Vehicle longitudinal control method, device, equipment, storage medium and product

Abstract

The application discloses a vehicle longitudinal control method, device, equipment, storage medium and product, and belongs to the technical field of vehicles. The method comprises the following steps: in the process of driving an automatic driving vehicle, determining a first speed and a first deceleration value of the automatic driving vehicle at present based on a reference longitudinal control curve of the automatic driving vehicle, the reference longitudinal control curve being used for representing the change of the displacement of the automatic driving vehicle with time; determining an energy recovery torque matched with the first speed based on the first speed, the energy recovery torque being used for recovering the energy generated by deceleration of the automatic driving vehicle; determining the whole vehicle running resistance of the automatic driving vehicle when the running speed of the automatic driving vehicle is the first speed based on the first speed; determining a braking torque of the automatic driving vehicle based on the energy recovery torque, the whole vehicle running resistance and the first deceleration value; and performing longitudinal control on the automatic driving vehicle through the braking torque.

Description

Technical Field

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

[0002] Vehicle longitudinal control includes acceleration and deceleration, that is, controlling the vehicle's acceleration or deceleration. Vehicle longitudinal control is often used in the field of autonomous driving. The process can be as follows: before the autonomous vehicle starts driving, path planning is performed to generate a reference longitudinal control curve, which shows the change of the autonomous vehicle's displacement over time; during driving, longitudinal control is applied to the autonomous vehicle to make the actual longitudinal control curve as consistent as possible with the reference longitudinal control curve. Summary of the Invention

[0003] This application provides a vehicle longitudinal control method, apparatus, device, storage medium, and product. The technical solution is as follows:

[0004] On the one hand, a vehicle longitudinal control method is provided, the method comprising:

[0005] During the operation of an autonomous vehicle, the current first speed and first deceleration values ​​of the autonomous vehicle are determined based on the reference longitudinal control curve of the autonomous vehicle. The reference longitudinal control curve is used to represent the change of the displacement of the autonomous vehicle over time.

[0006] Based on the first speed, an energy recovery torque matching the first speed is determined, the energy recovery torque being used to recover energy generated by decelerating the autonomous vehicle;

[0007] Based on the first speed, the vehicle's driving resistance is determined when the driving speed of the autonomous vehicle is the first speed.

[0008] The braking torque of the autonomous vehicle is determined based on the energy recovery torque, the vehicle's driving resistance, and the first deceleration value.

[0009] The braking torque is used to control the autonomous vehicle longitudinally.

[0010] In one possible implementation, determining the braking torque of the autonomous vehicle based on the energy recovery torque, the vehicle's drag force, and the first deceleration value includes:

[0011] Determine the driving scenario of the autonomous vehicle;

[0012] When the driving scenario is a deceleration scenario, the braking torque of the autonomous vehicle is determined based on the energy recovery torque, the vehicle's driving resistance, and the first deceleration value.

[0013] In another possible implementation, determining the driving scenario of the autonomous vehicle includes:

[0014] Based on the mass of the autonomous vehicle and the first deceleration value, the net external force on the autonomous vehicle is determined;

[0015] The comprehensive torque of the autonomous vehicle is determined based on the recovery torque, the overall vehicle driving resistance, and the tire rolling radius of the autonomous vehicle.

[0016] If the resultant external force is not less than the combined torque, the driving scenario of the autonomous vehicle is determined to be a deceleration scenario.

[0017] In another possible implementation, determining that the driving scenario of the autonomous vehicle is a deceleration scenario when the resultant external force is not less than the combined torque includes:

[0018] If the net external force is not less than the combined torque, the driving scenario of the autonomous vehicle at the current moment is determined to be a deceleration scenario.

[0019] Obtain driving scenarios of the autonomous vehicle at multiple historical moments;

[0020] If the driving scenario of the autonomous vehicle at the current moment and the driving scenarios at the multiple historical moments are both deceleration scenarios, then the driving scenario of the autonomous vehicle is determined to be a deceleration scenario.

[0021] In another possible implementation, determining the comprehensive torque of the autonomous vehicle based on the recovery torque, the overall vehicle rolling resistance, and the tire rolling radius of the autonomous vehicle includes:

[0022] Based on the overall vehicle driving resistance and the tire rolling radius of the autonomous vehicle, the overall vehicle resistance torque of the autonomous vehicle is determined.

[0023] The sum of the recovery torque and the overall vehicle resistance torque is determined to obtain the comprehensive torque of the autonomous vehicle.

[0024] In another possible implementation, determining the braking torque of the autonomous vehicle based on the energy recovery torque, the vehicle's drag force, and the first deceleration value includes:

[0025] Based on the mass of the autonomous vehicle and the first deceleration value, the net external force on the autonomous vehicle is determined;

[0026] The recovery force of the autonomous vehicle is determined based on the energy recovery torque and the tire rolling radius of the autonomous vehicle.

[0027] The braking force of the autonomous vehicle is determined based on the resultant external force, the vehicle's driving resistance, and the recovery force.

