Vehicle control method, device and system, electronic device and storage medium

Abstract

The present application provides a vehicle control method, device and system, as well as an electronic device and a storage medium, the vehicle control method comprising: obtaining real-time status information of the vehicle, the real-time status information of the vehicle including the actual speed of the vehicle, the gear position of the vehicle and the actual acceleration of the vehicle; obtaining the target speed and target acceleration of the vehicle; determining the control strategy of the vehicle based on the actual speed, target speed and gear position, the control strategy including brake control, or brake and clutch joint control; according to the control strategy, determining the brake position variable and / or clutch position variable of the vehicle based on the target acceleration and the actual acceleration; based on the brake position variable and / or clutch position variable, controlling the vehicle to brake until the target speed is reached. The calculation scheme of the present application can achieve smooth control of the vehicle and avoid vehicle stalling.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle control method, device and system, as well as electronic equipment and storage medium. Background Art

[0002] When students in driving schools learn to drive a manual transmission vehicle, they are unfamiliar with the clutch when the vehicle starts or decelerates, which makes the clutch control unstable and causes frequent stalls. In addition, when the vehicle starts or decelerates, novice students cannot feel how to control the clutch and cannot control the vehicle to start or decelerate smoothly, resulting in poor teaching results. Summary of the invention

[0003] In order to solve the above problems, embodiments of the present application provide a vehicle control method, device and system, as well as an electronic device and a storage medium.

[0004] In a first aspect, an embodiment of the present application provides a vehicle control method, comprising: obtaining real-time status information of the vehicle, the real-time status information of the vehicle includes the actual speed of the vehicle, the gear position of the vehicle and the actual acceleration of the vehicle; obtaining the target speed and target acceleration of the vehicle; determining a control strategy of the vehicle based on the actual speed, the target speed and the gear position, the control strategy including braking control, or braking and clutch joint control; determining, according to the control strategy, a brake position variable and / or a clutch position variable of the vehicle based on the target acceleration and the actual acceleration; and controlling the vehicle to brake based on the brake position variable and / or the clutch position variable until the target speed is reached.

[0005] In combination with the first aspect, the control strategy of the vehicle is determined based on the actual speed, target speed and gear, including: if the actual speed is greater than the target speed, and the actual speed is greater than the idle speed of the gear, the control strategy of the vehicle is determined to be brake control; if the actual speed is greater than the target speed, and the actual speed is less than the idle speed of the gear, the control strategy of the vehicle is determined to be brake and clutch joint control; if the actual speed is less than the target speed, the control strategy of the vehicle is determined to be brake and clutch joint control.

[0006] In combination with the first aspect, the brake position variable of the vehicle is determined based on the target acceleration and the actual acceleration, including: obtaining a first difference between the target acceleration and the actual acceleration of the current cycle, a second difference between the target acceleration and the actual acceleration of the previous cycle, and a third difference between the target acceleration and the actual acceleration of the previous cycle; obtaining a brake proportional coefficient, a brake integral coefficient and a brake differential coefficient; and determining the brake position variable of the vehicle based on the first difference, the second difference, the third difference, the brake proportional coefficient, the brake integral coefficient and the brake differential coefficient.

[0007] In combination with the first aspect, the clutch position variable of the vehicle is determined based on the target acceleration and the actual acceleration, including: obtaining a first difference between the target acceleration and the actual acceleration of the current cycle, a second difference between the target acceleration and the actual acceleration of the previous cycle, and a third difference between the target acceleration and the actual acceleration of the previous cycle; obtaining a clutch proportional coefficient, a clutch integral coefficient and a clutch differential coefficient; and determining the clutch position variable of the vehicle based on the first difference, the second difference, the third difference, the clutch proportional coefficient, the clutch integral coefficient and the clutch differential coefficient.

[0008] In combination with the first aspect, before obtaining the target speed and target acceleration of the vehicle, the method includes: if there is an obstacle in front of the vehicle, determining the target speed and target acceleration of the vehicle based on the distance between the vehicle and the obstacle; if there is no obstacle in front of the vehicle, but the actual speed is not equal to the set speed of the vehicle, determining the set speed of the vehicle as the target speed, and determining the target acceleration of the vehicle based on the target speed and the actual speed.

[0009] In combination with the first aspect, obtaining real-time status information of the vehicle includes: using sensors and / or an on-board automatic diagnostic system to obtain real-time status information.

