Vehicle automatic driving torque control method, device, smart car and storage medium

Abstract

The present application relates to the technical field of vehicle automatic driving, and in particular to a method, device, smart car and storage medium for torque control of vehicle automatic driving, the method comprising: obtaining an acceleration request value of a vehicle, and calculating an open-loop control torque of the vehicle according to the acceleration request value; obtaining a vehicle speed of the vehicle, and calculating a closed-loop control torque of the vehicle according to the acceleration request value and the vehicle speed; combining the open-loop control torque with the closed-loop control torque to obtain the actual control torque of the vehicle. The present application constructs the final actual control torque through both open-loop control and closed-loop control, ensuring that the final acceleration control is sufficiently stable and more in line with the vehicle's motion state at the time, so that the acceleration response effect is better.

Description

Technical Field

[0001] The present application relates to the field of vehicle autonomous driving technology, and in particular to a vehicle autonomous driving torque control method, device, smart car and storage medium. Background Art

[0002] Adaptive Cruise Control (ACC) is an advanced driver assistance system that uses sensors to monitor the road conditions ahead in real time and can automatically adjust the vehicle speed to adapt to traffic conditions. In adaptive cruise control, after calculating the required acceleration of the vehicle, it is necessary to accurately control the torque of the engine or drive motor so that the vehicle can travel according to the expected acceleration, thereby achieving stable control of the vehicle's speed and position. The existing technology has poor acceleration response and inaccurate acceleration execution when the vehicle's driving resistance changes greatly and the vehicle's mass changes in a large range. Summary of the invention

[0003] In view of this, the embodiments of the present application provide a vehicle automatic driving torque control method, device, smart car and storage medium, which can effectively solve problems such as poor acceleration response and inaccurate acceleration execution.

[0004] In a first aspect, an embodiment of the present application provides a method for controlling torque of an automatic driving vehicle, comprising:

[0005] Obtaining an acceleration request value of a vehicle, and calculating an open-loop control torque of the vehicle according to the acceleration request value;

[0006] acquiring a vehicle speed of the vehicle, and calculating a closed-loop control torque of the vehicle according to the acceleration request value and the vehicle speed;

[0007] The open-loop control torque is combined with the closed-loop control torque to obtain the actual control torque of the vehicle.

[0008] In one embodiment, obtaining the acceleration request value of the vehicle and calculating the open-loop control torque of the vehicle according to the acceleration request value includes:

[0009] Obtain driving resistance, ramp resistance, acceleration resistance, tire rolling radius and final drive ratio;

[0010] The acceleration resistance is calculated according to the acceleration request value, and the driving resistance and the ramp resistance are calculated by corresponding calculation algorithms;

[0011] Calculate the total resistance according to the driving resistance, the ramp resistance and the acceleration resistance;

[0012] The open-loop control torque is calculated according to the total resistance, the tire rolling radius and the final reducer transmission ratio.

[0013] In one embodiment, the obtaining the vehicle speed of the vehicle and calculating the closed-loop control torque of the vehicle according to the acceleration request value and the vehicle speed includes:

[0014] Acquiring a vehicle speed of the vehicle according to the wheel speed of the vehicle, and calculating an actual acceleration and an acceleration deviation of the vehicle according to the vehicle speed;

[0015] Obtaining an acceleration proportional coefficient correction value according to the vehicle speed and the acceleration deviation;

[0016] The closed-loop control torque is calculated based on the acceleration proportional coefficient correction value and the acceleration deviation.

[0017] In one embodiment, acquiring the vehicle speed of the vehicle according to the wheel speed of the vehicle, and calculating the actual acceleration and acceleration deviation of the vehicle according to the vehicle speed includes:

[0018] Obtain the forward speed of each wheel of the vehicle, calculate the average forward speed of each wheel, and obtain the vehicle speed;

[0019] The actual acceleration of the vehicle is obtained by taking the derivative of the differential equation and performing filtering.

[0020] The acceleration deviation is obtained by performing a difference calculation between the actual acceleration and the acceleration request value.

