Deviation control method, device and equipment for planning position of cruise system and storage medium

Abstract

The invention discloses a deviation control method, device and equipment for a planned position of a cruise system and a storage medium, and relates to the technical field of automatic driving, and the deviation control method for the planned position of the cruise system comprises the following steps: obtaining vehicle information, a vehicle responsive acceleration torque, a planned position and a vehicle actual position; calculating a position deviation according to the planned position and the actual position of the vehicle; determining a target acceleration range according to the vehicle responsible acceleration torque, the position deviation, the vehicle information, a first preset torque and a second preset torque, wherein the first preset torque is smaller than the second preset torque; and the expected acceleration is limited in the target acceleration range, and deviation control is completed. By accurately controlling the acceleration and the position of the vehicle, the deviation between the planned position of the cruise system and the actual position of the vehicle can be effectively reduced, the driving safety and efficiency are improved, and meanwhile the riding experience of passengers can be improved.

Description

Technical Field

[0001] The present application relates to the field of autonomous driving technology, and in particular to a method, device, equipment and storage medium for controlling the deviation of a planned position of a cruise system. Background Art

[0002] With the development of autonomous driving technology, cruise control systems play an increasingly important role in vehicle driving. These systems control the vehicle's driving path through precise position planning to improve driving efficiency and safety. However, in actual applications, due to the influence of various factors, such as sensor errors, environmental changes, and vehicle dynamic response, there is often a deviation between the position planned by the cruise control system and the actual position of the vehicle. If this deviation is too large, it may cause the vehicle to be unable to effectively respond to obstacles ahead, increase the risk of collision, and affect driving comfort and safety.

[0003] At present, some cruise systems use speed re-planning to deal with the deviation between the planned path and the actual driving path. For example, the patent "Automatic Driving Speed ​​Re-planning Method, Device, Equipment and Readable Storage Medium" with publication number CN114489073A mentions that the system will determine whether to enter speed re-planning based on the error between the planned speed and the actual response speed. This method mainly focuses on speed adjustment, and reduces the error between the speed plan and the actual speed by adjusting the speed.

[0004] Although the speed replanning method can reduce speed errors to a certain extent, it does not involve distance replanning. In other words, the existing technology does not provide an effective solution to the distance deviation problem between the planned path and the actual path. In addition, simply adjusting the speed may not be enough to solve the deviation problem in all cases, especially when encountering complex road conditions or vehicle dynamic performance limitations. Simple speed adjustment may not effectively reduce the deviation between the planned position and the actual position. Therefore, how to reduce the deviation between the position planned by the cruise system and the actual position of the vehicle has become an urgent problem to be solved.

[0005] The above contents are only used to assist in understanding the technical solution of the present application and do not constitute an admission that the above contents are prior art. Summary of the invention

[0006] The purpose of the present application is to provide a method, device, equipment and storage medium for controlling the deviation of the planned position of a cruise system, aiming to solve the technical problem of how to reduce the deviation between the planned position of the cruise system and the actual position of the vehicle.

[0007] To achieve the above objectives, the present application proposes a method for controlling the deviation of a planned position of a cruise system, the method comprising:

[0008] Obtain vehicle information, vehicle responsive acceleration torque, planned position, and vehicle actual position;

[0009] Calculate the position deviation according to the planned position and the actual position of the vehicle;

[0010] determining a target acceleration range according to the vehicle responsive acceleration torque, the position deviation, the vehicle information, a first preset torque and a second preset torque, wherein the first preset torque is less than the second preset torque;

[0011] The desired acceleration is limited within the target acceleration range to complete the deviation control.

[0012] In one embodiment, the step of determining the target acceleration range according to the vehicle responsive acceleration torque, the position deviation, the vehicle information, the first preset torque and the second preset torque comprises:

[0013] When the vehicle responsive acceleration torque is less than a first preset torque, determining a target acceleration range according to the position deviation;

[0014] When the vehicle responsive acceleration torque is greater than the first preset torque and less than the second preset torque, the target acceleration range is calculated according to the vehicle responsive acceleration torque and the vehicle information.

[0015] In one embodiment, the vehicle information includes a transmission ratio, a final drive ratio, a transmission mechanical efficiency, a wheel radius, a vehicle speed, a vehicle mass, and a frontal area. When the vehicle responsive acceleration torque is greater than the first preset torque and less than the second preset torque, the step of calculating the target acceleration range according to the vehicle responsive acceleration torque and the vehicle information includes:

[0016] When the vehicle responsive acceleration torque is greater than the first preset torque and less than the second preset torque, the driving force is calculated according to the vehicle responsive acceleration torque, the transmission ratio, the final drive ratio, the transmission mechanical efficiency and the wheel radius;

[0017] Calculating air resistance according to a preset air resistance coefficient, the windward area and the vehicle speed;

[0018] Calculating an acceleration threshold according to the driving force, the air resistance and the vehicle mass;

[0019] The target acceleration range is calculated based on the preset acceleration coefficient and the acceleration threshold.

[0020] In one embodiment, the step of determining the target acceleration range according to the position deviation comprises:

[0021] When the position deviation is greater than the first preset distance, the first preset acceleration range is used as the target acceleration range;

[0022] When the position deviation is greater than a second preset distance, taking a second preset acceleration range as the target acceleration range, the second preset distance is greater than the first preset distance, and the second preset acceleration range is smaller than the first preset acceleration range;

[0023] When the position deviation is greater than a third preset distance, the third preset acceleration range is used as the target acceleration range, the third preset distance is greater than the second preset distance, and the third preset acceleration range is smaller than the second preset acceleration range.

[0024] In one embodiment, after the step of calculating the position deviation according to the planned position and the actual position of the vehicle, the method further includes:

[0025] When the vehicle responsive acceleration torque is greater than a second preset torque, obtaining a current vehicle speed and a deviation time;

[0026] When the current vehicle speed is greater than the preset vehicle speed threshold, the position deviation is greater than the fourth preset distance, and the deviation time is greater than the preset duration, re-planning is performed, and after planning is completed, the step of calculating the position deviation based on the planned position and the actual position of the vehicle is returned;

[0027] When the current vehicle speed is less than the preset vehicle speed threshold and the position deviation is greater than the fifth preset distance and the deviation time is greater than the preset duration, re-planning is performed, and after planning is completed, the step of calculating the position deviation according to the planned position and the actual position of the vehicle is returned, and the fifth preset distance is less than the fourth preset distance;

[0028] When the deviation time is greater than a second preset time length, an alarm is issued and a prompt is given, and the second preset time length is greater than the first preset time length.

[0029] In one embodiment, the step of obtaining the vehicle's responsive acceleration torque includes:

[0030] Obtain the vehicle's remaining power, battery current, vehicle speed, gravity acceleration, and rolling resistance coefficient;

[0031] Calculating a battery power limit according to the remaining power of the vehicle and the battery current;

[0032] Calculating rolling resistance according to the rolling resistance coefficient, the vehicle mass and the gravitational acceleration;

[0033] Calculate the power required for acceleration according to the battery power limit, the air resistance, the vehicle speed and the rolling resistance;

[0034] Calculate the wheel angular velocity according to the wheel radius and the vehicle speed;

[0035] The vehicle responsive acceleration torque is calculated according to the wheel angular velocity and the acceleration required power.

[0036] In one embodiment, after the step of limiting the expected acceleration within the target acceleration range, the method further includes:

[0037] Get the current planned position and the current actual position of the vehicle;

[0038] Calculate the current position deviation according to the current planned position and the current actual position of the vehicle;

[0039] When the current position deviation is greater than the sixth preset distance, an alarm is issued and a prompt is given.