[0010] In a second aspect, an embodiment of the present application provides a vehicle control device, comprising: an acquisition module, used to acquire real-time status information of the vehicle, the real-time status information of the vehicle includes the actual speed of the vehicle, the gear position of the vehicle and the actual acceleration of the vehicle; the acquisition module is also used to acquire the target speed and target acceleration of the vehicle; a determination module, used to determine the control strategy of the vehicle based on the actual speed, the target speed and the gear position, the control strategy including braking control, or braking and clutch joint control; the determination module is also used to determine the brake position variable and / or clutch position variable of the vehicle based on the target acceleration and the actual acceleration according to the control strategy; a control module, used to control the vehicle braking based on the brake position variable and / or the clutch position variable until the target speed is reached.

[0011] In a third aspect, an embodiment of the present application provides a vehicle control system, comprising: a brake control device, a clutch control device and a controller; the controller comprises an acquisition module, a calculation module and a control module; wherein the acquisition module is used to acquire real-time status information of the vehicle, and the real-time status information of the vehicle includes the actual speed of the vehicle, the gear position of the vehicle and the actual acceleration of the vehicle; the calculation module is used to determine the target speed and target acceleration of the vehicle; based on the actual speed, the target speed and the gear position, a control strategy of the vehicle is determined, and the control strategy includes brake control, or brake and clutch joint control; according to the control strategy, based on the target acceleration and the actual acceleration, the brake position variable and / or clutch position variable of the vehicle is determined; the control module is used to send the brake position variable of the vehicle to the brake control device, and / or send the clutch position variable of the vehicle to the clutch control device; the brake control device is used to control the vehicle braking based on the brake position variable, and / or the clutch control device is used to control the vehicle braking based on the clutch position variable.

[0012] In a fourth aspect, an embodiment of the present application provides an electronic device, comprising: a processor; a memory, the memory being connected to the processor, the memory being used to store a computer program, and the computer program implementing the above method when executed by the processor.

[0013] In a fifth aspect, an embodiment of the present application provides a storage medium having a computer program stored thereon. When the computer program is executed by a processor, the above method is implemented.

[0014] In a sixth aspect, an embodiment of the present application provides a computer program product, including computer program instructions, which implement the above method when executed by a processor.

[0015] Through the above technical solution, when the actual speed of the vehicle needs to be adjusted to the target speed, the vehicle control strategy is determined according to the actual speed, target speed and gear of the vehicle, and the brake position variable and / or clutch position variable of the vehicle are determined according to the vehicle control strategy, so as to control the vehicle braking and realize the smooth control of the vehicle. The technical solution of the embodiment of the present application can assist the trainee in controlling the vehicle and avoid the vehicle stalling, and can also allow the trainee to better feel how to control the clutch and help the trainee develop safe driving habits. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a flow chart of a vehicle control method provided in one embodiment of the present application.

[0017] Figure 2 It is a flowchart of a method for determining a target speed and a target acceleration provided in an embodiment of the present application.

[0018] Figure 3It is a flowchart of a method for determining a brake position variable of a vehicle provided in one embodiment of the present application.

[0019] Figure 4 It is a flowchart of a method for determining a clutch position variable of a vehicle provided in one embodiment of the present application.

[0020] Figure 5 It is a structural block diagram of a vehicle control device provided in one embodiment of the present application.

[0021] Figure 6 It is a structural block diagram of a vehicle control system provided in one embodiment of the present application.

[0022] Figure 7 Shown is a schematic structural diagram of an electronic device provided in one embodiment of the present application. DETAILED DESCRIPTION

[0023] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0024] As a traditional industry, the driving training industry is dominated by manual transmission models. However, the current autonomous driving technology is basically applicable to automatic transmission models. The control of manual transmission involves the control of the clutch. Currently, there is no technology to assist trainees in controlling the vehicle start or control the vehicle deceleration, and the training effect of trainees is poor.

[0025] In view of the above technical problems, this solution provides a vehicle control method to assist students in controlling the vehicle to start or decelerate, thereby achieving smooth vehicle control and avoiding vehicle stalling.

[0026] Figure 1 FIG. 1 is a flow chart of a vehicle control method provided by an embodiment of the present application. Figure 1 As shown, the method includes the following steps.

[0027] Step S110, obtaining real-time status information of the vehicle.

[0028] In an embodiment of the present application, the real-time status information of the vehicle includes the actual speed of the vehicle, the gear position of the vehicle and the actual acceleration of the vehicle.