[0028] The braking torque of the autonomous vehicle is determined based on the braking force and the tire rolling radius of the autonomous vehicle.

[0029] On the other hand, a vehicle longitudinal control device is provided, the device comprising:

[0030] The first determining module is used to determine the current first speed and first deceleration value of the autonomous vehicle based on the reference longitudinal control curve of the autonomous vehicle during the driving process. The reference longitudinal control curve is used to represent the change of the displacement of the autonomous vehicle over time.

[0031] The second determining module is used to determine an energy recovery torque that matches the first speed based on the first speed, the energy recovery torque being used to recover energy generated by decelerating the autonomous vehicle;

[0032] The third determining module is used to determine the overall vehicle driving resistance when the driving speed of the autonomous vehicle is the first speed, based on the first speed.

[0033] The fourth determining module is used to determine the braking torque of the autonomous vehicle based on the energy recovery torque, the vehicle's driving resistance, and the first deceleration value.

[0034] The control module is used to perform longitudinal control of the autonomous vehicle using the braking torque.

[0035] In one possible implementation, the fourth determining module is used to determine the driving scenario of the autonomous vehicle; if the driving scenario is a deceleration scenario, the braking torque of the autonomous vehicle is determined based on the energy recovery torque, the vehicle driving resistance and the first deceleration value.

[0036] In another possible implementation, the fourth determining module is used to determine the net external force of the autonomous vehicle based on the mass of the autonomous vehicle and the first deceleration value; to determine the comprehensive torque of the autonomous vehicle based on the recovery torque, the vehicle driving resistance and the tire rolling radius of the autonomous vehicle; and to determine the driving scenario of the autonomous vehicle as a deceleration scenario if the net external force is not less than the comprehensive torque.

[0037] In another possible implementation, the fourth determining module is used to determine that the driving scenario of the autonomous vehicle at the current moment is a deceleration scenario when the resultant external force is not less than the comprehensive torque; to obtain the driving scenarios of the autonomous vehicle at multiple historical moments; and to determine that the driving scenario of the autonomous vehicle is a deceleration scenario when both the driving scenario of the autonomous vehicle at the current moment and the driving scenarios at the multiple historical moments are deceleration scenarios.

[0038] In another possible implementation, the fourth determining module is used to determine the overall vehicle resistance torque of the autonomous vehicle based on the overall vehicle driving resistance and the tire rolling radius of the autonomous vehicle; and to determine the sum of the recovery torque and the overall vehicle resistance torque to obtain the comprehensive torque of the autonomous vehicle.

[0039] In another possible implementation, the fourth determining module is configured to: determine the net external force of the autonomous vehicle based on the mass of the autonomous vehicle and the first deceleration value; determine the recovery force of the autonomous vehicle based on the energy recovery torque and the tire rolling radius of the autonomous vehicle; determine the braking force of the autonomous vehicle based on the net external force, the vehicle's driving resistance, and the recovery force; and determine the braking torque of the autonomous vehicle based on the braking force and the tire rolling radius of the autonomous vehicle.

[0040] On the other hand, a vehicle control device is provided, the vehicle control device including a processor and a memory, the memory storing at least one piece of program code, the at least one piece of program code being loaded and executed by the processor to implement the above-described vehicle longitudinal control method.

[0041] On the other hand, a computer-readable storage medium is provided, wherein at least one piece of program code is stored in the storage medium, the at least one piece of program code being loaded and executed by a processor to implement the above-described vehicle longitudinal control method.

[0042] On the other hand, a computer program product is provided, the product storing at least one piece of program code, the at least one piece of program code being executed by a processor to implement the above-described vehicle longitudinal control method.

[0043] In this embodiment, the energy recovery torque is used to recover the energy generated by the deceleration of the autonomous vehicle; therefore, determining the braking torque of the autonomous vehicle based on the energy recovery torque can realize the recovery of energy during the deceleration process, thereby reducing the energy consumption of the autonomous vehicle and improving its economy.

[0044] It should be understood that the above general description and the following detailed description are merely exemplary and do not limit this disclosure. Attached Figure Description

[0045] Figure 1 This is a schematic diagram illustrating the implementation environment of a vehicle longitudinal control method according to an exemplary embodiment of this application;

[0046] Figure 2 This is a schematic diagram illustrating a vehicle longitudinal control method according to an exemplary embodiment of this application;

[0047] Figure 3 This is a flowchart illustrating a vehicle longitudinal control method in an exemplary embodiment of this application;

[0048] Figure 4 This is a schematic diagram of a reference bus control curve illustrated in an exemplary embodiment of this application;

[0049] Figure 5 This is a block diagram illustrating a vehicle longitudinal control device according to an exemplary embodiment of this application;

[0050] Figure 6 This is a block diagram illustrating a vehicle control device in an exemplary embodiment of this application. Detailed Implementation

[0051] To make the technical solution and advantages of this application clearer, the embodiments of this application will be described in further detail below.

