Vehicle control method, electronic equipment and computer readable storage medium

Abstract

The invention discloses a vehicle control method, electronic equipment and a computer readable storage medium. The vehicle control method comprises the steps that the gradient of the position where a target vehicle is located, the required acceleration of the target vehicle and the actual acceleration of the target vehicle are obtained; in response to the situation that the required acceleration is smaller than 0, the gradient is larger than a first downhill gradient threshold value, and the difference value between the required acceleration and the actual acceleration meets a preset acceleration error condition, downhill acceleration compensation is conducted on the target vehicle, so that the target vehicle is decelerated; the first downhill gradient threshold value is greater than 0; in response to the situation that the required acceleration is smaller than 0 and the gradient is smaller than a first upslope gradient threshold value, upslope acceleration compensation is conducted on the target vehicle, so that the target vehicle is decelerated; the first upslope gradient threshold value is smaller than 0. Based on the mode, the reliability of vehicle control can be improved.

Description

Technical Field

[0001] The present application relates to the field of control technology, and in particular to a vehicle control method, an electronic device, and a computer-readable storage medium. Background Art

[0002] In the prior art, a feedforward compensation method, i.e., an open-loop compensation method, is usually adopted to perform acceleration compensation on the vehicle so that when the actual acceleration of the vehicle is different from the required acceleration input by the user, the requested acceleration of the vehicle is compensated accordingly relative to the required acceleration, thereby achieving vehicle speed control.

[0003] The defect of the prior art is that when the vehicle is going uphill or downhill, the corresponding acceleration compensation control of the vehicle is not performed on the basis of considering the actual slope conditions corresponding to the uphill or downhill, resulting in unstable or poor driving comfort of the vehicle under different slope conditions. In summary, the reliability of the existing vehicle control is low. Summary of the invention

[0004] The main technical problem solved by this application is how to improve the reliability of vehicle control.

[0005] In order to solve the above technical problems, the first technical solution adopted in the present application is: a vehicle control method, comprising: obtaining the slope of the target vehicle's position, the required acceleration of the target vehicle and the actual acceleration of the target vehicle; in response to the required acceleration being less than 0 and the slope being greater than a first downhill slope threshold, and the difference between the required acceleration and the actual acceleration satisfying a preset acceleration error condition, performing downhill acceleration compensation on the target vehicle so that the target vehicle decelerates; the first downhill slope threshold is greater than 0; in response to the required acceleration being less than 0 and the slope being less than a first uphill slope threshold, performing uphill acceleration compensation on the target vehicle so that the target vehicle decelerates; the first uphill slope threshold is less than 0.

[0006] Among them, in response to the required acceleration being greater than the preset required acceleration threshold, the downhill acceleration compensation or the uphill acceleration compensation is stopped; the preset required acceleration threshold is greater than 0; in response to the slope being less than the second downhill slope threshold, the downhill acceleration compensation is stopped; the second downhill slope threshold is greater than 0 and less than the first downhill slope threshold; in response to the slope being greater than the second uphill slope threshold, the uphill acceleration compensation is stopped; the second uphill slope threshold is less than 0 and greater than the first downhill slope threshold.

[0007] Among them, obtaining the slope of the target vehicle's position, the required acceleration of the target vehicle and the actual acceleration of the target vehicle includes: obtaining the slope of the target vehicle's position, the required acceleration of the target vehicle and the actual acceleration of the target vehicle at each preset time interval; the vehicle control method also includes: in response to the difference between the required acceleration and the actual acceleration obtained for a consecutive preset number of times being greater than a preset acceleration error threshold, determining that the difference between the required acceleration and the actual acceleration meets a preset acceleration error condition.

[0008] Among them, downhill acceleration compensation is closed-loop compensation, and uphill acceleration compensation is open-loop compensation.

[0009] Among them, downhill acceleration compensation is performed on the target vehicle, including: based on the required acceleration, the actual acceleration and the slope, a closed-loop compensation process is performed to obtain a closed-loop compensation value; in response to the sum of the required acceleration and the closed-loop compensation value being greater than 0, the requested acceleration of the target vehicle is controlled to be a preset acceleration; the preset acceleration is less than 0; in response to the sum of the required acceleration and the closed-loop compensation value being less than 0, the requested acceleration of the target vehicle is controlled to be the sum of the required acceleration and the closed-loop compensation value.

[0010] Among them, uphill acceleration compensation is performed on the target vehicle, including: in response to the difference between the required acceleration and the gravity acceleration component being greater than 0, the requested acceleration of the target vehicle is controlled to be a preset acceleration; the preset acceleration is less than 0; in response to the difference between the required acceleration and the gravity acceleration component being less than 0, the requested acceleration of the target vehicle is controlled to be the sum of the required acceleration and the gravity acceleration component; when the slope is greater than 0, the gravity acceleration component is greater than 0.