[0029] Optionally, the real-time status information of the vehicle is obtained by using an on-board diagnostics system (OBD). In some cases, a sensor is installed on the vehicle, and the real-time status information of the vehicle is obtained by using the sensor on the vehicle. In the embodiment of the present application, the real-time status information of the vehicle is obtained once at a fixed interval. Optionally, the interval time is 3 minutes, 5 minutes, 10 minutes, etc.

[0030] Step S120, obtaining the target speed and target acceleration of the vehicle.

[0031] Optionally, before obtaining the target speed and target acceleration of the vehicle, the target speed and target acceleration are determined based on the current state of the vehicle and / or the surrounding environment. Specifically, if there is an obstacle in front of the vehicle, the target speed and target acceleration of the vehicle are determined based on the distance between the vehicle and the obstacle. In an embodiment of the present application, the obstacle includes a dynamic obstacle (e.g., a pedestrian, a vehicle, etc.) or a static obstacle. If there is no obstacle in front of the vehicle, but the actual speed is not equal to the set speed of the vehicle, the set speed of the vehicle is determined as the target speed, and based on the target speed and the actual speed, the target acceleration of the vehicle is determined. In an embodiment of the present application, the set speed refers to the set speed at which the vehicle is traveling. For example, when practicing Subject 2 or Subject 3, different driving speeds, i.e., set speeds, are set for the vehicle. For more descriptions on determining the target speed and target acceleration, please refer to this application. Figure 2 , I will not go into details here.

[0032] Step S130, determining the vehicle control strategy based on the actual speed, target speed and gear position.

[0033] In an embodiment of the present application, a control strategy for the vehicle is determined based on the actual speed, target speed, and gear position of the vehicle.

[0034] Specifically, when the actual speed is greater than the target speed, it is necessary to decelerate to the target speed. The applicable scenarios at this time mainly include vehicle overspeeding or obstacles in front of the vehicle. Since manual transmission vehicles may need to cooperate with the clutch and brake to prevent the vehicle from stalling when decelerating, it is necessary to determine whether the position of the clutch needs to be adjusted when decelerating. When the actual speed is greater than the idle speed of the gear, it is not necessary to adjust the position of the clutch at this time, and the brake can be used directly to decelerate. That is, when the actual speed is greater than the idle speed of the gear, the control strategy of the vehicle is determined to be brake control. When the actual speed is less than the idle speed of the gear, if only the brake is stepped on, it may cause stalling. At this time, the clutch needs to cooperate with the brake to decelerate. That is, when the actual speed is less than the idle speed of the gear, the control strategy of the vehicle is determined to be brake and clutch joint control.

[0035] When the actual speed is less than the target speed, it is necessary to accelerate to the target speed. For example, when there is an obstacle in front of the vehicle, the vehicle is controlled to decelerate. After the obstacle is removed, the actual speed of the vehicle is less than the set speed, and the vehicle needs to be controlled to return to the set speed. At this time, the clutch and brake need to cooperate to prevent the vehicle from stalling. That is, when the vehicle speed is less than the target speed, the vehicle control strategy is determined to be the joint control of the brake and clutch.

[0036] Step S140: determining the brake position variable and / or clutch position variable of the vehicle according to the control strategy, based on the target acceleration and the actual acceleration.

[0037] Specifically, if the control strategy includes a brake control strategy, the brake position variable of the vehicle is determined based on the target acceleration and the actual acceleration. If the control strategy includes brake and clutch joint control, the brake position variable and clutch position variable of the vehicle are determined based on the target acceleration and the actual acceleration. For the specific method of determining the brake position variable, please refer to the present application Figure 3 For the specific method of determining the clutch position variable, please refer to this application Figure 4 The description in will not be repeated here.

[0038] Step S150, based on the brake position variable and / or the clutch position variable, controlling the vehicle to brake until the target speed is reached.

[0039] Specifically, if only brake control is needed, the brake position variable is converted into the position of the brake motor, the position of the brake motor is adjusted, and the vehicle brake is controlled. If both brake and clutch control are needed, the brake position variable is converted into the position of the brake motor, and the clutch position variable is converted into the position of the clutch motor, and the two cooperate to control the vehicle brake.

