Vehicle speed determination method, equipment and device of vehicle control system, medium and vehicle

Abstract

The invention discloses a vehicle speed determination method, equipment and device for a vehicle control system, a medium and a vehicle, and the method comprises the steps: obtaining the mass of a whole vehicle, the air resistance of the whole vehicle at the current sampling moment, the front wheel turning angle, the yaw velocity, the 1s variation of the secondary large wheel speed, the transverse vehicle speed, the wheel lateral force of each wheel at the current sampling moment, and the first wheel longitudinal force; the wheel acceleration mean value of each wheel in the current sampling period, the first feature attachment coefficient of each wheel at the last sampling moment, the first attachment coefficient limit value of each wheel, the longitudinal vehicle speed 1s variable quantity estimated value of the whole vehicle at the last sampling moment and the longitudinal vehicle speed estimated value of the whole vehicle at the last sampling moment; all the obtained parameters are used for calculation, and finally the transverse speed estimation value of the whole vehicle at the current sampling moment is determined. The method can be widely applied to the technical field of data processing.

Description

Technical Field

[0001] The present invention relates to the technical field of data processing, and in particular to a method, equipment, device, storage medium and vehicle for determining vehicle speed of a vehicle control system. Background Art

[0002] Vehicle Motion Control (VMC) is one of the core technologies of autonomous driving. Based on the instructions of the decision-making planning layer, vehicle motion control controls the vehicle to follow the reference trajectory in combination with vehicle status and environmental information. In order to ensure driving safety and comprehensively improve the driving experience, accurate and reliable vehicle speed information in all scenarios is required to achieve refined control of vehicle motion.

[0003] In the related art, the existing speed determination methods cover limited scenarios and the solutions are not comprehensive enough, and the engineering applicability is not strong. In addition, some speed determination algorithms have problems such as low accuracy and insufficient real-time performance. Therefore, there are still technical problems that need to be solved in the related art. Summary of the invention

[0004] The purpose of the present invention is to solve one of the technical problems existing in the prior art to at least a certain extent.

[0005] To this end, an object of an embodiment of the present invention is to provide a vehicle control system speed determination method, device, apparatus, storage medium and vehicle, which can improve the accuracy and real-time performance of speed determination during driving.

[0006] In order to achieve the above technical objectives, the technical solution adopted by the embodiment of the present invention includes: a vehicle control system speed determination method, comprising the following steps: obtaining the vehicle mass, the air resistance, front wheel steering angle, yaw angular velocity, 1s change of the next largest wheel speed and the lateral vehicle speed of the vehicle at the current sampling moment, the wheel lateral force and the first wheel longitudinal force of each wheel at the current sampling moment, the average wheel acceleration of each wheel in the current sampling period, the first characteristic adhesion coefficient of each wheel and the first adhesion coefficient limit of each wheel at the previous sampling moment, the estimated value of the 1s change of the longitudinal vehicle speed of the vehicle at the previous sampling moment and the estimated value of the longitudinal vehicle speed of the vehicle at the previous sampling moment; according to the air resistance, the vehicle mass, the front wheel steering angle, the first wheel The longitudinal slope acceleration of the whole vehicle at the current sampling moment is determined based on the wheel longitudinal force, the wheel lateral force, the second largest wheel speed 1s change, the yaw angular velocity and the lateral vehicle speed; the first longitudinal acceleration of the whole vehicle at the current sampling moment is determined based on the longitudinal slope acceleration, the first adhesion coefficient limit and the first characteristic adhesion coefficient; the longitudinal vehicle speed observation value of the whole vehicle at the current sampling moment is determined based on the wheel acceleration mean of each wheel; the longitudinal vehicle speed estimation value of the whole vehicle at the current sampling moment is determined based on the longitudinal vehicle speed observation value, the longitudinal vehicle speed 1s change estimation value and the first longitudinal acceleration; the lateral vehicle speed estimation value of the whole vehicle at the current sampling moment is determined based on the longitudinal vehicle speed estimation value and the lateral vehicle speed of the whole vehicle at the current sampling moment.

[0007] In addition, the vehicle speed determination method of a vehicle control system according to the above embodiment of the present invention may also have the following additional technical features:

[0008] Furthermore, in the embodiment of the present invention, the longitudinal slope acceleration of the whole vehicle at the current sampling moment is determined according to the air resistance, the whole vehicle mass, the front wheel turning angle, the first wheel longitudinal force, the wheel lateral force, the change in the next largest wheel speed in 1s, the yaw angular velocity and the lateral vehicle speed, including: determining the second longitudinal acceleration of the whole vehicle at the current sampling moment according to the air resistance, the whole vehicle mass, the front wheel turning angle, the first wheel longitudinal force and the wheel lateral force; determining the longitudinal slope acceleration according to the second longitudinal acceleration, the lateral vehicle speed, the yaw angular velocity and the change in the next largest wheel speed in 1s.

[0009] Furthermore, in an embodiment of the present invention, determining the second longitudinal acceleration of the whole vehicle at the current sampling moment based on the air resistance, the whole vehicle mass, the front wheel steering angle, the first wheel longitudinal force and the wheel lateral force includes: for any wheel, determining the second wheel longitudinal force based on the front wheel steering angle, the first wheel longitudinal force and the wheel lateral force; summing the second wheel longitudinal forces of each wheel to obtain the longitudinal force of the whole vehicle at the current sampling moment; determining the second longitudinal acceleration of the whole vehicle based on the longitudinal force, the air resistance and the whole vehicle mass.

[0010] Furthermore, in an embodiment of the present invention, the air resistance is obtained by the following steps: obtaining the longitudinal speed of the vehicle at the current sampling moment; and determining the air resistance according to the longitudinal speed and a preset second calibration value.

[0011] Furthermore, in an embodiment of the present invention, the first wheel longitudinal force is obtained by the following steps: obtaining the wheel acceleration, wheel radius, wheel end driving torque and wheel end braking torque of the wheel at the current sampling moment; determining the wheel end net torque based on the wheel end driving torque and the wheel end braking torque; determining the first wheel longitudinal force based on the wheel acceleration, the wheel radius and the wheel end net torque.

[0012] Further, in an embodiment of the present invention, determining the longitudinal slope acceleration according to the second longitudinal acceleration, the lateral vehicle speed, the yaw angular velocity and the second largest wheel speed 1s change includes: when the vehicle is in a forward driving state at the current sampling moment, inputting the second longitudinal acceleration, the lateral vehicle speed, the yaw angular velocity and the second largest wheel speed 1s change into a first formula to obtain the longitudinal slope acceleration; the first formula is:

[0013] V1=A-VM*VN-ax1,

[0014] When the vehicle is not in a forward driving state at the current sampling time, the second longitudinal acceleration, the lateral vehicle speed, the yaw angular velocity and the 1s change of the second largest wheel speed are input into a second formula to obtain the longitudinal slope acceleration; the second formula is:

[0015] V1=-A-VM*VN-ax1,

[0016] Among them, in the first formula and the second formula, A is the change of the second largest wheel speed in 1s, VM is the yaw angular velocity of the whole vehicle, VN is the lateral speed of the whole vehicle, and ax1 is the second longitudinal acceleration.

[0017] Furthermore, in an embodiment of the present invention, determining the first longitudinal acceleration of the whole vehicle at the current sampling moment based on the longitudinal slope acceleration, the first adhesion coefficient limit and the first characteristic adhesion coefficient includes: determining the second adhesion coefficient limit of each wheel at the current sampling moment based on the first adhesion coefficient limit and the longitudinal slope acceleration; determining the second characteristic adhesion coefficient of each wheel at the current sampling moment based on the first characteristic adhesion coefficient and the second adhesion coefficient limit; determining the second wheel longitudinal force of each wheel at the current sampling moment based on the second characteristic adhesion coefficient; and determining the first longitudinal acceleration of the whole vehicle at the current sampling moment based on the second wheel longitudinal force.

[0018] Furthermore, in an embodiment of the present invention, determining the second adhesion coefficient limit value of each wheel at the current sampling moment based on the first adhesion coefficient limit value and the longitudinal slope acceleration includes: determining the adhesion coefficient bias of each wheel at the current sampling moment based on the longitudinal slope acceleration; determining the second adhesion coefficient limit value based on the adhesion coefficient bias and the first adhesion coefficient limit value.

[0019] Furthermore, in an embodiment of the present invention, determining the adhesion coefficient bias of each wheel at the current sampling moment based on the longitudinal slope acceleration includes: determining the slope bias based on the vehicle speed at the current sampling moment and the longitudinal slope acceleration; determining the adhesion coefficient bias based on the lateral dynamic bias at the current sampling moment, the slope bias and a preset basic bias.

[0020] Furthermore, in an embodiment of the present invention, determining the second characteristic adhesion coefficient of each wheel at the current sampling moment based on the first characteristic adhesion coefficient and the second adhesion coefficient limit includes: determining the wheel acceleration 1s change of each wheel at the current sampling moment based on the first characteristic adhesion coefficient and the wheel vertical force of each wheel at the current sampling moment; determining the wheel acceleration prediction value and wheel acceleration correction value of each wheel at the current sampling moment based on the wheel acceleration 1s change, the wheel acceleration of each wheel at the previous sampling moment, the wheel speed of each wheel at the current sampling moment, and the wheel radius; determining the slip rate of each wheel at the current sampling moment based on the wheel acceleration prediction value and the wheel acceleration correction value; and determining the second characteristic adhesion coefficient based on the slip rate and the second adhesion coefficient limit.

[0021] Furthermore, in an embodiment of the present invention, determining the 1s change in wheel acceleration of each wheel at the current sampling moment based on the first characteristic adhesion coefficient and the wheel vertical force of each wheel at the current sampling moment includes: determining the wheel longitudinal force of each wheel at the current sampling moment based on the first characteristic adhesion coefficient and the wheel vertical force; determining the 1s change in wheel acceleration based on the wheel longitudinal force, the wheel radius of each wheel, the net wheel torque of each wheel at the current sampling moment, and the wheel rotational inertia of each wheel at the current sampling moment.

[0022] Furthermore, in an embodiment of the present invention, determining the wheel acceleration prediction value and the wheel acceleration correction value of each wheel at the current sampling moment based on the wheel acceleration 1s change, the wheel acceleration of each wheel at the previous sampling moment, the wheel speed of each wheel at the current sampling moment, and the wheel radius includes: determining the wheel acceleration prediction value based on the wheel acceleration 1s change and the wheel acceleration; determining the wheel acceleration correction value based on the wheel acceleration prediction value, the wheel speed, and the wheel radius.

[0023] Furthermore, in an embodiment of the present invention, determining the slip rate of each wheel at the current sampling moment based on the wheel acceleration prediction value and the wheel acceleration correction value includes: determining the wheel acceleration of each wheel at the current sampling moment based on the wheel acceleration prediction value and the wheel acceleration correction value; determining the calculated wheel speed of each wheel at the current sampling moment based on the wheel acceleration; and determining the slip rate of each wheel at the current sampling moment based on the calculated wheel speed and the longitudinal vehicle speed of the wheel.

[0024] Further, in an embodiment of the present invention, determining the second characteristic adhesion coefficient according to the slip rate and the second adhesion coefficient limit value includes: determining a second characteristic adhesion theoretical coefficient according to the slip rate and tire stiffness; when the second characteristic adhesion theoretical coefficient is less than or equal to the second adhesion coefficient limit value, using the second characteristic adhesion theoretical coefficient as the second characteristic adhesion coefficient; when the second characteristic adhesion theoretical coefficient is greater than the second adhesion coefficient limit value, using the second adhesion coefficient limit value as the second characteristic adhesion coefficient.