[0021] In one embodiment, obtaining the acceleration proportional coefficient correction value according to the vehicle speed and the acceleration deviation includes:

[0022] Constructing membership functions of the vehicle speed, the acceleration deviation and the acceleration proportional coefficient correction value respectively;

[0023] According to the membership function, the vehicle speed, the acceleration deviation and the acceleration proportional coefficient correction value are all fuzzyized;

[0024] According to a preset fuzzy rule, a mapping relationship between the vehicle speed, the acceleration deviation and the acceleration proportional coefficient correction value is established;

[0025] The acceleration proportional coefficient correction value is obtained according to the mapping relationship, the fuzzy vehicle speed and the acceleration deviation.

[0026] In one embodiment, the step of respectively constructing the membership functions of the vehicle speed, the acceleration deviation, and the acceleration proportional coefficient correction value includes:

[0027] respectively determining the value ranges of the vehicle speed, the acceleration deviation and the proportional coefficient;

[0028] According to each of the value ranges, interval division is performed, and in each interval, according to the membership type, a corresponding membership function is set for the vehicle speed, the acceleration deviation and the proportional coefficient correction value.

[0029] In one embodiment, the closed-loop control torque is calculated according to the acceleration proportional coefficient correction value and the acceleration deviation, including:

[0030] Calculating the closed-loop control torque according to a preset calculation expression of the torque of the closed-loop control part;

[0031] The calculation expression of the closed-loop control torque is:

[0032] ;

[0033] In the formula, is the closed-loop control torque, is the acceleration deviation, is the pre-calibrated basic acceleration proportional coefficient, is the acceleration proportional coefficient correction value.

[0034] In a second aspect, the present application also provides a vehicle automatic driving torque control device, comprising:

[0035] An open-loop control module, used to obtain an acceleration request value of the vehicle, and calculate an open-loop control torque of the vehicle according to the acceleration request value;

[0036] a closed-loop control module, configured to obtain a vehicle speed of the vehicle, and calculate a closed-loop control torque of the vehicle according to the acceleration request value and the vehicle speed;

[0037] The torque control module is used to combine the open-loop control torque with the closed-loop control torque to obtain the actual control torque of the vehicle.

[0038] In a third aspect, the present application also provides a smart car, which includes a processor and a memory, wherein the memory stores a computer program, and the processor is used to execute the computer program to implement the vehicle automatic driving torque control method.

[0039] In a fourth aspect, the present application also provides a computer-readable storage medium storing a computer program, which, when executed on a processor, implements the vehicle automatic driving torque control method.

[0040] The embodiments of the present application have the following beneficial effects:

[0041] The present application calculates the open-loop control torque through the acceleration request value, and calculates the closed-loop control torque according to the vehicle's own speed. By combining the open-loop control torque and the closed-loop control torque, a more accurate actual control torque is obtained, ensuring that the final acceleration control is sufficiently stable and more in line with the vehicle's motion state at the time, resulting in a better acceleration response effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0043] Figure 1 A schematic diagram of a method for controlling torque in an automatic driving vehicle according to an embodiment of the present application is shown;

[0044] Figure 2 A closed-loop torque calculation flow chart of an embodiment of the present application is shown;

[0045] Figure 3 A schematic diagram of an acceleration deviation membership function according to an embodiment of the present application is shown;

[0046] Figure 4 A schematic diagram of a vehicle speed membership function according to an embodiment of the present application is shown;

[0047] Figure 5 A schematic diagram of a membership function of an acceleration proportional coefficient correction value according to an embodiment of the present application is shown;

[0048] Figure 6 A schematic diagram of a process flow of another method for controlling torque of an automatic driving vehicle according to an embodiment of the present application is shown;

[0049] Figure 7 A schematic diagram of another method for controlling torque of an automatic driving vehicle according to an embodiment of the present application is shown;

[0050] Figure 8 A schematic structural diagram of a vehicle automatic driving torque control device according to an embodiment of the present application is shown. DETAILED DESCRIPTION

[0051] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments.

[0052] The components of the embodiments of the present application generally described and shown in the drawings herein may be arranged and designed in various configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application claimed for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work belong to the scope of protection of the present application.