[0040] In the embodiment of the present application, when the actual speed of the vehicle needs to be adjusted to the target speed, the control strategy of the vehicle is determined according to the actual speed, target speed and gear of the vehicle, and the brake position variable and / or clutch position variable of the vehicle are determined according to the control strategy of the vehicle, so as to control the braking of the vehicle and realize the smooth control of the vehicle. The technical solution of the embodiment of the present application can assist the trainee in controlling the vehicle and avoid the vehicle stalling, and can also allow the trainee to better feel how to control the clutch and help the trainee develop safe driving habits.

[0041] Figure 2 FIG. 1 is a flow chart of a method for determining a target speed and a target acceleration provided by an embodiment of the present application. Figure 2 As shown, the method includes the following steps.

[0042] Step S210, determining whether there is an obstacle in front of the vehicle.

[0043] In the embodiment of the present application, there may be dynamic obstacles and static obstacles in the driving school. For example, pedestrians, vehicles, etc. During the driving process of the vehicle, it is necessary to determine whether there is an obstacle in front of the vehicle. If there is an obstacle, it is necessary to remind the trainee in time and / or take corresponding actions to prevent a collision. If it is determined that there is an obstacle in front of the vehicle, step S220 is executed.

[0044] In step S220, the target speed and target acceleration of the vehicle are determined based on the distance between the vehicle and the obstacle. Optionally, if the obstacle is a dynamic obstacle, the target speed and target acceleration of the vehicle need to be determined based on the distance between the vehicle and the obstacle, as well as the speed of the vehicle and the speed of the obstacle. If the obstacle is a static obstacle, the target speed is set to 0, and the target acceleration is determined based on the distance between the vehicle and the obstacle. The target speed and target acceleration can be determined using a conventional algorithm, which is not limited in this application.

[0045] If it is determined that there is no obstacle in front of the vehicle, execute step S230. In step S230, determine whether the actual speed is equal to the set speed of the vehicle. When there is no obstacle in front of the vehicle, the vehicle can travel normally. For driving safety, students set the maximum driving speed of the vehicle when practicing. If the actual speed is greater than the set speed, that is, there is an overspeed situation, then it is necessary to control the vehicle to decelerate to the set speed or below the set speed. In addition, in another case, when the vehicle encounters an obstacle, the vehicle decelerates from the set speed. After the obstacle is eliminated, the actual speed of the vehicle is less than the set speed. Since no gear is changed during the deceleration process, the vehicle speed may not match the gear position. In order to make the vehicle speed match the gear position, it is necessary to control the vehicle to return to near the set speed of the vehicle.

[0046] In step S240, the set speed of the vehicle is determined as the target speed, and based on the target speed and the actual speed, the target acceleration of the vehicle is determined.

[0047] In the embodiment of the present application, after determining the target speed of the vehicle, the target acceleration of the vehicle is determined according to the target speed and the actual speed. For example, if the target speed differs greatly from the actual speed, a larger target acceleration is set; if the target speed differs little from the actual speed, a smaller target acceleration is set.

[0048] In the embodiment of the present application, the target speed and target acceleration in different scenarios are determined, and a variety of scenarios are fully considered, so that the determined target speed and target acceleration are more practical.

[0049] Figure 3 FIG. 1 is a flow chart of a method for determining a brake position variable of a vehicle provided in an embodiment of the present application. Figure 3 As shown, the method includes the following steps.

[0050] In the embodiment of the present application, a proportional-integral-derivative (PID) control algorithm is used to determine the brake position variables of the vehicle at different periods. The period of the PID control algorithm is determined according to actual conditions. For example, the period can be 100ms, 150ms, 200ms, etc.

[0051] Step S310, obtaining a first difference between the target acceleration and the actual acceleration of the current cycle, a second difference between the target acceleration and the actual acceleration of the previous cycle, and a third difference between the target acceleration and the actual acceleration of the previous cycle.

[0052] In the embodiment of the present application, if the current cycle is the first calculation cycle, there is no previous cycle and the previous cycle, and the second difference and the third difference are set to 0. The target acceleration is based on Figure 2 The actual acceleration is determined by the method in , and the actual acceleration is the real-time acceleration of the vehicle collected by OBD or sensor.

[0053] Step S320, obtaining the braking proportional coefficient, the braking integral coefficient and the braking differential coefficient.

[0054] In the embodiment of the present application, the brake proportional coefficient, brake integral coefficient and brake differential coefficient can be set according to actual needs. For example, if you want to adjust slowly, set a smaller brake proportional coefficient, brake integral coefficient and brake differential coefficient; if you want to adjust quickly, set a larger brake proportional coefficient, brake integral coefficient and brake differential coefficient.