[0025] Further, in an embodiment of the present invention, the method of determining the longitudinal speed observation value of the whole vehicle at the current sampling moment according to the wheel acceleration mean of each wheel includes: for any wheel, determining the wheel acceleration variance cumulative value and the wheel acceleration corresponding to the current wheel at several sampling moments in the current sampling period according to the wheel acceleration mean and the first wheel acceleration corresponding to the current wheel at several sampling moments in the current sampling period; determining the wheel acceleration mean and the wheel acceleration variance cumulative value according to the wheel acceleration; determining the wheel acceleration credibility of each wheel according to the first wheel acceleration, the wheel acceleration mean and the wheel acceleration variance cumulative value; determining the wheel acceleration credibility of each wheel according to the wheel acceleration , the wheel acceleration mean and the accumulated value of the wheel acceleration variance, determine the wheel acceleration credibility of each wheel; determine the wheel speed credibility of each wheel according to the wheel acceleration credibility, the wheel acceleration credibility, the wheel vertical force credibility, the wheel speed and longitudinal vehicle speed difference credibility, and the wheel acceleration and vehicle acceleration difference credibility; when the whole vehicle is not in the counter-steering state and is not in the handbrake state, determine the vehicle speed observation value of the whole vehicle at the current sampling moment according to the wheel speed credibility of each wheel and the wheel speed of each wheel at the current sampling moment; determine the longitudinal vehicle speed observation value of the whole vehicle at the current sampling moment according to the vehicle speed observation value, the vehicle speed upper limit value and the vehicle speed lower limit value.

[0026] Furthermore, in an embodiment of the present invention, the wheel speed credibility of each wheel is determined based on the wheel acceleration credibility, the wheel jerk credibility, the wheel vertical force credibility, the wheel speed and longitudinal vehicle speed difference credibility, and the wheel acceleration and vehicle acceleration difference credibility, including: for any wheel, taking the smallest credibility among the wheel acceleration credibility, the wheel jerk credibility, the wheel vertical force credibility, the wheel speed and longitudinal vehicle speed difference credibility, and the wheel acceleration and vehicle acceleration difference credibility as the wheel speed credibility of the corresponding wheel.

[0027] Furthermore, in an embodiment of the present invention, the wheel acceleration credibility of each wheel is determined based on the first wheel acceleration, the wheel acceleration mean and the cumulative value of the wheel acceleration variance, including determining a first credibility based on the first wheel acceleration and the wheel acceleration mean; determining a second credibility based on the cumulative value of the wheel acceleration variance; and using the smaller credibility between the first credibility and the second credibility as the wheel acceleration credibility.

[0028] Furthermore, in an embodiment of the present invention, the longitudinal vehicle speed observation value of the entire vehicle at the current sampling moment is determined based on the vehicle speed observation value, the vehicle speed upper limit value and the vehicle speed lower limit value, including: when the vehicle speed observation value is greater than the vehicle speed lower limit value and less than the vehicle speed upper limit value, the vehicle speed observation value is used as the longitudinal vehicle speed observation value of the entire vehicle at the current sampling moment; when the vehicle speed observation value is less than or equal to the vehicle speed lower limit value, the vehicle speed lower limit value is used as the longitudinal vehicle speed observation value of the entire vehicle at the current sampling moment; when the vehicle speed observation value is greater than or equal to the vehicle speed upper limit value, the vehicle speed upper limit value is used as the longitudinal vehicle speed observation value of the entire vehicle at the current sampling moment.

[0029] Further, in an embodiment of the present invention, the longitudinal vehicle speed estimation value of the whole vehicle at the current sampling moment is determined according to the longitudinal vehicle speed observation value, the longitudinal vehicle speed 1s change estimation value and the first longitudinal acceleration: the longitudinal vehicle speed 1s change observation value at the current sampling moment is determined according to the first longitudinal acceleration; when the current sampling moment is the i-th moment, the longitudinal vehicle speed estimation value of the whole vehicle at the corresponding current sampling moment is obtained by the following formula:

[0030] VI i =VI i-1 +k 21 *(VJ-VM i-1 )+k 22 *(VK-VI i-1 ),

[0031] Among them, VI i is the estimated longitudinal speed of the vehicle at the current sampling moment, VM i-1 is the estimated value of the longitudinal vehicle speed change in 1 second, VI i-1 The estimated value of the longitudinal vehicle speed at the previous sampling moment; VJ is the observed value of the change in the longitudinal vehicle speed in 1 second, and VK is the observed value of the longitudinal vehicle speed; k 21 is the first calibration coefficient at the current sampling time, k 22 is the second calibration coefficient at the current sampling moment, i>1.

[0032] Further, in an embodiment of the present invention, determining the observed value of the longitudinal vehicle speed 1s change at the current sampling moment according to the first longitudinal acceleration includes: when the vehicle is in a forward driving state at the current sampling moment, the observed value of the longitudinal vehicle speed 1s change satisfies the following formula:

[0033] VJ=ax2+VM*VN,

[0034] When the vehicle is not in a forward driving state at the current sampling time, the longitudinal vehicle speed 1s change observation value satisfies the following formula:

[0035] VJ=ax2-VM*VN,

[0036] Among them, VJ is the observed value of the change in longitudinal vehicle speed in 1s, ax2 is the first longitudinal acceleration of the vehicle at the current sampling moment, VM is the yaw angular velocity of the vehicle at the current sampling moment, and VN is the lateral vehicle speed at the current sampling moment.

[0037] Further, in an embodiment of the present invention, determining the estimated lateral vehicle speed of the whole vehicle at the current sampling moment according to the estimated longitudinal vehicle speed and the lateral vehicle speed of the whole vehicle at the current sampling moment includes: determining the longitudinal slip rate of each wheel and the second wheel lateral force of each wheel at the current sampling moment according to the estimated longitudinal vehicle speed and the lateral vehicle speed of the whole vehicle at the current sampling moment; determining the second wheel longitudinal force of each wheel at the current sampling moment according to the longitudinal slip rate; determining the lateral acceleration of the whole vehicle at the current sampling moment according to the whole vehicle mass, the front wheel steering angle, the second wheel longitudinal force, and the second wheel lateral force of each wheel at the current sampling moment; determining the 1s change in the lateral vehicle speed of the whole vehicle at the current sampling moment according to the lateral acceleration, the estimated longitudinal vehicle speed and the yaw angular velocity; and determining the estimated lateral vehicle speed of the whole vehicle at the current sampling moment according to the 1s change in the lateral vehicle speed.

[0038] On the other hand, an embodiment of the present invention further provides a vehicle speed determination device of a vehicle control system, comprising:

[0039] The first processing unit is used to obtain the mass of the whole vehicle, the air resistance, front wheel angle, yaw angular velocity, 1s change of the second largest wheel speed and lateral vehicle speed of the whole vehicle at the current sampling moment, the wheel lateral force and the first wheel longitudinal force of each wheel at the current sampling moment, the average wheel acceleration of each wheel in the current sampling period, the first characteristic adhesion coefficient of each wheel and the first adhesion coefficient limit of each wheel at the previous sampling moment, the estimated value of the 1s change of the longitudinal vehicle speed of the whole vehicle at the previous sampling moment and the estimated value of the longitudinal vehicle speed of the whole vehicle at the previous sampling moment;

[0040] a second processing unit, for determining the longitudinal slope acceleration of the whole vehicle at the current sampling moment according to the air resistance, the whole vehicle mass, the front wheel turning angle, the first wheel longitudinal force, the wheel lateral force, the change in the second largest wheel speed in 1s, the yaw angular velocity and the lateral vehicle speed;

[0041] A third processing unit is used to determine a first longitudinal acceleration of the vehicle at a current sampling moment according to the longitudinal slope acceleration, the first adhesion coefficient limit value and the first characteristic adhesion coefficient;

[0042] A fourth processing unit, configured to determine a longitudinal speed observation value of the entire vehicle at a current sampling moment according to the mean value of the wheel acceleration of each wheel;

[0043] a fifth processing unit, configured to determine an estimated longitudinal vehicle speed value of the entire vehicle at a current sampling moment according to the longitudinal vehicle speed observation value, the estimated value of the longitudinal vehicle speed 1s change, and the first longitudinal acceleration;

[0044] The sixth processing unit is used to determine the estimated value of the lateral vehicle speed of the whole vehicle at the current sampling moment according to the estimated value of the longitudinal vehicle speed and the lateral vehicle speed of the whole vehicle at the current sampling moment.

[0045] On the other hand, the present invention also provides a vehicle speed determination device for a vehicle control system, comprising:

[0046] at least one processor;

[0047] at least one memory for storing at least one program;

[0048] When the at least one program is executed by the at least one processor, the at least one processor implements the vehicle speed determination method of the vehicle control system as described above.

[0049] In addition, the present invention also provides a storage medium, in which processor-executable instructions are stored. When the processor executes the instructions, the processor-executable instructions are used to execute the vehicle speed determination method of the vehicle control system as described above.

[0050] In addition, the present invention also provides a vehicle, comprising the vehicle control system vehicle speed determination device as described above or the vehicle control system vehicle speed determination equipment as described above.

[0051] The advantages and beneficial effects of the present invention will be partly given in the following description, partly become apparent from the following description, or be understood through the practice of the present invention:

[0052] The present invention can obtain the vehicle mass, the air resistance, front wheel turning angle, yaw angular velocity, 1s change of the second largest wheel speed and the lateral vehicle speed of the vehicle at the current sampling moment, the wheel lateral force and the first wheel longitudinal force of each wheel at the current sampling moment, the wheel acceleration average of each wheel in the current sampling period, the first characteristic adhesion coefficient of each wheel and the first adhesion coefficient limit of each wheel at the previous sampling moment, the estimated value of the 1s change of the longitudinal vehicle speed of the vehicle at the previous sampling moment and the estimated value of the longitudinal vehicle speed of the vehicle at the previous sampling moment; according to the air resistance, the vehicle mass, the front wheel turning angle, the first wheel longitudinal force, the wheel lateral force, the second largest wheel The longitudinal acceleration of the vehicle at the current sampling moment is determined based on the change in speed in 1s, the yaw rate and the lateral speed; the first longitudinal acceleration of the vehicle at the current sampling moment is determined based on the longitudinal acceleration, the first adhesion coefficient limit and the first characteristic adhesion coefficient; the longitudinal speed observation value of the vehicle at the current sampling moment is determined based on the mean value of the wheel acceleration of each wheel; the longitudinal speed estimation value of the vehicle at the current sampling moment is determined based on the longitudinal speed observation value, the longitudinal speed change in 1s estimation value and the first longitudinal acceleration; the lateral speed estimation value of the vehicle at the current sampling moment is determined based on the longitudinal speed estimation value and the lateral speed of the vehicle at the current sampling moment. The present invention can improve the accuracy of speed calculation and the real-time performance of speed calculation during automatic driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] Figure 1 A schematic diagram of the steps of a method for determining vehicle speed of a vehicle control system in a specific embodiment of the present invention;

[0054] Figure 2 It is a schematic diagram of the overall scheme of a method for determining vehicle speed of a vehicle control system in another specific embodiment of the present invention;

[0055] Figure 3 A schematic diagram of a flow chart of calculating longitudinal slope acceleration in another specific embodiment of the present invention;

[0056] Figure 4 A schematic diagram of a flow chart of determining the first longitudinal acceleration of the vehicle at the current sampling moment in a specific embodiment of the present invention;

[0057] Figure 5 It is a schematic diagram of the steps of determining the first longitudinal acceleration of the whole vehicle at the current sampling moment according to the longitudinal slope acceleration, the first adhesion coefficient limit value and the first characteristic adhesion coefficient in a specific embodiment of the present invention;

[0058] Figure 6 A schematic diagram of the steps of determining the longitudinal speed observation value of the entire vehicle at the current sampling moment according to the mean value of the wheel acceleration of each wheel in a specific embodiment of the present invention;

[0059] Figure 7A schematic diagram of a flow chart for determining a longitudinal vehicle speed observation value in another specific embodiment of the present invention;

[0060] Figure 8 A schematic diagram of the steps of determining an estimated lateral vehicle speed value of the entire vehicle at the current sampling moment according to the estimated longitudinal vehicle speed value and the lateral vehicle speed of the entire vehicle at the current sampling moment in a specific embodiment of the present invention;

[0061] Fig. 9 A schematic diagram of a flow chart for determining a lateral vehicle speed estimation value in a specific embodiment of the present invention;

[0062] Fig.10 It is a structural schematic diagram of a vehicle speed determination device of a vehicle control system in a specific embodiment of the present invention;

[0063] Fig.11 It is a structural schematic diagram of a vehicle speed determination device of a vehicle control system in a specific embodiment of the present invention. DETAILED DESCRIPTION

[0064] The following describes in detail embodiments of the present invention in conjunction with the accompanying drawings to explain the principles and processes of the vehicle speed determination method, equipment, device, storage medium and vehicle of the vehicle control system in the embodiments of the present invention.