[0052] The terms "first," "second," "third," and "fourth," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0053] It should be noted that all information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.), and signals involved in this application have been authorized by the user or fully authorized by all parties, and the collection, use, and processing of related data must comply with the relevant laws, regulations, and standards of the relevant countries and regions. For example, the reference longitudinal control curves involved in this application were obtained with full authorization.

[0054] Please refer to Figure 1 This illustration shows a schematic diagram of an implementation environment for a vehicle longitudinal control method according to an exemplary embodiment of this application. The implementation environment includes a vehicle control device 10 and an autonomous vehicle 20. The vehicle control device 10 controls the autonomous vehicle 20 so that the autonomous vehicle 20 travels based on a reference longitudinal control curve. The horizontal axis of the reference longitudinal control curve represents time, and the vertical axis represents displacement. The reference longitudinal control curve represents the change in displacement of the autonomous vehicle 20 over time. The autonomous vehicle 20 can be a pure electric vehicle or a hybrid vehicle, etc.

[0055] Please refer to Figure 2 The vehicle control device 10 includes a first controller and a second controller. The output of the first controller is electrically connected to the input of the second controller. The first controller is used to track displacement by adjusting the speed of the autonomous vehicle 20. For example, the first controller can be a PID controller (Proportional-Integral-Derivative controller). The second controller is used to control the speed of the autonomous vehicle 20 by calculating the braking torque of the autonomous vehicle 20 and adjusting the braking torque of the autonomous vehicle 20, thereby achieving displacement tracking. For example, the second controller can be a braking torque calculation module. The process of the second controller calculating the braking torque of the autonomous vehicle 20 is as follows: Based on the first speed, the second controller queries the energy recovery torque lookup table to find the energy recovery torque matching the first speed. Based on the first speed, it determines the vehicle driving resistance when the driving speed of the autonomous vehicle 20 is the first speed. Then, based on the energy recovery torque, the vehicle driving resistance, and the first deceleration value, it determines the braking torque of the autonomous vehicle 20. Thus, the embodiments of this application can split the first deceleration value of an autonomous vehicle into two parts, one part provided by the energy recovery torque (speed gain) and the other part provided by the braking torque (braking torque gain).

[0056] Please refer to Figure 3 The diagram illustrates a flowchart of a vehicle longitudinal control method according to an exemplary embodiment of this application. (Reference) Figure 3 The method includes:

[0057] Step 301: During the operation of the autonomous vehicle, the vehicle control equipment determines the current first speed and first deceleration value of the autonomous vehicle based on the reference longitudinal control curve of the autonomous vehicle. The reference longitudinal control curve is used to represent the change of the displacement of the autonomous vehicle over time.

[0058] The reference longitudinal control curve is the ST curve, meaning the horizontal axis of the reference longitudinal control curve represents time, and the vertical axis represents displacement. The steps by which the vehicle control equipment determines the current first velocity and first deceleration value of the autonomous vehicle based on the reference longitudinal control curve can be as follows: The vehicle control equipment determines the coordinate point of the current moment on the reference longitudinal control curve; determines the first derivative of the reference longitudinal control curve corresponding to that coordinate point to obtain the first velocity; and determines the second derivative of the reference longitudinal control curve corresponding to that coordinate point to obtain the first deceleration value. Since it is not yet determined whether it is a deceleration scenario, this first deceleration value can also be referred to as the acceleration value.

[0059] Before this step, the vehicle control equipment needs to determine a reference longitudinal control curve for the autonomous vehicle. The process of determining this curve can be as follows: the vehicle control equipment determines the longitudinal planning path of the autonomous vehicle; from the longitudinal planning path, it determines multiple sampling points; it determines the velocity and displacement of these sampling points, obtaining their coordinate values; and it fits the coordinate values ​​of these sampling points to obtain the reference longitudinal control curve. For example, please refer to... Figure 4 The vehicle control equipment selects the S and T values ​​for the next five moments from the longitudinal planning path of the autonomous vehicle. The S value represents velocity, and the T value represents displacement. The coordinates of the sampling points at these five moments are (S... i T i The value of i is 1-5, that is, i is the sequence number of 5 times. The vehicle control equipment fits the coordinate values ​​of the sampling points at 5 times into a curve to obtain the reference longitudinal control curve.

[0060] Step 302: The vehicle control device determines an energy recovery torque that matches the first speed based on the first speed. The energy recovery torque is used to recover the energy generated by the deceleration of the autonomous vehicle.

[0061] The relationship between speed and energy recovery torque is primarily reflected in the kinetic energy recovery system of autonomous vehicles (electric vehicles). When an autonomous vehicle decelerates, the motor driving the vehicle can transform into a generator, generating a counterforce through the rotation of the wheels, thereby producing electrical energy and storing it in the battery. In this process, the higher the vehicle speed, the greater the recovered current and power; therefore, the energy recovery torque is positively correlated with the first speed, i.e., the higher the first speed, the greater the energy recovery torque; the lower the first speed, the smaller the energy recovery torque. In one possible implementation, the vehicle control device pre-stores a first energy recovery torque lookup table, which stores the correspondence between speed and energy recovery torque; correspondingly, this step can be: the vehicle control device, based on the first speed, looks up the energy recovery torque corresponding to the first speed from the first energy recovery torque lookup table.