[0040] In addition, to achieve the above purpose, the present application also proposes a deviation control device for a planned position of a cruise system, the device comprising:

[0041] A data acquisition module, used to acquire vehicle information, vehicle responsive acceleration torque, planned position, and vehicle actual position;

[0042] A deviation calculation module, used for calculating a position deviation according to the planned position and the actual position of the vehicle;

[0043] a range determination module, configured to determine a target acceleration range according to the vehicle responsive acceleration torque, the position deviation, the vehicle information, a first preset torque and a second preset torque, wherein the first preset torque is less than the second preset torque;

[0044] The limiting module is used to limit the expected acceleration within the target acceleration range to complete the deviation control.

[0045] In addition, to achieve the above-mentioned purpose, the present application also proposes a deviation control device for a planned position of a cruise system, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the deviation control method for a planned position of a cruise system as described above.

[0046] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the deviation control method of the planned position of the cruise system are implemented as described above.

[0047] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, it implements the steps of the deviation control method of the planned position of the cruise system as described above.

[0048] One or more technical solutions proposed in this application have at least the following technical effects:

[0049] Obtain vehicle information, the vehicle's responsive acceleration torque, the planned position, and the vehicle's actual position; calculate the position deviation based on the planned position and the vehicle's actual position; determine the target acceleration range based on the vehicle's responsive acceleration torque, the position deviation, the vehicle information, the first preset torque, and the second preset torque, the first preset torque being less than the second preset torque; limit the expected acceleration within the target acceleration range to complete the deviation control. The system first collects key vehicle information through sensors and vehicle control units, including the vehicle's responsive acceleration torque, the planned position, and the vehicle's actual position. These data provide the system with comprehensive vehicle status and position data, and are the basis for evaluating the vehicle's driving status and position deviation. Next, the system calculates the deviation distance between the vehicle's actual driving path and the predetermined path by comparing the planned position and the actual position. This step can quantify the degree to which the vehicle deviates from the predetermined trajectory and provide key information for subsequent control decisions. Then, the system determines a target acceleration range based on the vehicle's responsive acceleration torque, position deviation, vehicle information, and preset torque threshold. This range is the acceleration interval for the vehicle to drive safely under current conditions. By setting the target acceleration range, the system can adjust the acceleration according to the vehicle's actual power capability and position deviation to ensure that the vehicle can maintain a safe driving state under different driving conditions. Finally, the system limits the calculated expected acceleration to the previously determined target acceleration range. If the expected acceleration exceeds this range, the system will automatically adjust to ensure that the actual acceleration remains within the target acceleration range. This series of steps can effectively reduce the deviation between the position planned by the cruise system and the actual position of the vehicle by precisely controlling the acceleration and position of the vehicle, thereby improving driving safety and efficiency, and also enhancing the riding experience of passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0051] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0052] Figure 1 A flow chart of the first embodiment of the method for controlling the deviation of the planned position of the cruise system of the present application;

[0053] Figure 2 A flow chart of the second embodiment of the method for controlling the deviation of the planned position of the cruise system of the present application;

[0054] Figure 3 A schematic diagram of the module structure of a deviation control device for planning a position of a cruise system according to an embodiment of the present application;

[0055] Figure 4 Schematic diagram of the device structure of the hardware operating environment involved in the deviation control method of the cruise system planning position in the embodiment of the present application.

[0056] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0057] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0058] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0059] With the development of autonomous driving technology, cruise control systems are becoming increasingly important in vehicle driving, improving driving efficiency and safety through precise position planning. However, in actual applications, due to factors such as sensor errors, environmental changes, and vehicle dynamic response, there is often a deviation between the planned path and the actual path, which may lead to an inability to effectively respond to obstacles, increase the risk of collision, and affect driving safety and comfort. At present, some cruise control systems use speed replanning methods to reduce speed errors. Although this method can reduce speed errors, it does not involve distance replanning and cannot effectively solve the problem of path deviation, especially under complex road conditions or vehicle performance limitations. Simply adjusting the speed may not completely solve the problem.

[0060] The main solution of the embodiment of the present application is: the system first collects key information such as the vehicle's acceleration torque, planned position and actual position through sensors and vehicle control units to provide a basis for evaluating the vehicle's state and position deviation. Next, the system compares the planned position and the actual position, calculates the path deviation distance, and quantifies the degree of vehicle deviation. Then, the system determines the target acceleration range based on the vehicle's responsive acceleration torque, position deviation, vehicle information and preset torque threshold to ensure that the vehicle drives safely under current conditions. Finally, the system limits the calculated expected acceleration to the target acceleration range. If it exceeds the range, the system will automatically adjust to ensure that the actual acceleration is within a safe range.

[0061] It should be noted that the execution subject of the embodiment of the present application may be a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or an electronic device capable of realizing the above functions, a cruise system, etc. The cruise system is taken as an example to illustrate this embodiment and the following embodiments.

[0062] Based on this, the embodiment of the present application provides a method for controlling the deviation of the planned position of a cruise system, referring to Figure 1 , Figure 1 Schematic diagram of the flow chart of the first embodiment of the method for controlling the deviation of the planned position of the cruise system of the present application.

[0063] In this embodiment, the method for controlling the deviation of the planned position of the cruise system includes steps S10 to S40:

[0064] Step S10, obtaining vehicle information, vehicle responsive acceleration torque, planned position, and vehicle actual position;

[0065] It should be noted that vehicle information refers to a series of parameters related to vehicle performance and status, which are crucial for the processing of the deviation between the cruise system planning and the actual position, including: Transmission ratio (i_g): the transmission ratio of the transmission, that is, the ratio of the input shaft and the output shaft speed, which affects the acceleration performance of the vehicle; Main reducer ratio (i_o): the transmission ratio of the main reducer, which affects the final driving force of the vehicle; Transmission mechanical efficiency (η_r): the efficiency of the transmission system, which involves the loss of energy during the transmission process; Wheel radius (r): the radius of the wheel, which affects the circumference of the wheel in contact with the ground, and thus affects the calculation of the vehicle speed; Vehicle mass (m): the total mass of the vehicle, which affects the acceleration and deceleration of the vehicle; Battery remaining power: affects the motor output torque and vehicle acceleration performance; Current vehicle speed (U_d): calculated by the vehicle wheel speed sensor, which is the real-time data of the actual driving speed of the vehicle. Vehicle responsive acceleration torque: refers to the acceleration torque that the vehicle can actually respond to and execute under certain conditions. This torque not only depends on the maximum output torque of the motor, but also is affected by factors such as the remaining battery power and the current state of the vehicle (such as whether it is in a low power state). The planned position refers to the ideal position planned by the cruise control system based on the vehicle's driving path. This position is calculated based on the vehicle's expected driving trajectory, including the position the vehicle should reach at a specific time point. The calculation of the planned position takes into account factors such as the vehicle's expected speed, acceleration, and driving path. When the actual driving position of the vehicle deviates significantly from the planned position, the system needs to take appropriate measures to adjust to ensure the vehicle's safe driving. The actual vehicle position refers to the actual position of the vehicle during actual driving, which is measured in real time by the vehicle's positioning system (such as GPS, inertial measurement unit, etc.).

[0066] It can be understood that, firstly, the system obtains vehicle information through sensors and calculation units inside the vehicle, including transmission ratio, final reducer ratio, transmission mechanical efficiency, wheel radius and vehicle mass, etc., which are the basis for evaluating the dynamic performance of the vehicle because they directly affect the acceleration, deceleration and driving stability of the vehicle; secondly, the system calculates the vehicle's responsive acceleration torque, which involves determining the acceleration torque that the vehicle can actually perform based on the remaining battery power and the current state of the vehicle (such as whether it is in a low power state). This is done to ensure that the vehicle does not exceed the limit of its power system when accelerating, to ensure the smoothness and safety of acceleration, and to avoid control failure due to insufficient power; then, the system calculates the planned position based on the vehicle's expected driving trajectory and speed, which is the basis for vehicle navigation and control. Through accurate path planning, the vehicle can avoid obstacles more effectively, reduce unnecessary lane changes and emergency braking, and improve driving efficiency; finally, the system monitors the actual position of the vehicle in real time through the positioning system, which is to identify the deviation of the vehicle from the planned path during actual driving, and adjust the control strategy in time to ensure that the vehicle can safely and accurately drive along the predetermined path, reduce the risk of collision caused by excessive position deviation, and improve the reliability of autonomous driving and the comfort of passengers.

