Vehicle control method, device, vehicle, storage medium and program product

Abstract

This application relates to the field of vehicle technology, and particularly to a vehicle control method, device, vehicle, storage medium, and program product. The method includes: acquiring vehicle information, current vehicle speed, current acceleration, and target acceleration; calculating the accelerator pedal opening percentage based on at least one of the vehicle information, current vehicle speed, current acceleration, and target acceleration, and acquiring the brake pedal opening percentage; controlling a drive actuator to perform a target driving action based on the accelerator pedal opening percentage, or controlling a brake actuator to perform a target braking action based on the brake pedal opening percentage. This solves the problems in related technologies, such as the inability to control actuators to perform different actions using the same algorithm, poor versatility, and complex calculations.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle control method, device, vehicle, storage medium, and program product. Background Technology

[0002] ACC (Adaptive Cruise Control) is an intelligent driving assistance system installed in automobiles. It can automatically sense the following distance, intelligently adjust the vehicle speed, and automatically brake and accelerate to maintain a safe distance from the vehicle in front, thereby improving driving safety and comfort. The software module of an adaptive cruise control system generally consists of target fusion perception, target selection, speed decision, and planning control. The planning control module typically uses target acceleration as its output. However, in addition to acceleration, common drive interfaces in intelligent vehicles include engine torque, electric motor torque, wheel torque, and accelerator pedal opening. Common braking control interfaces also include brake pressure, brake pedal opening, and braking deceleration. Therefore, an acceleration closed-loop control module is needed to convert the target acceleration to different drive and braking interfaces.

[0003] The current acceleration closed-loop control module's algorithm module has poor applicability. Different algorithms need to be developed for different interfaces. The same algorithm cannot be used to adapt to different interfaces such as torque, opening degree, and pressure. In addition, detailed vehicle power system parameters are required, such as engine external characteristics, transmission gear ratios, final drive ratios, and tire rolling radius. Some parameters are not easy to obtain or are variable, which makes the calculation more complicated. Summary of the Invention

[0004] This application provides a vehicle control method, device, vehicle, storage medium, and program product to solve the problems in related technologies, such as the inability to control actuators to perform different actions using the same algorithm, poor versatility, and complex calculations.

[0005] The first aspect of this application provides a vehicle control method, including the following steps: acquiring vehicle information, current vehicle speed, current acceleration, and target acceleration of the vehicle; calculating the accelerator pedal opening percentage based on at least one of the vehicle information, current vehicle speed, current acceleration, and target acceleration, and acquiring the brake pedal opening percentage; controlling a drive actuator to perform a target driving action based on the accelerator pedal opening percentage, or controlling a brake actuator to perform a target braking action based on the brake pedal opening percentage.

[0006] Optionally, in one embodiment of this application, before controlling the drive actuator based on the accelerator pedal opening percentage or the brake actuator based on the brake pedal opening percentage, the method further includes: determining whether the vehicle needs to maintain brake pressure; calculating the acceleration error between the current acceleration and the target acceleration; if the vehicle needs to maintain brake pressure and / or the acceleration error is less than a first preset value, then controlling the brake actuator based on the brake pedal opening percentage; otherwise, controlling the drive actuator based on the accelerator pedal opening percentage.

[0007] Optionally, in one embodiment of this application, after controlling the brake actuator based on the brake pedal opening percentage, the method further includes: if the brake actuator meets a first preset switching condition, then switching the brake actuator to a drive actuator, and controlling the drive actuator based on the accelerator pedal opening percentage; if the drive actuator meets a second preset switching condition, then switching the drive actuator to a brake actuator, and controlling the brake actuator based on the brake pedal opening percentage.

[0008] Optionally, in one embodiment of this application, the first preset condition includes the following: the brake pedal opening percentage in the previous target time period is a second preset value; the acceleration error is greater than a third preset value; the brake actuator activation duration is greater than a first preset duration; the vehicle does not require brake pressure maintenance; the second preset condition includes the following: the accelerator pedal opening percentage in the previous target time period is a fourth preset value; the acceleration error is less than or equal to a third preset value; the drive actuator activation duration is greater than a second preset duration.

[0009] Optionally, in one embodiment of this application, calculating the accelerator pedal opening percentage based on at least one of vehicle information, current vehicle speed, current acceleration, and target acceleration further includes: obtaining the target demand of the vehicle; if the target demand is a constant speed demand, determining the first accelerator pedal opening percentage by querying a first correspondence table based on the current vehicle speed, and / or calculating the first accelerator pedal opening percentage based on the current vehicle speed and vehicle information according to a first calculation formula; if the target demand is an acceleration demand, determining the second accelerator pedal opening percentage by querying a second correspondence table based on the current acceleration, and / or calculating the second accelerator pedal opening percentage based on vehicle information, current vehicle speed, and current acceleration according to a second calculation formula; and calculating the accelerator pedal opening percentage based on the first accelerator pedal opening percentage and the second accelerator pedal opening percentage.