[0062] In another possible implementation, the energy recovery torque is related to the first speed, battery status, and road condition information. Accordingly, this step can be: the vehicle control device determines the battery status and road condition information of the autonomous vehicle, and determines the energy recovery torque based on the first speed, battery status, and road condition information; the battery status can be fully charged or not fully charged; the road condition information can be smooth, slow-moving, congested, or severely congested, etc. Furthermore, the vehicle control device pre-stores a second energy recovery torque lookup table, which stores the correspondence between speed, battery status, road condition information, and energy recovery torque. Accordingly, the step of the vehicle control device determining the energy recovery torque based on the first speed, battery status, and road condition information can be: the vehicle control device, based on the first speed, retrieves the energy recovery torque corresponding to the first speed, battery status, and road condition information from the second energy recovery torque lookup table.

[0063] In this embodiment, the vehicle control device combines the first speed, battery status, and road condition information to comprehensively determine the energy recovery torque. The determined energy recovery torque is adapted to the current state of the autonomous vehicle, thereby improving the accuracy of the determined energy recovery torque. Furthermore, this embodiment can split the first deceleration value of the autonomous vehicle into two parts: one part provided by the energy recovery torque, and the other part provided by the braking torque.

[0064] Step 303: Based on the first speed, the vehicle control equipment determines the overall vehicle driving resistance when the autonomous vehicle's driving speed is the first speed.

[0065] The relationship between vehicle drag and speed is mainly reflected in the significant increase in wind resistance as vehicle speed increases. Correspondingly, vehicle drag is positively correlated with the first speed; that is, the higher the first speed, the greater the vehicle drag, and vice versa. In one possible implementation, the vehicle control equipment determines the first relationship data, which represents the relationship between the first speed and the vehicle drag. Specifically, the dependent variable of the first relationship data is the vehicle drag, and the independent variable is speed. Therefore, this step can be: the vehicle control equipment substitutes the first speed into the first relationship data to obtain the vehicle drag when the autonomous vehicle's speed is the first speed. For example, the first relationship data can be referenced from the following formula:

[0066] Formula 1: F1=f0+f1V+f2V 2

[0067] Where F1 represents the overall vehicle resistance, V represents the first speed, and f0, f1 and f2 represent the first resistance parameter, the second resistance parameter and the third resistance parameter, respectively, and f0, f1 and f2 are all pre-calibrated.

[0068] In this embodiment, the vehicle control device pre-calibrates the first relationship data; when determining the overall vehicle driving resistance, the first speed can be directly substituted into the first relationship data to determine the overall vehicle driving resistance, which is relatively simple to operate and thus improves the efficiency of determining the overall vehicle driving resistance.

[0069] In another possible implementation, the overall vehicle resistance includes frictional resistance and wind resistance. Accordingly, the steps by which the vehicle control equipment determines the overall vehicle resistance at a first speed based on the first speed can be: the vehicle control equipment determines the frictional resistance of the autonomous vehicle, and based on the first speed, determines the wind resistance; the sum of the frictional resistance and the wind resistance is then determined to obtain the overall vehicle resistance. Specifically, the steps for determining the frictional resistance can be: the vehicle control equipment determines the weight and friction coefficient of the autonomous vehicle, and the product of the weight, friction coefficient, and gravitational acceleration value is determined to obtain the frictional resistance. The steps for determining the wind resistance can be: the vehicle control equipment substitutes the first speed into second relational data to obtain the wind resistance at the first speed. The second relational data represents the relationship between the first speed and the wind resistance, i.e., the dependent variable of the first relational data is wind resistance, and the independent variable is speed; for example, the second relational data can refer to the following formula:

[0070] Formula 2: F2 = f3V n

[0071] Where F2 represents wind resistance, f3 represents the fourth resistance parameter, and f3 is pre-calibrated; V represents the first velocity, and n is a constant, and the value of n can be 1, 2 or 3, etc.

[0072] In this embodiment, the overall vehicle driving resistance is determined based on a combination of frictional resistance and wind resistance, thereby improving the accuracy of the determined overall vehicle driving resistance.

[0073] Step 304: The vehicle control equipment determines the braking torque of the autonomous vehicle based on the energy recovery torque, the overall vehicle driving resistance, and the first deceleration value.