[0067] As an example, the steps of obtaining the vehicle's responsive acceleration torque include: obtaining the vehicle's remaining power, battery current, vehicle speed, gravity acceleration and rolling resistance coefficient; calculating the battery power limit based on the vehicle's remaining power and the battery current; calculating the rolling resistance based on the rolling resistance coefficient, the vehicle mass and the gravity acceleration; calculating the power required for acceleration based on the battery power limit, the air resistance, the vehicle speed and the rolling resistance; calculating the wheel angular velocity based on the wheel radius and the vehicle speed; and calculating the vehicle's responsive acceleration torque based on the wheel angular velocity and the power required for acceleration.

[0068] The remaining capacity of a vehicle refers to the ratio of the amount of power currently stored in the battery to the amount of power when the battery is fully charged. It is usually expressed as a percentage and is a key factor in determining how much power the vehicle can provide, as the amount of power is directly related to how much electrical energy the motor can receive to generate power. Battery current refers to the amount of charge that flows through the battery per unit time, usually measured in amperes (A). The battery current affects the discharge rate of the battery. A high current means that the battery discharges at a faster rate, which is directly related to the instantaneous power that the motor can obtain. Vehicle speed refers to the actual speed of the vehicle during driving, usually measured in meters per second (m / s) or kilometers per hour (km / h). Vehicle speed is a key parameter for calculating speed-related forces such as air resistance and rolling resistance. Gravitational acceleration refers to the acceleration of an object falling freely under the action of the earth's gravity, usually measured in meters per second2 (m / s 2) is the unit, and the standard value is 9.81m / s 2 , when calculating rolling resistance, the acceleration of gravity and the mass of the vehicle together determine the gravity perpendicular to the road surface on the vehicle. The rolling resistance coefficient is a dimensionless coefficient used to describe the friction characteristics between the tire and the road surface. It is related to the weight of the vehicle and the road conditions, and affects the resistance generated by tire deformation and road friction during the vehicle's driving. The battery power limit refers to the maximum power that the battery can provide in the current state, that is, the maximum power that the battery can output without damaging the battery life and performance. This power limit is determined by the remaining power of the vehicle and the battery current, which limits the maximum energy that the motor can obtain. Rolling resistance refers to the force generated by the contact surface between the tire and the road surface that hinders the movement of the vehicle during driving. This force is related to the weight of the vehicle, the rolling resistance coefficient and the acceleration of gravity, and is an important factor affecting the acceleration and energy consumption of the vehicle. The power required for acceleration refers to the power required by the vehicle to achieve a certain acceleration. This power is determined by the acceleration requirement of the vehicle, the vehicle speed, the air resistance and the rolling resistance. The power required for acceleration is the basis for calculating the vehicle's responsive acceleration torque because it is directly related to how much power the motor needs to provide to overcome these resistances. Wheel angular velocity refers to the angular velocity of wheel rotation, that is, the angle at which the wheel rotates per second, usually measured in radians per second (rad / s). Wheel angular velocity is related to vehicle speed and wheel radius. It is an important parameter for calculating the vehicle's responsive acceleration torque because it affects the relationship between torque and wheel rotational power.

[0069] First, the system collects the vehicle's remaining power and battery current data through sensors connected to the battery. These data reflect the battery's current state of charge and discharge rate, which are crucial for evaluating the maximum power that the battery can provide because they determine the upper limit of the power that the motor can receive. Secondly, the system uses this data to calculate the battery power limit, that is, the maximum instantaneous power that the battery can provide without damaging the health of the battery. This ensures that the motor does not exceed the battery's power supply capacity, avoids battery overdischarge and motor overload, and ensures the stability of the vehicle's power system and the long-term health of the battery. Then, the system calculates the rolling resistance based on the rolling resistance coefficient, vehicle mass, and gravitational acceleration. This calculation is to determine the resistance that the vehicle needs to overcome when driving on the road, which is crucial for evaluating the vehicle's energy consumption and acceleration performance. Next, the system combines the battery power limit, air resistance, vehicle speed, and rolling resistance to calculate the power required for acceleration. This step is to determine how much power the vehicle needs to achieve the expected acceleration, which is crucial for the power output of the motor and the acceleration performance evaluation of the vehicle. After that, the system calculates the wheel angular velocity based on the wheel radius and vehicle speed. This calculation is to convert the vehicle's linear velocity into the rotational velocity of the wheel, which is crucial for understanding the interaction between the wheel and the ground and torque transmission. Finally, the system calculates the vehicle's responsive acceleration torque based on the wheel angular velocity and the power required for acceleration. This calculation is to determine the maximum torque that the vehicle can actually output under current conditions, which is essential for accurately controlling the vehicle's acceleration behavior and ensuring that the vehicle's power output matches driving needs, ultimately ensuring that the vehicle can travel safely and efficiently along the intended path.

[0070] Step S20, calculating a position deviation according to the planned position and the actual position of the vehicle;

[0071] It should be noted that position deviation refers to the difference between the position that the vehicle should be in according to the planned path (planned position) and the position actually detected by the vehicle (actual vehicle position) in an automatic driving or cruise control system. This concept is one of the key indicators for measuring the performance of the cruise system because it is directly related to whether the vehicle can accurately drive along the planned path.

[0072] It can be understood that, first, the system obtains the actual position of the vehicle through a positioning system (such as GPS), which is a real-time data that reflects the exact position of the vehicle on the road. Secondly, the system obtains the planned position from the cruise control unit, which is the ideal position calculated based on the expected driving trajectory and speed of the vehicle. The system then compares the actual position with the planned position and obtains the position deviation by calculating the distance or angle difference between the two. This calculation is crucial for evaluating the vehicle's driving accuracy and adjusting the control strategy, because it can help the system identify deviations and take corresponding measures, such as adjusting the speed or replanning the path, to ensure that the vehicle can safely and accurately follow the planned path. By continuously monitoring and adjusting the position deviation, the system can improve the reliability of autonomous driving and the comfort of passengers.

[0073] As an example, after the step of calculating the position deviation based on the planned position and the actual position of the vehicle, it also includes: when the vehicle can respond to an acceleration torque greater than the second preset torque, obtaining the current vehicle speed and the deviation time; when the current vehicle speed is greater than the preset vehicle speed threshold and the position deviation is greater than the fourth preset distance and the deviation time is greater than the preset duration, re-planning is performed, and after the planning is completed, the step of calculating the position deviation based on the planned position and the actual position of the vehicle is returned; when the current vehicle speed is less than the preset vehicle speed threshold and the position deviation is greater than the fifth preset distance and the deviation time is greater than the preset duration, re-planning is performed, and after the planning is completed, the step of calculating the position deviation based on the planned position and the actual position of the vehicle is returned, and the fifth preset distance is less than the fourth preset distance; when the deviation time is greater than the second preset duration, an alarm is issued and a prompt is issued, and the second preset duration is greater than the first preset duration.