[0065] Reference Figure 1 as well as Figure 2 The present invention can provide a method for determining vehicle speed of a vehicle control system. Figure 1 It is a schematic diagram of the steps of the method for determining the vehicle speed of the vehicle control system in the present invention. Figure 2 It is a schematic diagram of the overall scheme of another vehicle control system speed determination method of the present invention. Figure 1 In the vehicle control system, the vehicle speed determination method may include but is not limited to steps S101 to S106.

[0066] S101. Obtain the mass of the vehicle, the air resistance, front wheel turning angle, yaw angular velocity, 1s change in the next largest wheel speed and lateral vehicle speed of the vehicle at the current sampling moment, the wheel lateral force and the first wheel longitudinal force of each wheel at the current sampling moment, the average wheel acceleration of each wheel in the current sampling period, the first characteristic adhesion coefficient of each wheel and the first adhesion coefficient limit of each wheel at the previous sampling moment, the estimated value of the 1s change in the longitudinal vehicle speed of the vehicle at the previous sampling moment and the estimated value of the longitudinal vehicle speed of the vehicle at the previous sampling moment.

[0067] It can be understood that the current sampling period includes the current sampling moment and the previous sampling moment, as well as several sampling moments before the previous sampling moment; the current sampling moment may be the last sampling moment among the multiple sampling moments of the current sampling period. The parameters of air resistance, front wheel turning angle, yaw angular velocity, 1s change in the second largest wheel speed and lateral vehicle speed are vehicle parameters collected or calculated at the current sampling moment; the wheel lateral force of each wheel and the first wheel longitudinal force of each wheel are wheel parameters collected or calculated at the current sampling moment; the mean wheel acceleration of each wheel in the current sampling period may be the mean wheel acceleration of each wheel in the current sampling period; the estimated value of the 1s change in the longitudinal vehicle speed of the whole vehicle and the estimated value of the longitudinal vehicle speed of the whole vehicle are vehicle parameters collected or calculated at the previous sampling moment; the first characteristic adhesion coefficient of each wheel and the first adhesion coefficient limit of each wheel at the previous sampling moment are wheel parameters collected or calculated at the previous sampling moment.

[0068] In some feasible embodiments of the present invention, the processor may first establish a wired connection with the camera device or other processors on the vehicle. Through a wired connection or a wireless connection, the processor may obtain the vehicle mass, the air resistance, front wheel angle, yaw rate, second largest wheel speed 1s change and lateral vehicle speed of the vehicle at the current sampling moment, the wheel lateral force and the first wheel longitudinal force of each wheel at the current sampling moment, the average wheel acceleration of each wheel in the current sampling period, the first characteristic adhesion coefficient of each wheel at the previous sampling moment and the first adhesion coefficient limit of each wheel, the estimated value of the longitudinal vehicle speed 1s change of the vehicle and the estimated value of the longitudinal vehicle speed of the vehicle.

[0069] It should be noted that the wired connection method mentioned above may include the connection between the mobile device and the processing module, and may also include the connection between the processing module and the hardware device, and the wired connection between other devices currently known or to be developed in the future and the processing module; and the wireless connection method mentioned above may include but is not limited to 3G / 4G / 5G connection, WiFi connection, Bluetooth connection, WiMAX connection, Zigbee connection, UWB (Ultra Wide Band) connection, and other wireless connection methods currently known or to be developed in the future. The energy management module and the battery detection module may be an integrated system, or they may be two separate systems that each implements corresponding functions.

[0070] S102, determining the longitudinal slope acceleration of the vehicle at the current sampling moment according to air resistance, vehicle mass, front wheel turning angle, first wheel longitudinal force, wheel lateral force, 1s change of the second largest wheel speed, yaw angular velocity and lateral vehicle speed.

[0071] It can be understood that the first wheel longitudinal force and wheel lateral force in this embodiment refer to the wheel longitudinal force and wheel lateral force corresponding to each wheel respectively, that is, the number of first wheel longitudinal forces required to be used in the data processing process of this embodiment is the same as the number of wheels, and the number of wheel lateral forces required to be used is the same as the number of wheels.

[0072] In some feasible embodiments of the present invention, after obtaining the air resistance, the vehicle mass, the front wheel steering angle, the first wheel longitudinal force, the wheel lateral force, the change in the second largest wheel speed in 1s, the yaw angular velocity and the lateral vehicle speed, the processor can determine the longitudinal slope acceleration of the vehicle at the current sampling moment based on the air resistance, the vehicle mass, the front wheel steering angle, the first wheel longitudinal force, the wheel lateral force, the change in the second largest wheel speed in 1s, the yaw angular velocity and the lateral vehicle speed.

[0073] S103: Determine a first longitudinal acceleration of the vehicle at a current sampling moment according to the longitudinal slope acceleration, the first adhesion coefficient limit value, and the first characteristic adhesion coefficient.

[0074] It is understandable that any wheel may correspond to a first adhesion coefficient limit value or a characteristic adhesion coefficient at the last sampling moment. In some embodiments, the first adhesion coefficient limit values ​​corresponding to any two wheels in the vehicle may be equal. In some embodiments, the first adhesion coefficient limit values ​​corresponding to all wheels in the vehicle may be equal. In some embodiments, the first adhesion coefficient limit values ​​corresponding to any two wheels in the vehicle may be unequal. The characteristic adhesion coefficients of each wheel may also be equal.

[0075] In some feasible embodiments of the present invention, after obtaining the longitudinal slope acceleration, the first adhesion coefficient limit and the first characteristic adhesion coefficient, the processor can determine the first longitudinal acceleration of the vehicle at the current sampling moment based on the longitudinal slope acceleration, the first adhesion coefficient limit and the first characteristic adhesion coefficient.

[0076] S104: Determine the longitudinal speed observation value of the entire vehicle at the current sampling moment according to the mean value of the wheel acceleration of each wheel.

[0077] It can be understood that any wheel may correspond to a wheel acceleration mean value in the current sampling period, that is, the number of wheel acceleration mean values ​​required to be used in the data processing process of this embodiment is the same as the number of wheels.

[0078] In some feasible embodiments of the present invention, the processor may first obtain the wheel acceleration mean from another processor. After obtaining the wheel acceleration mean, the processor may determine the longitudinal speed observation value of the entire vehicle at the current sampling moment according to the wheel acceleration mean of each wheel.

[0079] S105. Determine an estimated longitudinal speed of the vehicle at the current sampling moment according to the observed longitudinal speed, the estimated value of the longitudinal speed change in 1 s, and the first longitudinal acceleration.

[0080] It is understandable that the longitudinal vehicle speed observation value and the longitudinal vehicle speed 1s change amount estimation value may be calculated by another processor through an algorithm; or may be calculated by the same processor that executes the algorithm for calculating the longitudinal vehicle speed estimation value.

[0081] In some feasible embodiments of the present invention, after obtaining the longitudinal vehicle speed observation value, the estimated value of the longitudinal vehicle speed change in 1s and the first longitudinal acceleration, the processor can determine the estimated value of the longitudinal vehicle speed of the entire vehicle at the current sampling moment based on the longitudinal vehicle speed observation value, the estimated value of the longitudinal vehicle speed change in 1s and the first longitudinal acceleration.

[0082] S106. Determine an estimated lateral vehicle speed of the entire vehicle at the current sampling moment according to the estimated longitudinal vehicle speed and the lateral vehicle speed.

[0083] In some feasible embodiments of the present invention, after obtaining the longitudinal vehicle speed estimate, the processor may determine the lateral vehicle speed estimate of the entire vehicle at the current sampling moment according to the longitudinal vehicle speed estimate and the lateral vehicle speed.

[0084] In summary, this embodiment can obtain the vehicle mass, the air resistance, front wheel steering angle, yaw angular velocity, 1s change of the second largest wheel speed and the lateral vehicle speed of the vehicle at the current sampling moment, the wheel lateral force and the first wheel longitudinal force of each wheel at the current sampling moment, the average wheel acceleration of each wheel in the current sampling period, the first characteristic adhesion coefficient of each wheel and the first adhesion coefficient limit of each wheel at the previous sampling moment, the estimated value of the 1s change of the longitudinal vehicle speed of the vehicle and the estimated value of the longitudinal vehicle speed of the vehicle; according to the air resistance, vehicle mass, front wheel steering angle, the first wheel longitudinal force, wheel lateral force, the second largest wheel speed The longitudinal acceleration of the whole vehicle at the current sampling moment is determined based on the 1s change, the yaw rate and the lateral speed; the first longitudinal acceleration of the whole vehicle at the current sampling moment is determined based on the longitudinal acceleration, the first adhesion coefficient limit and the first characteristic adhesion coefficient; the longitudinal speed observation value of the whole vehicle at the current sampling moment is determined based on the mean of the wheel acceleration of each wheel; the longitudinal speed estimation value of the whole vehicle at the current sampling moment is determined based on the longitudinal speed observation value, the longitudinal speed 1s change estimation value and the first longitudinal acceleration; the lateral speed estimation value of the whole vehicle at the current sampling moment is determined based on the longitudinal speed estimation value and the lateral speed. The present invention can improve the accuracy of speed calculation and the real-time performance of speed calculation during automatic driving through different algorithms.

[0085] Furthermore, based on air resistance, vehicle mass, front wheel turning angle, first wheel longitudinal force, wheel lateral force, 1s change of the second largest wheel speed, yaw angular velocity and lateral vehicle speed, the step of determining the longitudinal slope acceleration of the vehicle at the current sampling moment may include but is not limited to steps S201-S202.

[0086] S201. Determine a second longitudinal acceleration of the vehicle at a current sampling moment according to air resistance, vehicle mass, front wheel turning angle, first wheel longitudinal force, and wheel lateral force.

[0087] S202: Determine the longitudinal slope acceleration according to the second longitudinal acceleration, the lateral vehicle speed, the yaw angular velocity and the change in the next largest wheel speed within 1 s.

[0088] It can be understood that the second longitudinal acceleration is the longitudinal acceleration calculated by a calibration algorithm rather than the longitudinal acceleration directly measured, and the first wheel longitudinal force is the wheel longitudinal force calculated by a calibration algorithm.

[0089] In some feasible embodiments of the present invention, the processor can determine the first longitudinal acceleration of the vehicle according to the air resistance, the vehicle mass, the front wheel angle, the first wheel longitudinal force and the wheel lateral force. After obtaining the second longitudinal acceleration, the processor can determine the longitudinal slope acceleration of the vehicle at the current sampling moment according to the first longitudinal acceleration, the lateral vehicle speed, the yaw angular velocity and the change in the second largest wheel speed in 1s.

[0090] Furthermore, the step of determining the second longitudinal acceleration according to the air resistance, the vehicle mass, the front wheel turning angle, the first wheel longitudinal force, and the wheel lateral force may include but is not limited to steps S211 to S213.

[0091] S211. For any wheel, determine the second wheel longitudinal force according to the front wheel steering angle, the first wheel longitudinal force and the wheel lateral force.

[0092] S212: sum the second wheel longitudinal force of each wheel to obtain the longitudinal force of the entire vehicle.

[0093] S213: Determine a second longitudinal acceleration according to the longitudinal force, air resistance and vehicle mass.

[0094] It can be understood that the second wheel longitudinal force can be the superposition of the first wheel longitudinal force and the longitudinal component of the wheel lateral force.