[0011] Among them, the vehicle control method also includes: performing low-pass filtering and / or mean filtering based on the slope to update the slope; and / or performing low-pass filtering and / or mean filtering based on the actual acceleration to update the actual acceleration.

[0012] In which, in response to the required acceleration being greater than a preset required acceleration threshold, the downhill acceleration compensation or the uphill acceleration compensation is stopped, including: in response to the required acceleration being greater than a preset required acceleration threshold, the downhill acceleration compensation or the uphill acceleration compensation is stopped, and the target vehicle is controlled to accelerate.

[0013] In order to solve the above technical problems, the second technical solution adopted in the present application is: an electronic device, comprising: a memory and a processor; the memory is used to store program instructions, and the processor is used to execute the program instructions to implement the above method.

[0014] In order to solve the above technical problems, the third technical solution adopted in the present application is: a computer-readable storage medium, which stores program instructions, and the above method is implemented when the program instructions are executed by a processor.

[0015] The beneficial effect of the present application lies in that, different from the prior art, in the technical solution of the present application, the slope of the position of the target vehicle, the required acceleration of the target vehicle and the actual acceleration of the target vehicle are obtained; in response to the required acceleration being less than 0 and the slope being greater than a first downhill slope threshold, and the difference between the required acceleration and the actual acceleration satisfying a preset acceleration error condition, downhill acceleration compensation is performed on the target vehicle to decelerate the target vehicle; the first downhill slope threshold is greater than 0; in response to the required acceleration being less than 0 and the slope being less than a first uphill slope threshold, uphill acceleration compensation is performed on the target vehicle to decelerate the target vehicle; the first uphill slope threshold is less than 0. Based on the above method, when the required acceleration is less than 0 and the slope is greater than the first downhill slope threshold, it can be determined that the vehicle is in a downhill state with a sufficiently steep slope and needs to decelerate. At this time, it can be further determined whether the difference between the required acceleration and the actual acceleration satisfies the preset acceleration error condition. If the acceleration error condition is satisfied, downhill acceleration compensation can be performed on the target vehicle. Similarly, when the required acceleration is less than 0 and the slope is less than the first uphill slope threshold, it can be determined that the vehicle is in an uphill state with a sufficiently steep slope and needs to decelerate. At this time, uphill acceleration compensation can be performed on the target vehicle. That is, only when the target vehicle is in an uphill state or a downhill state and the slope is sufficiently steep can corresponding acceleration compensation be considered. If the target vehicle is in a downhill state, it is also necessary to additionally determine whether the difference between the accelerations satisfies the acceleration error condition. If so, whether corresponding acceleration compensation can be considered. In summary, the above processing can be used to determine whether the target vehicle is in a situation where downhill acceleration compensation or uphill acceleration compensation is required based on the slope, required acceleration and actual acceleration respectively corresponding to the target vehicle, so as to make a decision on whether to perform corresponding acceleration compensation. This can reduce the possibility of increased difficulty in controlling the target vehicle due to unreasonable decisions on whether to perform acceleration compensation when the steepness of the slope is small or the difference between the required acceleration and the actual acceleration is small, that is, when the user can already stably control the target vehicle, thereby improving the control comfort and safety of the target vehicle and improving the reliability of vehicle control. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0017] Figure 1It is a flow chart of an embodiment of the vehicle control method of the present application;

[0018] Figure 2 It is a structural schematic diagram of an embodiment of the vehicle control device of the present application;

[0019] Figure 3 It is a schematic diagram of the structure of an embodiment of the electronic device of the present application;

[0020] Figure 4 It is a structural diagram of an embodiment of the computer-readable storage medium of the present application. DETAILED DESCRIPTION

[0021] The present application is further described in detail below in conjunction with the accompanying drawings and examples. It is particularly noted that the following examples are only used to illustrate the present application, but are not intended to limit the scope of the present application. Similarly, the following examples are only some embodiments of the present application rather than all embodiments, and all other embodiments obtained by those of ordinary skill in the art without making creative work are within the scope of protection of the present application.

[0022] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0023] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "install", "set", "connect", and "connect" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or connected through an intermediate medium. For ordinary technicians in this field, the above-mentioned specific meanings belonging to this application can be connected according to specific circumstances.

[0024] This application proposes a vehicle control method, see Figure 1 , Figure 1 FIG. 1 is a flow chart of an embodiment of the vehicle control method of the present application. Figure 1 As shown, the vehicle control method includes:

[0025] Step S11: Obtain the slope of the target vehicle's location, the target vehicle's required acceleration, and the target vehicle's actual acceleration.