[0074] The second preset torque refers to a torque threshold set by the system to determine whether the acceleration capability of the vehicle is sufficient. For example, the second preset torque may be set to 800 Newton meters (Nm). When the acceleration torque that the vehicle can respond to exceeds this value, the system considers that the vehicle has good acceleration performance. The current vehicle speed refers to the actual driving speed of the vehicle at a certain moment, usually in kilometers per hour (kph) or meters per second (m / s). For example, the current vehicle speed may be 90 kilometers per hour (kph). The deviation time refers to the time from the actual position of the vehicle to the current moment when it deviates from the planned position. For example, if the vehicle deviates from the planned path for 5 seconds, the deviation time is 5 seconds. The preset vehicle speed threshold refers to a vehicle speed limit set by the system to distinguish control strategies at different speeds. For example, the preset vehicle speed threshold may be set to 80 kilometers per hour (kph). When the vehicle speed exceeds this value, the system may take different control measures. The fourth preset distance refers to a position deviation distance threshold set by the system to determine whether the path needs to be replanned when driving at high speed. For example, the fourth preset distance may be set to 20 meters. When the vehicle is driving at a high speed and the position deviation exceeds this distance, the system will trigger re-planning. The preset duration refers to a time threshold set by the system to determine whether the position deviation lasts long enough to trigger a specific control strategy. For example, the preset duration may be set to 2 seconds. When the position deviation lasts for more than this time, the system will consider that action is needed. The fifth preset distance refers to another position deviation distance threshold set by the system to determine whether the path needs to be re-planned when driving at a low speed. For example, the fifth preset distance may be set to 10 meters, which is usually smaller than the fourth preset distance when driving at a high speed to adapt to different driving conditions. The second preset duration refers to a longer time threshold set by the system to trigger more stringent measures, such as alarms and prompting the driver to take over, when the position deviation persists. For example, the second preset duration may be set to 5 seconds, which is longer than the preset duration to provide more time to correct the deviation.

[0075] First, the system monitors the vehicle's responsive acceleration torque. If this torque value exceeds 800NM, it means that the vehicle has enough power to cope with possible acceleration requirements. The system then records the current vehicle speed and the duration of the position deviation. This is done to assess whether the vehicle can correct the deviation from the planned path by accelerating under the current power conditions. Secondly, the system determines whether the path needs to be replanned based on the current vehicle speed, position deviation and deviation time. If the vehicle speed exceeds 80kph, the position deviation exceeds 20 meters and the deviation time exceeds 2 seconds, or the vehicle speed is less than 80kph, the position deviation exceeds 10 meters and the deviation time exceeds 2 seconds, the system will start the re-path planning procedure. This operation is to ensure that the vehicle can return to the correct driving trajectory as soon as possible under the premise of safety and efficiency, and reduce the safety risks caused by long-term position deviation. Finally, if the position deviation lasts for more than 5 seconds, the system will issue an alarm and prompt the driver to intervene regardless of the vehicle speed. This is because a long deviation may mean that the system cannot automatically correct the deviation and requires direct intervention from the driver to avoid possible accidents or further deviations. This series of monitoring and response measures ensures that the vehicle can make timely adjustments when faced with position deviations, improving the reliability and safety of the autonomous driving system.

[0076] Step S30, determining a target acceleration range according to the vehicle responsive acceleration torque, the position deviation, the vehicle information, a first preset torque and a second preset torque, wherein the first preset torque is less than the second preset torque;

[0077] It should be noted that the first preset torque refers to a torque threshold set by the system, which is used to determine whether the vehicle is in a state of limited acceleration capability. For example, the first preset torque may be set to 100 Newton meters (Nm). When the acceleration torque that the vehicle can respond to is lower than this value, the system will consider that the acceleration capability of the vehicle is limited. The second preset torque refers to another torque threshold set by the system, which is used to determine whether the vehicle has good acceleration performance. For example, the second preset torque may be set to 800 Newton meters (Nm). When the acceleration torque that the vehicle can respond to exceeds this value, the system will consider that the vehicle has good acceleration performance. The target acceleration range refers to the reasonable range of acceleration that the system should reach based on parameters such as the vehicle's responsive acceleration torque, position deviation and vehicle information. For example, if the vehicle's responsive acceleration torque is between 100Nm and 800Nm, the system may calculate a target acceleration range, such as 0.5m / s2 to 1.5m / s2. The acceleration within this range can not only ensure the safe driving of the vehicle, but also minimize the deviation between the planned path and the actual driving path.

[0078] It is understood that first, the system monitors and records the vehicle's responsive acceleration torque, which is obtained through the vehicle's sensors and power system feedback, in order to understand the vehicle's current acceleration capability. Then, the system compares this actual torque value with two preset torque thresholds - 100NM and 800NM, which represent the vehicle's limited and good acceleration capabilities, respectively. Through this comparison, the system can determine whether the vehicle has enough power to drive along the planned path, or whether the driving strategy needs to be adjusted to adapt to the lack of power. Next, the system combines the position deviation, vehicle information (such as mass, transmission ratio, etc.) and the preset torque value to determine a target acceleration range. This range is calculated based on the actual situation of the vehicle and the need for safe driving, in order to maintain the stability and safety of the vehicle on the planned path. For example, if the vehicle torque is less than 100NM, the system may limit the acceleration to avoid collision or deviation from the planned path due to insufficient power; if the torque is between 100NM and 800NM, the system will adjust the target acceleration according to the actual torque value and position deviation to reduce the deviation and keep the vehicle on the correct trajectory. Finally, through such dynamic adjustments, the system can ensure that the vehicle can maintain the best driving state under different driving conditions, reduce the risks caused by insufficient power or excessive acceleration, and improve driving safety and efficiency.

[0079] As an example, after the step of limiting the expected acceleration within the target acceleration range, it also includes: obtaining the current planned position and the current actual position of the vehicle; calculating the current position deviation based on the current planned position and the current actual position of the vehicle; when the current position deviation is greater than the sixth preset distance, an alarm is issued and a prompt is issued.

[0080] The current planned position refers to the ideal position that the vehicle should reach at a specific moment, calculated by the cruise control system based on the vehicle's driving plan and predetermined trajectory. This position is based on the vehicle's navigation system and path planning algorithm, and it represents the position that the vehicle should be in if there is no deviation. The current actual vehicle position refers to the physical position of the vehicle determined in real time by GPS or other positioning systems during actual driving. This position reflects the actual driving status of the vehicle on the road, including its specific coordinates relative to the road and the surrounding environment. The current position deviation refers to the difference between the actual position of the vehicle and the planned position, which may be caused by a variety of factors, such as sensor errors, environmental changes, and vehicle dynamic response. The calculation of position deviation can help the system understand whether the vehicle is driving according to the predetermined trajectory and the degree of deviation. The sixth preset distance refers to a position deviation threshold set by the system to determine whether additional safety measures need to be taken. For example, the sixth preset distance may be set to 60 meters. When the deviation between the actual position of the vehicle and the planned position exceeds this value, the system will consider that there is a large risk of deviation and an alarm and prompt need to be issued.

[0081] First, the system receives data from the vehicle's navigation system to determine where the vehicle should be based on the preset driving trajectory. This is obtained through a pre-set path planning algorithm in order to know where the vehicle should be in an ideal state. Secondly, the system uses GPS or other precise positioning technology to determine the actual location of the vehicle, which involves receiving satellite signals or using other sensors to obtain the current latitude and longitude coordinates of the vehicle. This is done to understand the specific location of the vehicle in the real world. Then, the system compares the two positions and calculates the deviation between the actual position of the vehicle and the planned position, that is, the current position deviation. This calculation is to quantify the degree to which the vehicle deviates from the predetermined trajectory. Finally, if this deviation exceeds the safety threshold set by the system, such as 60 meters, the system will think that the vehicle may have deviated from the safe driving path, so it will trigger an alarm and issue a prompt to the driver. This is done to promptly remind the driver to pay attention to the vehicle's position deviation so that appropriate measures can be taken to correct the deviation, avoid possible safety accidents, and ensure the safety of the vehicle and passengers. Through this series of monitoring and response measures, the system can improve the safety of autonomous driving and reduce the risks caused by path deviation.