[0053] Hereinafter, the terms "including", "having" and their cognates that can be used in various embodiments of the present application are intended only to indicate specific features, numbers, steps, operations, elements, components or a combination of the foregoing items, and should not be understood as first excluding the existence of one or more other features, numbers, steps, operations, elements, components or a combination of the foregoing items or increasing the possibility of one or more features, numbers, steps, operations, elements, components or a combination of the foregoing items. In addition, the terms "first", "second", "third" and the like are only used to distinguish descriptions and cannot be understood as indicating or implying relative importance.

[0054] Unless otherwise defined, all terms (including technical terms and scientific terms) used herein have the same meanings as those generally understood by those skilled in the art to which the various embodiments of the present application belong. The terms (such as those defined in generally used dictionaries) will be interpreted as having the same meanings as the contextual meanings in the relevant technical field and will not be interpreted as having idealized meanings or overly formal meanings unless clearly defined in the various embodiments of the present application.

[0055] In conjunction with the accompanying drawings, some embodiments of the present application are described in detail below. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0056] In view of the fact that when a vehicle is adaptively cruise controlled, after calculating the required acceleration of the vehicle, it is necessary to accurately control the torque of the engine or drive motor so that the vehicle can travel according to the expected acceleration. The present application provides a vehicle automatic driving torque control method, which obtains the final control torque by calculating the open-loop control torque and the closed-loop control torque to achieve precise torque control, provide the vehicle with the required acceleration control, and make the vehicle acceleration response better and the execution accurate.

[0057] The automatic driving torque control method is described below with reference to some specific embodiments.

[0058] Figure 1 A flow chart of a vehicle automatic driving torque control method according to an embodiment of the present application is shown. Exemplarily, the vehicle automatic driving torque control method includes steps S100 to S300.

[0059] Step S100: obtaining an acceleration request value of the vehicle, and calculating an open-loop control torque of the vehicle according to the acceleration request value.

[0060] The acceleration request value is a theoretical acceleration value calculated by the vehicle automatic cruise program according to actual conditions. The method of this embodiment determines the specific torque control based on the obtained theoretical value.

[0061] First, the open-loop control torque is calculated. The open-loop control torque is the torque calculated based on the open-loop control method. In this embodiment, the corresponding control torque is directly obtained according to the input acceleration.

[0062] Open-loop control torque: derived from vehicle dynamics, the total resistance of a vehicle when it is driving includes rolling resistance, air resistance, slope resistance and acceleration resistance.

[0063] Right now:

[0064]

[0065] in, is the total resistance, represents rolling resistance, represents air resistance, represents the slope resistance, Represents the acceleration resistance.

[0066] The rolling resistance and air resistance mentioned above are collectively referred to as driving resistance. This part of resistance can be obtained through a special estimation program, specifically by calculation, calibration measurement or other methods. The ramp resistance is calculated by the ramp algorithm. For example, the driving resistance part can be obtained by performing a driving resistance test on the vehicle, and then a calculation model for calculating the driving resistance is obtained, and the driving resistance is calculated based on the model. The ramp resistance can be calculated based on the vehicle weight by obtaining the ramp angle based on a gyroscope and other equipment.

[0067] The acceleration resistance is directly converted from the required acceleration through the mass relationship, and the formula is: ;

[0068] Where m is the mass of the vehicle and a is the expected acceleration.

[0069] Rolling resistance, air resistance, ramp resistance, and acceleration resistance can be collectively referred to as open-loop control quantities. Through these four data, the open-loop control torque can be obtained to provide acceleration for the vehicle.

[0070] The above values ​​are the forces on the wheels, which need to be converted into open-loop control torques for the motors. Therefore, the rolling radius of the tire and the transmission ratio of the final reducer need to be obtained. These two values ​​can be obtained through pre-measurement and calibration, so they are considered as known values. Therefore, the calculation expression for the corresponding open-loop control torque of the motor is:

[0071] ;

[0072] in For open loop torque control, is the rolling radius of the tire, Main reducer transmission ratio.