[0074] In one possible implementation, after the vehicle control device determines the energy recovery torque, vehicle resistance, and first deceleration value, it can directly execute step 304. In other embodiments, after determining the energy recovery torque, vehicle resistance, and first deceleration value, the vehicle control device can verify the driving scenario of the autonomous vehicle. Step 304 is only executed if the driving scenario of the autonomous vehicle is verified to be a deceleration scenario. Accordingly, this step can be: the vehicle control device determines the driving scenario of the autonomous vehicle; if the driving scenario is a deceleration scenario, the braking torque of the autonomous vehicle is determined based on the energy recovery torque, vehicle resistance, and first deceleration value; if the driving scenario of the autonomous vehicle is an acceleration scenario, the autonomous vehicle is controlled based on the control strategy for the acceleration scenario; if the driving scenario of the autonomous vehicle is a constant speed scenario, the autonomous vehicle is controlled based on the control strategy for the constant speed scenario.

[0075] The step of determining the driving scenario of the autonomous vehicle by the vehicle control equipment can be achieved through the following steps (1) to (3), including:

[0076] (1) The vehicle control equipment determines the net external force of the autonomous vehicle based on the mass and first deceleration value of the autonomous vehicle.

[0077] The vehicle control equipment determines the product of the mass of the autonomous vehicle and the first deceleration value to obtain the net external force on the autonomous vehicle.

[0078] (2) The vehicle control equipment determines the comprehensive torque of the autonomous vehicle based on the recovery torque, the overall vehicle driving resistance and the tire rolling radius of the autonomous vehicle.

[0079] The vehicle control equipment determines the overall vehicle resistance torque of the autonomous vehicle based on the overall vehicle running resistance and the tire rolling radius; it then determines the sum of the recovery torque and the overall vehicle resistance torque to obtain the comprehensive torque of the autonomous vehicle. Specifically, the step of determining the overall vehicle resistance torque based on the overall vehicle running resistance and the tire rolling radius can be: the vehicle control equipment calculates the product of the overall vehicle running resistance and the tire rolling radius to obtain the overall vehicle resistance torque. Alternatively, the step of determining the sum of the recovery torque and the overall vehicle resistance torque to obtain the comprehensive torque can be replaced by: the vehicle control equipment performing a weighted summation of the recovery torque and the overall vehicle resistance torque to obtain the comprehensive torque of the autonomous vehicle, thus considering the weights of the recovery torque and the overall vehicle resistance torque, thereby improving the accuracy of the determined comprehensive torque.

[0080] (3) When the net external force is not less than the combined torque, the vehicle control equipment determines that the driving scenario of the autonomous vehicle is a deceleration scenario.

[0081] When the net external force is less than the combined torque, the driving scenario of the autonomous vehicle is determined to be an acceleration scenario.

[0082] Since the reference longitudinal control curve includes coordinate points between velocity and displacement at multiple moments, the driving scenario determined in the above steps is the driving scenario at the current moment's coordinate points. In one possible implementation, driving scenarios at multiple moment's coordinate points can be determined. If the driving scenarios at multiple moment's coordinate points are all deceleration scenarios, it indicates that the autonomous vehicle's driving scenario is a deceleration scenario. Accordingly, under the condition that the net external force is not less than the comprehensive torque, the steps to determine that the autonomous vehicle's driving scenario is a deceleration scenario can be: under the condition that the net external force is not less than the comprehensive torque, determine that the autonomous vehicle's driving scenario at the current moment is a deceleration scenario; obtain the driving scenarios at multiple historical moments of the autonomous vehicle; under the condition that the autonomous vehicle's driving scenario at the current moment and the driving scenarios at multiple historical moments are all deceleration scenarios, determine that the autonomous vehicle's driving scenario is a deceleration scenario.

[0083] Steps (1) to (3) above can be achieved using the following formula:

[0084] Formula 3: |ma|≥M recycle +F1·r

[0085] Where m represents the weight of the autonomous vehicle, a represents the first deceleration value, and ma represents the net external force; M recycle F1 represents the energy recovery torque, r represents the tire rolling radius, F1·r represents the vehicle resistance torque, and M represents the total resistance torque. recycle+F1·r represents the combined torque, which means that if Formula 3 above is satisfied, it indicates that the driving scenario of the autonomous vehicle is a deceleration scenario.

[0086] The steps for the vehicle control equipment to determine the braking torque of an autonomous vehicle based on the energy recovery torque, vehicle rolling resistance, and first deceleration value can be as follows: The vehicle control equipment determines the net external force of the autonomous vehicle based on the mass and first deceleration value; determines the recovery force of the autonomous vehicle based on the energy recovery torque and the tire rolling radius of the autonomous vehicle; determines the braking force of the autonomous vehicle based on the net external force, vehicle rolling resistance, and recovery force; and determines the braking torque of the autonomous vehicle based on the braking force and the tire rolling radius of the autonomous vehicle.

[0087] The step of determining the net external force of the autonomous vehicle based on its mass and a first deceleration value can be as follows: the vehicle control device determines the product of the autonomous vehicle's mass and the first deceleration value to obtain the net external force. In one possible implementation, before performing this step, the vehicle control device may further determine whether the first deceleration value exceeds a deceleration threshold. If the first deceleration value does not exceed the deceleration threshold, the vehicle control device determines the net external force of the autonomous vehicle based on its mass and the first deceleration value; if the first deceleration value exceeds the deceleration threshold, the vehicle control device determines the net external force of the autonomous vehicle based on its mass and the deceleration threshold.