[0082] Step S40, limiting the expected acceleration within the target acceleration range to complete the deviation control.

[0083] It should be noted that the expected acceleration refers to the ideal acceleration value of the vehicle calculated by the system based on the current driving conditions and the preset driving target in the automatic driving or cruise control system. This value represents the acceleration that the system wants the vehicle to achieve to ensure that the vehicle can move according to the established driving plan (such as speed and position). The expected acceleration is a key parameter in the vehicle control strategy, which directly affects the dynamic behavior and driving path of the vehicle.

[0084] It can be understood that, first, the system will calculate an ideal acceleration value, namely the expected acceleration, based on the vehicle's dynamic model and current driving conditions. This value is required to enable the vehicle to travel according to the preset trajectory and speed. This is done because if the actual acceleration of the vehicle does not match the expected acceleration, it may cause the vehicle to deviate from the predetermined trajectory and increase the risk of driving. Secondly, the system will set a target acceleration range, which is determined based on factors such as the vehicle's performance parameters, safety standards and road conditions to ensure that the vehicle will neither exceed the limits of its power system when accelerating nor fail to respond to driving needs in a timely manner due to too small acceleration. Then, the system will compare the calculated expected acceleration with this target range. If the expected acceleration exceeds this range, the system will automatically adjust, such as reducing the throttle input or appropriately increasing the braking force, to ensure that the actual acceleration remains within the target acceleration range. Finally, in this way, the system can effectively control the acceleration of the vehicle so that it always remains within a safe and controllable range, which can reduce the position deviation of the vehicle caused by improper acceleration, improve driving safety and comfort, and also enhance the riding experience of passengers.

[0085] This embodiment provides a method for controlling the deviation of the planned position of a cruise system, obtaining vehicle information, the vehicle's responsive acceleration torque, the planned position, and the actual position of the vehicle; calculating the position deviation based on the planned position and the actual position of the vehicle; determining the target acceleration range based on the vehicle's responsive acceleration torque, the position deviation, the vehicle information, the first preset torque, and the second preset torque, wherein the first preset torque is less than the second preset torque; limiting the expected acceleration within the target acceleration range to complete the deviation control. The system first collects key vehicle information through sensors and vehicle control units, including the vehicle's responsive acceleration torque, the planned position, and the vehicle's actual position. These data provide the system with comprehensive vehicle status and position data, which are the basis for evaluating the vehicle's driving status and position deviation. Next, the system calculates the deviation distance between the vehicle's actual driving path and the predetermined path by comparing the planned position and the actual position. This step can quantify the degree to which the vehicle deviates from the predetermined trajectory and provide key information for subsequent control decisions. Then, the system determines a target acceleration range based on the vehicle's responsive acceleration torque, position deviation, vehicle information, and preset torque threshold. This range is the acceleration interval for the vehicle to drive safely under current conditions. By setting the target acceleration range, the system can adjust the acceleration according to the vehicle's actual power capability and position deviation to ensure that the vehicle can maintain a safe driving state under different driving conditions. Finally, the system limits the calculated expected acceleration to the previously determined target acceleration range. If the expected acceleration exceeds this range, the system will automatically adjust to ensure that the actual acceleration remains within the target acceleration range. This series of steps can effectively reduce the deviation between the position planned by the cruise system and the actual position of the vehicle by precisely controlling the acceleration and position of the vehicle, thereby improving driving safety and efficiency, and also enhancing the riding experience of passengers.

[0086] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can refer to the above introduction, and will not be repeated later. Figure 2 , Figure 2 This is a flow chart of a second embodiment of the method for controlling the deviation of the planned position of the cruise system of the present application. Step S30 of the method for controlling the deviation of the planned position of the cruise system includes steps S31 to S32:

[0087] Step S31, when the vehicle responsive acceleration torque is less than a first preset torque, determining a target acceleration range according to the position deviation;

[0088] It should be noted that the first preset torque refers to a torque threshold value pre-set by the system to determine whether the acceleration capability of the vehicle is limited. For example, if the first preset torque is set to 100 Newton meters (Nm), when the acceleration torque that the vehicle can respond to is less than this value, the system will consider that the acceleration capability of the vehicle is limited and may need to adjust the driving strategy to adapt to the situation of insufficient power. The target acceleration range refers to the safe and effective range of acceleration calculated by the system based on the current driving conditions and vehicle status. When the responsive acceleration torque of the vehicle is less than the first preset torque, the system will determine a suitable acceleration range based on the size of the position deviation and other relevant factors (such as vehicle mass, current speed, etc.) to ensure that the vehicle can still safely drive along the predetermined trajectory under limited power. This range will limit the acceleration of the vehicle to avoid vehicle loss of control or exceeding the responsiveness of the power system due to excessive acceleration, while minimizing the deviation between the planned path and the actual driving path.

[0089] It is understandable that, first, the system will monitor the responsive acceleration torque of the vehicle in real time through the vehicle's sensors and control unit. When the torque value is detected to be lower than the first preset torque, such as 100 Newton meters, the system recognizes that the power output of the vehicle is insufficient to support normal acceleration requirements. This is done to ensure that the system can promptly identify and respond to changes in vehicle power to avoid driving risks caused by insufficient power. Secondly, the system will adjust the range of target acceleration according to the current position deviation, that is, the deviation distance between the actual driving path of the vehicle and the planned path. The system will comprehensively consider the size of the position deviation, the dynamic characteristics of the vehicle and other driving conditions, and calculate a suitable acceleration range through an algorithm. This range will not exceed the current power capacity of the vehicle and can minimize the path deviation. The purpose of this is to try to correct the path deviation by adjusting the acceleration when the power is limited, and keep the vehicle on the correct driving trajectory. Finally, through this method of dynamically adjusting the target acceleration range, the system can ensure that the vehicle can still travel safely and effectively along the planned path when the power is limited, reduce the path deviation caused by insufficient power, improve driving safety and efficiency, and also improve the comfort of passengers.

[0090] As an example, the step of determining the target acceleration range based on the position deviation includes: when the position deviation is greater than a first preset distance, using the first preset acceleration range as the target acceleration range; when the position deviation is greater than a second preset distance, using the second preset acceleration range as the target acceleration range, the second preset distance is greater than the first preset distance, and the second preset acceleration range is smaller than the first preset acceleration range; when the position deviation is greater than a third preset distance, using the third preset acceleration range as the target acceleration range, the third preset distance is greater than the second preset distance, and the third preset acceleration range is smaller than the second preset acceleration range.

[0091] The first preset distance refers to the first position deviation threshold set by the system, which is used to determine the size of the position deviation. For example, the first preset distance may be set to 10 meters. When the actual position deviation exceeds this value, the system will consider the deviation to be large and need to take corresponding control measures. The first preset acceleration range refers to the acceleration range corresponding to the first preset distance. For example, if the position deviation exceeds 10 meters, the first preset acceleration range may be set to 0.5m / s 2 This means that the system will limit the target acceleration within this range to try to correct larger deviations. The second preset distance refers to the second position deviation threshold set by the system, which is greater than the first preset distance. For example, the second preset distance may be set to 20 meters. When the position deviation exceeds this value, the system will consider the deviation to be very large and the acceleration range needs to be further reduced to ensure safety. The second preset acceleration range refers to a smaller acceleration range corresponding to the second preset distance. For example, if the position deviation exceeds 20 meters, the second preset acceleration range may be set to 0.35m / s 2 This is smaller than the first preset acceleration range to accommodate larger deviations. The third preset distance refers to the third position deviation threshold set by the system, which is greater than the second preset distance. For example, the third preset distance may be set to 30 meters. When the position deviation exceeds this value, the system will consider the deviation to be extremely large and the most stringent control measures need to be taken. The third preset acceleration range refers to the smallest acceleration range corresponding to the third preset distance. For example, if the position deviation exceeds 30 meters, the third preset acceleration range may be set to 0.2m / s 2 This is the minimum acceleration range to ensure that the vehicle can still drive safely in extreme deviation situations.