[0095] In some feasible embodiments of the present invention, for the front wheel, the processor can determine the longitudinal component of the front wheel according to the front wheel turning angle and the front wheel lateral force, and then add the longitudinal component to the first wheel longitudinal force to obtain the second wheel longitudinal force. For the rear wheel, since the rear wheel has no turning angle, its longitudinal component is 0, and the second wheel longitudinal force of the rear wheel is the same as the first wheel longitudinal force. After the processor obtains the second wheel longitudinal force of each wheel, the second wheel longitudinal forces of all wheels can be summed, and the processor can obtain the longitudinal force of the whole vehicle. After obtaining the longitudinal force of the whole vehicle, the processor can obtain the forward force of the whole vehicle in combination with the air resistance. After obtaining the forward force of the whole vehicle, the processor can determine the final second longitudinal acceleration according to Newton's second law.

[0096] Furthermore, the air resistance is obtained through step S221 and step S222:

[0097] S221. Obtain the longitudinal speed of the vehicle at the current sampling moment.

[0098] S222: Determine air resistance according to the longitudinal vehicle speed and a preset second calibration value.

[0099] In some feasible embodiments of the present invention, the longitudinal vehicle speed can be measured by a sensor, and after obtaining the longitudinal vehicle speed, the processor can determine the air resistance of the whole vehicle through the longitudinal vehicle speed and a preset second calibration value. Specifically, after obtaining the longitudinal vehicle speed, the processor can input the longitudinal vehicle speed into formula (1) to obtain the air resistance of the whole vehicle:

[0100] F2=T2*(Vx) 2 (1)

[0101] In formula (1), F2 is air resistance, T2 is the second calibration value, and Vx is the longitudinal vehicle speed.

[0102] Furthermore, the first wheel longitudinal force is obtained through step S231 and step S233:

[0103] S231. Obtain the wheel acceleration, wheel radius, wheel end driving torque and wheel end braking torque of the wheel at the current sampling moment.

[0104] S232: Determine the wheel end net torque according to the wheel end driving torque and the wheel end braking torque.

[0105] S233: Determine a first wheel longitudinal force according to the wheel acceleration, the wheel radius, and the wheel end net torque.

[0106] In some feasible embodiments of the present invention, the wheel acceleration, wheel radius, wheel end driving torque and wheel end braking torque of the wheel at the current sampling moment can be obtained through corresponding sensors. After obtaining the wheel acceleration, wheel radius, wheel end driving torque and wheel end braking torque of the wheel at the current sampling moment, the processor can add the wheel end driving torque and the wheel end braking torque to obtain the wheel end net torque. After determining the wheel end net torque, the wheel acceleration, wheel radius, wheel end net torque and the preset first calibration value are input into formula (2) for calculation, and the first wheel longitudinal force can be obtained. Formula (2) is specifically:

[0107] F1=L / R-ar*T1 (2)

[0108] In formula (2), F1 is the first wheel longitudinal force, L is the net torque at the wheel end, R is the wheel radius, ar is the wheel acceleration, and T1 is the first calibration value.

[0109] Further, the step of determining the longitudinal slope acceleration according to the second longitudinal acceleration, the lateral vehicle speed, the yaw angular velocity and the change in the next largest wheel speed in 1s may include but is not limited to step S241 or step S242.

[0110] When the vehicle is in the forward driving state at the current sampling time, the second longitudinal acceleration, lateral vehicle speed, yaw angular velocity and the change in the second largest wheel speed in 1s are input into formula (3) to obtain the longitudinal slope acceleration; formula (3) is:

[0111] V1=A-VM*VN-ax1 (3)

[0112] When the vehicle is not in the forward driving state at the current sampling time, the second longitudinal acceleration, lateral vehicle speed, yaw angular velocity and the change in the second largest wheel speed in 1s are input into formula (4) to obtain the longitudinal slope acceleration; the second formula (4) is:

[0113] V1=-A-VM*VN-ax1 (4)

[0114] Wherein, in formula (3) and formula (4), A is the change of the second largest wheel speed in 1s, VM is the yaw angular velocity of the whole vehicle, VN is the lateral speed of the whole vehicle, and ax1 is the second longitudinal acceleration.

[0115] For example, refer to Figure 3 , the net wheel end torque is equal to the sum of the wheel end driving torque and the wheel end braking torque, and Figure 3The wheel longitudinal force 1 in is the first wheel longitudinal force = wheel end net torque / wheel radius-wheel acceleration*calibration value 1. Air resistance = calibration value 2*estimated longitudinal vehicle speed^2. The longitudinal force and lateral force on each wheel are converted into the vehicle body coordinate system to obtain the resultant longitudinal force of the whole vehicle. According to Newton's second law, the resultant force is divided by the vehicle mass to calculate the second longitudinal acceleration ax1. If the vehicle is moving forward, the longitudinal slope acceleration = the change in the second largest wheel speed in 1s-yaw angular velocity*lateral vehicle speed-second longitudinal acceleration ax1; otherwise, the longitudinal slope acceleration = -the change in the second largest wheel speed in 1s-yaw angular velocity*lateral vehicle speed-second longitudinal acceleration ax1. After obtaining the longitudinal slope acceleration, the longitudinal slope acceleration can also be smoothed and corrected to obtain the final longitudinal slope acceleration.

[0116] Further, refer to Figure 4 as well as Figure 5 The step of determining the first longitudinal acceleration of the vehicle at the current sampling moment according to the longitudinal slope acceleration, the first adhesion coefficient limit and the first characteristic adhesion coefficient includes but is not limited to steps S301 to S304.

[0117] S301. Determine a second adhesion coefficient limit value for each wheel at a current sampling moment according to the first adhesion coefficient limit value and the longitudinal slope acceleration.

[0118] S302: Determine the second characteristic adhesion coefficient of each wheel at the current sampling moment according to the first characteristic adhesion coefficient and the second adhesion coefficient limit value.

[0119] S303: Determine the second wheel longitudinal force of each wheel at the current sampling moment according to the second characteristic adhesion coefficient.

[0120] S304: Determine a first longitudinal acceleration of the entire vehicle at a current sampling moment according to the second wheel longitudinal force.

[0121] It can be understood that the second adhesion coefficient limit is the adhesion coefficient limit corresponding to each wheel at the current sampling moment after correction; the corresponding second adhesion coefficient limit of each wheel can be the same or different. The first adhesion coefficient limit can be the adhesion coefficient limit corresponding to each wheel at the previous sampling moment; the longitudinal slope acceleration can be the longitudinal slope acceleration of the whole vehicle at the current sampling moment. The second characteristic adhesion coefficient is the characteristic adhesion coefficient corresponding to each wheel at the current sampling moment after correction. The second wheel longitudinal force can be the wheel longitudinal force calculated at the current sampling moment. The first longitudinal acceleration can be the longitudinal acceleration determined by parameters such as adhesion coefficient and longitudinal slope acceleration.

[0122] In some feasible embodiments of the present invention, the processor may determine the second adhesion coefficient limit of each wheel according to the first adhesion coefficient limit and the longitudinal slope acceleration. After obtaining the second adhesion coefficient limit, the processor may determine the second characteristic adhesion coefficient of each wheel at the current sampling moment according to the first characteristic adhesion coefficient and the second adhesion coefficient limit. After obtaining the second characteristic adhesion coefficient, the processor may determine the second wheel longitudinal force of each wheel at the current sampling moment according to the second characteristic adhesion coefficient. After determining the second wheel longitudinal force of each wheel at the current sampling moment, the processor may determine the first longitudinal acceleration of the whole vehicle at the current sampling moment according to the second wheel longitudinal force. Specifically. After obtaining the second characteristic adhesion coefficient, for any wheel, the processor may take the product of the wheel vertical force of the corresponding wheel and the second characteristic adhesion coefficient as the second wheel longitudinal force of the wheel. After obtaining several second wheel longitudinal forces corresponding to all wheels, according to the front wheel turning angle and the wheel lateral force corresponding to the front wheel. Determine the longitudinal component of the wheel lateral force of the front wheel in the longitudinal direction, and take the sum of the second wheel longitudinal force of each wheel and the longitudinal component of the wheel lateral force of the front wheel in the longitudinal direction as the longitudinal resultant force of the whole vehicle. The difference between the longitudinal force of the whole vehicle and the air resistance of the whole vehicle is the total force of the whole vehicle. The total force of the whole vehicle and the mass of the whole vehicle are obtained, and the first longitudinal acceleration of the whole vehicle at the current sampling moment can be obtained according to Newton's second law.

[0123] Further, refer to Figure 4 The step of determining the second adhesion coefficient limit value of each wheel at the current sampling moment according to the first adhesion coefficient limit value and the longitudinal slope acceleration may include but is not limited to steps S311 to S312.

[0124] S311. Determine the adhesion coefficient bias of each wheel at the current sampling moment according to the longitudinal slope acceleration.

[0125] S312: Determine a second adhesion coefficient limit value according to the adhesion coefficient offset and the first adhesion coefficient limit value.

[0126] In some feasible embodiments of the present invention, the processor may determine the adhesion coefficient bias according to the longitudinal slope acceleration. After obtaining the adhesion coefficient bias, the processor may determine the second adhesion coefficient limit value of each wheel at the current sampling moment according to the adhesion coefficient bias and the first adhesion coefficient limit value.

[0127] Further, refer to Figure 4 The step of determining the adhesion coefficient bias of each wheel at the current sampling moment according to the longitudinal slope acceleration may include but is not limited to step S321 and step S322.

[0128] S321. Determine the slope bias according to the vehicle speed and longitudinal slope acceleration at the current sampling moment.

[0129] S322: Determine an adhesion coefficient bias according to the lateral dynamic bias, the slope bias, and the preset basic bias at the current sampling moment.

[0130] In some feasible embodiments of the present invention, the processor can obtain the lateral dynamic bias at the current sampling moment through the front axle lateral force measured by the sensor and the corresponding mapping table containing the lateral dynamic bias and the lateral force of the front axle. The processor can obtain the slope bias at the current sampling moment through the longitudinal slope acceleration and the longitudinal speed of the whole vehicle measured, and the corresponding mapping table containing the slope bias, the longitudinal speed and the longitudinal slope acceleration. According to the slope bias, the lateral dynamic bias and the preset basic bias, the processor can determine the adhesion coefficient bias at the current sampling moment.

[0131] Further, refer to Figure 4 The step of determining the second characteristic adhesion coefficient of each wheel at the current sampling moment according to the first characteristic adhesion coefficient and the second adhesion coefficient limit may include but is not limited to steps S331 to S334.

[0132] S331. Determine a 1s change in wheel acceleration of each wheel at the current sampling moment according to the first characteristic adhesion coefficient and the wheel vertical force of each wheel at the current sampling moment.

[0133] S332. Determine the wheel acceleration prediction value and wheel acceleration correction value of each wheel at the current sampling moment according to the wheel acceleration 1s change, the wheel acceleration of each wheel at the previous sampling moment, the wheel speed of each wheel at the current sampling moment, and the wheel radius.

[0134] S333. Determine the slip rate of each wheel at the current sampling moment according to the wheel acceleration prediction value and the wheel acceleration correction value.

[0135] S334: Determine a second characteristic adhesion coefficient according to the slip ratio and the second adhesion coefficient limit value.

[0136] It is understandable that the wheel vertical force of each wheel may be the wheel vertical force at the current sampling moment, which may be measured by a sensor. The wheel acceleration 1s change may be the change in wheel acceleration at the previous sampling moment within one second. The wheel acceleration, wheel speed, and wheel radius at the previous sampling moment may be measured by a sensor.