[0026] Among them, see Figure 2 , Figure 2is a schematic diagram of the structure of an embodiment of the vehicle control device of the present application, such as Figure 2 As shown, the vehicle control device 10 may include an acquisition module 11, a decision module 12, a signal processing module 13 and an acceleration compensation module 14. The vehicle control device 10 may specifically refer to an electronic stability control (ESC) device, or a part integrated in an ADAS planning control module for assisting the ESC device in controlling, or a processing device arranged in a target vehicle in other forms, which is not limited here.

[0027] The acquisition module 11 may specifically include a sensor and an ADAS (Advanced Driving Assistance System) planning control module. The sensor may include at least an inertial sensor or an actual acceleration sensor or other types of sensors. The inertial sensor may specifically refer to an inertial measurement unit (Inertial Measurement Unit) for detecting the slope of the target vehicle. The actual acceleration sensor can be used to obtain the actual acceleration of the target vehicle. The ADAS planning control module can be specifically used to calculate the corresponding required acceleration according to the user's operation.

[0028] The slope of the target vehicle's position, the required acceleration of the target vehicle, and the actual acceleration of the target vehicle can be obtained through the corresponding devices mentioned above or other types of devices. It should be noted that a slope greater than 0 can represent that the target vehicle is in a downhill state, and a slope less than 0 can represent that the target vehicle is in an uphill state. The absolute value of the slope is positively correlated with the steepness of the slope, that is, the greater the absolute value of the slope, the steeper it is. The required acceleration can specifically be the acceleration required by the user based on the corresponding operation (such as foot brake) input, and the requested acceleration can be set based on the required acceleration, and the motion control device (such as engine) of the target vehicle can be controlled based on the requested acceleration. The actual acceleration is the actual acceleration of the target vehicle when it moves under the control of the requested acceleration.

[0029] Step S12: In response to the required acceleration being less than 0, the slope being greater than the first downhill slope threshold, and the difference between the required acceleration and the actual acceleration satisfying a preset acceleration error condition, downhill acceleration compensation is performed on the target vehicle to decelerate the target vehicle.

[0030] Among them, the first downhill slope threshold is greater than 0.

[0031] The decision module 12 can be used to execute step S12 and step S13 to perform corresponding decision processing based on the data acquired by the acquisition module 11. Step S12 and step S13 are in a parallel relationship of selective execution, rather than a sequential relationship.

[0032] When the required acceleration is less than 0, it means that the user needs the target vehicle to decelerate. At this time, if it is further detected that the slope is greater than the first downhill slope threshold, and the difference between the required acceleration and the actual acceleration meets the preset acceleration error condition, it means that the target vehicle is in a downhill state and the absolute value of the corresponding slope is large. The downhill is steeper, which can trigger the acceleration compensation module 14 to compensate for the corresponding acceleration of the target vehicle when it is in a downhill state, that is, to perform downhill acceleration compensation.

[0033] Performing corresponding acceleration compensation when the downhill slope is steeper can effectively improve the stability of the target vehicle during movement, and improve the degree of similarity between the actual acceleration of the target vehicle and the required acceleration required by the user, thereby improving the driving reliability of the target vehicle.

[0034] Step S13: In response to the required acceleration being less than 0 and the slope being less than a first uphill slope threshold, uphill acceleration compensation is performed on the target vehicle to decelerate the target vehicle.

[0035] Among them, the first uphill slope threshold is less than 0.

[0036] When the required acceleration is less than 0, it means that the user needs the target vehicle to accelerate. At this time, if it is further detected that the slope is less than the first uphill slope threshold, it means that the target vehicle is in an uphill state and the absolute value of the corresponding slope is large. The uphill is steeper, which can trigger the acceleration compensation module 14 to compensate for the corresponding acceleration when the target vehicle is in an uphill state, that is, to perform uphill acceleration compensation.

[0037] Performing corresponding acceleration compensation when the uphill slope is relatively steep can effectively improve the stability of the target vehicle during movement, and improve the degree of similarity between the actual acceleration of the target vehicle and the required acceleration required by the user, thereby improving the driving reliability of the target vehicle.

[0038] Based on the above method, it is possible to determine whether the target vehicle is in a situation where downhill acceleration compensation or uphill acceleration compensation is required based on the slope, required acceleration and actual acceleration respectively corresponding to the target vehicle, so as to make a decision on whether to perform corresponding acceleration compensation. This can reduce the possibility of increased difficulty in controlling the target vehicle due to unreasonable decisions on whether to perform acceleration compensation when the steepness of the slope is small or the difference between the required acceleration and the actual acceleration is small, that is, when the user can already stably control the target vehicle, thereby improving the control comfort and safety of the target vehicle and improving the reliability of vehicle control.

