Method, system and equipment for calculating integral coefficient in PID (Proportion Integration Differentiation) control and medium

Abstract

A method, system, device and medium for calculating an integral coefficient in PID control relates to the technical field of PID control, and specifically comprises the following steps: acquiring a real-time vehicle speed and a target vehicle speed of a target vehicle; when it is detected that the real-time vehicle speed is smaller than a preset vehicle speed threshold value, a preset obstacle road surface integral increment value is subjected to integral processing, and a first weight value is obtained; when it is detected that the real-time vehicle speed is larger than or equal to a preset vehicle speed threshold value, a preset flat road surface integral increment value is subjected to integral processing, and a second weight value is obtained; a target integral coefficient is determined based on the first weight or the second weight and the real-time vehicle speed, the target vehicle speed and a preset target mapping relation under different road surfaces, and the target mapping relation is the mapping relation among the target vehicle speed, the absolute value of the difference value between the target vehicle speed and the real-time vehicle speed and the integral coefficient; the sum of the first weight and the second weight is 1. The torque adjusting precision and the response speed in the automatic parking process under the complex working condition are improved.

Description

Technical Field

[0001] The present application relates to the technical field of PID (Proportional-Integral-Derivative Controller) control, and in particular to a method, system, device and medium for calculating an integral coefficient in PID control. Background Art

[0002] With the widespread application of automatic parking systems in intelligent driving technology, the precise control of motor torque by vehicles has become the key to achieving efficient and smooth parking. In the prior art, automatic parking systems generally use motor torque adjustment methods based on PID control to ensure that vehicles can accelerate smoothly on flat or gently sloping roads and successfully complete parking tasks.

[0003] However, the existing PID control method mainly calculates the integral coefficient for flat or gently sloping roads. Since the integral coefficient changes smoothly and has a small value, this helps to ensure that the vehicle accelerates smoothly and slowly under normal circumstances. However, when faced with complex working conditions that require a large torque, such as step obstacles, steep slopes or uneven roads, a small integral coefficient will cause the motor torque to respond slowly and fail to provide sufficient torque in time, which may cause the vehicle to get stuck during parking and be unable to execute upper-level instructions, affecting the reliability and efficiency of automatic parking.

[0004] Therefore, how to provide an integral coefficient calculation method to improve the torque regulation accuracy and response speed of automatic parking under complex working conditions is a problem that needs to be solved urgently. Summary of the invention

[0005] The present application provides a method, system, device and medium for calculating the integral coefficient in PID control, which can improve the torque adjustment accuracy and response speed during automatic parking under complex working conditions.

[0006] In a first aspect, an embodiment of the present application provides a method for calculating an integral coefficient in PID control, and the method for calculating an integral coefficient in PID control includes:

[0007] Obtain the real-time speed, target speed, and target speed of the target vehicle;

[0008] When it is detected that the real-time vehicle speed is less than a preset vehicle speed threshold, integrating the preset obstacle road integral increment value to obtain a first weight value;

[0009] When it is detected that the real-time vehicle speed is greater than or equal to a preset vehicle speed threshold, integrating the preset flat road integral increment value to obtain a second weight value;

[0010] The target integral coefficient is determined based on the first weight or the second weight and the real-time vehicle speed, the target vehicle speed, and the preset target mapping relationship under different road conditions. The target mapping relationship is a mapping relationship between the target vehicle speed, the absolute value of the difference between the target vehicle speed and the real-time vehicle speed, and the integral coefficient. The sum of the first weight and the second weight is 1.

[0011] In combination with the first aspect, in one implementation, the integrating process of the preset obstacle road integral increment value to obtain the first weight value includes:

[0012] Integrating the obstacle road integral increment value to obtain a first integral value;

[0013] Substitute the first integral value into the first calculation formula to obtain the first weight, wherein the first calculation formula is:

[0014]

[0015] Wherein, x is the first integral value; f(x) is the first weight.