[0010] Optionally, in one embodiment of this application, the first calculation formula is:

[0011]

[0012] Where M is the mass of the vehicle, g is the acceleration due to weight, f is the tire rolling resistance coefficient, and C is the mass of the vehicle. DWhere A is the drag coefficient, υ is the frontal area, i is the current vehicle speed, and F is the road gradient, provided by gradient estimation. max κ is the maximum wheel-end force that the actuator can respond to. df1 This represents the percentage of the first accelerator pedal opening.

[0013] The second calculation formula is:

[0014]

[0015] Where a is the target acceleration, M is the mass of the vehicle, υ is the current speed, and P is the target acceleration. max κ is the maximum net power that the power system can provide. df2 This represents the percentage of the second accelerator pedal opening.

[0016] A second aspect of this application provides a vehicle control device, comprising: an acquisition module for acquiring vehicle information, current vehicle speed, current acceleration, and target acceleration; a calculation module for calculating the accelerator pedal opening percentage based on at least one of the vehicle information, current vehicle speed, current acceleration, and target acceleration, and acquiring the brake pedal opening percentage; and a control module for controlling a drive actuator to perform a target driving action based on the accelerator pedal opening percentage, or controlling a brake actuator to perform a target braking action based on the brake pedal opening percentage.

[0017] Optionally, in one embodiment of this application, it further includes: a judgment module, used to determine whether the vehicle needs to maintain brake pressure before controlling the drive actuator based on the accelerator pedal opening percentage or the brake actuator based on the brake pedal opening percentage; calculate the acceleration error between the current acceleration and the target acceleration; if the vehicle needs to maintain brake pressure and / or the acceleration error is less than a first preset value, then control the brake actuator based on the brake pedal opening percentage; otherwise, control the drive actuator based on the accelerator pedal opening percentage.

[0018] Optionally, in one embodiment of this application, it further includes: a switching module, configured to, after controlling the brake actuator based on the brake pedal opening percentage, if the brake actuator meets a first preset switching condition, switch the brake actuator to a drive actuator and control the drive actuator based on the accelerator pedal opening percentage; if the drive actuator meets a second preset switching condition, switch the drive actuator to a brake actuator and control the brake actuator based on the brake pedal opening percentage.

[0019] Optionally, in one embodiment of this application, the first preset condition includes the following: the brake pedal opening percentage in the previous target time period is a second preset value; the acceleration error is greater than a third preset value; the brake actuator activation duration is greater than a first preset duration; the vehicle does not require brake pressure maintenance; the second preset condition includes the following: the accelerator pedal opening percentage in the previous target time period is a fourth preset value; the acceleration error is less than or equal to a third preset value; the drive actuator activation duration is greater than a second preset duration.

[0020] Optionally, in one embodiment of this application, the calculation module is further configured to: obtain the target demand of the vehicle; if the target demand is a constant speed demand, determine the first accelerator pedal opening percentage by querying a first correspondence table based on the current vehicle speed, and / or calculate the first accelerator pedal opening percentage according to a first calculation formula based on the current vehicle speed and vehicle information; if the target demand is an acceleration demand, determine the second accelerator pedal opening percentage by querying a second correspondence table based on the current acceleration, and / or calculate the second accelerator pedal opening percentage according to a second calculation formula based on vehicle information, current vehicle speed and current acceleration; calculate the accelerator pedal opening percentage based on the first accelerator pedal opening percentage and the second accelerator pedal opening percentage.

[0021] Optionally, in one embodiment of this application, the first calculation formula is:

[0022]

[0023] Where M is the mass of the vehicle, g is the acceleration due to weight, f is the tire rolling resistance coefficient, and C is the mass of the vehicle. D Where A is the drag coefficient, υ is the frontal area, i is the current vehicle speed, and F is the road gradient, provided by gradient estimation. max κ is the maximum wheel-end force that the actuator can respond to. df1 This represents the percentage of the first accelerator pedal opening.

[0024] The second calculation formula is:

[0025]

[0026] Where a is the target acceleration, M is the mass of the vehicle, υ is the current speed, and P is the target acceleration. max κ is the maximum net power that the power system can provide. df2 This represents the percentage of the second accelerator pedal opening.