[0073] Step S200, obtaining the vehicle speed of the vehicle, and calculating the closed-loop control torque of the vehicle according to the acceleration request value and the vehicle speed.

[0074] However, since the total resistance during driving often has large deviations and the vehicle load changes greatly, there are still unresolved problems with the response accuracy, so this embodiment also provides corresponding closed-loop control. The closed-loop control torque is a torque value calculated based on the closed-loop control. In this embodiment, the control torque is calculated using the current vehicle speed and acceleration information as feedback data. The closed-loop control torque can be used to correct the open-loop control torque calculated in the above steps.

[0075] like Figure 2 As shown, the calculation steps of closed-loop control torque include:

[0076] Step S210: acquiring the vehicle speed of the vehicle according to the wheel speed of the vehicle, and calculating the actual acceleration and acceleration deviation of the vehicle according to the vehicle speed.

[0077] Among them, the vehicle speed can be obtained by the rotation speed of each wheel of the vehicle. For example, if the vehicle has 4 wheels, the forward speed v1 v2 v3 v4 of each wheel can be measured by the wheel speed sensor, and the average wheel speed v= (v1+v2+v3+v4) / 4 can be calculated. The vehicle speed can be obtained at all times, so multiple speed values ​​will be obtained. For these speed values, the differential equation can be used to derive the original acceleration value. The original acceleration value will have some relatively deviated burr data, so the original value can be filtered again to filter out some noise data and obtain smooth actual acceleration data.

[0078] The acceleration deviation is calculated by taking the difference between the acceleration request value obtained in the previous step and the actual acceleration. Because the acceleration request value is an expected value calculated under ideal conditions, the difference between this value and the actual acceleration is the acceleration deviation.

[0079] Step S220: obtaining an acceleration proportional coefficient correction value according to the vehicle speed and the acceleration deviation.

[0080] After obtaining the vehicle speed and acceleration deviation, the acceleration proportional coefficient correction value can be obtained.

[0081] It should be noted that the acceleration proportional coefficient is a pre-calibrated coefficient used to calculate the closed-loop control torque according to the acceleration. In this embodiment, the calibrated acceleration proportional coefficient is recorded as , which means the basic value of the acceleration proportional coefficient.

[0082] Because the actual driving state changes from time to time, it is necessary to calculate a correction value relative to the basic value based on the vehicle speed and acceleration deviation, and the correction value is used to adjust the basic value. That is, this embodiment will output the corresponding acceleration proportional coefficient correction value through the input vehicle speed and acceleration deviation, so as to correct the basic value.

[0083] In a feasible embodiment, the corresponding relationship among the velocity, acceleration error and proportionality coefficient may be constructed by establishing fuzzy rules.

[0084] Specifically, the fuzzy rule can be shown in the following table.

[0085]

[0086] The meaning of each letter in the above table is a fuzzy state, and the corresponding relationship is: P-Positive, S-Small, ZO-Zero, N-Negative, VS-Very Slow, MF-Middle Fast, M-Middle, W-Weak, S-Strong, B-Big.

[0087] Therefore, PB is positive and large, PS is positive and small, and so on. The meaning of each content in the above table can be obtained. From this, the corresponding proportional coefficient can be determined whether it is W, S or M according to the acceleration error and speed.

[0088] For each fuzzy state, a membership function may be constructed for the vehicle speed, the acceleration deviation and the proportional coefficient correction value, and these data may be fuzzy processed according to the membership function.

[0089] Firstly, the value ranges of the vehicle speed, the acceleration deviation and the proportional coefficient are determined respectively.

[0090] Then, according to each of the said value ranges, interval division is performed. In each interval, corresponding membership functions are set for the vehicle speed, the acceleration deviation, and the proportionality coefficient according to the membership categories.