[0016] In combination with the first aspect, in one implementation, after the step of determining the target integral coefficient based on the first weight or the second weight and the real-time vehicle speed, the target vehicle speed, and the preset target mapping relationship under different road surfaces, the method further includes:

[0017] Control the output target torque based on the target integral coefficient and obtain the new real-time vehicle speed;

[0018] When it is detected that the new real-time vehicle speed is less than the preset vehicle speed threshold, the obstacle road integral increment value is integrated to obtain an integral result, and the integral result is summed with the first integral value to obtain a new integral value;

[0019] The step of substituting the first integral value into the first calculation formula to obtain the first weight is performed based on the new integral value.

[0020] In combination with the first aspect, in one implementation, integrating the preset flat road integral increment value to obtain the second weight includes:

[0021] Integrating the flat road integral increment value to obtain a second integral value;

[0022] Substitute the second integral value into the second calculation formula to obtain the second weight, wherein the second calculation formula is:

[0023]

[0024] Wherein, x′ is the second integral value; f(x′) is the second weight.

[0025] In combination with the first aspect, in one implementation, after the step of determining the target integral coefficient based on the first weight or the second weight and the real-time vehicle speed, the target vehicle speed, and the preset target mapping relationship under different road surfaces, the method further includes:

[0026] Control the output target torque based on the target integral coefficient and obtain the new real-time vehicle speed;

[0027] When it is detected that the new real-time vehicle speed is greater than or equal to the preset vehicle speed threshold, the flat road integral increment value is integrated to obtain an integral result, and the integral result is summed with the second integral value to obtain a new integral value;

[0028] The step of substituting the second integral value into the second calculation formula to obtain the second weight is performed based on the new integral value.

[0029] In combination with the first aspect, in one implementation, the target mapping relationship under different road surfaces includes a first mapping relationship corresponding to an obstacle road surface and a second mapping relationship corresponding to a flat road surface, and the target integral coefficient is determined based on the first weight value or the second weight value and the real-time vehicle speed, and the preset mapping relationship between the vehicle speed under different road surfaces and the integral coefficient, including:

[0030] Subtracting the target vehicle speed from the real-time vehicle speed to obtain a first vehicle speed difference absolute value;

[0031] Acquire a first integral coefficient corresponding to the absolute value of the difference between the target vehicle speed and the first vehicle speed based on the first mapping relationship;

[0032] Acquire a second integral coefficient corresponding to the absolute value of the difference between the target vehicle speed and the first vehicle speed based on the second mapping relationship;

[0033] A target integral coefficient is determined based on the first weight or the second weight and the first integral coefficient and the second integral coefficient.

[0034] In combination with the first aspect, in one implementation, determining the target integral coefficient based on the first weight or the second weight and the first integral coefficient and the second integral coefficient includes:

[0035] Substitute the first weight or the second weight and the first integral coefficient and the second integral coefficient into the third calculation formula to obtain the target integral coefficient. The third calculation formula is:

[0036] I=I1*f(x)+I2*f(x′)

[0037] Wherein, f(x) is the first weight; f(x′) is the second weight; I1 is the first integral coefficient; I2 is the second integral coefficient; and I is the target integral coefficient.

[0038] In a second aspect, an embodiment of the present application provides a system for calculating an integral coefficient in PID control, and the system for calculating an integral coefficient in PID control includes:

[0039] A first processing module, which is used to obtain the real-time speed and target speed of the target vehicle;

[0040] A second processing module, which is used to integrate the preset obstacle road integral increment value to obtain a first weight value when it is detected that the real-time vehicle speed is less than a preset vehicle speed threshold;

[0041] A third processing module, configured to integrate a preset flat road integral increment value to obtain a second weight value when it is detected that the real-time vehicle speed is greater than or equal to a preset vehicle speed threshold;

[0042] The fourth processing module is used to determine the target integral coefficient based on the first weight or the second weight and the real-time vehicle speed, the target vehicle speed, and the preset target mapping relationship under different road conditions. The target mapping relationship is a mapping relationship between the target vehicle speed, the absolute value of the difference between the target vehicle speed and the real-time vehicle speed, and the integral coefficient. The sum of the first weight and the second weight is 1.