[0027] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to perform the vehicle control method as described in the above embodiments.

[0028] A fourth aspect of this application provides a computer-readable storage medium having a computer program or instructions stored thereon, which are executed by a processor to perform the vehicle control method as described above.

[0029] A fifth aspect of this application provides a computer program product, including a computer program or instructions, which, when executed, implement the vehicle control method as described in the embodiments.

[0030] Therefore, this application has at least the following beneficial effects:

[0031] This application's embodiments can control the drive actuator to perform a target driving action based on the accelerator pedal opening percentage, or control the brake actuator to perform a target braking action based on the brake pedal opening percentage. This allows for direct control of different actuators to perform target actions based on the opening percentage, adapting to different actuator interfaces, exhibiting high versatility, and requiring no detailed vehicle powertrain parameters. It also simplifies and simplifies the calculation of the vehicle's accelerator pedal opening percentage, reducing computational complexity. Therefore, it solves the technical problems in related technologies, such as the inability to control actuators to perform different actions using the same algorithm, poor versatility, and complex calculations.

[0032] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0033] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0034] Figure 1 This is a flowchart of a vehicle control method provided according to an embodiment of this application;

[0035] Figure 2 This is a flowchart of the acceleration closed-loop control provided according to an embodiment of this application;

[0036] Figure 3 This is an example diagram of a vehicle control device provided according to an embodiment of this application;

[0037] Figure 4 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0038] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0039] The vehicle control method, apparatus, vehicle, storage medium, and program product of this application are described below with reference to the accompanying drawings. Addressing the problems mentioned in the background art, such as the poor applicability of current acceleration closed-loop control modules, the need to develop different algorithms for different interfaces, the inability to use a single algorithm to adapt to different interfaces such as torque, opening degree, and pressure, and the requirement for detailed vehicle powertrain parameters leading to complex calculations, this application provides a vehicle control method. In this method, the drive actuator can be controlled to perform a target driving action based on the accelerator pedal opening percentage, or the brake actuator can be controlled to perform a target braking action based on the brake pedal opening percentage. This solves the problems in related technologies, such as the inability to control actuators to perform different actions using the same algorithm, poor versatility, and complex calculations.

[0040] Specifically, Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0041] like Figure 1 As shown, the vehicle control method includes the following steps:

[0042] In step S101, the vehicle information, current speed, current acceleration, and target acceleration of the vehicle are obtained.

[0043] The vehicle information includes information about the vehicle itself and the environment in which it is located, including the vehicle's mass, tire rolling resistance coefficient, drag coefficient, frontal area, and the slope in which the vehicle is located; the target acceleration is the acceleration that the vehicle wants to achieve.

[0044] In step S102, the accelerator pedal opening percentage is calculated based on at least one of vehicle information, current vehicle speed, current acceleration, and target acceleration, and the brake pedal opening percentage is obtained.

[0045] It is understood that, in the embodiments of this application, the accelerator pedal opening percentage can be calculated based on at least one of vehicle information, current vehicle speed, current acceleration and target acceleration, and the brake pedal opening percentage can be directly obtained.

[0046] In this embodiment of the application, calculating the accelerator pedal opening percentage based on at least one of vehicle information, current vehicle speed, current acceleration, and target acceleration further includes: obtaining the target demand of the vehicle; if the target demand is a constant speed demand, determining the first accelerator pedal opening percentage by querying a first correspondence table based on the current vehicle speed, and / or calculating the first accelerator pedal opening percentage based on the current vehicle speed and vehicle information according to a first calculation formula; if the target demand is an acceleration demand, determining the second accelerator pedal opening percentage by querying a second correspondence table based on the current acceleration, and / or calculating the second accelerator pedal opening percentage based on vehicle information, current vehicle speed, and current acceleration according to a second calculation formula; and calculating the accelerator pedal opening percentage based on the first accelerator pedal opening percentage and the second accelerator pedal opening percentage.

[0047] The first and second correspondence tables can be pre-calibrated. Both tables store the relationship between vehicle speed and accelerator pedal opening percentage. However, for different situations, i.e. different target requirements, different accelerator pedal opening percentages are determined based on vehicle speed.

[0048] The first calculation formula is:

[0049]

[0050] Where M is the mass of the vehicle, g is the acceleration due to weight, f is the tire rolling resistance coefficient, and C is the mass of the vehicle. D Where A is the drag coefficient, v is the frontal area, i is the current vehicle speed, and F is the road gradient, provided by gradient estimation. max κ is the maximum wheel-end force that the actuator can respond to. df1 This represents the percentage of the first accelerator pedal opening.