[0088] The steps for the vehicle control equipment to determine the recovery force of the autonomous vehicle based on the energy recovery torque and the tire rolling radius can be as follows: the vehicle control equipment determines the ratio of the energy recovery torque to the tire rolling radius to obtain the recovery force of the autonomous vehicle.

[0089] The steps for the vehicle control equipment to determine the braking force of an autonomous vehicle based on the net external force, the vehicle's driving resistance, and the regenerative force can be as follows: The vehicle control equipment determines the difference between the net external force, the vehicle's driving resistance, and the regenerative force to obtain the braking force of the autonomous vehicle.

[0090] Based on the above explanation, it can be seen that the steps for the vehicle control equipment to determine the net external force of the autonomous vehicle based on its mass and first deceleration value can be achieved through the following formula four:

[0091] Formula 4: M = (|ma| - F1 - M) recycle / r)·r

[0092] Where M represents braking torque, m represents the mass of the autonomous vehicle, a represents the first deceleration value, and ma represents the net external force; F1 represents the overall vehicle resistance, M recycleM represents the energy recovery torque, r represents the tire rolling radius, and M represents the energy recovery torque. recycle / r represents recovery force.

[0093] Step 305: The vehicle control equipment uses braking torque to perform longitudinal control on the autonomous vehicle.

[0094] The vehicle control equipment determines the product of the braking force and the tire rolling radius to obtain the braking torque of the autonomous vehicle. The vehicle control equipment then adjusts the vehicle's speed using this braking torque to obtain a second speed, and further adjusts the displacement using this second speed to ensure that the actual longitudinal control curve of the autonomous vehicle is as consistent as possible with the reference bus control curve.

[0095] In this embodiment, the energy recovery torque is used to recover the energy generated by the deceleration of the autonomous vehicle; therefore, determining the braking torque of the autonomous vehicle based on the energy recovery torque can realize the recovery of energy during the deceleration process, thereby reducing the energy consumption of the autonomous vehicle and improving its economy.

[0096] Please refer to Figure 5 This illustration shows a block diagram of a vehicle longitudinal control device according to an exemplary embodiment of this application. The device includes:

[0097] The first determining module 501 is used to determine the current first speed and first deceleration value of the autonomous vehicle based on the reference longitudinal control curve of the autonomous vehicle during the driving process. The reference longitudinal control curve is used to represent the change of the displacement of the autonomous vehicle over time.

[0098] The second determining module 502 is used to determine an energy recovery torque that matches the first speed based on the first speed, wherein the energy recovery torque is used to recover energy generated by decelerating the autonomous vehicle;

[0099] The third determining module 503 is used to determine the overall vehicle driving resistance when the driving speed of the autonomous vehicle is the first speed, based on the first speed.

[0100] The fourth determining module 504 is used to determine the braking torque of the autonomous vehicle based on the energy recovery torque, the vehicle driving resistance and the first deceleration value;

[0101] The control module 505 is used to perform longitudinal control of the autonomous vehicle through the braking torque.

[0102] In one possible implementation, the fourth determining module 504 is used to determine the driving scenario of the autonomous vehicle; when the driving scenario is a deceleration scenario, it determines the braking torque of the autonomous vehicle based on the energy recovery torque, the vehicle driving resistance and the first deceleration value.

[0103] In another possible implementation, the fourth determining module 504 is used to determine the net external force of the autonomous vehicle based on the mass of the autonomous vehicle and the first deceleration value; determine the comprehensive torque of the autonomous vehicle based on the recovery torque, the vehicle driving resistance and the tire rolling radius of the autonomous vehicle; and determine the driving scenario of the autonomous vehicle as a deceleration scenario if the net external force is not less than the comprehensive torque.

[0104] In another possible implementation, the fourth determining module 504 is used to determine that the driving scenario of the autonomous vehicle at the current moment is a deceleration scenario when the resultant external force is not less than the comprehensive torque; to obtain the driving scenarios of the autonomous vehicle at multiple historical moments; and to determine that the driving scenario of the autonomous vehicle is a deceleration scenario when both the driving scenario of the autonomous vehicle at the current moment and the driving scenarios at the multiple historical moments are deceleration scenarios.

[0105] In another possible implementation, the fourth determining module 504 is used to determine the overall vehicle resistance torque of the autonomous vehicle based on the overall vehicle driving resistance and the tire rolling radius of the autonomous vehicle; and to determine the sum of the recovery torque and the overall vehicle resistance torque to obtain the comprehensive torque of the autonomous vehicle.

[0106] In another possible implementation, the fourth determining module 504 is configured to: determine the net external force of the autonomous vehicle based on the mass of the autonomous vehicle and the first deceleration value; determine the recovery force of the autonomous vehicle based on the energy recovery torque and the tire rolling radius of the autonomous vehicle; determine the braking force of the autonomous vehicle based on the net external force, the vehicle's driving resistance, and the recovery force; and determine the braking torque of the autonomous vehicle based on the braking force and the tire rolling radius of the autonomous vehicle.