[0039] Different from the prior art, in the technical solution of the present application, the slope of the target vehicle's position, the required acceleration of the target vehicle and the actual acceleration of the target vehicle are obtained; in response to the required acceleration being less than 0 and the slope being greater than a first downhill slope threshold, and the difference between the required acceleration and the actual acceleration satisfying a preset acceleration error condition, downhill acceleration compensation is performed on the target vehicle to decelerate the target vehicle; the first downhill slope threshold is greater than 0; in response to the required acceleration being less than 0 and the slope being less than a first uphill slope threshold, uphill acceleration compensation is performed on the target vehicle to decelerate the target vehicle; the first uphill slope threshold is less than 0. Based on the above method, when the required acceleration is less than 0 and the slope is greater than the first downhill slope threshold, it can be determined that the vehicle is in a downhill state with a sufficiently steep slope and needs to decelerate. At this time, it can be further determined whether the difference between the required acceleration and the actual acceleration satisfies the preset acceleration error condition. If the acceleration error condition is satisfied, downhill acceleration compensation can be performed on the target vehicle. Similarly, when the required acceleration is less than 0 and the slope is less than the first uphill slope threshold, it can be determined that the vehicle is in an uphill state with a sufficiently steep slope and needs to decelerate. At this time, uphill acceleration compensation can be performed on the target vehicle. That is, only when the target vehicle is in an uphill state or a downhill state and the slope is sufficiently steep can corresponding acceleration compensation be considered. If the target vehicle is in a downhill state, it is also necessary to additionally determine whether the difference between the accelerations satisfies the acceleration error condition. If so, whether corresponding acceleration compensation can be considered. In summary, the above processing can be used to determine whether the target vehicle is in a situation where downhill acceleration compensation or uphill acceleration compensation is required based on the slope, required acceleration and actual acceleration respectively corresponding to the target vehicle, so as to make a decision on whether to perform corresponding acceleration compensation. This can reduce the possibility of increased difficulty in controlling the target vehicle due to unreasonable decisions on whether to perform acceleration compensation when the steepness of the slope is small or the difference between the required acceleration and the actual acceleration is small, that is, when the user can already stably control the target vehicle, thereby improving the control comfort and safety of the target vehicle and improving the reliability of vehicle control.

[0040] In one embodiment, in response to the required acceleration being greater than a preset required acceleration threshold, the downhill acceleration compensation or the uphill acceleration compensation is stopped, wherein the preset required acceleration threshold is greater than zero.

[0041] In response to the slope being less than a second downhill slope threshold, downhill acceleration compensation is stopped, wherein the second downhill slope threshold is greater than 0 and less than the first downhill slope threshold.

[0042] In response to the slope being greater than a second uphill slope threshold, the uphill acceleration compensation is stopped, wherein the second uphill slope threshold is less than 0 and greater than the first downhill slope threshold.

[0043] Specifically, first, in response to the required acceleration being greater than the preset required acceleration threshold, the downhill acceleration compensation or uphill acceleration compensation is stopped, which may specifically include: in response to the required acceleration being greater than the preset required acceleration threshold, the downhill acceleration compensation or uphill acceleration compensation is stopped, and the target vehicle is controlled to accelerate. When the required acceleration is greater than 0, it means that the user needs the target vehicle to accelerate, and at this time, the downhill acceleration compensation or uphill acceleration compensation performed by the acceleration compensation module 14 can be stopped, and the corresponding VCU (Vehicle Control Unit) can be triggered to perform acceleration control.

[0044] Second, for example, assuming that the first downhill slope threshold is 2 and the second downhill slope threshold is 1, when it is detected that the required acceleration is less than 0 and the slope is greater than 2, and the difference between the required acceleration and the actual acceleration meets the preset acceleration error condition, the target vehicle is subjected to downhill acceleration compensation, so that the target vehicle is decelerated, and when it is detected that the slope is less than 1, the downhill acceleration compensation is stopped. Based on this method, the downhill acceleration compensation can be turned on when the downhill slope is large, and the downhill acceleration compensation is maintained before the slope slows down but the slope is still not less than the second downhill slope threshold that is smaller than the first downhill slope threshold, so as to reduce the possibility of stopping the downhill acceleration compensation when the slope slows down slightly but not sufficiently, and further improve the reliability of vehicle control.

[0045] Third, for example, assuming that the first uphill slope threshold is -2 and the second uphill slope threshold is -1, when it is detected that the required acceleration is less than 0 and the slope is less than -2, the uphill acceleration compensation is performed on the target vehicle to decelerate the target vehicle, and when it is detected that the slope is greater than -1, the uphill acceleration compensation is stopped. Based on this method, the uphill acceleration compensation can be turned on when the uphill slope is large, and the uphill acceleration compensation is maintained before the slope slows down but the slope is still not greater than the second uphill slope threshold that is greater than the first uphill slope threshold, so as to reduce the possibility of stopping the uphill acceleration compensation when the slope slows down slightly but not enough, and further improve the reliability of vehicle control.