[0092] First, the system will set three different position deviation thresholds, namely the first preset distance (e.g. 10 meters), the second preset distance (e.g. 20 meters), and the third preset distance (e.g. 30 meters). These thresholds are predetermined by the system based on safety and driving efficiency requirements. Secondly, when the actual monitored position deviation exceeds these thresholds, the system will take different acceleration limiting measures: If the deviation exceeds the first preset distance, the system will limit the target acceleration to 0.5m / s 2 This is because when the deviation is small, allowing the vehicle to have a larger acceleration can correct the deviation faster and reduce the impact on driving efficiency; if the deviation further increases to exceed the second preset distance, the system will limit the target acceleration to a smaller 0.35m / s 2 This is because as the deviation increases, reducing the acceleration can more finely adjust the vehicle position to avoid instability or safety hazards caused by sudden acceleration; finally, if the deviation exceeds the third preset distance, the system will further limit the target acceleration to 0.2m / s 2 This is the most stringent acceleration limit, which aims to ensure that the vehicle can adjust its position very carefully and slowly when a large deviation occurs, minimizing the risk. Through such a hierarchical control strategy, the system can flexibly adjust the acceleration according to the size of the position deviation, effectively reducing the deviation between the position planned by the cruise system and the actual position of the vehicle, improving the safety and reliability of autonomous driving, while also ensuring the smooth and effective control of the vehicle under different deviation conditions.

[0093] Step S32: when the vehicle responsive acceleration torque is greater than the first preset torque and less than the second preset torque, the target acceleration range is calculated according to the vehicle responsive acceleration torque and the vehicle information.

[0094] It should be noted that the second preset torque refers to a torque upper limit threshold set by the system, which is used to distinguish whether the vehicle has a strong acceleration capability. For example, the second preset torque may be set to 800 Newton meters (Nm). When the vehicle's responsive acceleration torque exceeds the first preset torque (such as 100Nm) but is less than 800Nm, the system will consider the vehicle to have a medium level of acceleration performance. In this case, the system will use the vehicle's responsive acceleration torque and other vehicle information (such as mass, transmission efficiency, etc.) to calculate the target acceleration range to ensure that the vehicle will not exceed the responsiveness of its power system when accelerating, and can effectively control the vehicle's position deviation. Such a setting helps to optimize the vehicle's driving performance and safety under different power conditions.

[0095] It is understood that when the vehicle's responsive acceleration torque exceeds the first preset torque but has not reached the second preset torque of 800NM, the system will enter a specific control logic. In this logic, the system will first recognize that the vehicle is currently in a medium acceleration capability state, which means that the vehicle has enough power to respond to the acceleration request, but not too strong. Then, the system will use this responsive acceleration torque value, combined with other information of the vehicle, such as the mass of the vehicle, the efficiency of the transmission system, and possible rolling resistance, to calculate a target acceleration range suitable for the current power level. This calculation process involves physical formulas and vehicle dynamics models, the purpose of which is to ensure that the vehicle will neither exceed safety or performance limits due to excessive torque when accelerating, nor fail to respond to driving needs in time due to insufficient torque. In this way, the system can accurately control the acceleration of the vehicle to keep it within the established safety and efficiency range, thereby effectively managing the power output of the vehicle and optimizing its driving trajectory. Such a control strategy helps to improve the responsiveness and handling of the vehicle, while also improving ride comfort and safety.

[0096] As an example, the vehicle information includes a transmission ratio, a final reducer ratio, a transmission mechanical efficiency, a wheel radius, a vehicle speed, a vehicle mass and a frontal area. When the vehicle can respond to an acceleration torque greater than the first preset torque and less than a second preset torque, the step of calculating the target acceleration range according to the vehicle can respond to an acceleration torque and the vehicle information includes: when the vehicle can respond to an acceleration torque greater than the first preset torque and less than the second preset torque, the driving force is calculated according to the vehicle can respond to an acceleration torque, the transmission ratio, the final reducer ratio, the transmission mechanical efficiency and the wheel radius; the air resistance is calculated according to a preset air resistance coefficient, the frontal area and the vehicle speed; the acceleration threshold is calculated according to the driving force, the air resistance and the vehicle mass; the target acceleration range is calculated according to the preset acceleration coefficient and the acceleration threshold.

[0097] The transmission ratio refers to the speed ratio between the input shaft and the output shaft in the transmission. This ratio affects the torque output and speed change of the vehicle and is an important parameter for the vehicle's power transmission efficiency. The final reducer ratio refers to the speed ratio between the input shaft and the output shaft in the final reducer, which is usually used to adjust the vehicle's drive wheel torque and speed to adapt to different driving conditions. The mechanical efficiency of the transmission system refers to the efficiency of the transmission system in the process of transmitting power, which involves the loss of energy in the transmission process. This efficiency value is usually less than 1, indicating that part of the energy is lost in the form of heat during the transmission process. The wheel radius refers to the radius of the wheel rim. This parameter affects the distance traveled by the wheel in one rotation and is a key factor in calculating the wheel driving force and vehicle acceleration. The vehicle mass refers to the total mass of the vehicle, including the weight of the vehicle body, passengers and cargo. The vehicle mass directly affects the acceleration and deceleration of the vehicle and is a basic parameter for calculating the vehicle's power requirements. The frontal area refers to the area where the front of the vehicle intersects perpendicularly with the wind direction. This area is directly related to the air resistance and affects the amount of air resistance the vehicle encounters during driving. The driving force refers to the force on the driving wheel of the vehicle used to push or pull the vehicle. In this embodiment, the driving force is calculated based on the vehicle's responsive acceleration torque, the transmission ratio, the final reducer ratio, the mechanical efficiency of the transmission system, and the wheel radius. The preset air resistance coefficient is a coefficient used to calculate air resistance, which depends on the shape and streamline degree of the vehicle. For example, the air resistance coefficient of a typical car may be between 0.2 and 0.3. The vehicle speed refers to the actual speed of the vehicle during driving, and this speed is used to calculate air resistance and the dynamic response of the vehicle. Air resistance refers to the resistance encountered by the vehicle when it moves relative to the air during driving. This resistance is proportional to the square of the vehicle speed, and its size is jointly determined by the frontal area and the air resistance coefficient. The acceleration threshold refers to the maximum or minimum acceleration value that the vehicle can reach calculated based on the driving force and air resistance. This value is the basis for determining the target acceleration range. The preset acceleration coefficient is a coefficient used to adjust the calculated target acceleration range. It can be adjusted according to the specific performance and safety requirements of the vehicle to ensure that the target acceleration not only meets the dynamic characteristics of the vehicle, but also meets the safety and comfortable driving requirements.

[0098] First, the system calculates the driving force based on the vehicle's current responsive acceleration torque and some basic vehicle parameters such as transmission ratio, final drive ratio, driveline mechanical efficiency and wheel radius. This is done by applying physical formulas and vehicle dynamics models to determine how much power the vehicle can generate to push or pull the vehicle in its current state. This ensures that the vehicle does not exceed the limits of its power system when accelerating, and also provides basic data for subsequent calculations. Secondly, the system calculates air resistance, which is done by using the preset air resistance coefficient, the vehicle's frontal area and the current vehicle speed. Air resistance is an important factor affecting the vehicle's acceleration performance, especially when driving at high speeds. By calculating air resistance, the system can more accurately assess the total resistance that the vehicle needs to overcome in actual driving, thereby more accurately controlling the vehicle's acceleration. The system then calculates the acceleration threshold by combining the driving force and air resistance calculated previously, as well as the vehicle's mass. This threshold reflects the maximum acceleration that the vehicle can achieve under the current conditions and is the result of a balance between the vehicle's power and resistance. By determining the acceleration threshold, the system can ensure that the vehicle's acceleration is neither too fast to be unsafe nor too slow to affect driving efficiency. Finally, the system determines the target acceleration range based on the preset acceleration coefficient and the calculated acceleration threshold. This preset acceleration coefficient is an adjustment factor for safety and comfort, which can be adjusted according to the specific performance and driving conditions of the vehicle. In this way, the system can provide the vehicle with a safe and efficient acceleration target range, thereby optimizing the vehicle's power output and driving trajectory under different driving conditions, reducing the deviation between the planned path and the actual driving path, and improving the safety and reliability of autonomous driving.