[0043] In a third aspect, an embodiment of the present application provides a device for calculating the integral coefficient in PID control, wherein the device for calculating the integral coefficient in PID control comprises a processor, a memory, and a calculation program for the integral coefficient in PID control stored in the memory and executable by the processor, wherein when the calculation program for the integral coefficient in PID control is executed by the processor, the steps of the method for calculating the integral coefficient in PID control as described in any of the foregoing items are implemented.

[0044] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, on which is stored a calculation program for the integral coefficient in PID control. When the calculation program for the integral coefficient in PID control is executed by a processor, the steps of the method for calculating the integral coefficient in PID control as described in any of the preceding items are implemented.

[0045] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0046] By obtaining the real-time speed and target speed of the target vehicle, when it is detected that the real-time speed is less than the preset speed threshold, the preset obstacle road integral increment value is integrated to obtain the first weight; when it is detected that the real-time speed is greater than or equal to the preset speed threshold, the preset flat road integral increment value is integrated to obtain the second weight. The first weight and the second weight determine the way in which the vehicle control system adjusts the integral coefficient under different road conditions; the target integral coefficient is determined based on the first weight or the second weight and the real-time speed, the target speed, and the preset target mapping relationship under different road conditions. The target mapping relationship is the mapping relationship between the target speed, the absolute value of the difference between the target speed and the real-time speed, and the integral coefficient. The present application dynamically adjusts the integral coefficient according to the real-time speed and the road state, so that the control system can optimize the motor torque response when facing different road conditions, solves the power response problem caused by insufficient integral coefficient in the traditional PID control method, and improves the reliability and efficiency of automatic parking. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 This is a flow chart of an embodiment of a method for calculating an integral coefficient in PID control of the present application;

[0048] Figure 2 This is a flow chart of a first weight calculation method in a method for calculating an integral coefficient in PID control of this application;

[0049] Figure 3 For this application Figure 1 A detailed flow chart of step S40;

[0050] Figure 4 This is a schematic diagram of the hardware structure of a device for calculating the integral coefficient in PID control involved in an embodiment of the present application. DETAILED DESCRIPTION

[0051] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0052] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below in conjunction with the accompanying drawings.

[0053] In a first aspect, an embodiment of the present application provides a method for calculating an integral coefficient in PID control.

[0054] In one embodiment, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the method for calculating the integral coefficient in the PID control of this application. Figure 1 As shown in the figure, the calculation method of the integral coefficient in PID control includes:

[0055] Step S10: Obtain the real-time speed and target speed of the target vehicle.

[0056] Exemplarily, it should be noted that the PID controller combines three control mechanisms: proportional, integral and differential, and can achieve fast and stable feedback control. The balance is achieved by properly adjusting the proportional coefficient, integral coefficient and differential coefficient. Specifically, the proportional control provides a fast response, the integral control eliminates the static error, and the differential control slows down the error change speed to avoid overshoot. A new integral coefficient calculation method is proposed in the embodiment of the present application, so that the vehicle can adapt to complex parking conditions and ensure the comfort and passability of the vehicle.

[0057] In an embodiment of the present application, the real-time speed of the target vehicle can be obtained through vehicle-mounted sensors such as speed sensors and GPS modules, and the target speed (i.e., requested speed or expected speed) sent by the host computer is also obtained, that is, the speed that the target vehicle wants to reach, so as to subsequently judge the road condition of the vehicle based on the real-time speed, and update the integral coefficient according to the real-time speed and the target speed to optimize the driving performance and stability of the vehicle.

[0058] Step S20: When it is detected that the real-time vehicle speed is less than a preset vehicle speed threshold, the preset obstacle road integral increment value is integrated to obtain a first weight.

[0059] Exemplarily, in the embodiment of the present application, an obstacle road surface refers to a road surface with irregularities, undulations or obstacles, which has a relatively high demand for torque and may also be referred to as a high-torque demand road surface; the specific values ​​of the preset vehicle speed threshold and the obstacle road surface integral increment value may be determined based on actual needs and are not limited here. For example, the preset vehicle speed threshold may preferably be -0.25 m / s, wherein the vehicle speed threshold is selected as a negative value to help identify whether the vehicle speed is decreasing or stagnant, and the preset obstacle road surface integral increment value is 0.05; the first weight is a weight value of the integral part I in the PID controller, which determines the influence of the integral part on the overall control.