[0091] For example, for the acceleration deviation, if its divided interval is [-1, 1], the membership function of the acceleration deviation can be:

[0092] ;

[0093] In the formula, the subscript a_err represents the acceleration deviation, represents the fuzzy state after the acceleration deviation is fuzzified, such as NB, NS, etc. The line graph corresponding to the membership function is as shown in Figure 3 , with the abscissa being the acceleration deviation x and the ordinate being the membership degree . Each line in the graph corresponds one-to-one with each of the above-mentioned membership functions, and each line can be divided by the interval defined by x in the membership function. For example, the line corresponding to the membership function

[0094] in the above formula is the line L1 in the interval x < -0.5, and the line corresponding to is the line L2 in the interval -1 < x < 0. By analogy, the other lines can all correspond one-to-one with each of the above-mentioned membership functions.

[0095] The above-mentioned various functions , etc. are used to calculate the membership degree corresponding to their subscripts. Referring to Figure 3 , it can be seen that as the acceleration deviation x changes, the membership degree of it belonging to a certain fuzzy state also changes. For example, when , this acceleration deviation belongs to NB. When , its membership degree belonging to NB decreases as the acceleration deviation increases, and the membership degree belonging to NS increases as x increases. According to the magnitude of the membership degree, the current belonging fuzzy state can be determined, thus realizing fuzzy calculation.

[0096] For example, when the acceleration deviation is -0.9, at this time = 0.2, which is greater than = 0.01. Then the fuzzy state of this acceleration deviation is NB, that is, the negative large state. And it can also be seen from Figure 3 that at this time, the value of L1 is greater than that of L2. Therefore, from Figure 3 , the corresponding fuzzy state can also be determined according to the input acceleration deviation. By analogy, fuzzy operations can be performed on acceleration deviations with different values.

[0097] Exemplarily, the membership function of the vehicle speed can be:

[0098] ;

[0099] In the formula, the subscript spd represents the vehicle speed, represents the fuzzy state after the vehicle speed is fuzzified, and x is the input vehicle speed. The corresponding line graph is as Figure 4 shown. Figure 4 In it, the abscissa is the vehicle speed x, and the ordinate is the membership degree , and each line in the graph corresponds one-to-one with each of the above-mentioned membership degree functions , and each line can be divided by the interval defined by x in the membership degree function.

[0100] For example corresponds to the line L3 when x < 20, corresponds to L4 in the interval 5 < x < 60.

[0101] Exemplarily, the membership degree function of the acceleration proportionality coefficient correction value can be:

[0102] ;

[0103] In the formula, the subscript P_ratio represents the acceleration proportionality coefficient correction value, the fuzzy state after the acceleration proportionality coefficient correction value is fuzzified, and x is the input acceleration proportionality coefficient correction value. The corresponding line graph of this membership degree function is as Figure 5 shown. Its abscissa is the acceleration proportionality coefficient x, and the ordinate is the membership degree . Each line in the graph corresponds one-to-one with each of the above-mentioned membership degree functions , and each line can be divided by the interval defined by x in the membership degree function.

[0104] For example corresponds to the line L5 when x < 0.5, corresponds to L6 in the interval 0.3 < x < 0.7.

[0105] According to the above membership degree functions, fuzzy calculation can be performed, that is, for different situations and values in different intervals, the corresponding calculation expressions are retrieved for calculation, so as to determine the fuzzy values corresponding to the vehicle speed, acceleration deviation, and proportionality coefficient.

[0106] It should be noted that the above three exemplary membership degree functions are only functions used to simply illustrate how to perform fuzzy calculation. The expression forms in the function formulas, and each parameter and coefficient are only set for the convenience of explanation. In this embodiment, the form and coefficients of the membership degree function are not limited.

[0107] It can be understood that the acceleration error and the speed can be directly obtained through sensors and calculations, so these two values ​​are first calculated as input values, and then processed according to the established fuzzy rules to obtain the corresponding proportional coefficient.

[0108] According to the correspondence between the fuzzy value and the letters in the above fuzzy rule table, the following calculation can be performed:

[0109] For example, if the acceleration error is PS = 0.8 and the speed is MF = 0.3, then the output proportional coefficient is S as shown in the table. Therefore, the acceleration proportional coefficient correction value is S=0.8*0.3.