[0055] Step S330, determining the brake position variable of the vehicle based on the first difference, the second difference, the third difference, the brake proportional coefficient, the brake integral coefficient and the brake differential coefficient.

[0056] In the embodiment of the present application, the brake position variable is determined by formula (1):

[0057] Brake_val = Kp1×(err k -err k-1 )+Ki 1×err k +Kd1×(err k -2err k-1

[0058] +err k-2 ), (1)

[0059] Among them, Brake_val represents the brake position variable, Kp1 represents the brake proportional coefficient, Ki1 represents the brake integral coefficient, Kd1 represents the brake differential coefficient, err k Indicates the first difference, errk-1 Indicates the second difference, err k-2 Represents the third difference.

[0060] Figure 4 FIG. 1 is a flow chart of a method for determining a clutch position variable of a vehicle provided in an embodiment of the present application. Figure 4 As shown, the method includes the following steps.

[0061] In the embodiment of the present application, a proportional-integral-derivative (PID) control algorithm is used to determine the clutch position variable of the vehicle at different periods. The period of the PID control algorithm is determined according to actual conditions. For example, the period can be 100ms, 150ms, 200ms, etc.

[0062] Step S310, obtaining a first difference between the target acceleration and the actual acceleration of the current cycle, a second difference between the target acceleration and the actual acceleration of the previous cycle, and a third difference between the target acceleration and the actual acceleration of the previous cycle.

[0063] In the embodiment of the present application, if the current cycle is the first calculation cycle, there is no previous cycle and the previous cycle, and the second difference and the third difference are set to 0. The target acceleration is based on Figure 2 The actual acceleration is determined by the method in , and the actual acceleration is the real-time acceleration of the vehicle collected by OBD or sensor.

[0064] Step S320, obtaining the clutch proportional coefficient, clutch integral coefficient and clutch differential coefficient.

[0065] In the embodiment of the present application, the clutch proportional coefficient, clutch integral coefficient and clutch differential coefficient can be set according to actual needs. For example, if you want to adjust slowly, set a smaller clutch proportional coefficient, clutch integral coefficient and clutch differential coefficient; if you want to adjust quickly, set a larger clutch proportional coefficient, clutch integral coefficient and clutch differential coefficient.

[0066] Step S330, determining the clutch position variable of the vehicle based on the first difference, the second difference, the third difference, the clutch proportional coefficient, the clutch integral coefficient and the clutch differential coefficient.

[0067] In the embodiment of the present application, the clutch position variable is determined by formula (2):

[0068] Clutch_val=Kp2×(err k -err k-1 )+Ki2×err k +Kd2×(err k -2err k-1

[0069] +err k-2 ), (2)

[0070] Where Clutch_val represents the clutch position variable, Kp2 represents the clutch proportional coefficient, Ki2 represents the clutch integral coefficient, Kd2 represents the clutch differential coefficient, err k Indicates the first difference, err k-1 Indicates the second difference, err k-2 Represents the third difference.

[0071] In the embodiment of the present application, by periodically determining the clutch position variable of the vehicle and periodically controlling the vehicle braking based on the clutch position variable and / or the brake position variable, smooth control of the vehicle can be achieved.

[0072] Figure 5 is a structural block diagram of a vehicle control device provided by an embodiment of the present application. Figure 5 As shown, the vehicle control device 500 includes an acquisition module 510 , a determination module 520 and a control module 530 .

[0073] The acquisition module 510 is used to acquire the real-time status information of the vehicle. The real-time status information of the vehicle includes the actual speed of the vehicle, the gear position of the vehicle and the actual acceleration of the vehicle. Optionally, the acquisition module 510 uses a sensor and / or an on-board automatic diagnostic system to acquire the real-time status information.

[0074] The acquisition module 510 is also used to acquire the target speed and target acceleration of the vehicle.

[0075] The determination module 520 is used to determine the control strategy of the vehicle based on the actual speed, the target speed and the gear position. The control strategy includes brake control, or brake and clutch control.