[0060] Specifically, when it is detected that the real-time vehicle speed is less than the preset vehicle speed threshold, it means that the target vehicle is on an obstacle road. At this time, the first weight is obtained by integrating the integral increment value of the obstacle road, and the integral part of the PID controller is adjusted according to the first weight, thereby adjusting the output result of the PID controller to ensure the stability of the vehicle.

[0061] Step S30: When it is detected that the real-time vehicle speed is greater than or equal to the preset vehicle speed threshold, the preset flat road integral increment value is integrated to obtain a second weight.

[0062] Exemplarily, in the embodiment of the present application, a flat road surface refers to a road with a uniform surface and no obvious undulations or obstacles. It has relatively high requirements for comfort and may also be referred to as a high-comfort road surface. The specific value of the preset flat road surface integral increment may be determined according to actual needs and is not limited here. For example, the preset flat road surface integral increment may preferably be -0.05. Specifically, when it is detected that the real-time vehicle speed is ≥ the preset vehicle speed threshold, it indicates that the target vehicle is on a flat road surface. At this time, a second weight is obtained by integrating the flat road surface integral increment value, and the integral part of the PID controller is adjusted according to the second weight, so as to provide stable and precise torque control on a flat road surface.

[0063] Step S40: Determine the target integral coefficient based on the first weight or the second weight and the real-time vehicle speed, the target vehicle speed, and the preset target mapping relationship under different road conditions. The target mapping relationship is a mapping relationship between the target vehicle speed, the absolute value of the difference between the target vehicle speed and the real-time vehicle speed, and the integral coefficient. The sum of the first weight and the second weight is 1.

[0064] Exemplarily, in an embodiment of the present application, the sum of the first weight and the second weight is 1, and the target integral coefficient is the final adjustment coefficient for the integral part in the PID controller; the target mapping relationship is a mapping relationship between the target vehicle speed, the absolute value of the difference between the target vehicle speed and the real-time vehicle speed, and the integral coefficient, wherein the preset target mapping relationship under different road surfaces includes a first mapping relationship under a preset obstacle road surface and a second mapping relationship under a preset flat road surface, and both the first mapping relationship and the second mapping relationship can be obtained through experimental calibration, which is not limited here; for example, through experimental calibration, a first mapping relationship table corresponding to a high torque demand torque road surface as shown in Table 1 and a second mapping relationship table corresponding to a high comfort target road surface as shown in Table 2 are obtained.

[0065] Table 1 The first mapping relationship table corresponding to the high torque demand torque road surface

[0066]

[0067]

[0068] Table 2 The second mapping relationship table corresponding to the high comfort target road surface

[0069]

[0070] Specifically, if it is detected that the target vehicle is traveling on an obstacle road, the target integral coefficient is determined based on the first weight corresponding to the obstacle road, the first mapping relationship, the second mapping relationship, the target vehicle speed and the real-time vehicle speed; if it is detected that the target vehicle is traveling on a flat road, the target integral coefficient is determined based on the second weight corresponding to the flat road, the first mapping relationship, the second mapping relationship, the target vehicle speed and the real-time vehicle speed.

[0071] It should be understood that when the vehicle speed is high (i.e. the target vehicle is traveling on a relatively flat road), the target integral coefficient is relatively small; when the vehicle speed is low (i.e. the target vehicle is traveling on ramps, complex terrain, and other obstacle road conditions), the target integral coefficient is relatively large, so as to help the control system better respond to external changes.