[0137] In some feasible embodiments of the present invention, the processor may obtain the wheel vertical force of each wheel at the current sampling moment through a sensor. After obtaining the wheel vertical force, the processor may determine the wheel acceleration 1s change of each wheel at the current sampling moment according to the first characteristic adhesion coefficient at the previous sampling moment and the wheel vertical force at the current sampling moment. After obtaining the wheel acceleration 1s change, the processor may determine the wheel acceleration prediction value and wheel acceleration correction value at the current sampling moment according to the wheel acceleration 1s change, the wheel acceleration at the previous sampling moment before the current sampling moment, the wheel speed at the current sampling moment, and the wheel radius. Then the processor may determine the slip rate of each wheel at the current sampling moment according to the wheel acceleration prediction value and wheel acceleration correction value at the current sampling moment. Finally, the processor may determine the second characteristic adhesion coefficient at the current sampling moment according to the slip rate and the second adhesion coefficient limit at the current sampling moment.

[0138] Further, refer to Figure 4 The step of determining the change in wheel acceleration 1s of each wheel based on the first characteristic adhesion coefficient and the wheel vertical force may include but is not limited to steps S341 to S342.

[0139] S341. Determine the wheel longitudinal force of each wheel at the current sampling moment according to the first characteristic adhesion coefficient and the wheel vertical force.

[0140] S342. Determine the change in wheel acceleration 1s according to the wheel longitudinal force, the wheel radius of each wheel, the net wheel torque of each wheel at the current sampling moment, and the wheel rotational inertia of each wheel at the current sampling moment.

[0141] It can be understood that the wheel longitudinal force may be the wheel longitudinal force at the current sampling moment, and the wheel net torque and the wheel rotational inertia may be the wheel net torque and the wheel rotational inertia at the current sampling moment.

[0142] In some feasible embodiments of the present invention, the processor may determine the wheel longitudinal force based on the first characteristic adhesion coefficient and the wheel vertical force. Then, the processor may determine the wheel acceleration 1s change amount based on the wheel longitudinal force, wheel radius, wheel net torque and wheel moment of inertia. Specifically, the processor may use the product of the first characteristic adhesion coefficient and the wheel vertical force as the wheel longitudinal force. After obtaining the wheel longitudinal force, the processor may input the wheel longitudinal force, wheel radius, wheel net torque and wheel moment of inertia into formula (5) to obtain the wheel acceleration 1s change amount. Formula (5) is:

[0143] At=(L1-R*Ft) / w (5)

[0144] In formula (5), At is the change in wheel acceleration in 1s, L1 is the net torque of the wheel, R is the wheel radius, w is the wheel moment of inertia, and Ft is the longitudinal force of the wheel.

[0145] Further, refer to Figure 4 , based on the change in wheel acceleration 1s, the wheel acceleration of each wheel at the previous sampling moment, the wheel speed of each wheel at the current sampling moment and the wheel radius, the step of determining the wheel acceleration prediction value and wheel acceleration correction value of each wheel at the current sampling moment may include but is not limited to step S351 and step S352.

[0146] S351. Determine a predicted wheel acceleration value according to the wheel acceleration 1s change and the wheel acceleration.

[0147] S352: Determine a wheel acceleration correction value according to the wheel acceleration prediction value, the wheel speed and the wheel radius.

[0148] In some possible embodiments of the present invention, reference Figure 4 The processor can determine the wheel acceleration prediction value according to the wheel acceleration 1s change and the wheel acceleration at the last sampling moment. Then, the processor can determine the wheel acceleration correction value according to the wheel acceleration prediction value, the wheel speed and the wheel radius.

[0149] Further, refer to Figure 4 The step of determining the slip rate of each wheel at the current sampling moment according to the wheel acceleration prediction value and the wheel acceleration correction value may include but is not limited to steps S361 to S363.

[0150] S361. Determine the wheel acceleration of each wheel at the current sampling moment according to the wheel acceleration prediction value and the wheel acceleration correction value.

[0151] S362: Determine the calculated wheel speed of each wheel at the current sampling moment according to the wheel acceleration.

[0152] S363: Determine the slip rate of each wheel at the current sampling moment according to the calculated wheel speed and the longitudinal speed of the wheel.

[0153] In some feasible embodiments of the present invention, the processor can determine the wheel acceleration of each wheel at the current sampling moment based on the wheel acceleration prediction value and the wheel acceleration correction value. Then, the calculated wheel speed of each wheel at the current sampling moment is determined based on the wheel acceleration. Finally, the slip rate of each wheel at the current sampling moment is determined based on the calculated wheel speed and the longitudinal vehicle speed of the wheel. Specifically, for any wheel, the wheel acceleration prediction value, the wheel acceleration correction value and the preset sixth calibration value are input into formula (6), and the wheel acceleration of each wheel at the current sampling moment can be obtained. Formula (6) is:

[0154] As=Ap+Aq*T6 (6)

[0155] In formula (6), As is the wheel acceleration, Ap is the wheel acceleration prediction value, Aq is the wheel acceleration correction value, and T6 is the preset sixth calibration value. After obtaining the wheel acceleration of each wheel, for any wheel, the product of the wheel acceleration corresponding to the wheel and the wheel radius is used as the calculated wheel speed. For any wheel, the ratio of the calculated wheel speed to the longitudinal vehicle speed of the wheel is the wheel slip rate at the current sampling moment.

[0156] Further, refer to Figure 4 The step of determining the second characteristic adhesion coefficient according to the slip ratio and the second adhesion coefficient limit may include but is not limited to step S371 and step S372, or step S371 and step S373.

[0157] S371. Determine a second characteristic adhesion theory coefficient according to the slip ratio and the tire stiffness.

[0158] S372: When the second characteristic adhesion theoretical coefficient is less than or equal to the second adhesion coefficient limit value, the second characteristic adhesion theoretical coefficient is used as the second characteristic adhesion coefficient.

[0159] S373. When the second characteristic adhesion theoretical coefficient is greater than the second adhesion coefficient limit value, the second adhesion coefficient limit value is used as the second characteristic adhesion coefficient.

[0160] In some feasible embodiments of the present invention, the processor may determine the second characteristic adhesion theory coefficient according to the slip rate and the tire stiffness. After obtaining the second characteristic adhesion theory coefficient, when the second characteristic adhesion theory coefficient is less than or equal to the second adhesion coefficient limit value, the processor may use the second characteristic adhesion theory coefficient as the second characteristic adhesion coefficient. When the second characteristic adhesion theory coefficient is greater than the second adhesion coefficient limit value, the processor may use the second adhesion coefficient limit value as the second characteristic adhesion coefficient.

[0161] It should be noted that the wheel acceleration of each wheel at the previous sampling moment mentioned in step S351 can be calculated by the same calculation logic as steps S351, step S352, step S361, step S362, step S363, step S371, step S372 and S373, or can be directly measured through testing.

[0162] Further, refer to Figure 6 as well as Figure 7 The step of determining the longitudinal speed observation value of the entire vehicle at the current sampling moment according to the mean wheel acceleration of each wheel may include but is not limited to steps S401 to S407.

[0163] S401. For any wheel, determine the wheel acceleration variance cumulative value and the wheel acceleration corresponding to the current wheel at several sampling moments in the current sampling period according to the wheel acceleration mean and the first wheel acceleration corresponding to several sampling moments in the current sampling period.

[0164] S402: Determine a wheel jerk mean and a wheel jerk variance cumulative value according to the wheel jerk.

[0165] S403: Determine the wheel acceleration credibility of each wheel according to the first wheel acceleration, the wheel acceleration mean, and the wheel acceleration variance cumulative value.

[0166] S404: Determine the wheel jerk credibility of each wheel according to the wheel jerk, the wheel jerk mean, and the wheel jerk variance cumulative value.

[0167] S405. Determine the wheel speed credibility of each wheel according to the wheel acceleration credibility, the wheel jerk credibility, the wheel vertical force credibility, the wheel speed and longitudinal vehicle speed difference credibility, and the wheel acceleration and vehicle acceleration difference credibility.

[0168] S406: When the vehicle is not in a counter-steering state and is not in a handbrake state, determine the observed speed value of the vehicle at the current sampling moment according to the wheel speed credibility of each wheel and the wheel speed of each wheel at the current sampling moment.

[0169] S407: Determine the longitudinal speed observation value of the entire vehicle at the current sampling moment according to the speed observation value, the speed upper limit value, and the speed lower limit value.

[0170] It can be understood that the wheel acceleration variance cumulative value can be the sum of the squares of the differences between the wheel acceleration corresponding to all sampling moments in the current sampling period and the wheel acceleration mean. For example, 10 sampling moments include ten wheel accelerations X1-X10. X11 is the wheel acceleration mean, and the wheel acceleration variance cumulative value is (X1-X11) 2 +(X2-X11) 2 +(X3-X11) 2 +....+(X10-X11) 2 Similarly, the cumulative value of the wheel acceleration variance at 10 sampling moments includes ten wheel accelerations Y1-Y10. Y11 is the mean of the wheel acceleration, and the cumulative value of the wheel acceleration variance is (Y1-Y11) 2 +(Y2-Y11) 2 +(Y3-Y11) 2 +....+(Y10-Y11) 2 .

[0171] In some feasible embodiments of the present invention, the wheel acceleration can be obtained by derivation of the first round acceleration and the wheel acceleration at the last sampling moment, and the wheel acceleration variance cumulative value can be calculated by the first round acceleration corresponding to the current wheel at one sampling moment in the current sampling period and the wheel acceleration mean. The wheel acceleration mean can be the mean of the wheel acceleration corresponding to several sampling moments in the current sampling period. After obtaining the first round acceleration, the wheel acceleration mean and the wheel acceleration variance cumulative value, the processor can determine the wheel acceleration credibility of each wheel through the first round acceleration, the wheel acceleration mean and the wheel acceleration variance cumulative value. After obtaining the wheel acceleration, the wheel acceleration mean and the wheel acceleration variance cumulative value, the processor can determine the wheel acceleration credibility according to the wheel acceleration, the wheel acceleration mean and the wheel acceleration variance cumulative value. After obtaining the wheel acceleration credibility and the wheel acceleration credibility, the processor can determine the wheel speed credibility of each wheel through the five credibilitys of wheel acceleration credibility, wheel acceleration credibility, wheel vertical force credibility, wheel speed and longitudinal vehicle speed difference credibility, and wheel acceleration and vehicle acceleration difference credibility.

[0172] It can be understood that the credibility of the wheel vertical force can be obtained by looking up the wheel vertical force table of each wheel, the credibility of the wheel speed and longitudinal vehicle speed difference can be obtained by looking up the wheel speed and longitudinal vehicle speed difference of each wheel, and the credibility of the wheel acceleration and vehicle acceleration difference can be obtained by looking up the wheel acceleration and vehicle acceleration difference of each wheel.

[0173] Further, according to the wheel acceleration credibility, the wheel acceleration credibility, the wheel vertical force credibility, the wheel speed and longitudinal vehicle speed difference credibility, and the wheel acceleration and vehicle acceleration difference credibility, the step of determining the wheel speed credibility of each wheel may specifically include:

[0174] For any wheel, the smallest credibility among the wheel acceleration credibility, wheel jerk credibility, wheel vertical force credibility, wheel speed and longitudinal vehicle speed difference credibility, and wheel acceleration and vehicle acceleration difference credibility is taken as the wheel speed credibility of the corresponding wheel.

[0175] For example, for any wheel, the wheel acceleration credibility is c, the wheel jerk credibility is d, the wheel vertical force credibility is e, the wheel speed and longitudinal vehicle speed difference credibility is f, and the wheel acceleration and vehicle acceleration difference credibility is g, and e<d<c<f<g, then the wheel speed credibility of any wheel is e. It can be understood that for other wheels, the wheel speed credibility of other wheels can be calculated in the same way.

[0176] Further, refer to Figure 7The step of determining the wheel acceleration credibility of each wheel according to the first wheel acceleration, the wheel acceleration mean and the wheel acceleration variance cumulative value may include but is not limited to steps S411 to S413.

[0177] S411. Determine a first credibility according to the first round acceleration and the average of the round accelerations.

[0178] S412: Determine a second credibility according to the cumulative value of the wheel acceleration variance.