[0051] The second calculation formula is:

[0052]

[0053] Where a is the target acceleration, M is the mass of the vehicle, υ is the current speed, and P is the target acceleration. max κ is the maximum net power that the power system can provide. df2 This represents the percentage of the second accelerator pedal opening.

[0054] Because the calibration and adaptation of existing acceleration closed-loop control modules is complex, often requiring extensive table lookup calibration, and even many two-dimensional tables to accommodate nonlinear changes in the vehicle's powertrain, this application can obtain the accelerator pedal opening percentage based on table lookup or calculation, specifically:

[0055] If the vehicle requires constant speed, the accelerator pedal opening percentage can be determined by consulting the first corresponding table based on the current vehicle speed, or by calculating the accelerator pedal opening percentage using the force balance method. The calculation formula is as follows:

[0056]

[0057] Where M is the mass of the vehicle, g is the acceleration due to weight, f is the tire rolling resistance coefficient, and C is the mass of the vehicle. D Where A is the drag coefficient, υ is the frontal area, i is the current vehicle speed, and F is the road gradient, provided by gradient estimation. max κ is the maximum wheel-end force that the actuator can respond to. df1 This represents the percentage of the first accelerator pedal opening.

[0058] If the vehicle requires acceleration, the second accelerator pedal opening percentage can be determined by consulting the second correspondence table based on the current vehicle speed, or by calculating the accelerator pedal opening percentage using a power balance method. The calculation formula is as follows:

[0059]

[0060] Where a is the target acceleration, M is the mass of the vehicle, υ is the current speed, and P is the target acceleration. max κ is the maximum net power that the power system can provide. df2 This represents the percentage of the second accelerator pedal opening.

[0061] The accelerator pedal opening percentage is: κ df =k df1 +κ df2 .

[0062] Furthermore, in this embodiment, the feedforward brake pedal opening percentage can be obtained by a brake feedforward controller. The feedforward brake pedal opening consists of two parts: the brake pedal free travel and the brake pedal effective travel. The brake pedal free travel indicates that within this braking opening, the vehicle will not experience significant deceleration; that is, within this travel, the vehicle will coast freely. The brake pedal effective travel indicates that within this travel, the vehicle will experience significant braking deceleration. Within this travel, the relationship between brake pedal opening and braking deceleration can be experimentally obtained, and an offline calibration table or a fitted function relationship can be generated. Therefore, the feedforward brake pedal opening percentage can be obtained by comparing the feedforward brake pedal opening to the maximum brake pedal opening.

[0063] In step S103, the drive actuator is controlled to perform the target driving action based on the accelerator pedal opening percentage, or the brake actuator is controlled to perform the target braking action based on the brake pedal opening percentage.

[0064] It is understood that the embodiments of this application can control the drive actuator to perform the target driving action based on the accelerator pedal opening percentage, or control the brake actuator to perform the target braking action based on the brake pedal opening percentage, thereby realizing the control of different actuators by opening percentage, without requiring detailed vehicle power system parameters, and can more simply calculate the vehicle's accelerator pedal opening percentage, thus improving calculation efficiency.

[0065] In this embodiment of the application, before controlling the drive actuator based on the accelerator pedal opening percentage or the brake actuator based on the brake pedal opening percentage, the method further includes: determining whether the vehicle needs to maintain brake pressure; calculating the acceleration error between the current acceleration and the target acceleration; if the vehicle needs to maintain brake pressure or the acceleration error is less than or equal to a first preset value, then controlling the brake actuator based on the brake pedal opening percentage; otherwise, controlling the drive actuator based on the accelerator pedal opening percentage.

[0066] The first preset value can be set according to specific circumstances, and there are no specific limitations on it.

[0067] It is understood that the embodiments of this application can determine whether to activate the brake pedal opening percentage or the accelerator pedal opening percentage based on the acceleration error between the current acceleration and the target acceleration and whether the vehicle needs to maintain brake pressure. Specifically, if the acceleration error is less than or equal to the first preset value, or if the vehicle needs to maintain brake pressure, the brake actuator is controlled based on the brake pedal opening percentage; otherwise, the drive actuator is controlled based on the accelerator pedal opening percentage.

[0068] In this embodiment of the application, after controlling the brake actuator based on the brake pedal opening percentage, the method further includes: if the brake actuator meets the first preset switching condition, then switching the brake actuator to a drive actuator, and controlling the drive actuator based on the accelerator pedal opening percentage; if the drive actuator meets the second preset switching condition, then switching the drive actuator to a brake actuator, and controlling the brake actuator based on the brake pedal opening percentage.