[0072] The present application obtains the real-time speed and target speed of the target vehicle. When it is detected that the real-time speed is less than the preset speed threshold, the preset obstacle road integral increment value is integrated to obtain the first weight; when it is detected that the real-time speed is greater than or equal to the preset speed threshold, the preset flat road integral increment value is integrated to obtain the second weight. The first weight and the second weight determine the way in which the vehicle control system adjusts the integral coefficient under different road conditions; the target integral coefficient is determined based on the first weight or the second weight and the real-time speed, the target speed, and the preset target mapping relationship under different road conditions. The target mapping relationship is the mapping relationship between the target speed, the absolute value of the difference between the target speed and the real-time speed, and the integral coefficient. The present application dynamically adjusts the integral coefficient according to the real-time speed and the road state, so that the control system can optimize the motor torque response when facing different road conditions, solves the power response problem caused by insufficient integral coefficient in the traditional PID control method, and improves the reliability and efficiency of automatic parking.

[0073] Furthermore, in one embodiment, the step of integrating the preset obstacle road integral increment value to obtain the first weight includes:

[0074] Integrating the obstacle road integral increment value to obtain a first integral value;

[0075] Substitute the first integral value into the first calculation formula to obtain the first weight, wherein the first calculation formula is:

[0076]

[0077] Wherein, x is the first integral value; f(x) is the first weight.

[0078] Exemplarily, in the embodiment of the present application, when the current road surface is an obstacle road surface, the weight can be calculated by the following formula. Specifically, the first integral value x is substituted into the following calculation formula to obtain the first weight f(x), and the calculation formula is:

[0079]

[0080] It can be understood that the obstacle road integral increment of 0.05 is integrated within 1 cycle (for example, 1ms) to obtain the first integral value x=0.05, and x is in the range of (0, 1), so x=0.05 can be substituted into the function The first weight f(0.05) is calculated.

[0081] Further, in one embodiment, referring to Figure 2 As shown, after the step of determining the target integral coefficient based on the first weight or the second weight and the real-time vehicle speed, the target vehicle speed, and the preset target mapping relationship under different road surfaces, the step further includes:

[0082] Step P10: controlling the output target torque based on the target integral coefficient and obtaining a new real-time vehicle speed;

[0083] Step P20: when it is detected that the new real-time vehicle speed is less than the preset vehicle speed threshold, the obstacle road integral increment value is integrated to obtain an integral result, and the integral result is summed with the first integral value to obtain a new integral value;

[0084] Step P30: Based on the new integral value, execute the step of substituting the first integral value into the first calculation formula to obtain the first weight.

[0085] Exemplarily, in the embodiment of the present application, the system can dynamically adjust the target torque (i.e., the control signal to the drive motor) through the target integral coefficient, thereby affecting the vehicle's acceleration, deceleration, or maintaining a constant speed, and obtain a new real-time vehicle speed after the vehicle speed is adjusted; the relationship between the new real-time vehicle speed and the preset vehicle speed threshold -0.25m / s is judged. If it is detected that the new real-time vehicle speed is less than the preset vehicle speed threshold, it means that the target torque at this time still cannot enable the target vehicle to cross the obstacle, then the obstacle road integral increment value 0.05 is continued to be integrated to obtain an integral result of 0.05, and the integral value of the previous cycle (i.e., the first integral value 0.05) is added to the integral result to obtain a new integral value of 0.1; the new integral value 0.1 is substituted into In the process, a new weight f(0.1) is obtained to adjust the behavior of the PID controller according to the new weight, thereby ensuring that the vehicle can be properly controlled according to the new vehicle speed and road conditions. The above control mechanism can improve the adaptability, response accuracy and driving comfort of the vehicle under different driving conditions.

[0086] It should be noted that the integral value x can be limited, that is, if the accumulated new integral value x>1, 1 is assigned to x; if the accumulated new integral value x<0, 0 is assigned to x, thereby ensuring that the value range of x is between [0, 1].

[0087] Furthermore, in one embodiment, the step of integrating the preset flat road integral increment value to obtain the second weight value includes:

[0088] Integrating the flat road integral increment value to obtain a second integral value;

[0089] Substitute the second integral value into the second calculation formula to obtain the second weight, wherein the second calculation formula is:

[0090]

[0091] Wherein, x′ is the second integral value; f(x′) is the second weight.