[0179] S413: Use the smaller credibility between the first credibility and the second credibility as the wheel acceleration credibility.

[0180] In some feasible embodiments of the present invention, the processor can calculate a difference between the first wheel acceleration and the wheel acceleration mean, and then determine the first credibility by looking up the difference; at the same time, the processor can determine the second credibility by looking up the wheel acceleration variance cumulative value. Finally, the smaller feasibility of the first credibility and the second feasibility is used as the wheel acceleration credibility.

[0181] Further, refer to Figure 7 The step of determining the longitudinal speed observation value of the entire vehicle at the current sampling moment according to the speed observation value, the speed upper limit value and the speed lower limit value may include any one of steps S421, S422 or S423.

[0182] S421. When the vehicle speed observation value is greater than the vehicle speed lower limit value and less than the vehicle speed upper limit value, the vehicle speed observation value is used as the vehicle longitudinal speed observation value at the current sampling moment.

[0183] S422: When the observed vehicle speed value is less than or equal to the lower speed limit value, the lower speed limit value is used as the observed longitudinal vehicle speed value of the entire vehicle at the current sampling moment.

[0184] S423: When the vehicle speed observation value is greater than or equal to the vehicle speed upper limit value, the vehicle speed upper limit value is used as the vehicle longitudinal speed observation value at the current sampling moment.

[0185] In some feasible embodiments of the present invention, the upper speed limit can be determined by the longitudinal acceleration of the vehicle measured by the sensor and whether the vehicle is in a starting state. When the vehicle is in a starting state, the upper speed limit can be obtained by looking up a table. When the vehicle is not in a starting state and the longitudinal acceleration of the vehicle measured by the sensor is greater than a preset value, the upper speed limit is 100m / s. When the longitudinal acceleration of the vehicle measured by the sensor is less than or equal to the preset value and the lateral speed is less than a preset threshold and the vehicle is on a non-rough road, the upper speed limit is the smallest wheel speed of all wheels. When the longitudinal acceleration of the vehicle measured by the sensor is less than or equal to the preset value and the lateral speed is less than a preset threshold and the vehicle is not on a non-rough road, the upper speed limit is the second smallest wheel speed of all wheels.

[0186] The lower limit of vehicle speed can be determined by the parameters of minimum wheel speed, vehicle speed, longitudinal speed change in 1s and four-wheel speed change in 1s. Specifically, the threshold value is obtained by looking up the difference between the minimum wheel speed and the vehicle speed. The difference in speed change in 1s is equal to the difference between the longitudinal speed change in 1s and the average change in four-wheel speed in 1s. The timing value of the timer can change with the difference in speed change in 1s. When the timing value of the timer is greater than the threshold value. The lower limit of vehicle speed is equal to the average speed of the four-wheel speeds. When the timing value of the timer is greater than the threshold value, the lower limit of vehicle speed is 0. When the lateral speed is small, the lower limit of vehicle speed is the second largest wheel speed among all wheel speeds.

[0187] Further, refer to Figure 7 The step of determining the estimated longitudinal speed of the vehicle at the current sampling moment based on the longitudinal speed observation value, the estimated longitudinal speed 1s change value and the first longitudinal acceleration may specifically include but is not limited to step S431 and step S432.

[0188] S431. Determine the observed value of the 1s change in longitudinal vehicle speed at the current sampling moment based on the first longitudinal acceleration.

[0189] S432, when the current sampling moment is the i-th moment, the corresponding longitudinal speed estimation value of the vehicle at the current sampling moment is obtained by formula (7):

[0190] VI i =VI i-1 +k 21 *(VJ-VM i-1 )+k 22 *(VK-VI i-1 ) (7)

[0191] In formula (7), VI i is the estimated longitudinal speed of the vehicle at the current sampling moment, VM i-1 is the estimated value of the longitudinal vehicle speed change in 1 second, VI i-1The estimated longitudinal speed at the last sampling moment. VJ is the observed value of the longitudinal speed change in 1 second, and VK is the observed value of the longitudinal speed. 21 is the first calibration coefficient at the current sampling time, k 22 is the second calibration coefficient at the current sampling moment, i>1.

[0192] In some feasible embodiments of the present invention, the first calibration coefficient and the second calibration coefficient at the current sampling moment can be determined by a first formula group. The first formula group includes:

[0193] m 11 =p 11 (k-1)+T7

[0194] m 12 =p 11 (k-1)*t+p 12 (k-1)+T8

[0195] m 21 =p 11 (k-1)*t+p 21 (k-1)

[0196] m 22 =p 21 (k-1)*t+p 12 (k-1)*t+p 22 (k-1)

[0197] m d =m 11 *m 22 +m 11 *T10+T9*m 22 +T9*T10-m 12 *m 21

[0198] k11=(m 11 *m 22 +m 11 *T10-m 12 *m 21 ) / m d

[0199] k12=(m 12 *T9) / m d

[0200] k 21 =(m 21 *T 10 ) / m d

[0201] k 22 =-m 21 *m12 +m 22 *m 11 +m 22 *T9

[0202] In the first formula group, m 11 The initial value of is T11, m 12 The initial value of m is T12. 21 The initial value of is T13, m 22 The initial value of is T14. T7-T14 are all preset values. After calculating the estimated longitudinal speed of the vehicle at the current sampling time, p 11 (k-1), p 12 (k-1), p 13 (k-1), p 14 (k-1) are updated to p 11 (k), p 12 (k), p 13 (k) and p 14 (k). Where p 11 (k), p 12 (k), p 13 (k) and p 14 (k) is calculated by the second formula group, which is:

[0203] p 11 (k) = m 11 -k 11 *m 11 -k 12 *m 21

[0204] p 12 (k) = m 12 -k 11 *m 12 -k 12 *m 22

[0205] p 13 (k) = m 21 -k 21 *m 11 -k 22 *m 21

[0206] p 14 (k) = m 22 -k 21 *m 12 -k 22 *m 22

[0207] Further, refer to Figure 7The step of determining the observed value of the longitudinal vehicle speed 1s change at the current sampling moment based on the first longitudinal acceleration may include but is not limited to step S441 or step S442.

[0208] S441. When the vehicle is in a forward driving state at the current sampling time, the observed value of the longitudinal vehicle speed change in 1 second satisfies formula (8):

[0209] VJ=ax2+VM*VN (8)

[0210] S442. When the vehicle is not in the forward driving state at the current sampling time, the observed value of the longitudinal vehicle speed change in 1s satisfies formula (9):

[0211] VJ=ax2-VM*VN (9)

[0212] In formula (8) and formula (9), VJ is the observed value of the change in longitudinal vehicle speed in 1 s, ax2 is the first longitudinal acceleration of the vehicle at the current sampling moment, VM is the yaw angular velocity of the vehicle at the current sampling moment, and VN is the lateral vehicle speed at the current sampling moment.

[0213] Further, refer to Figure 8 According to the estimated longitudinal speed and lateral speed of the vehicle at the current sampling moment, the step of determining the estimated lateral speed of the vehicle at the current sampling moment may include but is not limited to steps S501 to S505.

[0214] S501. Determine the longitudinal slip rate of each wheel and the second wheel lateral force of each wheel at the current sampling moment according to the estimated longitudinal vehicle speed and the lateral vehicle speed of the entire vehicle at the current sampling moment.

[0215] S502: Determine the second wheel longitudinal force of each wheel at the current sampling moment according to the longitudinal slip rate.

[0216] S503: Determine the lateral acceleration of the entire vehicle at the current sampling moment according to the vehicle mass, the front wheel turning angle, the second wheel longitudinal force, and the second wheel lateral force of each wheel at the current sampling moment.

[0217] S504: Determine the 1-s change in the lateral speed of the vehicle at the current sampling moment according to the lateral acceleration, the estimated longitudinal speed and the yaw angular velocity.

[0218] S505: Determine an estimated value of the lateral vehicle speed at the current sampling moment according to the 1s change in the lateral vehicle speed.

[0219] In some feasible embodiments of the present invention, reference Fig. 9, the processor can calculate the longitudinal wheel speed of the four wheels according to the longitudinal vehicle speed estimate and the front wheel turning angle, and determine the longitudinal slip rate of each wheel according to the longitudinal wheel speed and the longitudinal vehicle speed estimate. At the same time, the processor can determine the wheel deflection angle according to the longitudinal vehicle speed estimate and the lateral vehicle speed. After the processor obtains the wheel deflection angle and the longitudinal slip rate, it can calculate the third wheel longitudinal force of each wheel at the current sampling moment through the longitudinal slip rate and the vertical force of each wheel, and at the same time determine the lateral adhesion coefficient through the wheel deflection angle and the preset third calibration value. After obtaining the lateral adhesion coefficient, the processor can determine the second wheel lateral force according to the lateral adhesion coefficient and the wheel vertical force of each wheel. Then, the processor can determine the lateral component force of the front wheel according to the front wheel turning angle and the third wheel longitudinal force. Then, the processor can determine the lateral resultant force of the whole vehicle according to the lateral component force and the second wheel lateral force, and then, the processor can determine the calculated lateral acceleration of the whole vehicle at the current sampling moment according to the lateral resultant force of the whole vehicle, the whole vehicle mass and Newton's second law. Finally, based on the calculated lateral acceleration, the longitudinal speed of the vehicle and the yaw angle, the 1s change in the lateral speed of the vehicle is determined and the 1s change in the lateral speed of the vehicle at the current sampling moment is integrated in the time domain, and finally the estimated value of the lateral speed of the vehicle at the current sampling moment can be obtained.

[0220] In addition, refer to Fig.10 ,and Figure 1Corresponding to the method, an embodiment of the present invention further provides a vehicle control system vehicle speed determination device. The device may include a first processing unit 1001, a second processing unit 1002, a third processing unit 1003, a fourth processing unit 1004, a fifth processing unit 1005 and a sixth processing unit 1006. The first processing unit 1001 may be used to obtain the vehicle mass, the air resistance, front wheel angle, yaw rate, second largest wheel speed 1s change and lateral vehicle speed of the vehicle at the current sampling moment, the wheel lateral force and the first wheel longitudinal force of each wheel at the current sampling moment, the wheel acceleration mean of each wheel in the current sampling period, the first characteristic adhesion coefficient of each wheel at the last sampling moment and the first adhesion coefficient limit of each wheel, the estimated value of the longitudinal vehicle speed 1s change of the vehicle at the last sampling moment and the estimated value of the longitudinal vehicle speed of the vehicle at the last sampling moment. The second processing unit 1002 can be used to determine the longitudinal slope acceleration of the whole vehicle at the current sampling moment according to the air resistance, the whole vehicle mass, the front wheel turning angle, the first wheel longitudinal force, the wheel lateral force, the second largest wheel speed 1s change, the yaw angular velocity and the lateral vehicle speed. The third processing unit 1003 can be used to determine the first longitudinal acceleration of the whole vehicle at the current sampling moment according to the longitudinal slope acceleration, the first adhesion coefficient limit and the first characteristic adhesion coefficient; the fourth processing unit 1004 can be used to determine the longitudinal vehicle speed observation value of the whole vehicle at the current sampling moment according to the wheel acceleration mean of each wheel. The fifth processing unit 1005 can be used to determine the longitudinal vehicle speed estimation value of the whole vehicle at the current sampling moment according to the longitudinal vehicle speed observation value, the longitudinal vehicle speed 1s change estimation value and the first longitudinal acceleration. The sixth processing unit 1006 can be used to determine the lateral vehicle speed estimation value of the whole vehicle at the current sampling moment according to the longitudinal vehicle speed estimation value and the lateral vehicle speed of the whole vehicle at the current sampling moment.

[0221] It should be noted that the acquisition unit can be any integrated circuit unit or microprocessor unit obtained by integrating a chip having a processing function and its peripheral circuits through existing integration technology. The first processing unit and the second processing unit can also be any integrated circuit module or microprocessor module obtained by integrating a chip having a processing function and its peripheral circuits through existing integration technology. The first processing unit and the second processing unit can also include one or more memories. One or more memories can be used to store the specific algorithm for determining the vehicle speed of the vehicle control system in the present invention, and the noun with 1s mentioned in the present invention means 1 second.