[0069] The first preset condition includes the following: the brake pedal opening percentage in the previous target time period is a second preset value; the acceleration error is greater than the first preset value; the brake actuator activation duration is greater than the first preset duration; the vehicle does not require brake pressure maintenance; the second preset condition includes the following: the accelerator pedal opening percentage in the previous target time period is a fourth preset value; the acceleration error is less than or equal to the first preset value; the drive actuator activation duration is greater than the second preset duration.

[0070] The second preset value and the first and second preset durations can be calibrated according to specific circumstances, and no specific limitations are imposed on them.

[0071] It is understood that the embodiments of this application realize intelligent arbitration of braking and driving based on the states of the braking actuator and the driving actuator, specifically as follows:

[0072] If the brake actuator meets the first preset switching condition, namely, the brake pedal opening percentage of the previous target time period is the second preset value; the acceleration error is greater than the first preset value; the brake actuator activation duration is greater than the first preset duration; and the vehicle does not require brake pressure maintenance, then the brake actuator is switched to the drive actuator, and the drive actuator is controlled based on the accelerator pedal opening percentage.

[0073] If the drive actuator meets the second preset switching conditions, namely, the throttle pedal opening percentage of the previous target time period is the fourth preset value; the acceleration error is less than or equal to the first preset value; and the drive actuator activation duration is greater than the second preset duration, then the drive actuator is switched to the brake actuator, and the brake actuator is controlled based on the brake pedal opening percentage.

[0074] The following specific embodiment illustrates the five sub-modules involved in the execution of this application, namely the five controllers: drive feedforward controller, braking feedforward controller, feedback controller 3, actuator arbitration sub-module, and interface adaptation sub-module.

[0075] The drive feedforward controller is further divided into a constant speed feedforward controller and an acceleration feedforward controller, which can realize feedforward calculation of throttle opening percentage; the braking feedforward controller realizes deceleration feedforward control through the correspondence between braking opening percentage and vehicle deceleration; the feedback controller realizes closed-loop feedback control through the difference between target acceleration and vehicle acceleration; the actuator arbitration module realizes intelligent arbitration between the drive actuator and the braking actuator through anthropomorphic algorithm design; the interface adaptation submodule converts pedal opening into specific actuator control interface instructions, improving the applicability of the method. The execution flow is as follows: Figure 2 As shown below:

[0076] First, the throttle opening percentage is calculated using a drive feedforward controller. The drive feedforward controller can be further divided into a constant speed feedforward controller and an acceleration feedforward controller. The constant speed feedforward controller has two implementation methods: one is a lookup table method, where engineers drive the vehicle to a specific speed, record the throttle pedal opening percentage, and test multiple times at various speed ranges within the functional coverage area, taking the average of each speed range as the constant speed feedforward controller's throttle pedal opening percentage for that speed range; the second method is a force balance method, specifically calculating the constant speed feedforward controller's throttle pedal opening percentage using the following formula:

[0077]

[0078] Where M is the total vehicle mass, g is the acceleration due to weight, f is the tire rolling resistance coefficient, and C is the total vehicle mass.D Where A is the drag coefficient, υ is the frontal area, i is the current vehicle speed, and F is the road gradient, provided by gradient estimation. max The maximum wheel-end force that the actuator can respond to. The acceleration feedforward controller can also be implemented using a two-dimensional lookup table, such as the method in Baidu Apollo, but the calibration of this two-dimensional lookup table is difficult. Therefore, this invention proposes an acceleration feedforward controller based on power balance, specifically:

[0079]

[0080] Where a is the target acceleration, P max This represents the maximum net power that the powertrain can provide. Therefore, the percentage of the feedforward throttle opening output by the feedforward controller is κ. df =κ df1 +κ df2 .

[0081] Secondly, the feedforward brake pedal opening percentage is obtained from the brake feedforward controller. The feedforward brake pedal opening consists of two parts: the brake pedal free travel and the brake pedal effective travel. The free travel indicates that within this braking opening, the vehicle will not experience significant deceleration; that is, the vehicle will coast freely within this travel. The effective travel indicates that within this travel, the vehicle will experience significant braking deceleration. Within this travel, the relationship between brake pedal opening and braking deceleration can be experimentally obtained and generated into an offline calibration table or fitted to a function. Therefore, the feedforward brake pedal opening percentage can be obtained by comparing the feedforward brake pedal opening to the maximum brake pedal opening.