[0046] In one embodiment, step S11 may specifically include:

[0047] At each preset time interval, the slope of the target vehicle, the required acceleration of the target vehicle, and the actual acceleration of the target vehicle are obtained.

[0048] The vehicle control method further includes:

[0049] In response to the difference between the required acceleration and the actual acceleration obtained for a consecutive preset number of times being greater than a preset acceleration error threshold, it is determined that the difference between the required acceleration and the actual acceleration meets a preset acceleration error condition.

[0050] Specifically, one frame may be set for each preset time interval, and the slope of the target vehicle's position, the required acceleration of the target vehicle, and the actual acceleration of the target vehicle at the frame moment are respectively obtained in each frame.

[0051] If the difference between the required acceleration and the actual acceleration obtained for a preset number of consecutive frames is greater than the preset acceleration error threshold, it can be determined that the difference between the required acceleration and the actual acceleration meets the preset acceleration error condition.

[0052] The preset number of times may be any value among 3, 10, 20 and other times, and is not limited here.

[0053] Based on the above method, the possibility of judging that the preset acceleration error condition is met when the difference between the required acceleration and the actual acceleration of the target vehicle accidentally exceeds the preset acceleration error threshold can be reduced, thereby improving the accuracy of judging whether the preset acceleration error condition is currently met, thereby improving the accuracy of vehicle control.

[0054] In one embodiment, the downhill acceleration compensation is a closed-loop compensation, and the uphill acceleration compensation is an open-loop compensation.

[0055] Specifically, since it is necessary to prioritize maintaining the accuracy of target vehicle control when going downhill in order to improve the accuracy of target vehicle control, the acceleration compensation module 14 is triggered to perform closed-loop control to achieve downhill acceleration compensation when going downhill, which can effectively improve the stability and safety of the target vehicle when going downhill.

[0056] When going uphill, it is necessary to prioritize the timeliness of the target vehicle control to improve the response speed of the target vehicle. Therefore, by triggering the acceleration compensation module 14 to perform open-loop control to achieve uphill acceleration compensation when going uphill, the efficiency of the target vehicle when going uphill can be effectively improved.

[0057] Based on the above method, the reliability of vehicle control can be effectively improved.

[0058] Optionally, performing downhill acceleration compensation on the target vehicle in step S12 may specifically include:

[0059] Based on the required acceleration, actual acceleration and slope, closed-loop compensation processing is performed to obtain a closed-loop compensation value.

[0060] In response to the sum of the required acceleration and the closed-loop compensation value being greater than 0, the requested acceleration of the target vehicle is controlled to be a preset acceleration, wherein the preset acceleration is less than 0.

[0061] In response to the sum of the required acceleration and the closed-loop compensation value being less than 0, the requested acceleration of the control target vehicle is controlled to be the sum of the required acceleration and the closed-loop compensation value.

[0062] Specifically, based on the required acceleration, the actual acceleration and the slope, the closed-loop compensation process is performed to obtain the closed-loop compensation value, which can be specifically shown as follows:

[0063] a_off1=kp*(a_er)+ki(a_er)+kd(a_er)

[0064] a_off2=k_spf*(-a_g)

[0065] a_off3=a_sc*(k5*a_off1+k6*a_off2)

[0066] a_g=g*sin(sp)*k_sp

[0067] Wherein, a_off3 is the closed-loop compensation value, kp, ki, kd, k_spf, a_sc, k5, and k6 are the corresponding preset parameters, k_spf is positively correlated with the absolute value of the slope, a_sc is positively correlated with the absolute value of the actual acceleration, a_er is the difference between the required acceleration and the actual acceleration, the difference between the required acceleration and the actual acceleration is the value obtained by subtracting the actual acceleration from the required acceleration, g is the acceleration of gravity, sp is the slope, k_sp is the corresponding preset parameter, and k_sp is proportional to the absolute value of the slope.

[0068] In response to the sum of the demand acceleration and the closed-loop compensation value being greater than 0, the requested acceleration of the target vehicle is controlled to be a preset acceleration, wherein the preset acceleration is less than 0, for example, it can be -0.001 m / s2, and in response to the sum of the demand acceleration and the closed-loop compensation value being less than 0, the requested acceleration of the target vehicle is controlled to be the sum of the demand acceleration and the closed-loop compensation value. When downhill acceleration compensation is required, the required acceleration can be compensated for accordingly in combination with information related to the current slope, actual acceleration and demand acceleration of the target vehicle (such as a_er, k_spf and a_sc), so that the actual acceleration of the target vehicle whose movement is directly controlled based on the requested acceleration is closer to the required acceleration under the processing of factors combined with the actual scenario of the target vehicle, thereby reducing the driving difficulty of users, improving the safety and stability of the target vehicle, and improving the reliability of vehicle control.