[0099] In this embodiment, when the vehicle's responsive acceleration torque is less than the first preset torque, the target acceleration range is determined according to the position deviation; when the vehicle's responsive acceleration torque is greater than the first preset torque and less than the second preset torque, the target acceleration range is calculated according to the vehicle's responsive acceleration torque and the vehicle information. When the vehicle's responsive acceleration torque is lower than the first preset torque, the system determines the target acceleration range based on the current position deviation, which ensures that even when the power is limited, the vehicle can reduce the risk of deviating from the predetermined trajectory by adjusting the acceleration, thereby maintaining a safe driving path. Subsequently, when the vehicle's responsive acceleration torque exceeds the first preset torque but is lower than the second preset torque, the system will comprehensively consider the vehicle's dynamic characteristics and driving conditions, such as the transmission ratio, the final reducer ratio, the mechanical efficiency of the transmission system, the wheel radius, the vehicle mass, and the frontal area, to calculate the target acceleration range. This comprehensive consideration method allows the system to determine a suitable acceleration range when the vehicle has a certain acceleration capability, which can effectively utilize the vehicle's power and improve driving efficiency and comfort. Through this hierarchical control strategy, the system can dynamically adjust the acceleration to adapt to the vehicle's actual power state and driving conditions, effectively reducing the deviation between the position planned by the cruise system and the actual position of the vehicle, and improving the overall safety and reliability of autonomous driving.

[0100] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the deviation control method of the planned position of the cruise system of the present application. More simple transformations based on this technical concept are all within the scope of protection of the present application.

[0101] This application also provides a deviation control device for the planned position of the cruise system, please refer to Figure 3 , the deviation control device of the cruise system planning position includes:

[0102] The data acquisition module 10 is used to acquire vehicle information, the vehicle's responsive acceleration torque, the planned position, and the vehicle's actual position;

[0103] A deviation calculation module 20, used for calculating a position deviation according to the planned position and the actual position of the vehicle;

[0104] a range determination module 30, configured to determine a target acceleration range according to the vehicle responsive acceleration torque, the position deviation, the vehicle information, a first preset torque and a second preset torque, wherein the first preset torque is less than the second preset torque;

[0105] The limiting module 40 is used to limit the expected acceleration within the target acceleration range to complete the deviation control.

[0106] In one embodiment, the range determination module 30 is also used to determine the target acceleration range according to the position deviation when the vehicle's responsive acceleration torque is less than a first preset torque; when the vehicle's responsive acceleration torque is greater than the first preset torque and less than a second preset torque, calculate the target acceleration range based on the vehicle's responsive acceleration torque and the vehicle information.

[0107] In one embodiment, the range determination module 30 is also used to calculate the driving force according to the vehicle's responsive acceleration torque, the transmission ratio, the final reducer ratio, the transmission mechanical efficiency and the wheel radius when the vehicle's responsive acceleration torque is greater than the first preset torque and less than the second preset torque; calculate the air resistance according to the preset air resistance coefficient, the frontal area and the vehicle speed; calculate the acceleration threshold according to the driving force, the air resistance and the vehicle mass; and calculate the target acceleration range according to the preset acceleration coefficient and the acceleration threshold.

[0108] In one embodiment, the range determination module 30 is also used to use the first preset acceleration range as the target acceleration range when the position deviation is greater than the first preset distance; use the second preset acceleration range as the target acceleration range when the position deviation is greater than the second preset distance, the second preset distance is greater than the first preset distance, and the second preset acceleration range is smaller than the first preset acceleration range; when the position deviation is greater than the third preset distance, use the third preset acceleration range as the target acceleration range, the third preset distance is greater than the second preset distance, and the third preset acceleration range is smaller than the second preset acceleration range.

[0109] In one embodiment, the deviation calculation module 20 is also used to obtain the current vehicle speed and deviation time when the vehicle can respond to an acceleration torque greater than a second preset torque; when the current vehicle speed is greater than a preset vehicle speed threshold and the position deviation is greater than a fourth preset distance and the deviation time is greater than a preset duration, re-planning is performed, and after planning is completed, the step of calculating the position deviation based on the planned position and the actual position of the vehicle is returned; when the current vehicle speed is less than the preset vehicle speed threshold and the position deviation is greater than a fifth preset distance and the deviation time is greater than the preset duration, re-planning is performed, and after planning is completed, the step of calculating the position deviation based on the planned position and the actual position of the vehicle is returned, and the fifth preset distance is less than the fourth preset distance; when the deviation time is greater than the second preset duration, an alarm is issued and a prompt is issued, and the second preset duration is greater than the first preset duration.

[0110] In one embodiment, the data acquisition module 10 is also used to obtain the vehicle's remaining power, battery current, vehicle speed, gravity acceleration and rolling resistance coefficient; calculate the battery power limit based on the vehicle's remaining power and the battery current; calculate the rolling resistance based on the rolling resistance coefficient, the vehicle mass and the gravity acceleration; calculate the power required for acceleration based on the battery power limit, the air resistance, the vehicle speed and the rolling resistance; calculate the wheel angular velocity based on the wheel radius and the vehicle speed; and calculate the vehicle's responsive acceleration torque based on the wheel angular velocity and the power required for acceleration.

[0111] In one embodiment, the restriction module 40 is also used to obtain the current planned position and the current actual position of the vehicle; calculate the current position deviation based on the current planned position and the current actual position of the vehicle; when the current position deviation is greater than the sixth preset distance, an alarm is issued and a prompt is issued.

[0112] The deviation control device for the planned position of the cruise system provided in the present application adopts the deviation control method for the planned position of the cruise system in the above-mentioned embodiment, which can solve the technical problem of how to reduce the deviation between the planned position of the cruise system and the actual position of the vehicle. Compared with the prior art, the beneficial effects of the deviation control device for the planned position of the cruise system provided in the present application are the same as the beneficial effects of the deviation control method for the planned position of the cruise system provided in the above-mentioned embodiment, and other technical features in the deviation control device for the planned position of the cruise system are the same as the features disclosed in the above-mentioned embodiment method, which will not be repeated here.

[0113] The present application provides a deviation control device for a planned position of a cruise system, the deviation control device for a planned position of a cruise system comprising: at least one processor; and a memory in communication connection with the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the deviation control method for the planned position of the cruise system in the above-mentioned embodiment 1.

[0114] Reference below Figure 4, which shows a schematic diagram of the structure of a deviation control device for the planned position of the cruise system suitable for implementing the embodiment of the present application. The deviation control device for the planned position of the cruise system in the embodiment of the present application may include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 4 The deviation control device of the planned position of the cruise system shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0115] like Figure 4 As shown, the deviation control device for the planned position of the cruise system may include a processing device 1001 (such as a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM: Read Only Memory) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM: Random Access Memory) 1004. In RAM1004, various programs and data required for the operation of the deviation control device for the planned position of the cruise system are also stored. The processing device 1001, ROM1002 and RAM1004 are connected to each other through a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems may be connected to the I / O interface 1006: input devices 1007 including, for example, a touch screen, a touchpad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; storage devices 1003 including, for example, a magnetic tape, a hard disk, etc.; and communication devices 1009. The communication device 1009 may allow the deviation control device for the planned position of the cruise system to communicate wirelessly or wired with other devices to exchange data. Although the deviation control device for the planned position of the cruise system with various systems is shown in the figure, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems may be implemented or have alternatively.