[0082] Then, the feedback controller obtains the feedback pedal opening. Specifically, it obtains the acceleration difference between the target acceleration and the actual vehicle acceleration, inputs this acceleration difference to the designed PID feedback controller, and the PID feedback controller outputs the feedback opening. When the acceleration difference is positive, the PID controller will output a positive accelerator pedal opening percentage or a negative brake pedal opening percentage; when the acceleration difference is negative, the PID controller will output a negative accelerator pedal opening percentage or a positive brake pedal opening percentage. Since braking and actuation belong to two different actuators, the PID feedback controller needs to be configured with different control parameters.

[0083] Next, the actuator to be activated is arbitrated by the actuator arbitration module. This application proposes an anthropomorphic actuator arbitration method that does not require detailed vehicle dynamic parameters. Specifically, when the acceleration closed-loop control module is activated, 1) it is determined whether the acceleration error is less than or equal to a first preset value, and 2) it is determined whether the vehicle needs to maintain braking pressure. If either of the above conditions is met, the brake actuator is activated and the brake pedal opening percentage is output; otherwise, the drive actuator and the accelerator pedal opening percentage are activated. If it is necessary to switch the activated actuator from the brake actuator to the drive actuator, all of the following conditions must be met: 1) the brake opening percentage in the previous control cycle is 0 or the preset minimum value, 2) the acceleration error is greater than the first preset value, 3) the activation duration of the brake actuator is greater than the first preset duration, and 4) the vehicle does not need to maintain braking pressure. If the above four conditions are met, the activated actuator will be switched from brake to drive. To switch the activated actuator from a drive actuator to a brake actuator, all of the following conditions must be met: 1) The drive opening percentage in the previous control cycle is 0 or the preset minimum value; 2) The acceleration error is less than or equal to the first preset value; 3) The activation duration of the drive actuator is greater than the second preset value. If all three conditions are met, the activated actuator will switch from drive to brake. If one actuator is activated, it will output the corresponding activation flag and opening percentage; the other actuator will output the inactive flag and the preset minimum opening percentage.

[0084] Finally, the interface adapter submodule converts the pedal opening percentage into a specific actuator control value. When the drive actuator interface is a torque interface (engine torque, motor torque, wheel torque, etc.), the accelerator pedal opening percentage is multiplied by the maximum torque the actuator can execute to obtain the drive torque command. When the brake actuator interface is a brake pressure interface, the brake pedal opening percentage is multiplied by the maximum brake pressure to obtain the brake pressure command. Ultimately, the activation status of the brake and drive actuators, along with the specific drive and brake control commands, are output.

[0085] In summary, this application proposes a vehicle control method, also known as an intelligent vehicle acceleration closed-loop control method. This method takes the target acceleration as the main input and outputs the throttle opening percentage and brake pedal opening percentage. It also adapts to different actuator interfaces by using the opening percentage and the maximum control command that the actuator can respond to, thereby improving the applicability of the algorithm. At the same time, this application achieves intelligent arbitration of braking and driving through an anthropomorphic algorithm design, without requiring detailed vehicle power system parameters. Furthermore, this application simplifies the calibration difficulty of parameters during acceleration and cruising by using vehicle power balancing.

[0086] According to the vehicle control method proposed in the embodiments of this application, the drive actuator can be controlled to perform the target driving action based on the accelerator pedal opening percentage, or the brake actuator can be controlled to perform the target braking action based on the brake pedal opening percentage. This enables direct control of different actuators to perform the target action based on the opening percentage, which can adapt to the interfaces of different actuators, has high versatility, and does not require detailed vehicle power system parameters. It can more simply and accurately calculate the accelerator pedal opening percentage of the vehicle, reducing the calculation difficulty.

[0087] Next, the vehicle control device proposed according to the embodiments of this application is described with reference to the accompanying drawings.

[0088] Figure 2 This is a block diagram of a vehicle control device according to an embodiment of this application.

[0089] like Figure 2 As shown, the vehicle control device 10 includes: an acquisition module 100, a calculation module 200, and a control module 300.

[0090] The module includes an acquisition module for acquiring vehicle information, current vehicle speed, current acceleration, and target acceleration; a calculation module for calculating the accelerator pedal opening percentage based on at least one of the vehicle information, current vehicle speed, current acceleration, and target acceleration, and acquiring the brake pedal opening percentage; and a control module for controlling the drive actuator to perform the target driving action based on the accelerator pedal opening percentage, or controlling the brake actuator to perform the target braking action based on the brake pedal opening percentage.

[0091] In this embodiment of the application, the device 10 further includes a determination module.