[0092] Exemplarily, in the embodiment of the present application, the second integral value is substituted into the following calculation formula to obtain the second weight, and the calculation formula is:

[0093]

[0094] It should be noted that f(x)+f(x′)=1, the flat road integral value -0.05 is integrated within 1 cycle to obtain the second integral value x′=-0.05, and x′ is limited to obtain x′=0, so x′=0 is substituted into the function f(x′) to calculate the second weight f(0).

[0095] Furthermore, in one embodiment, after the step of determining the target integral coefficient based on the first weight or the second weight and the real-time vehicle speed, the target vehicle speed, and the preset target mapping relationship under different road surfaces, the step further includes:

[0096] Control the output target torque based on the target integral coefficient and obtain the new real-time vehicle speed;

[0097] When it is detected that the new real-time vehicle speed is greater than or equal to the preset vehicle speed threshold, the flat road integral increment value is integrated to obtain an integral result, and the integral result is summed with the second integral value to obtain a new integral value;

[0098] The step of substituting the second integral value into the second calculation formula to obtain the second weight is performed based on the new integral value.

[0099] Exemplarily, in the embodiment of the present application, the system can dynamically adjust the target torque (i.e., the control signal to the drive motor) through the target integral coefficient, thereby affecting the vehicle's acceleration, deceleration, or maintaining a constant speed, and obtain a new real-time vehicle speed after the vehicle speed is adjusted; the size relationship between the new real-time vehicle speed and the preset vehicle speed threshold -0.25m / s is judged. If it is detected that the new real-time vehicle speed is ≥ the preset vehicle speed threshold, it means that the target vehicle is on a flat road at this time, then the flat road integral increment value -0.05 is integrated to obtain an integral result of -0.05, and the integral value of the previous cycle (i.e., the second integral value 0.25) is added to the integral result to obtain a new integral value of 0.2; the new integral value 0.2 is substituted into In the equation, a new weight f(0.2) is obtained to adjust the behavior of the PID controller according to the new weight, thereby ensuring that the vehicle can be properly controlled according to the new vehicle speed and road conditions.

[0100] Further, in one embodiment, referring to Figure 3 As shown, the target mapping relationship under different road conditions includes a first mapping relationship corresponding to an obstacle road and a second mapping relationship corresponding to a flat road. The target integral coefficient is determined based on the first weight or the second weight and the real-time vehicle speed, the target vehicle speed, and the preset target mapping relationship under different road conditions. The target mapping relationship is a mapping relationship between the target vehicle speed, the absolute value of the difference between the target vehicle speed and the real-time vehicle speed, and the integral coefficient, including:

[0101] Step S401: subtract the target vehicle speed from the real-time vehicle speed to obtain a first vehicle speed difference absolute value;

[0102] Step S402: acquiring a first integral coefficient corresponding to the absolute value of the difference between the target vehicle speed and the first vehicle speed based on the first mapping relationship;

[0103] Step S403: acquiring a second integral coefficient corresponding to the absolute value of the difference between the target vehicle speed and the first vehicle speed based on the second mapping relationship;

[0104] Step S404: Determine a target integral coefficient based on the first weight or the second weight and the first integral coefficient and the second integral coefficient.

[0105] Exemplarily, in the embodiment of the present application, the target vehicle speed is the speed instruction sent by the host computer, that is, the speed that the target vehicle wants to reach. The target vehicle speed v and the real-time vehicle speed v1 are subtracted to obtain the first vehicle speed difference absolute value |v-v1|; when the target vehicle speed is constant, the absolute value of the difference between the target vehicle speed and the real-time vehicle speed is large, indicating that the current vehicle speed is too slow and the integral coefficient needs to be increased; when the absolute value of the difference between the target vehicle speed and the real-time vehicle speed is constant, the target vehicle speed is large, indicating that the vehicle needs to maintain a high speed at this time and the integral coefficient also needs to be increased.