[0107] In this embodiment, the energy recovery torque is used to recover the energy generated by the deceleration of the autonomous vehicle; therefore, determining the braking torque of the autonomous vehicle based on the energy recovery torque can realize the recovery of energy during the deceleration process, thereby reducing the energy consumption of the autonomous vehicle and improving its economy.

[0108] It should be noted that the vehicle longitudinal control device provided in the above embodiments is only illustrated by the division of the above functional modules when performing vehicle longitudinal control. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the vehicle control device can be divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle longitudinal control device and the vehicle longitudinal control method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0109] Figure 6 This is a block diagram of a vehicle control device 600 provided in an embodiment of this application. Typically, the vehicle control device 600 includes a processor 601, a memory 602, a voice receiving device 603, and a controller 604. The processor 601 may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor 601 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). The processor 601 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor 601 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0110] The memory 602 may include one or more computer-readable storage media, which may be non-transitory. The memory 602 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 602 are used to store at least one instruction, which is executed by the processor 601 to implement the lighting control method provided in the method embodiments of this application.

[0111] In some embodiments, the vehicle control device 600 may also optionally include a peripheral device interface 605 and at least one peripheral device. The processor 601, memory 602, and peripheral device interface 605 can be connected via a bus or signal line. Each peripheral device can be connected to the peripheral device interface 605 via a bus, signal line, or circuit board. Specifically, the peripheral device includes at least one of a radio frequency circuit 606, an audio circuit 607, and a power supply 608.

[0112] Peripheral interface 605 can be used to connect at least one I / O (Input / Output) related peripheral device to processor 601 and memory 602. In some embodiments, processor 601, memory 602 and peripheral interface 605 are integrated on the same chip or circuit board; in some other embodiments, any one or two of processor 601, memory 602 and peripheral interface 605 can be implemented on separate chips or circuit boards, which is not limited in this embodiment.

[0113] The radio frequency (RF) circuit 606 is used to receive and transmit RF (Radio Frequency) signals, also known as electromagnetic signals. The RF circuit 606 communicates with communication networks and other communication devices via electromagnetic signals. The RF circuit 606 converts electrical signals into electromagnetic signals for transmission, or converts received electromagnetic signals into electrical signals. Optionally, the RF circuit 606 includes: an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a user identity module card, etc. The RF circuit 606 can communicate with other terminals through at least one wireless communication protocol. This wireless communication protocol includes, but is not limited to: metropolitan area networks (MANs), various generations of mobile communication networks (2G, 3G, 4G, and 6G), wireless local area networks (WLANs), and / or WiFi (Wireless Fidelity) networks. In some embodiments, the RF circuit 606 may also include circuitry related to NFC (Near Field Communication), which is not limited in this application.

[0114] The audio circuit 607 may include a microphone and a speaker. The microphone is used to collect sound waves from the user and the environment, converting them into electrical signals that are input to the processor 601 for processing, or to the radio frequency circuit 606 for voice communication. For stereo sound acquisition or noise reduction purposes, multiple microphones may be used, each positioned at a different location within the vehicle control device 600. The microphone may also be an array microphone or an omnidirectional microphone. The speaker is used to convert electrical signals from the processor 601 or the radio frequency circuit 606 into sound waves. The speaker may be a conventional diaphragm speaker or a piezoelectric ceramic speaker. When the speaker is a piezoelectric ceramic speaker, it can convert electrical signals not only into audible sound waves but also into inaudible sound waves for purposes such as distance measurement. In some embodiments, the audio circuit 607 may also include a headphone jack.

[0115] Power supply 608 is used to power the various components in vehicle control equipment 600. Power supply 608 can be AC ​​power, DC power, a disposable battery, or a rechargeable battery. When power supply 608 includes a rechargeable battery, the rechargeable battery can support wired or wireless charging. The rechargeable battery can also be used to support fast charging technology.

[0116] Those skilled in the art will understand that Figure 6 The structure shown does not constitute a limitation on the vehicle control device 600, and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0117] This application also provides a computer-readable storage medium storing at least one piece of program code, which is loaded and executed by a processor to implement the vehicle longitudinal control method described in any of the above implementations. Optionally, the storage medium may be a non-transitory computer-readable storage medium, such as ROM (Read-Only Memory), RAM (Random Access Memory), CD-ROM (Compact Disc Read-Only Memory), magnetic tape, floppy disk, and optical data storage device.

[0118] This application also provides a computer program product that stores at least one piece of program code, which is loaded and executed by a processor to implement the vehicle longitudinal control method shown in the above embodiments.

[0119] In some embodiments, the computer program product involved in this application may be deployed and executed on a vehicle control device, or on multiple vehicle control devices located in one location, or on multiple vehicle control devices distributed in multiple locations and interconnected through a communication network. Multiple vehicle control devices distributed in multiple locations and interconnected through a communication network may form a blockchain system.