[0222] In some embodiments of the present invention, there is no limitation on the specific device connection method and device settings between the first processing unit 1001 and the second processing unit 1002, the second processing unit 1002 and the third processing unit 1003, the third processing unit 1003 and the fourth processing unit 1004, the fourth processing unit 1004 and the fifth processing unit 1005, and the fifth processing unit 1005 and the sixth processing unit 1006.

[0223] It should be noted that the contents of the above-mentioned vehicle control system speed determination method embodiment are all applicable to the vehicle control system speed determination device embodiment of the present vehicle control system. The functions specifically implemented by the vehicle control system speed determination device embodiment of the present vehicle control system are the same as those of the above-mentioned vehicle control system speed determination method embodiment, and the beneficial effects achieved are also the same as those achieved by the above-mentioned vehicle control system speed determination method embodiment.

[0224] and Figure 1 Corresponding to the method, the embodiment of the present invention also provides a vehicle control system speed determination device, the specific structure of which can be referred to Fig.11 ,include:

[0225] at least one processor 1011;

[0226] At least one memory 1012, used to store at least one program;

[0227] When at least one program is executed by at least one processor, the at least one processor implements a vehicle speed determination method of a vehicle control system.

[0228] The contents of the above method embodiments are all applicable to the present device embodiments. The functions specifically implemented by the present device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0229] and Figure 1 Corresponding to the method, an embodiment of the present invention further provides a computer-readable storage medium, which stores instructions executable by a processor. The instructions executable by the processor are used to execute the vehicle speed determination method of a vehicle control system when executed by the processor.

[0230] The contents of the above-mentioned vehicle control system speed determination method embodiment are all applicable to the present storage medium embodiment. The functions specifically implemented by the present storage medium embodiment are the same as those of the above-mentioned vehicle control system speed determination method embodiment, and the beneficial effects achieved are also the same as those achieved by the above-mentioned vehicle control system speed determination method embodiment.

[0231] In addition, the present invention also provides a vehicle, which may include the vehicle control system speed determination device or the vehicle control system speed determination device. Specifically, the vehicle may be a private car, such as a sedan, SUV, MPV or pickup truck. The vehicle may also be an operating vehicle, such as a van, bus, small truck or large trailer. The vehicle may be a gasoline vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it may be a hybrid vehicle or a pure electric vehicle.

[0232] The contents of the above-mentioned vehicle control system vehicle speed determination device or system embodiments are all applicable to the present vehicle embodiments. The functions specifically implemented by the present vehicle embodiments are the same as those of the above-mentioned vehicle control system vehicle speed determination device or system embodiments, and the beneficial effects achieved are also the same as those achieved by the above-mentioned vehicle control system vehicle speed determination device or system embodiments.

[0233] In some selectable embodiments, the function / operation mentioned in the block diagram may not occur in the order mentioned in the operation diagram. For example, depending on the function / operation involved, the two boxes shown in succession can actually be executed substantially simultaneously or the boxes can sometimes be executed in reverse order. In addition, the embodiment presented and described in the flow chart of the present invention is provided by way of example, for the purpose of providing a more comprehensive understanding of technology. The disclosed method is not limited to the operation and logic flow presented herein. Selectable embodiments are expected, wherein the order of various operations is changed and the sub-operation of a part for which is described as a larger operation is performed independently.

[0234] In addition, although the present invention is described in the context of functional modules, it should be understood that, unless otherwise specified, one or more of the functions and / or features can be integrated into a single physical device and / or software module, or one or more functions and / or features can be implemented in a separate physical device or software module. It is also understood that a detailed discussion of the actual implementation of each module is unnecessary for understanding the present invention. More specifically, in view of the properties, functions and internal relationships of the various functional modules in the device disclosed herein, the actual implementation of the module will be understood within the conventional skills of the engineer. Therefore, those skilled in the art can implement the present invention set forth in the claims without excessive experimentation using ordinary techniques. It is also understood that the specific concepts disclosed are merely illustrative and are not intended to limit the scope of the present invention, which is determined by the full scope of the appended claims and their equivalents.

[0235] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several programs to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc., which can store program codes.

[0236] The logic and / or steps represented in the flowchart or otherwise described herein, for example, may be considered as an ordered list of executable programs for implementing the logical functions, and may be embodied in any computer-readable medium for use by a program execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch and execute a program from a program execution system, device or apparatus), or in conjunction with such program execution systems, devices or apparatuses. For purposes of this specification, a "computer-readable medium" may be any device that can contain, store, communicate, propagate or transmit a program for use by a program execution system, device or apparatus, or in conjunction with such program execution systems, devices or apparatuses.

[0237] More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection with one or more wires (electronic device), a portable computer disk case (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be a paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, deciphering or, if necessary, processing in another suitable manner, and then stored in a computer memory.

[0238] It should be understood that the various parts of the present invention can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiments, a plurality of steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable program execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0239] In the above description of this specification, the description with reference to the terms "one embodiment / example", "another embodiment / example" or "certain embodiments / examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0240] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

[0241] The above is a specific description of the preferred implementation of the present invention, but the present invention is not limited to the embodiments. Those skilled in the art may make various equivalent modifications or substitutions without violating the spirit of the present invention. These equivalent modifications or substitutions are all included in the scope defined by the claims of the present invention.

Claims

1. A vehicle speed determination method for a vehicle control system, characterized in that: The following steps are involved: Obtain the vehicle mass, the air resistance, front wheel turning angle, yaw angular velocity, 1s change in the next largest wheel speed and lateral vehicle speed of the vehicle at the current sampling moment, the wheel lateral force and the first wheel longitudinal force of each wheel at the current sampling moment, the average wheel acceleration of each wheel in the current sampling period, the first characteristic adhesion coefficient of each wheel and the first adhesion coefficient limit of each wheel at the previous sampling moment, the estimated value of the 1s change in the longitudinal vehicle speed of the vehicle at the previous sampling moment and the estimated value of the longitudinal vehicle speed of the vehicle at the previous sampling moment; Determine the longitudinal slope acceleration of the vehicle at the current sampling moment according to the air resistance, the vehicle mass, the front wheel turning angle, the first wheel longitudinal force, the wheel lateral force, the change in the second largest wheel speed in 1s, the yaw angular velocity and the lateral vehicle speed; Determining a first longitudinal acceleration of the vehicle at a current sampling moment according to the longitudinal slope acceleration, the first adhesion coefficient limit value, and the first characteristic adhesion coefficient; Determine the longitudinal speed observation value of the whole vehicle at the current sampling moment according to the mean value of the wheel acceleration of each wheel; Determine an estimated longitudinal speed of the vehicle at a current sampling moment according to the longitudinal speed observation value, the estimated value of the longitudinal speed 1s change, and the first longitudinal acceleration; The estimated value of the lateral vehicle speed of the whole vehicle at the current sampling moment is determined according to the estimated value of the longitudinal vehicle speed and the lateral vehicle speed of the whole vehicle at the current sampling moment.

2. The vehicle speed determination method of a vehicle control system according to claim 1, characterized in that: The method of determining the longitudinal slope acceleration of the vehicle at the current sampling moment according to the air resistance, the vehicle mass, the front wheel turning angle, the first wheel longitudinal force, the wheel lateral force, the change in the second largest wheel speed in 1 second, the yaw angular velocity, and the lateral vehicle speed includes: Determine a second longitudinal acceleration of the vehicle at a current sampling moment according to the air resistance, the vehicle mass, the front wheel turning angle, the first wheel longitudinal force, and the wheel lateral force; The longitudinal slope acceleration is determined according to the second longitudinal acceleration, the lateral vehicle speed, the yaw angular velocity and the 1s change of the second largest wheel speed.

3. The vehicle speed determination method of a vehicle control system according to claim 2, characterized in that: The determining, according to the air resistance, the vehicle mass, the front wheel turning angle, the first wheel longitudinal force, and the wheel lateral force, of a second longitudinal acceleration of the vehicle at a current sampling moment includes: For any wheel, determining a second wheel longitudinal force according to the front wheel steering angle, the first wheel longitudinal force and the wheel lateral force; The second wheel longitudinal force of each wheel is summed to obtain the longitudinal force of the entire vehicle at the current sampling moment; The second longitudinal acceleration of the vehicle is determined according to the longitudinal force, the air resistance and the vehicle mass.

4. The vehicle speed determination method of a vehicle control system according to claim 3, characterized in that: The air resistance is obtained by the following steps: Get the longitudinal speed of the vehicle at the current sampling moment; The air resistance is determined according to the longitudinal vehicle speed and a preset second calibration value.

5. The vehicle speed determination method of a vehicle control system according to claim 3, characterized in that: The first wheel longitudinal force is obtained by the following steps: Obtain the wheel acceleration, wheel radius, wheel end driving torque and wheel end braking torque of the wheel at the current sampling moment; Determining a wheel end net torque according to the wheel end driving torque and the wheel end braking torque; The first wheel longitudinal force is determined according to the wheel acceleration, the wheel radius and the wheel end net torque.

6. The vehicle speed determination method of a vehicle control system according to claim 2, characterized in that: The step of determining the longitudinal slope acceleration according to the second longitudinal acceleration, the lateral vehicle speed, the yaw angular velocity, and the 1s change of the second largest wheel speed includes: When the vehicle is in a forward driving state at the current sampling time, the second longitudinal acceleration, the lateral vehicle speed, the yaw angular velocity and the 1s change of the second largest wheel speed are input into the first formula to obtain the longitudinal slope acceleration; the first formula is: V1=A-VM*VN-ax1, When the vehicle is not in a forward driving state at the current sampling time, the second longitudinal acceleration, the lateral vehicle speed, the yaw angular velocity and the 1s change of the second largest wheel speed are input into a second formula to obtain the longitudinal slope acceleration; the second formula is: V1=-A-VM*VN-ax1, Among them, in the first formula and the second formula, A is the change of the second largest wheel speed in 1s, VM is the yaw angular velocity of the whole vehicle, VN is the lateral speed of the whole vehicle, and ax1 is the second longitudinal acceleration.

7. The vehicle speed determination method of a vehicle control system according to claim 1, characterized in that: The determining, according to the longitudinal slope acceleration, the first adhesion coefficient limit value and the first characteristic adhesion coefficient, the first longitudinal acceleration of the vehicle at the current sampling moment comprises: Determining a second adhesion coefficient limit value for each wheel at a current sampling moment according to the first adhesion coefficient limit value and the longitudinal slope acceleration; Determining a second characteristic adhesion coefficient of each wheel at a current sampling moment according to the first characteristic adhesion coefficient and the second adhesion coefficient limit; determining a second wheel longitudinal force of each wheel at a current sampling moment according to the second characteristic adhesion coefficient; The first longitudinal acceleration of the entire vehicle at a current sampling moment is determined according to the second wheel longitudinal force.

8. The vehicle speed determination method of a vehicle control system according to claim 7, characterized in that: The determining, according to the first adhesion coefficient limit value and the longitudinal slope acceleration, a second adhesion coefficient limit value of each wheel at a current sampling moment comprises: Determining the adhesion coefficient bias of each wheel at the current sampling moment according to the longitudinal slope acceleration; The second adhesion coefficient limit value is determined according to the adhesion coefficient bias and the first adhesion coefficient limit value.

9. The vehicle speed determination method of a vehicle control system according to claim 8, characterized in that: Determining the adhesion coefficient bias of each wheel at the current sampling moment according to the longitudinal slope acceleration includes: Determining the slope bias according to the vehicle speed at the current sampling moment and the longitudinal slope acceleration; The adhesion coefficient bias is determined according to the lateral dynamic bias at the current sampling moment, the slope bias and a preset basic bias.