[0106] Specifically, referring to Table 1, assuming that the target speed sent by the host computer is 1 m / s and the real-time speed v1 obtained is 0.5 m / s, the absolute value of the difference between the target speed v and the real-time speed v1 |v-v1| is 0.5 m / s, and the first integral coefficient corresponding to the target speed is 300. It can be understood that, referring to Table 2, assuming that the target speed sent by the host computer is 1 m / s and the real-time speed v1 obtained is 0.5 m / s, the absolute value of the difference between the target speed v and the real-time speed v1 |v-v1| is 0.5 m / s, and the second integral coefficient corresponding to the target speed is 36.

[0107] It should be noted that if it is determined based on the real-time vehicle speed that the road surface on which the target vehicle is located is an obstacle road surface, a weighted calculation is performed based on the first weight corresponding to the obstacle road surface, the first integral coefficient corresponding to the absolute difference between the real-time vehicle speed and the target vehicle speed, and the second integral coefficient corresponding to the absolute difference between the real-time vehicle speed and the target vehicle speed to obtain the target integral coefficient; if it is determined based on the real-time vehicle speed that the road surface on which the target vehicle is located is a flat road surface, a weighted calculation is performed based on the second weight corresponding to the flat road surface, the first integral coefficient corresponding to the absolute difference between the real-time vehicle speed and the target vehicle speed, and the second integral coefficient corresponding to the absolute difference between the real-time vehicle speed and the target vehicle speed to obtain the target integral coefficient.

[0108] Further, in one embodiment, determining the target integral coefficient based on the first weight or the second weight and the first integral coefficient and the second integral coefficient includes:

[0109] Substitute the first weight or the second weight and the first integral coefficient and the second integral coefficient into the third calculation formula to obtain the target integral coefficient. The third calculation formula is:

[0110] I=I1*f(x)+I2*[1-f(x)]

[0111] Wherein, f(x) is the first weight; f(x′) is the second weight; I1 is the first integral coefficient; I2 is the second integral coefficient; and I is the target integral coefficient.

[0112] Exemplarily, in the embodiment of the present application, since the first weight and the second weight cannot exist at the same time and the sum of the first weight and the second weight is 1, the first weight f(x) or the second weight f(x′), the first integral coefficient I1, and the second integral coefficient I2 can be substituted into the following calculation formula to obtain the target integral coefficient I, and the calculation formula is:

[0113] I=I1*f(x)+I2*[1-f(x)].

[0114] In a second aspect, an embodiment of the present application further provides a system for calculating an integral coefficient in PID control, wherein the system for calculating an integral coefficient in PID control comprises:

[0115] A first processing module, which is used to obtain the real-time speed and target speed of the target vehicle;

[0116] A second processing module, which is used to integrate the preset obstacle road integral increment value to obtain a first weight value when it is detected that the real-time vehicle speed is less than a preset vehicle speed threshold;

[0117] A third processing module, configured to integrate a preset flat road integral increment value to obtain a second weight value when it is detected that the real-time vehicle speed is greater than or equal to a preset vehicle speed threshold;

[0118] The fourth processing module is used to determine the target integral coefficient based on the first weight or the second weight and the real-time vehicle speed, the target vehicle speed, and the preset target mapping relationship under different road conditions. The target mapping relationship is a mapping relationship between the target vehicle speed, the absolute value of the difference between the target vehicle speed and the real-time vehicle speed, and the integral coefficient. The sum of the first weight and the second weight is 1.

[0119] Furthermore, in one embodiment, the second module is specifically used for:

[0120] Integrating the obstacle road integral increment value to obtain a first integral value;

[0121] Substitute the first integral value into the first calculation formula to obtain the first weight, wherein the first calculation formula is:

[0122]

[0123] Wherein, x is the first integral value; f(x) is the first weight.

[0124] Furthermore, in one embodiment, the second module is further configured to:

[0125] Control the output target torque based on the target integral coefficient and obtain the new real-time vehicle speed;

[0126] When it is detected that the new real-time vehicle speed is less than the preset vehicle speed threshold, the obstacle road integral increment value is integrated to obtain an integral result, and the integral result is summed with the first integral value to obtain a new integral value;

[0127] The step of substituting the first integral value into the first calculation formula to obtain the first weight is performed based on the new integral value.