[0120] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0121] The above description is only for the purpose of enabling those skilled in the art to understand the technical solution of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A vehicle longitudinal control method, characterized in that, The method includes: During the operation of an autonomous vehicle, the current first speed and first deceleration values ​​of the autonomous vehicle are determined based on the reference longitudinal control curve of the autonomous vehicle. The reference longitudinal control curve is used to represent the change of the displacement of the autonomous vehicle over time. Based on the first speed, an energy recovery torque matching the first speed is determined, the energy recovery torque being used to recover energy generated by decelerating the autonomous vehicle; Based on the first speed, the vehicle's driving resistance is determined when the driving speed of the autonomous vehicle is the first speed. Determine the driving scenario of the autonomous vehicle; if the driving scenario is a deceleration scenario, determine the braking torque of the autonomous vehicle based on the energy recovery torque, the vehicle driving resistance and the first deceleration value; The braking torque is used to perform longitudinal control of the autonomous vehicle; Determining the driving scenario of the autonomous vehicle includes: Based on the mass of the autonomous vehicle and the first deceleration value, the net external force of the autonomous vehicle is determined; based on the energy recovery torque, the vehicle's driving resistance, and the tire rolling radius of the autonomous vehicle, the comprehensive torque of the autonomous vehicle is determined; if the net external force is not less than the comprehensive torque, the driving scenario of the autonomous vehicle is determined to be a deceleration scenario.

2. The method according to claim 1, characterized in that, Determining the driving scenario of the autonomous vehicle as a deceleration scenario when the resultant external force is not less than the combined torque includes: If the net external force is not less than the combined torque, the driving scenario of the autonomous vehicle at the current moment is determined to be a deceleration scenario. Obtain driving scenarios of the autonomous vehicle at multiple historical moments; If both the current driving scenario and the driving scenarios at the multiple historical moments of the autonomous vehicle are deceleration scenarios, then the driving scenario of the autonomous vehicle is determined to be a deceleration scenario.

3. The method according to claim 1, characterized in that, The determination of the comprehensive torque of the autonomous vehicle based on the energy recovery torque, the vehicle's driving resistance, and the tire rolling radius of the autonomous vehicle includes: Based on the overall vehicle driving resistance and the tire rolling radius of the autonomous vehicle, the overall vehicle resistance torque of the autonomous vehicle is determined. The sum of the energy recovery torque and the vehicle drag torque is determined to obtain the comprehensive torque of the autonomous vehicle.

4. The method according to claim 1, characterized in that, Determining the braking torque of the autonomous vehicle based on the energy recovery torque, the vehicle's driving resistance, and the first deceleration value includes: Based on the mass of the autonomous vehicle and the first deceleration value, the net external force on the autonomous vehicle is determined; The recovery force of the autonomous vehicle is determined based on the energy recovery torque and the tire rolling radius of the autonomous vehicle. The braking force of the autonomous vehicle is determined based on the resultant external force, the vehicle's driving resistance, and the recovery force. The braking torque of the autonomous vehicle is determined based on the braking force and the tire rolling radius of the autonomous vehicle.

5. A vehicle longitudinal control device, characterized in that, The device includes: The first determining module is used to determine the current first speed and first deceleration value of the autonomous vehicle based on the reference longitudinal control curve of the autonomous vehicle during the driving process. The reference longitudinal control curve is used to represent the change of the displacement of the autonomous vehicle over time. The second determining module is used to determine an energy recovery torque that matches the first speed based on the first speed, the energy recovery torque being used to recover energy generated by decelerating the autonomous vehicle; The third determining module is used to determine the overall vehicle driving resistance when the driving speed of the autonomous vehicle is the first speed, based on the first speed. The fourth determining module is used to determine the driving scenario of the autonomous vehicle; when the driving scenario is a deceleration scenario, it determines the braking torque of the autonomous vehicle based on the energy recovery torque, the vehicle driving resistance and the first deceleration value. A control module is used to perform longitudinal control of the autonomous vehicle using the braking torque; The fourth determining module is used to determine the net external force of the autonomous vehicle based on the mass of the autonomous vehicle and the first deceleration value; to determine the comprehensive torque of the autonomous vehicle based on the energy recovery torque, the vehicle driving resistance and the tire rolling radius of the autonomous vehicle; and to determine the driving scenario of the autonomous vehicle as a deceleration scenario if the net external force is not less than the comprehensive torque.

6. A vehicle control device, characterized in that, The vehicle control device includes a processor and a memory, the memory storing at least one piece of program code, which is loaded and executed by the processor to implement the vehicle longitudinal control method as described in any one of claims 1 to 4.

7. A computer-readable storage medium, characterized in that, The storage medium stores at least one piece of program code, which is loaded and executed by a processor to implement the vehicle longitudinal control method as described in any one of claims 1 to 4.

8. A computer program product, characterized in that, The product stores at least one piece of program code, which is executed by a processor to implement the vehicle longitudinal control method as described in any one of claims 1 to 4.

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