[0076] The determination module 520 is also used to determine the brake position variable and / or clutch position variable of the vehicle based on the target acceleration and the actual acceleration according to the control strategy. Optionally, the determination module 520 is also used to obtain the first difference between the target acceleration and the actual acceleration of the current cycle, the second difference between the target acceleration and the actual acceleration of the previous cycle, and the third difference between the target acceleration and the actual acceleration of the previous cycle; obtain the braking proportional coefficient, the braking integral coefficient and the braking differential coefficient; based on the first difference, the second difference, the third difference, the braking proportional coefficient, the braking integral coefficient and the braking differential coefficient, determine the brake position variable of the vehicle. The determination module 520 is also used to obtain the first difference between the target acceleration and the actual acceleration of the current cycle, the second difference between the target acceleration and the actual acceleration of the previous cycle, and the third difference between the target acceleration and the actual acceleration of the previous cycle; obtain the clutch proportional coefficient, the clutch integral coefficient and the clutch differential coefficient; based on the first difference, the second difference, the third difference, the clutch proportional coefficient, the clutch integral coefficient and the clutch differential coefficient, determine the clutch position variable of the vehicle.

[0077] Optionally, the determination module 520 is also used to determine the target speed and target acceleration of the vehicle based on the distance between the vehicle and the obstacle if there is an obstacle in front of the vehicle; if there is no obstacle in front of the vehicle but the actual speed is not equal to the set speed of the vehicle, the set speed of the vehicle is determined as the target speed, and the target acceleration of the vehicle is determined based on the target speed and the actual speed.

[0078] The control module 530 is used to control the vehicle braking based on the brake position variable and / or the clutch position variable until the target speed is reached.

[0079] The specific working principle and benefits of the vehicle control device provided in the embodiment of the present application are similar to the specific working principle and benefits of the vehicle control method provided in the embodiment of the present application, and will not be repeated here.

[0080] Figure 6 is a structural block diagram of a vehicle control system provided by an embodiment of the present application. Figure 6 As shown, the vehicle control system includes a brake control device 610, a clutch control device 620 and a controller 630. The controller 630 includes a collection module 631, a calculation module 632 and a control module 633.

[0081] In the embodiment of the present application, the acquisition module 631 is used to collect the real-time status information of the vehicle, and the real-time status information of the vehicle includes the actual speed of the vehicle, the gear position of the vehicle and the actual acceleration of the vehicle. The calculation module 632 is used to determine the target speed and target acceleration of the vehicle; based on the actual speed, target speed and gear position, determine the control strategy of the vehicle, the control strategy includes brake control, or brake and clutch joint control; according to the control strategy, based on the target acceleration and the actual acceleration, determine the brake position variable and / or clutch position variable of the vehicle. The control module 633 is used to send the brake position variable of the vehicle to the brake control device, and / or send the clutch position variable of the vehicle to the clutch control device.

[0082] The brake control device 610 is used to control vehicle braking based on the brake position variable, and / or the clutch control device 620 is used to control vehicle braking based on the clutch position variable.

[0083] In the embodiment of the present application, the brake control device 610 includes a brake motor, and the clutch control device 620 includes a clutch motor, and the vehicle braking is controlled by the brake motor and / or the clutch motor.

[0084] Below, reference Figure 7 To describe an electronic device according to an embodiment of the present application. Figure 7 Shown is a schematic structural diagram of an electronic device provided in one embodiment of the present application.

[0085] like Figure 7 As shown, the electronic device 700 includes one or more processors 701 and a memory 702 .

[0086] The processor 701 may be a central processing unit (CPU) or other forms of processing units having data processing capabilities and / or instruction execution capabilities, and may control other components in the electronic device 700 to perform desired functions.

[0087] The memory 702 may include one or more computer program products, and the computer program product may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory (cache), etc. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 701 may run the program instructions to implement the vehicle control method of each embodiment of the present application described above and / or other desired functions. Various contents such as the actual acceleration and target acceleration of the vehicle may also be stored in the computer-readable storage medium.

[0088] In one example, the electronic device 700 may further include: an input device 703 and an output device 704, and these components are interconnected via a bus system and / or other forms of connection mechanisms (not shown).

[0089] The input device 703 may include, for example, a keyboard, a mouse, etc.

[0090] The output device 704 can output various information to the outside, including brake position variables and / or clutch position variables, etc. The output device 704 can include, for example, a display, a speaker, a printer, a communication network and a remote output device connected thereto, etc.

[0091] Of course, to simplify, Figure 7 Only some of the components related to the present application in the electronic device 700 are shown, and components such as a bus, an input / output interface, etc. are omitted. In addition, according to specific application conditions, the electronic device 700 may also include any other appropriate components.