[0069] Optionally, performing uphill acceleration compensation on the target vehicle in step S13 may specifically include:

[0070] In response to the difference between the required acceleration and the gravity acceleration component being greater than 0, the requested acceleration of the target vehicle is controlled to be a preset acceleration, wherein the preset acceleration is less than 0.

[0071] In response to the difference between the required acceleration and the gravity acceleration component being less than 0, the requested acceleration of the control target vehicle is controlled to be the sum of the required acceleration and the gravity acceleration component. When the slope is greater than 0, the gravity acceleration component is greater than 0.

[0072] Specifically, the gravitational acceleration component may be a_g as described in the previous embodiment.

[0073] In response to the difference value obtained by subtracting the gravity acceleration component from the demand acceleration being greater than 0, the requested acceleration of the target vehicle is controlled to be a preset acceleration, wherein the preset acceleration is less than 0, for example, may be -0.001 m / s2, and in response to the difference value obtained by subtracting the gravity acceleration component from the demand acceleration being less than 0, the requested acceleration of the target vehicle is controlled to be the sum of the demand acceleration and the gravity acceleration component, and when uphill acceleration compensation is required, corresponding open-loop compensation can be performed on the demand acceleration so that the actual acceleration of the target vehicle directly controlled based on the requested acceleration can approach the demand acceleration, thereby reducing the driving difficulty for users, improving the safety and stability of the target vehicle, and improving the reliability of vehicle control.

[0074] In one embodiment, the vehicle control method further includes:

[0075] Low-pass filtering and / or mean filtering are performed based on the slope to update the slope.

[0076] and / or,

[0077] A low-pass filter process and / or a mean filter process are performed based on the actual acceleration to update the actual acceleration.

[0078] Specifically, the signal processing module 13 can be used to perform the above filtering process, and the acceleration compensation module 14 can determine the corresponding preset parameter k_sp based on the slope obtained after filtering process, and determine the corresponding preset parameter a_sc based on the actual acceleration obtained after filtering process.

[0079] Based on the slope, low-pass filtering and / or mean filtering are performed to update the slope, which may be specifically as follows:

[0080] spf1(n)=k_sl*sp+(1-k_sl)*spf1(n-1)

[0081]

[0082] spf(n)=k1*spf1(n)+k2*spf2(n)

[0083] Wherein, spf(n) is the slope obtained after filtering, k_sl, k1 and k2 are the corresponding preset parameters, spf1(n-1) is the slope after low-pass filtering of the previous frame of the frame to which spf1(n) belongs, spf1(n) is the slope after low-pass filtering, and spf2(n) is the slope after mean filtering.

[0084] Based on the actual acceleration, low-pass filtering and / or mean filtering are performed to update the actual acceleration, which can be specifically shown as follows:

[0085] vaf1(n)=k_vl*va+(1-k_vl)*vaf1(n-1)

[0086]

[0087] vaf(n)=k3*vaf1(n)+k4*vaf2(n)

[0088] Wherein, vaf(n) is the actual acceleration after filtering, k_vl, k3 and k4 are the corresponding preset parameters, vaf1(n-1) is the actual acceleration after low-pass filtering of the previous frame of the frame to which vaf1(n) belongs, vaf1(n) is the actual acceleration after low-pass filtering, and vaf2(n) is the actual acceleration after mean filtering.

[0089] This application also proposes an electronic device, see Figure 3 , Figure 3 is a schematic diagram of the structure of an embodiment of the electronic device of the present application, such as Figure 3 As shown, the electronic device 20 includes a processor 21 , a memory 22 and a bus 23 .

[0090] The processor 21 and the memory 22 are connected to the bus 23 respectively. The memory 22 stores program instructions. The processor 21 is used to execute the program instructions to implement the vehicle control method in the above embodiment.

[0091] In this embodiment, the processor 21 may also be referred to as a CPU (Central Processing Unit). The processor 21 may be an integrated circuit chip having signal processing capabilities. The processor 21 may also be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components. A general-purpose processor may be a microprocessor or the processor 21 may also be any conventional processor, etc.