[0116] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0117] The deviation control device for the planned position of the cruise system provided in the present application adopts the deviation control method for the planned position of the cruise system in the above-mentioned embodiment, which can solve the technical problem of how to reduce the deviation between the planned position of the cruise system and the actual position of the vehicle. Compared with the prior art, the beneficial effects of the deviation control device for the planned position of the cruise system provided in the present application are the same as the beneficial effects of the deviation control method for the planned position of the cruise system provided in the above-mentioned embodiment, and the other technical features of the deviation control device for the planned position of the cruise system are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0118] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0119] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0120] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, the computer-readable program instructions being used to execute the deviation control method for the planned position of the cruise system in the above-mentioned embodiment.

[0121] The computer-readable storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination of the above.

[0122] The computer-readable storage medium may be included in the deviation control device of the planned position of the cruise system; or may exist independently without being assembled into the deviation control device of the planned position of the cruise system.

[0123] The computer-readable storage medium carries one or more programs. When the one or more programs are executed by the deviation control device of the planned position of the cruise system, the deviation control device of the planned position of the cruise system: obtains vehicle information, vehicle responsive acceleration torque, planned position and vehicle actual position; calculates a position deviation based on the planned position and the vehicle actual position; determines a target acceleration range based on the vehicle responsive acceleration torque, the position deviation, the vehicle information, a first preset torque and a second preset torque, the first preset torque being less than the second preset torque; and limits the expected acceleration within the target acceleration range to complete the deviation control.

[0124] Computer program code for performing the operations of the present application may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0125] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0126] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0127] The readable storage medium provided by the present application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned deviation control method for the planned position of the cruise system, and can solve the technical problem of how to reduce the deviation between the planned position of the cruise system and the actual position of the vehicle. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided by the present application are the same as the beneficial effects of the deviation control method for the planned position of the cruise system provided by the above-mentioned embodiment, and will not be repeated here.

[0128] The present application also provides a computer program product, including a computer program, which implements the steps of the above-mentioned method for controlling the deviation of the planned position of the cruise system when executed by a processor.

[0129] The computer program product provided by the present application can solve the technical problem of how to reduce the deviation between the position planned by the cruise system and the actual position of the vehicle. Compared with the prior art, the beneficial effects of the computer program product provided by the present application are the same as the beneficial effects of the deviation control method of the planned position of the cruise system provided by the above embodiment, which will not be repeated here.

[0130] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A method for controlling the deviation of a cruise system planning position, characterized in that: The method comprises: Obtain vehicle information, vehicle responsive acceleration torque, planned position, and vehicle actual position; Calculate the position deviation according to the planned position and the actual position of the vehicle; determining a target acceleration range according to the vehicle responsive acceleration torque, the position deviation, the vehicle information, a first preset torque and a second preset torque, wherein the first preset torque is less than the second preset torque; The desired acceleration is limited within the target acceleration range to complete the deviation control.

2. The method according to claim 1, characterized in that The step of determining the target acceleration range according to the vehicle responsive acceleration torque, the position deviation, the vehicle information, the first preset torque and the second preset torque comprises: When the vehicle responsive acceleration torque is less than a first preset torque, determining a target acceleration range according to the position deviation; When the vehicle responsive acceleration torque is greater than the first preset torque and less than the second preset torque, the target acceleration range is calculated according to the vehicle responsive acceleration torque and the vehicle information.

3. The method according to claim 2, characterized in that The vehicle information includes a transmission ratio, a final drive ratio, a transmission mechanical efficiency, a wheel radius, a vehicle speed, a vehicle mass, and a frontal area. When the vehicle responsive acceleration torque is greater than the first preset torque and less than the second preset torque, the step of calculating the target acceleration range according to the vehicle responsive acceleration torque and the vehicle information includes: When the vehicle responsive acceleration torque is greater than the first preset torque and less than the second preset torque, the driving force is calculated according to the vehicle responsive acceleration torque, the transmission ratio, the final drive ratio, the transmission mechanical efficiency and the wheel radius; Calculating air resistance according to a preset air resistance coefficient, the windward area and the vehicle speed; Calculating an acceleration threshold according to the driving force, the air resistance and the vehicle mass; The target acceleration range is calculated based on the preset acceleration coefficient and the acceleration threshold.

4. The method according to claim 2, characterized in that The step of determining the target acceleration range according to the position deviation comprises: When the position deviation is greater than the first preset distance, the first preset acceleration range is used as the target acceleration range; When the position deviation is greater than a second preset distance, taking a second preset acceleration range as the target acceleration range, the second preset distance is greater than the first preset distance, and the second preset acceleration range is smaller than the first preset acceleration range; When the position deviation is greater than a third preset distance, the third preset acceleration range is used as the target acceleration range, the third preset distance is greater than the second preset distance, and the third preset acceleration range is smaller than the second preset acceleration range.

5. The method according to claim 1, characterized in that After the step of calculating the position deviation according to the planned position and the actual position of the vehicle, the method further includes: When the vehicle responsive acceleration torque is greater than a second preset torque, obtaining a current vehicle speed and a deviation time; When the current vehicle speed is greater than the preset vehicle speed threshold, the position deviation is greater than the fourth preset distance, and the deviation time is greater than the preset duration, re-planning is performed, and after planning is completed, the step of calculating the position deviation based on the planned position and the actual position of the vehicle is returned; When the current vehicle speed is less than the preset vehicle speed threshold and the position deviation is greater than the fifth preset distance and the deviation time is greater than the preset duration, re-planning is performed, and after planning is completed, the step of calculating the position deviation according to the planned position and the actual position of the vehicle is returned, and the fifth preset distance is less than the fourth preset distance; When the deviation time is greater than a second preset time length, an alarm is issued and a prompt is given, and the second preset time length is greater than the first preset time length.

6. The method according to claim 3, characterized in that The step of obtaining the vehicle's responsive acceleration torque comprises: Obtain the vehicle's remaining power, battery current, vehicle speed, gravity acceleration, and rolling resistance coefficient; Calculating a battery power limit according to the remaining power of the vehicle and the battery current; Calculating rolling resistance according to the rolling resistance coefficient, the vehicle mass and the gravitational acceleration; Calculate the power required for acceleration according to the battery power limit, the air resistance, the vehicle speed and the rolling resistance; Calculate the wheel angular velocity according to the wheel radius and the vehicle speed; The vehicle responsive acceleration torque is calculated according to the wheel angular velocity and the acceleration required power.

7. The method according to any one of claims 1 to 6, characterized in that After the step of limiting the expected acceleration within the target acceleration range, the method further includes: Get the current planned position and the current actual position of the vehicle; Calculate the current position deviation according to the current planned position and the current actual position of the vehicle; When the current position deviation is greater than the sixth preset distance, an alarm is issued and a prompt is given.

8. A cruise system planning position deviation control device, characterized in that: The device comprises: A data acquisition module, used to acquire vehicle information, vehicle responsive acceleration torque, planned position, and vehicle actual position; A deviation calculation module, used for calculating a position deviation according to the planned position and the actual position of the vehicle; a range determination module, configured to determine a target acceleration range according to the vehicle responsive acceleration torque, the position deviation, the vehicle information, a first preset torque and a second preset torque, wherein the first preset torque is less than the second preset torque; The limiting module is used to limit the expected acceleration within the target acceleration range to complete the deviation control.

9. A cruise system planning position deviation control device, characterized in that: The device comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the method for controlling the deviation of the planned position of the cruise system according to any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the method for controlling the deviation of the planned position of the cruise system according to any one of claims 1 to 7 are implemented.

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