[0092] The judgment module is used to determine whether the vehicle needs to maintain brake pressure before controlling the drive actuator based on the accelerator pedal opening percentage or the brake actuator based on the brake pedal opening percentage; calculate the acceleration error between the current acceleration and the target acceleration; if the vehicle needs to maintain brake pressure and / or the acceleration error is less than or equal to a first preset value, then control the brake actuator based on the brake pedal opening percentage; otherwise, control the drive actuator based on the accelerator pedal opening percentage.

[0093] In this embodiment of the application, the device 10 further includes a switching module.

[0094] The switching module is used to switch the brake actuator to a drive actuator and control the drive actuator based on the accelerator pedal opening percentage after controlling the brake actuator based on the brake pedal opening percentage; if the brake actuator meets the first preset switching condition, the switch is made to switch the drive actuator to a brake actuator and control the brake actuator based on the brake pedal opening percentage.

[0095] In this embodiment of the application, the first preset conditions include the following: the percentage of brake pedal opening in the previous target time period is a second preset value; the acceleration error is greater than a first preset value; the activation duration of the brake actuator is greater than a first preset duration; the vehicle does not require brake pressure maintenance; the second preset conditions include the following: the percentage of accelerator pedal opening in the previous target time period is a fourth preset value; the acceleration error is less than or equal to a first preset value; the activation duration of the drive actuator is greater than a second preset duration.

[0096] In this embodiment, the calculation module 200 is further configured to: obtain the target demand of the vehicle; if the target demand is a constant speed demand, determine the accelerator pedal opening percentage by querying a first correspondence table based on the current vehicle speed, and / or calculate the first accelerator pedal opening percentage based on the current vehicle speed and vehicle information according to a first calculation formula; if the target demand is an acceleration demand, determine the second accelerator pedal opening percentage by querying a second correspondence table based on the current acceleration, and / or calculate the second accelerator pedal opening percentage based on vehicle information, current vehicle speed and current acceleration according to a second calculation formula; and calculate the accelerator pedal opening percentage based on the first accelerator pedal opening percentage and the second accelerator pedal opening percentage.

[0097] In this embodiment of the application, the first calculation formula is:

[0098]

[0099] Where M is the mass of the vehicle, g is the acceleration due to weight, f is the tire rolling resistance coefficient, and C is the mass of the vehicle. D Where A is the drag coefficient, v is the frontal area, i is the current vehicle speed, and F is the road gradient, provided by gradient estimation. max κ is the maximum wheel-end force that the actuator can respond to. df1 This represents the percentage of the first accelerator pedal opening.

[0100] The second calculation formula is:

[0101]

[0102] Where a is the target acceleration, M is the mass of the vehicle, υ is the current speed, and P is the target acceleration. max κ is the maximum net power that the power system can provide. df2 This represents the percentage of the second accelerator pedal opening.

[0103] It should be noted that the foregoing explanation of the vehicle control method embodiment also applies to the vehicle control device of this embodiment, and will not be repeated here.

[0104] The vehicle control device proposed in the embodiments of this application can control the drive actuator to perform the target driving action based on the accelerator pedal opening percentage, or control the brake actuator to perform the target braking action based on the brake pedal opening percentage. This enables direct control of different actuators to perform target actions based on the opening percentage, adapts to different actuator interfaces, has high versatility, and does not require detailed vehicle power system parameters. It can more easily and accurately calculate the vehicle's accelerator pedal opening percentage, reducing the calculation difficulty.

[0105] Figure 4 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include:

[0106] The memory 401, the processor 402, and the computer program stored on the memory 401 and capable of running on the processor 402.

[0107] When the processor 402 executes the program, it implements the vehicle control method provided in the above embodiments.

[0108] Furthermore, the vehicle also includes:

[0109] Communication interface 403 is used for communication between memory 401 and processor 402.

[0110] The memory 401 is used to store computer programs that can run on the processor 402.

[0111] The memory 401 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0112] If the memory 401, processor 402, and communication interface 403 are implemented independently, then the communication interface 403, memory 401, and processor 402 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized into address buses, data buses, control buses, etc. For ease of representation, Figure 4 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0113] Optionally, in a specific implementation, if the memory 401, processor 402, and communication interface 403 are integrated on a single chip, then the memory 401, processor 402, and communication interface 403 can communicate with each other through an internal interface.

[0114] Processor 402 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0115] This application also provides a computer-readable storage medium storing a computer program or instructions thereon, which, when executed by a processor, implements the vehicle control method described above.