[0092] In addition to the above-mentioned methods and devices, an embodiment of the present application may also be a computer program product, which includes computer program instructions, which, when executed by a processor, enable the processor to execute the steps of the vehicle control method according to various embodiments of the present application described above in this specification.

[0093] The computer program product may be written in any combination of one or more programming languages ​​to write program codes for performing the operations of the embodiments of the present application, including object-oriented programming languages, such as Java, C++, etc., and conventional procedural programming languages, such as "C" language or similar programming languages. The program code may be executed entirely on the user computing device, partially on the user device, as an independent software package, partially on the user computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0094] In addition, an embodiment of the present application may also be a computer-readable storage medium on which computer program instructions are stored. When the computer program instructions are executed by a processor, the processor executes the steps of the vehicle control method according to various embodiments of the present application described above in this specification.

[0095] The computer readable storage medium can adopt any combination of one or more readable media. The readable medium can be a readable signal medium or a readable storage medium. The readable storage medium can include, for example, but is not limited to, a system, device or device of electricity, magnetism, light, electromagnetic, infrared, or semiconductor, or any combination of the above. More specific examples (non-exhaustive list) of readable storage media include: an electrical connection with one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0096] The basic principles of the present application are described above in conjunction with specific embodiments. However, it should be noted that the advantages, strengths, effects, etc. mentioned in the present application are only examples and not limitations, and it cannot be considered that these advantages, strengths, effects, etc. are required by each embodiment of the present application. In addition, the specific details disclosed above are only for the purpose of illustration and ease of understanding, not for limitation, and the above details do not limit the present application to being implemented by adopting the above specific details.

[0097] The block diagrams of the devices, apparatuses, equipment, and systems involved in this application are only illustrative examples and are not intended to require or imply that they must be connected, arranged, and configured in the manner shown in the block diagram. As will be appreciated by those skilled in the art, these devices, apparatuses, equipment, and systems can be connected, arranged, and configured in any manner. Words such as "including", "comprising", "having", etc. are open words, referring to "including but not limited to", and can be used interchangeably with them. The words "or" and "and" used here refer to the words "and / or" and can be used interchangeably with them, unless the context clearly indicates otherwise. The words "such as" used here refer to the phrase "such as but not limited to", and can be used interchangeably with them.

[0098] It should also be noted that in the apparatus, device and method of the present application, each component or each step can be decomposed and / or recombined. Such decomposition and / or recombination should be regarded as equivalent solutions of the present application.

[0099] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects without departing from the scope of the present application. Therefore, the present application is not intended to be limited to the aspects shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

[0100] The above description has been given for the purpose of illustration and description. In addition, this description is not intended to limit the embodiments of the present application to the forms disclosed herein. Although multiple example aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, changes, additions and sub-combinations thereof.

Claims

1. A vehicle control method, characterized in that: include: Acquiring real-time status information of the vehicle, the real-time status information of the vehicle including the actual speed of the vehicle, the gear position of the vehicle and the actual acceleration of the vehicle; Obtaining a target speed and a target acceleration of the vehicle; Determining a control strategy for the vehicle based on the actual speed, the target speed, and the gear position, the control strategy comprising brake control, or brake and clutch combined control; According to the control strategy, based on the target acceleration and the actual acceleration, determining a brake position variable and / or a clutch position variable of the vehicle; Based on the brake position variable and / or the clutch position variable, controlling the vehicle to brake until the target speed is reached; Wherein, determining the brake position variable of the vehicle based on the target acceleration and the actual acceleration includes: Obtain a first difference between the target acceleration and the actual acceleration of a current cycle, a second difference between the target acceleration and the actual acceleration of a previous cycle, and a third difference between the target acceleration and the actual acceleration of a previous cycle; Get the braking proportional coefficient, braking integral coefficient and braking differential coefficient; The brake position variable of the vehicle is determined based on the first difference, the second difference, the third difference, the brake proportional coefficient, the brake integral coefficient, and the brake differential coefficient.

2. The method according to claim 1, characterized in that The determining of the control strategy of the vehicle based on the actual speed, the target speed and the gear position comprises: If the actual speed is greater than the target speed, and the actual speed is greater than the idle speed of the gear, determining that the control strategy of the vehicle is brake control; If the actual speed is greater than the target speed and the actual speed is less than the idle speed of the gear, determining that the control strategy of the vehicle is joint control of the brake and the clutch; If the actual speed is less than the target speed, the control strategy of the vehicle is determined to be joint control of braking and clutching.

