braking parameter. When the second braking parameter does not exist, the presence of the first drive parameter is determined based on the current vehicle speed, desired acceleration, and a preset drive calibration table. If the first drive parameter exists, the current desired longitudinal control mode is determined to be driving mode, and the current desired longitudinal control parameters are the first drive parameter and the first braking parameter. When the first drive parameter does not exist, the current desired longitudinal control mode is determined to be braking mode, and the current desired longitudinal control parameters are the third drive parameter and the first braking parameter.

2. The processing method according to claim 1, characterized in that, Before obtaining the preset drive and brake calibration table, the process also includes: Acquire calibration sample data; the calibration sample data includes the vehicle speed, longitudinal control mode, longitudinal control parameters, and acceleration of the autonomous vehicle; Based on the longitudinal control mode, the vehicle speed, longitudinal control parameters, and acceleration of the autonomous vehicle are processed to generate a drive and braking calibration table.

3. A processing device for an automatic driving drive braking calibration table, characterized in that, include: The acquisition module is used to acquire a preset drive and brake calibration table; The preset drive and brake calibration table includes a preset drive calibration table and a preset brake calibration table. The extraction module is used to extract a first acceleration threshold and a second acceleration threshold according to the preset drive-brake calibration table. The comparison module is used to compare the desired acceleration with the first acceleration threshold and the second acceleration threshold respectively based on the current vehicle speed; The determination module is used to determine the currently desired longitudinal control mode and the currently desired longitudinal control parameters based on the comparison results; the longitudinal control parameters include drive parameters and braking parameters. The step of determining the desired longitudinal control mode and the desired longitudinal control parameters based on the comparison results includes: When the desired acceleration is greater than the first acceleration threshold, the desired longitudinal control mode is determined to be the drive mode based on the current vehicle speed and the preset drive and brake calibration table, and the desired longitudinal control parameters are the first drive parameter and the first brake parameter. When the desired acceleration is less than the second acceleration threshold, the desired longitudinal control mode is determined to be the braking mode based on the current vehicle speed and the preset drive-brake calibration table, and the desired longitudinal control parameters are the second drive parameter and the second braking parameter. When the desired acceleration is not less than the second acceleration threshold and not greater than the first acceleration threshold, the previous longitudinal control mode is determined; When the previous longitudinal control mode was drive mode, the presence of the first drive parameter is determined based on the current vehicle speed, desired acceleration, and a preset drive calibration table. If the first drive parameter exists, the current desired longitudinal control mode is determined to be drive mode, and the current desired longitudinal control parameters are the first drive parameter and the first braking parameter. When the first drive parameter does not exist, the presence of the second braking parameter is determined based on the current vehicle speed, desired acceleration, and a preset braking calibration table. If the second braking parameter exists, the current desired longitudinal control mode is determined to be braking mode, and the current desired longitudinal control parameters are the second drive parameter and the second braking parameter. When the second braking parameter does not exist, the current desired longitudinal control mode is determined to be drive mode, and the current desired longitudinal control parameters are the third drive parameter and the first braking parameter. When the previous longitudinal control mode was braking mode, the presence of the second braking parameter is determined based on the current vehicle speed, desired acceleration, and a preset braking calibration table. If the second braking parameter exists, the current desired longitudinal control mode is determined to be braking mode, and the current desired longitudinal control parameters are the second drive parameter and the second braking parameter. When the second braking parameter does not exist, the presence of the first drive parameter is determined based on the current vehicle speed, desired acceleration, and a preset drive calibration table. If the first drive parameter exists, the current desired longitudinal control mode is determined to be driving mode, and the current desired longitudinal control parameters are the first drive parameter and the first braking parameter. When the first drive parameter does not exist, the current desired longitudinal control mode is determined to be braking mode, and the current desired longitudinal control parameters are the third drive parameter and the first braking parameter.

4. A computer server, characterized in that, include: Memory, processor, and transceiver; The processor is configured to be coupled to the memory, read and execute instructions in the memory, to implement the processing method according to any one of claims 1-2; The transceiver is coupled to the processor, and the processor controls the transceiver to send and receive messages.

5. A chip system, characterized in that, The device includes a processor coupled to a memory that stores program instructions. When the program instructions stored in the memory are executed by the processor, the processing method according to any one of claims 1-2 is implemented.

6. A computer system, characterized in that, Includes a memory, and one or more processors communicatively connected to the memory; The memory stores instructions that can be executed by the one or more processors to cause the one or more processors to implement the processing method as described in any one of claims 1-2.

7. A mobile tool, characterized in that, Includes the computer server described in claim 4 above.

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