[0116] This application also provides a computer program product, including a computer program or instructions, which, when executed, implement the vehicle control method as described in the embodiments.

[0117] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0118] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0119] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0120] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or more of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0121] Those skilled in the art will understand that all or part of the steps of the methods described in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it includes one or a combination of the steps of the method embodiments.

Claims

1. A vehicle control method, characterized in that, Includes the following steps: Obtain vehicle information, current speed, current acceleration, and target acceleration; Calculating the accelerator pedal opening percentage and obtaining the brake pedal opening percentage based on at least one of the vehicle information, the current vehicle speed, the current acceleration, and the target acceleration, including: Obtain the target requirements for this vehicle; If the target requirement is a constant speed requirement, then the accelerator pedal opening percentage is determined by querying the first correspondence table based on the current vehicle speed, and / or the first accelerator pedal opening percentage is calculated according to the first calculation formula based on the current vehicle speed and the vehicle information; If the target requirement is an acceleration requirement, then the accelerator pedal opening percentage is determined by querying the second correspondence table based on the current acceleration, and / or the second accelerator pedal opening percentage is calculated according to the second calculation formula based on the vehicle information, the current vehicle speed and the current acceleration; The accelerator pedal opening percentage is calculated based on the first accelerator pedal opening percentage and the second accelerator pedal opening percentage; The first calculation formula is: Where M is the mass of the vehicle, g is the acceleration due to weight, f is the tire rolling resistance coefficient, and C is the mass of the vehicle. D Where A is the drag coefficient, υ is the frontal area, i is the current vehicle speed, and F is the road gradient, provided by gradient estimation. max κ is the maximum wheel-end force that the actuator can respond to. df1 This represents the percentage of the first accelerator pedal opening. The second calculation formula is: Where a is the target acceleration, M is the mass of the vehicle, υ is the current speed, and P is the target acceleration. max κ is the maximum net power that the power system can provide. df2 This represents the percentage of the second accelerator pedal opening. The actuator is controlled to perform the target driving action based on the accelerator pedal opening percentage, or the brake actuator is controlled to perform the target braking action based on the brake pedal opening percentage.

2. The vehicle control method according to claim 1, characterized in that, Before controlling the drive actuator based on the accelerator pedal opening percentage, or controlling the brake actuator based on the brake pedal opening percentage, the method further includes: Determine whether the vehicle requires brake pressure maintenance; Calculate the acceleration error between the current acceleration and the target acceleration; If the vehicle requires brake pressure maintenance and / or the acceleration error is less than or equal to a first preset value, the brake actuator is controlled based on the brake pedal opening percentage; otherwise, the drive actuator is controlled based on the accelerator pedal opening percentage.

3. The vehicle control method according to claim 1 or 2, characterized in that, After controlling the brake actuator based on the brake pedal opening percentage, the method further includes: If the brake actuator meets the first preset switching condition, the brake actuator is switched to the drive actuator, and the drive actuator is controlled based on the accelerator pedal opening percentage. If the drive actuator meets the second preset switching condition, the drive actuator is switched to the brake actuator, and the brake actuator is controlled based on the brake pedal opening percentage.

4. The vehicle control method according to claim 3, characterized in that, The first preset switching conditions include the following: The brake pedal opening percentage for the previous target time period is the second preset value; The acceleration error is greater than the preset value; The activation duration of the brake actuator is greater than the first preset duration; The vehicle does not require brake pressure maintenance; The second preset switching conditions include the following: The accelerator pedal opening percentage for the previous target time period is the fourth preset value; The acceleration error is less than or equal to the third preset value; The activation duration of the drive actuator is greater than the second preset duration.

5. A vehicle control device, characterized in that, To implement the vehicle control method as described in any one of claims 1-4, comprising: The acquisition module is used to acquire vehicle information, current speed, current acceleration, and target acceleration of the vehicle. The calculation module is used to calculate the accelerator pedal opening percentage based on at least one of the vehicle information, the current vehicle speed, the current acceleration, and the target acceleration, and to obtain the brake pedal opening percentage. The control module is used to control the drive actuator to perform a first target action based on the accelerator pedal opening percentage, or to control the brake actuator to perform a second target action based on the brake pedal opening percentage.

6. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the vehicle control method as described in any one of claims 1-4.

7. A computer-readable storage medium having a computer program or instructions stored thereon, characterized in that, The computer program or instructions are executed by a processor to implement the vehicle control method as described in any one of claims 1-4.

8. A computer program product, comprising a computer program or instructions, characterized in that, When the computer program or instructions are executed, they implement the vehicle control method as described in any one of claims 1-4.

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