3. The method according to claim 1, characterized in that The determining of the clutch position variable of the vehicle based on the target acceleration and the actual acceleration includes: Obtain a first difference between the target acceleration and the actual acceleration of a current cycle, a second difference between the target acceleration and the actual acceleration of a previous cycle, and a third difference between the target acceleration and the actual acceleration of a previous cycle; Obtaining clutch proportional coefficient, clutch integral coefficient and clutch differential coefficient; The clutch position variable of the vehicle is determined based on the first difference, the second difference, the third difference, the clutch proportional coefficient, the clutch integral coefficient, and the clutch differential coefficient.

4. The method according to any one of claims 1 to 3, characterized in that: Before obtaining the target speed and target acceleration of the vehicle, the method includes: If there is an obstacle in front of the vehicle, determining a target speed and a target acceleration of the vehicle based on a distance between the vehicle and the obstacle; If there is no obstacle in front of the vehicle, but the actual speed is not equal to the set speed of the vehicle, the set speed of the vehicle is determined as the target speed, and the target acceleration of the vehicle is determined based on the target speed and the actual speed.

5. The method according to any one of claims 1 to 3, characterized in that: The obtaining of real-time status information of the vehicle includes: The real-time status information is obtained by using sensors and / or an on-board automatic diagnostic system.

6. A vehicle control device, characterized in that: include: An acquisition module, used to acquire real-time status information of the vehicle, wherein the real-time status information of the vehicle includes an actual speed of the vehicle, a gear position of the vehicle and an actual acceleration of the vehicle; The acquisition module is also used to acquire the target speed and target acceleration of the vehicle; a determination module, configured to determine a control strategy of the vehicle based on the actual speed, the target speed and the gear position, wherein the control strategy includes brake control or brake and clutch combined control; The determination module is further configured to determine a brake position variable and / or a clutch position variable of the vehicle based on the target acceleration and the actual acceleration according to the control strategy; a control module, configured to control the vehicle to brake based on the brake position variable and / or the clutch position variable until the target speed is reached; Wherein, determining the brake position variable of the vehicle based on the target acceleration and the actual acceleration includes: Obtain a first difference between the target acceleration and the actual acceleration of a current cycle, a second difference between the target acceleration and the actual acceleration of a previous cycle, and a third difference between the target acceleration and the actual acceleration of a previous cycle; Get the braking proportional coefficient, braking integral coefficient and braking differential coefficient; The brake position variable of the vehicle is determined based on the first difference, the second difference, the third difference, the brake proportional coefficient, the brake integral coefficient, and the brake differential coefficient.

7. A vehicle control system, characterized in that: include: Braking control device, clutch control device and controller; the controller includes an acquisition module, a calculation module and a control module; wherein, The acquisition module is used to acquire real-time status information of the vehicle, wherein the real-time status information of the vehicle includes the actual speed of the vehicle, the gear position of the vehicle and the actual acceleration of the vehicle; The calculation module is used to determine the target speed and target acceleration of the vehicle; determine the control strategy of the vehicle based on the actual speed, the target speed and the gear position, the control strategy including brake control or brake and clutch joint control; according to the control strategy, determine the brake position variable and / or clutch position variable of the vehicle based on the target acceleration and the actual acceleration; The control module is used to send the brake position variable of the vehicle to the brake control device, and / or send the clutch position variable of the vehicle to the clutch control device; The brake control device is used to control the braking of the vehicle based on the brake position variable, and / or the clutch control device is used to control the braking of the vehicle based on the clutch position variable; Wherein, determining the brake position variable of the vehicle based on the target acceleration and the actual acceleration includes: Obtain a first difference between the target acceleration and the actual acceleration of a current cycle, a second difference between the target acceleration and the actual acceleration of a previous cycle, and a third difference between the target acceleration and the actual acceleration of a previous cycle; Get the braking proportional coefficient, braking integral coefficient and braking differential coefficient; The brake position variable of the vehicle is determined based on the first difference, the second difference, the third difference, the brake proportional coefficient, the brake integral coefficient, and the brake differential coefficient.

8. An electronic device, characterized in that: include: processor; A memory, the memory is connected to the processor, the memory is used to store a computer program, and the computer program, when executed by the processor, implements the method according to any one of claims 1 to 5.

9. A storage medium, characterized in that: The storage medium stores a computer program, and when the computer program is executed by the processor, the method according to any one of claims 1 to 5 is implemented.

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