[0092] Different from the prior art, in the technical solution of the present application, the slope of the target vehicle's position, the required acceleration of the target vehicle and the actual acceleration of the target vehicle are obtained; in response to the required acceleration being less than 0 and the slope being greater than a first downhill slope threshold, and the difference between the required acceleration and the actual acceleration satisfying a preset acceleration error condition, downhill acceleration compensation is performed on the target vehicle to decelerate the target vehicle; the first downhill slope threshold is greater than 0; in response to the required acceleration being less than 0 and the slope being less than a first uphill slope threshold, uphill acceleration compensation is performed on the target vehicle to decelerate the target vehicle; the first uphill slope threshold is less than 0. Based on the above method, when the required acceleration is less than 0 and the slope is greater than the first downhill slope threshold, it can be determined that the vehicle is in a downhill state with a sufficiently steep slope and needs to decelerate. At this time, it can be further determined whether the difference between the required acceleration and the actual acceleration satisfies the preset acceleration error condition. If the acceleration error condition is satisfied, downhill acceleration compensation can be performed on the target vehicle. Similarly, when the required acceleration is less than 0 and the slope is less than the first uphill slope threshold, it can be determined that the vehicle is in an uphill state with a sufficiently steep slope and needs to decelerate. At this time, uphill acceleration compensation can be performed on the target vehicle. That is, only when the target vehicle is in an uphill state or a downhill state and the slope is sufficiently steep can corresponding acceleration compensation be considered. If the target vehicle is in a downhill state, it is also necessary to additionally determine whether the difference between the accelerations satisfies the acceleration error condition. If so, whether corresponding acceleration compensation can be considered. In summary, the above processing can be used to determine whether the target vehicle is in a situation where downhill acceleration compensation or uphill acceleration compensation is required based on the slope, required acceleration and actual acceleration respectively corresponding to the target vehicle, so as to make a decision on whether to perform corresponding acceleration compensation. This can reduce the possibility of increased difficulty in controlling the target vehicle due to unreasonable decisions on whether to perform acceleration compensation when the steepness of the slope is small or the difference between the required acceleration and the actual acceleration is small, that is, when the user can already stably control the target vehicle, thereby improving the control comfort and safety of the target vehicle and improving the reliability of vehicle control.

[0093] This application also proposes a computer-readable storage medium, see Figure 4 , Figure 4 is a schematic diagram of the structure of an embodiment of the computer-readable storage medium of the present application. Figure 4 As shown, the computer-readable storage medium 30 stores program instructions 31 thereon, and when the program instructions 31 are executed by a processor (not shown), the vehicle control method in the above embodiment is implemented.

[0094] The computer-readable storage medium 30 of this embodiment can be, but is not limited to, a USB flash drive, an SD card, a PD optical drive, a mobile hard disk, a large-capacity floppy drive, a flash memory, a multimedia memory card, a server, a storage unit in an FPGA or an ASIC, etc.

[0095] Different from the prior art, in the technical solution of the present application, the slope of the target vehicle's position, the required acceleration of the target vehicle and the actual acceleration of the target vehicle are obtained; in response to the required acceleration being less than 0 and the slope being greater than a first downhill slope threshold, and the difference between the required acceleration and the actual acceleration satisfying a preset acceleration error condition, downhill acceleration compensation is performed on the target vehicle to decelerate the target vehicle; the first downhill slope threshold is greater than 0; in response to the required acceleration being less than 0 and the slope being less than a first uphill slope threshold, uphill acceleration compensation is performed on the target vehicle to decelerate the target vehicle; the first uphill slope threshold is less than 0. Based on the above method, when the required acceleration is less than 0 and the slope is greater than the first downhill slope threshold, it can be determined that the vehicle is in a downhill state with a sufficiently steep slope and needs to decelerate. At this time, it can be further determined whether the difference between the required acceleration and the actual acceleration satisfies the preset acceleration error condition. If the acceleration error condition is satisfied, downhill acceleration compensation can be performed on the target vehicle. Similarly, when the required acceleration is less than 0 and the slope is less than the first uphill slope threshold, it can be determined that the vehicle is in an uphill state with a sufficiently steep slope and needs to decelerate. At this time, uphill acceleration compensation can be performed on the target vehicle. That is, only when the target vehicle is in an uphill state or a downhill state and the slope is sufficiently steep can corresponding acceleration compensation be considered. If the target vehicle is in a downhill state, it is also necessary to additionally determine whether the difference between the accelerations satisfies the acceleration error condition. If so, whether corresponding acceleration compensation can be considered. In summary, the above processing can be used to determine whether the target vehicle is in a situation where downhill acceleration compensation or uphill acceleration compensation is required based on the slope, required acceleration and actual acceleration respectively corresponding to the target vehicle, so as to make a decision on whether to perform corresponding acceleration compensation. This can reduce the possibility of increased difficulty in controlling the target vehicle due to unreasonable decisions on whether to perform acceleration compensation when the steepness of the slope is small or the difference between the required acceleration and the actual acceleration is small, that is, when the user can already stably control the target vehicle, thereby improving the control comfort and safety of the target vehicle and improving the reliability of vehicle control.