10. The vehicle speed determination method of a vehicle control system according to claim 7, characterized in that: The determining, according to the first characteristic adhesion coefficient and the second adhesion coefficient limit, the second characteristic adhesion coefficient of each wheel at the current sampling moment comprises: Determine the change in wheel acceleration 1s of each wheel at the current sampling moment according to the first characteristic adhesion coefficient and the wheel vertical force of each wheel at the current sampling moment; Determine the wheel acceleration prediction value and wheel acceleration correction value of each wheel at the current sampling moment according to the wheel acceleration 1s change, the wheel acceleration of each wheel at the previous sampling moment, the wheel speed of each wheel at the current sampling moment, and the wheel radius; Determining the slip rate of each wheel at a current sampling moment according to the wheel acceleration prediction value and the wheel acceleration correction value; The second characteristic adhesion coefficient is determined according to the slip ratio and the second adhesion coefficient limit value.

11. The vehicle speed determination method of a vehicle control system according to claim 10, characterized in that: The determining, according to the first characteristic adhesion coefficient and the wheel vertical force of each wheel at the current sampling moment, the wheel acceleration 1s change of each wheel at the current sampling moment comprises: Determining the wheel longitudinal force of each wheel at a current sampling moment according to the first characteristic adhesion coefficient and the wheel vertical force; The wheel acceleration 1s change is determined according to the wheel longitudinal force, the wheel radius of each wheel, the wheel net torque of each wheel at the current sampling moment, and the wheel rotational inertia of each wheel at the current sampling moment.

12. The vehicle speed determination method of a vehicle control system according to claim 10, characterized in that: Determining the wheel acceleration prediction value and wheel acceleration correction value of each wheel at the current sampling moment according to the wheel acceleration 1s change, the wheel acceleration of each wheel at the previous sampling moment, the wheel speed of each wheel at the current sampling moment, and the wheel radius includes: Determining the wheel acceleration prediction value according to the wheel acceleration 1s change and the wheel acceleration; The wheel acceleration correction value is determined according to the wheel acceleration prediction value, the wheel speed and the wheel radius.

13. The vehicle speed determination method of a vehicle control system according to claim 12, characterized in that: Determining the slip rate of each wheel at the current sampling moment according to the wheel acceleration prediction value and the wheel acceleration correction value includes: Determining the wheel acceleration of each wheel at a current sampling moment according to the wheel acceleration prediction value and the wheel acceleration correction value; Determining the calculated wheel speed of each wheel at the current sampling moment according to the wheel acceleration; The slip rate of each wheel at the current sampling moment is determined according to the calculated wheel speed and the longitudinal vehicle speed of the wheel.

14. The vehicle speed determination method of a vehicle control system according to claim 10, characterized in that: The determining the second characteristic adhesion coefficient according to the slip ratio and the second adhesion coefficient limit value includes: Determining a second characteristic adhesion theory coefficient according to the slip ratio and the tire stiffness; When the second characteristic adhesion theoretical coefficient is less than or equal to the second adhesion coefficient limit value, the second characteristic adhesion theoretical coefficient is used as the second characteristic adhesion coefficient; When the second characteristic adhesion theoretical coefficient is greater than the second adhesion coefficient limit value, the second adhesion coefficient limit value is used as the second characteristic adhesion coefficient.

15. The vehicle control system vehicle speed determination method according to claim 1, characterized in that: Determining the longitudinal speed observation value of the entire vehicle at the current sampling moment according to the mean value of the wheel acceleration of each wheel includes: For any wheel, according to the wheel acceleration mean and the first wheel acceleration corresponding to several sampling moments of the current wheel in the current sampling period, determine the wheel acceleration variance cumulative value and the wheel acceleration corresponding to several sampling moments of the current wheel in the current sampling period; Determining a wheel jerk mean and a wheel jerk variance cumulative value according to the wheel jerk; determining the wheel acceleration credibility of each wheel according to the first wheel acceleration, the wheel acceleration mean and the wheel acceleration variance cumulative value; determining the wheel acceleration credibility of each wheel according to the wheel acceleration, the wheel acceleration mean and the wheel acceleration variance cumulative value; Determining the wheel speed credibility of each wheel according to the wheel acceleration credibility, the wheel jerk credibility, the wheel vertical force credibility, the wheel speed and longitudinal vehicle speed difference credibility, and the wheel acceleration and vehicle acceleration difference credibility; When the vehicle is not in a counter-steering state and is not in a handbrake state, determining the observed vehicle speed value of the vehicle at the current sampling moment according to the wheel speed credibility of each wheel and the wheel speed of each wheel at the current sampling moment; The longitudinal vehicle speed observation value of the entire vehicle at the current sampling moment is determined based on the vehicle speed observation value, the vehicle speed upper limit value and the vehicle speed lower limit value.

16. The vehicle speed determination method of a vehicle control system according to claim 15, characterized in that: Determining the wheel speed credibility of each wheel according to the wheel acceleration credibility, the wheel acceleration credibility, the wheel vertical force credibility, the wheel speed and longitudinal vehicle speed difference credibility, and the wheel acceleration and vehicle acceleration difference credibility includes: For any wheel, the smallest credibility among the wheel acceleration credibility, the wheel jerk credibility, the wheel vertical force credibility, the wheel speed and longitudinal vehicle speed difference credibility, and the wheel acceleration and vehicle acceleration difference credibility is taken as the wheel speed credibility of the corresponding wheel.

17. The vehicle speed determination method of a vehicle control system according to claim 15, characterized in that: The determining the wheel acceleration credibility of each wheel according to the first wheel acceleration, the wheel acceleration mean and the wheel acceleration variance cumulative value comprises: determining a first credibility according to the first wheel acceleration and the wheel acceleration mean; determining a second credibility according to the wheel acceleration variance cumulative value; The smaller one of the first confidence level and the second confidence level is used as the wheel acceleration confidence level.

18. The vehicle speed determination method of a vehicle control system according to claim 15, characterized in that: Determining the longitudinal vehicle speed observation value of the entire vehicle at the current sampling moment according to the vehicle speed observation value, the vehicle speed upper limit value, and the vehicle speed lower limit value includes: When the vehicle speed observation value is greater than the vehicle speed lower limit value and less than the vehicle speed upper limit value, the vehicle speed observation value is used as the longitudinal vehicle speed observation value of the entire vehicle at the current sampling moment; When the vehicle speed observation value is less than or equal to the vehicle speed lower limit value, the vehicle speed lower limit value is used as the longitudinal vehicle speed observation value of the entire vehicle at the current sampling moment; When the vehicle speed observation value is greater than or equal to the vehicle speed upper limit value, the vehicle speed upper limit value is used as the longitudinal vehicle speed observation value of the entire vehicle at the current sampling moment.

19. The vehicle control system vehicle speed determination method according to claim 1, characterized in that: The step of determining the estimated longitudinal vehicle speed value of the entire vehicle at the current sampling moment according to the longitudinal vehicle speed observation value, the estimated longitudinal vehicle speed 1s change value and the first longitudinal acceleration comprises: Determine the observed value of the longitudinal vehicle speed 1s change at the current sampling moment according to the first longitudinal acceleration; When the current sampling moment is the i-th moment, the longitudinal speed estimation value of the vehicle at the corresponding current sampling moment is obtained by the following formula: WE i =WE i-1 +k 21 *(VJ-VM i-1 )+k 22 *(VK-VI i-1 ), Among them, VI i is the estimated longitudinal speed of the vehicle at the current sampling moment, VM i-1 is the estimated value of the longitudinal vehicle speed change in 1 second, VI i-1 The estimated value of the longitudinal vehicle speed at the previous sampling moment; VJ is the observed value of the change in the longitudinal vehicle speed in 1 second, and VK is the observed value of the longitudinal vehicle speed; k 21 is the first calibration coefficient at the current sampling moment, k 22 is the second calibration coefficient at the current sampling moment, i>1.

20. The vehicle speed determination method of a vehicle control system according to claim 19, characterized in that: The step of determining the observed value of the longitudinal vehicle speed 1s change at the current sampling moment according to the first longitudinal acceleration includes: When the vehicle is in a forward driving state at the current sampling time, the longitudinal vehicle speed 1s change observation value satisfies the following formula: VJ=ax2+VM*VN, When the vehicle is not in a forward driving state at the current sampling time, the longitudinal vehicle speed 1s change observation value satisfies the following formula: VJ=ax2-VM*VN, Among them, VJ is the observed value of the change in longitudinal vehicle speed in 1s, ax2 is the first longitudinal acceleration of the vehicle at the current sampling moment, VM is the yaw angular velocity of the vehicle at the current sampling moment, and VN is the lateral vehicle speed at the current sampling moment.

21. The vehicle control system vehicle speed determination method according to claim 1, characterized in that: The step of determining the estimated lateral speed of the vehicle at the current sampling moment according to the estimated longitudinal speed and the lateral speed of the vehicle at the current sampling moment comprises: Determine the longitudinal slip rate of each wheel and the second wheel lateral force of each wheel at the current sampling moment according to the estimated longitudinal vehicle speed and the lateral vehicle speed of the entire vehicle at the current sampling moment; Determining a second wheel longitudinal force of each wheel at a current sampling moment according to the longitudinal slip rate; Determining the lateral acceleration of the whole vehicle at the current sampling moment according to the whole vehicle mass, the front wheel turning angle, the second wheel longitudinal force, and the second wheel lateral force of each wheel at the current sampling moment; Determine the 1s change in the lateral speed of the vehicle at the current sampling moment according to the lateral acceleration, the longitudinal vehicle speed estimate and the yaw angular velocity; The estimated value of the lateral vehicle speed of the entire vehicle at the current sampling moment is determined according to the 1s change in the lateral vehicle speed.

22. A vehicle speed determination device for a vehicle control system, characterized in that: include: The first processing unit is used to obtain the mass of the whole vehicle, the air resistance, front wheel angle, yaw angular velocity, 1s change of the second largest wheel speed and lateral vehicle speed of the whole vehicle at the current sampling moment, the wheel lateral force and the first wheel longitudinal force of each wheel at the current sampling moment, the average wheel acceleration of each wheel in the current sampling period, the first characteristic adhesion coefficient of each wheel and the first adhesion coefficient limit of each wheel at the previous sampling moment, the estimated value of the 1s change of the longitudinal vehicle speed of the whole vehicle at the previous sampling moment and the estimated value of the longitudinal vehicle speed of the whole vehicle at the previous sampling moment; a second processing unit, for determining the longitudinal slope acceleration of the whole vehicle at the current sampling moment according to the air resistance, the whole vehicle mass, the front wheel turning angle, the first wheel longitudinal force, the wheel lateral force, the change in the second largest wheel speed in 1s, the yaw angular velocity and the lateral vehicle speed; A third processing unit is used to determine a first longitudinal acceleration of the vehicle at a current sampling moment according to the longitudinal slope acceleration, the first adhesion coefficient limit value and the first characteristic adhesion coefficient; A fourth processing unit, configured to determine a longitudinal speed observation value of the entire vehicle at a current sampling moment according to the mean value of the wheel acceleration of each wheel; a fifth processing unit, configured to determine an estimated longitudinal vehicle speed value of the entire vehicle at a current sampling moment according to the longitudinal vehicle speed observation value, the estimated value of the longitudinal vehicle speed 1s change, and the first longitudinal acceleration; The sixth processing unit is used to determine the estimated value of the lateral speed of the whole vehicle at the current sampling moment according to the estimated value of the longitudinal speed of the whole vehicle and the lateral speed of the whole vehicle at the current sampling moment.

23. A vehicle speed determination device for a vehicle control system, characterized in that: include: at least one processor; at least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the vehicle speed determination method of the vehicle control system as described in any one of claims 1-21.

24. A computer-readable storage medium storing instructions executable by a processor, characterized in that: The processor executable instructions are used to execute the vehicle speed determination method of the vehicle control system as described in any one of claims 1-21 when executed by the processor.

25. A vehicle testing device, characterized in that: It includes the vehicle control system vehicle speed determination device as claimed in claim 22 or the vehicle control system vehicle speed determination equipment as claimed in claim 23.

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