[0110] This synthesis method is different from the commonly used maximum value synthesis method. It can better integrate the membership affected by multiple rules and make the control smoother.

[0111] Step S230: Calculate the closed-loop control torque according to the acceleration proportional coefficient correction value and the acceleration deviation.

[0112] In order to obtain the closed-loop control torque, it is necessary to perform defuzzification. In the fuzzy reasoning process, in order to make the reasoning results of acceleration error and speed more focused, defuzzification is required. In order to make the results smooth, the area centroid method is used for defuzzification to obtain the normalized acceleration proportional coefficient correction value of proportional control. .

[0113] Therefore, after obtaining the acceleration proportional coefficient correction value and the acceleration error, the closed-loop control torque can be calculated. The calculation expression is:

[0114] ;

[0115] In the formula, is the closed-loop control torque. From the above formula, it can be seen that the closed-loop control torque is based on the acceleration error. And the corrected acceleration proportionality factor , a correction control torque is obtained, which can be used to correct and compensate the open-loop control torque obtained in step S100.

[0116] Step S300: combining the open-loop control torque with the closed-loop control torque to obtain the actual control torque of the vehicle.

[0117] After obtaining the open-loop control torque and the closed-loop control torque, the two torques can be combined to obtain the actual control torque. That is, after adding the open-loop control torque and the closed-loop control torque, the actual output control torque is obtained.

[0118] The control torque of this embodiment is composed of an open-loop control torque and a closed-loop control torque, wherein the closed-loop control torque is a correction torque used to correct the switch control torque, so that the final output control torque is more accurate and reliable. The closed-loop control of this embodiment uses a fuzzy algorithm to calculate and correct the proportional coefficient, which can effectively use the experience of experts to make the control result fast and accurate and reduce overshoot; when calculating the actual acceleration of the vehicle, it fully utilizes the existing sensors and computing units on the vehicle to obtain sufficiently reliable calculation values ​​at the lowest cost.

[0119] There is no strict limitation on the execution order between step S100 and step S200 in the above embodiment. For example, Figure 6 As shown, this embodiment also provides a vehicle automatic driving torque control method, including steps S400 to S600.

[0120] Step S400: obtaining an acceleration request value of the vehicle, and calculating an open-loop control torque of the vehicle according to the acceleration request value.

[0121] Step S500: acquiring the vehicle speed of the vehicle, and calculating the closed-loop control torque of the vehicle according to the acceleration request value and the vehicle speed.

[0122] like Figure 6 As shown, step S400 and step S500 can be executed synchronously, and the specific execution operations of each step are similar to step S100 and step S200 of the above embodiment, which will not be described in detail here.

[0123] Step S600: combining the open-loop control torque with the closed-loop control torque to obtain the actual control torque of the vehicle.

[0124] The specific execution operation of this step is similar to the aforementioned step S300 and will not be repeated here.

[0125] like Figure 7 As shown, this embodiment also provides a vehicle automatic driving torque control method, including steps S700 to S900.

[0126] Step S700, obtaining a vehicle speed and an acceleration request value of the vehicle, and calculating a closed-loop control torque of the vehicle according to the acceleration request value and the vehicle speed.

[0127] Step S800: calculating the open-loop control torque of the vehicle according to the acceleration request value.

[0128] The difference between step S700 and step S800 of this embodiment and step S100 and step S200 of the above embodiment is that the vehicle speed and acceleration request values ​​are first obtained, and then the closed-loop control torque and the open-loop control torque are calculated respectively. The specific calculation method is the same as the above steps and will not be repeated here.

[0129] Step S900: combining the open-loop control torque with the closed-loop control torque to obtain the actual control torque of the vehicle.

[0130] The specific execution operation of this step is similar to the aforementioned step S300 and will not be repeated here.