[0096] In the description of the present application, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradicting each other.

[0097] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0098] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, segment or portion of code that includes one or more executable instructions for implementing the steps of a specific logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in the reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0099] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing the logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device or apparatus (which can be a personal computer, server, network device or other system that can fetch instructions from the instruction execution system, device or apparatus and execute the instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purpose of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus or in combination with these instruction execution systems, devices or apparatuses. More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection with one or more wires (electronic device), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways if necessary, and then stored in a computer memory.

[0100] The above description is only an implementation method of the present application, and does not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly used in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A vehicle control method, characterized in that: include: Obtaining the slope of the target vehicle, the required acceleration of the target vehicle, and the actual acceleration of the target vehicle; In response to the required acceleration being less than 0, the slope being greater than a first downhill slope threshold, and the difference between the required acceleration and the actual acceleration satisfying a preset acceleration error condition, performing downhill acceleration compensation on the target vehicle so that the target vehicle decelerates; wherein the first downhill slope threshold is greater than 0; In response to the required acceleration being less than 0 and the slope being less than a first uphill slope threshold, uphill acceleration compensation is performed on the target vehicle so that the target vehicle decelerates; wherein the first uphill slope threshold is less than 0.

2. The vehicle control method according to claim 1, characterized in that: In response to the required acceleration being greater than a preset required acceleration threshold, stopping the downhill acceleration compensation or the uphill acceleration compensation; wherein the preset required acceleration threshold is greater than 0; In response to the slope being less than a second downhill slope threshold, stopping the downhill acceleration compensation; wherein the second downhill slope threshold is greater than 0 and less than the first downhill slope threshold; In response to the slope being greater than a second uphill slope threshold, the uphill acceleration compensation is stopped; wherein the second uphill slope threshold is less than 0 and greater than the first downhill slope threshold.

3. The vehicle control method according to claim 1 or 2, characterized in that: The step of obtaining the slope of the target vehicle, the required acceleration of the target vehicle, and the actual acceleration of the target vehicle includes: At each preset time interval, the slope of the target vehicle, the required acceleration of the target vehicle, and the actual acceleration of the target vehicle are obtained; The vehicle control method further includes: In response to the difference between the required acceleration and the actual acceleration obtained for a consecutive preset number of times being greater than a preset acceleration error threshold, it is determined that the difference between the required acceleration and the actual acceleration meets a preset acceleration error condition.

4. The vehicle control method according to claim 1 or 2, characterized in that: The downhill acceleration compensation is a closed-loop compensation, and the uphill acceleration compensation is an open-loop compensation.

5. The vehicle control method according to claim 4, characterized in that: The performing downhill acceleration compensation on the target vehicle comprises: Performing closed-loop compensation processing based on the required acceleration, the actual acceleration and the slope to obtain a closed-loop compensation value; In response to the sum of the required acceleration and the closed-loop compensation value being greater than 0, controlling the requested acceleration of the target vehicle to be a preset acceleration; wherein the preset acceleration is less than 0; In response to the sum of the required acceleration and the closed-loop compensation value being less than 0, the requested acceleration of the target vehicle is controlled to be the sum of the required acceleration and the closed-loop compensation value.

6. The vehicle control method according to claim 4, characterized in that: The performing uphill acceleration compensation on the target vehicle comprises: In response to the difference between the required acceleration and the gravity acceleration component being greater than 0, controlling the requested acceleration of the target vehicle to be a preset acceleration; wherein the preset acceleration is less than 0; In response to the difference between the required acceleration and the gravity acceleration component being less than 0, the requested acceleration of the target vehicle is controlled to be the sum of the required acceleration and the gravity acceleration component; when the slope is greater than 0, the gravity acceleration component is greater than 0.

7. The vehicle control method according to claim 1 or 2, characterized in that: The vehicle control method further includes: Perform low-pass filtering and / or mean filtering based on the slope to update the slope; and / or, Low-pass filtering and / or mean filtering are performed based on the actual acceleration to update the actual acceleration.

8. The vehicle control method according to claim 2, characterized in that: In response to the required acceleration being greater than a preset required acceleration threshold, stopping the downhill acceleration compensation or the uphill acceleration compensation comprises: In response to the required acceleration being greater than a preset required acceleration threshold, the downhill acceleration compensation or the uphill acceleration compensation is stopped, and the target vehicle is controlled to accelerate.

9. An electronic device, characterized in that: include: Memory and processor; The memory is used to store program instructions, and the processor is used to execute the program instructions to implement the method according to any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores program instructions, and when the program instructions are executed by a processor, the method according to any one of claims 1 to 8 is implemented.

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