[0131] Figure 8 A vehicle automatic driving torque control device according to an embodiment of the present application is shown, the device comprising:

[0132] The open-loop control module 10 is used to obtain an acceleration request value of the vehicle and calculate an open-loop control torque of the vehicle according to the acceleration request value;

[0133] A closed-loop control module 20, configured to obtain a vehicle speed of the vehicle, and calculate a closed-loop control torque of the vehicle according to the acceleration request value and the vehicle speed;

[0134] The torque control module 30 is used to combine the open-loop control torque with the closed-loop control torque to obtain the actual control torque of the vehicle. It can be understood that the device of this embodiment corresponds to the method of the above embodiment, and the options in the above embodiment are also applicable to this embodiment, so they will not be repeated here.

[0135] The present application also provides a smart car. Exemplarily, the smart car includes a processor and a memory, wherein the memory stores a computer program, and the processor runs the computer program, thereby enabling the smart car to execute the functions of each module in the above method or the above device.

[0136] Among them, the processor can be an integrated circuit chip with signal processing capabilities. The processor can be a general-purpose processor, including a central processing unit (CPU), a graphics processing unit (GPU), a network processor (NP), a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA) or at least one of other programmable logic devices, discrete gates or transistor logic devices, and discrete hardware components. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc., which can implement or execute the methods, steps and logic block diagrams disclosed in the embodiments of the present application.

[0137] The memory may be, but is not limited to, a random access memory (RAM), a read only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electric erasable programmable read-only memory (EEPROM), etc. The memory is used to store a computer program, and the processor may execute the computer program accordingly after receiving an execution instruction.

[0138] The present application also provides a computer-readable storage medium for storing the computer program used in the above-mentioned smart car. For example, the computer-readable storage medium may include but is not limited to: a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and other media that can store program codes.

[0139] In several embodiments provided in the present application, it should be understood that the disclosed devices and methods can also be implemented in other ways. The device embodiments described above are merely schematic. For example, the flowcharts and structure diagrams in the accompanying drawings show the possible architecture, functions and operations of the devices, methods and computer program products according to multiple embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of a code, and the module, a program segment or a part of a code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in an alternative implementation, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two consecutive boxes 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 box in the structure diagram and / or the flow diagram, and the combination of boxes in the structure diagram and / or the flow diagram, can be implemented with a dedicated hardware-based system that performs a specified function or action, or can be implemented with a combination of dedicated hardware and computer instructions.

[0140] In addition, the functional modules or units in the various embodiments of the present application may be integrated together to form an independent part, or each module may exist separately, or two or more modules may be integrated to form an independent part.

[0141] If the functions are implemented in the form of software function modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for enabling a computer device (which can be a smart phone, a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application.

[0142] The above description is only a specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the 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.

Claims

1. A vehicle automatic driving torque control method, characterized in that: include: Obtaining an acceleration request value of a vehicle, and calculating an open-loop control torque of the vehicle according to the acceleration request value; acquiring a vehicle speed of the vehicle, and calculating a closed-loop control torque of the vehicle according to the acceleration request value and the vehicle speed; Combining the open-loop control torque with the closed-loop control torque to obtain an actual control torque of the vehicle; The obtaining of the vehicle speed of the vehicle and calculating the closed-loop control torque of the vehicle according to the acceleration request value and the vehicle speed comprises: Acquiring the vehicle speed of the vehicle according to the wheel speed of the vehicle, and calculating the actual acceleration and acceleration deviation of the vehicle according to the vehicle speed; Obtaining an acceleration proportional coefficient correction value according to the vehicle speed and the acceleration deviation; Calculating a closed-loop control torque according to the acceleration proportional coefficient correction value and the acceleration deviation; The obtaining the acceleration proportional coefficient correction value according to the vehicle speed and the acceleration deviation includes: Constructing membership functions of the vehicle speed, the acceleration deviation and the acceleration proportional coefficient correction value respectively; According to the membership function, the vehicle speed, the acceleration deviation and the acceleration proportional coefficient correction value are all fuzzyized; According to a preset fuzzy rule, a mapping relationship between the vehicle speed, the acceleration deviation and the acceleration proportional coefficient correction value is established; The acceleration proportional coefficient correction value is obtained according to the mapping relationship, the fuzzy vehicle speed and the acceleration deviation.

2. The vehicle automatic driving torque control method according to claim 1, characterized in that: The obtaining of the acceleration request value of the vehicle and calculating the open-loop control torque of the vehicle according to the acceleration request value comprises: Obtain driving resistance, ramp resistance, acceleration resistance, tire rolling radius and final drive ratio; The acceleration resistance is calculated according to the acceleration request value, and the driving resistance and the ramp resistance are calculated by corresponding calculation algorithms; Calculate the total resistance according to the driving resistance, the ramp resistance and the acceleration resistance; The open-loop control torque is calculated according to the total resistance, the tire rolling radius and the final reducer transmission ratio.

3. The vehicle automatic driving torque control method according to claim 1, characterized in that: The step of acquiring the vehicle speed of the vehicle according to the wheel speed of the vehicle, and calculating the actual acceleration and the acceleration deviation of the vehicle according to the vehicle speed includes: Obtain the forward speed of each wheel of the vehicle, calculate the average forward speed of each wheel, and obtain the vehicle speed; The actual acceleration of the vehicle is obtained by taking the derivative of the differential equation and performing filtering. The acceleration deviation is obtained by performing a difference calculation between the actual acceleration and the acceleration request value.

4. The vehicle automatic driving torque control method according to claim 1, characterized in that: The respectively constructing the membership functions of the vehicle speed, the acceleration deviation and the acceleration proportional coefficient correction value comprises: respectively determining the value ranges of the vehicle speed, the acceleration deviation and the proportional coefficient; According to each of the value ranges, interval division is performed, and in each interval, according to the membership type, a corresponding membership function is set for the vehicle speed, the acceleration deviation and the proportional coefficient correction value.

5. The vehicle automatic driving torque control method according to claim 4, characterized in that: The closed-loop control torque is calculated according to the acceleration proportional coefficient correction value and the acceleration deviation, comprising: Calculating the closed-loop control torque according to a preset calculation expression of the torque of the closed-loop control part; The calculation expression of the closed-loop control torque is: ； In the formula, is the closed-loop control torque, is the acceleration deviation, is the pre-calibrated basic acceleration proportional coefficient, is the acceleration proportional coefficient correction value.

6. A vehicle automatic driving torque control device, characterized in that: include: An open-loop control module, used to obtain an acceleration request value of the vehicle, and calculate an open-loop control torque of the vehicle according to the acceleration request value; a closed-loop control module, configured to obtain a vehicle speed of the vehicle, and calculate a closed-loop control torque of the vehicle according to the acceleration request value and the vehicle speed; A torque control module, used for combining the open-loop control torque with the closed-loop control torque to obtain an actual control torque of the vehicle; The acquiring the vehicle speed of the vehicle and calculating the closed-loop control torque of the vehicle according to the acceleration request value and the vehicle speed includes: Acquiring a vehicle speed of the vehicle according to the wheel speed of the vehicle, and calculating an actual acceleration and an acceleration deviation of the vehicle according to the vehicle speed; Obtaining an acceleration proportional coefficient correction value according to the vehicle speed and the acceleration deviation; The closed-loop control torque is calculated according to the acceleration proportional coefficient correction value and the acceleration deviation; The obtaining the acceleration proportional coefficient correction value according to the vehicle speed and the acceleration deviation includes: Constructing membership functions of the vehicle speed, the acceleration deviation and the acceleration proportional coefficient correction value respectively; According to the membership function, the vehicle speed, the acceleration deviation and the acceleration proportional coefficient correction value are all fuzzyized; According to a preset fuzzy rule, a mapping relationship between the vehicle speed, the acceleration deviation and the acceleration proportional coefficient correction value is established; The acceleration proportional coefficient correction value is obtained according to the mapping relationship, the fuzzy vehicle speed and the acceleration deviation.

7. A smart car, characterized in that: The smart car includes a processor and a memory, the memory stores a computer program, and the processor is used to execute the computer program to implement the vehicle automatic driving torque control method according to any one of claims 1-5.

8. A computer-readable storage medium, characterized in that: It stores a computer program, which, when executed on a processor, implements the vehicle automatic driving torque control method according to any one of claims 1-5.

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