[0128] Furthermore, in one embodiment, the third module is specifically used for:

[0129] Integrating the flat road integral increment value to obtain a second integral value;

[0130] Substitute the second integral value into the second calculation formula to obtain the second weight, wherein the second calculation formula is:

[0131]

[0132] Wherein, x′ is the second integral value; f(x′) is the second weight.

[0133] Furthermore, in one embodiment, the third module is further used for:

[0134] Control the output target torque based on the target integral coefficient and obtain the new real-time vehicle speed;

[0135] When it is detected that the new real-time vehicle speed is greater than or equal to the preset vehicle speed threshold, the flat road integral increment value is integrated to obtain an integral result, and the integral result is summed with the second integral value to obtain a new integral value;

[0136] The step of substituting the second integral value into the second calculation formula to obtain the second weight is performed based on the new integral value.

[0137] Furthermore, in one embodiment, the fourth module is specifically used for:

[0138] Subtracting the target vehicle speed from the real-time vehicle speed to obtain a first vehicle speed difference absolute value;

[0139] Acquire a first integral coefficient corresponding to the absolute value of the difference between the target vehicle speed and the first vehicle speed based on the first mapping relationship;

[0140] Acquire a second integral coefficient corresponding to the absolute value of the difference between the target vehicle speed and the first vehicle speed based on the second mapping relationship;

[0141] A target integral coefficient is determined based on the first weight or the second weight and the first integral coefficient and the second integral coefficient.

[0142] Furthermore, in one embodiment, the fourth module is further used for:

[0143] Substitute the first weight or the second weight and the first integral coefficient and the second integral coefficient into the third calculation formula to obtain the target integral coefficient. The third calculation formula is:

[0144] I=I1*f(x)+I2*f(x′)

[0145] Wherein, f(x) is the first weight; f(x′) is the second weight; I1 is the first integral coefficient; I2 is the second integral coefficient; and I is the target integral coefficient.

[0146] The present application obtains the real-time speed and target speed of the target vehicle; when it is detected that the real-time speed is less than the preset speed threshold, the preset obstacle road integral increment value is integrated to obtain the first weight; when it is detected that the real-time speed is greater than or equal to the preset speed threshold, the preset flat road integral increment value is integrated to obtain the second weight, the first weight and the second weight determine the way the vehicle control system adjusts the integral coefficient under different road conditions; based on the first weight or the second weight and the real-time speed, the target speed, and the preset target mapping relationship under different road conditions, the target integral coefficient is determined, and the target mapping relationship is the mapping relationship between the target speed, the absolute value of the difference between the target speed and the real-time speed, and the integral coefficient. The present application dynamically adjusts the integral coefficient according to the real-time speed and the road state, so that the control system can optimize the motor torque response when facing different road conditions, solves the power response problem caused by insufficient integral coefficient in the traditional PID control method, and improves the reliability and efficiency of automatic parking.

[0147] Among them, the functional implementation of each module in the above-mentioned integral coefficient calculation system in PID control corresponds to the steps in the above-mentioned integral coefficient calculation method embodiment in PID control, and its functions and implementation processes are no longer repeated here one by one.

[0148] In a third aspect, an embodiment of the present application provides a device for calculating the integral coefficient in PID control. The device for calculating the integral coefficient in PID control can be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0149] Reference Figure 4 , Figure 4 The hardware structure diagram of the calculation device of the integral coefficient in the PID control involved in the embodiment of the present application is shown in FIG. In the embodiment of the present application, the calculation device of the integral coefficient in the PID control may include a processor, a memory, a communication interface and a communication bus.

[0150] The communication bus may be of any type and is used to interconnect the processor, the memory, and the communication interface.

[0151] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces, which are used to interconnect devices within the computing device for realizing the integral coefficient in PID control, and interfaces for interconnecting the computing device for realizing the integral coefficient in PID control with other devices (such as other computing devices or user devices). The physical interface can be an Ethernet interface, an optical fiber interface, an ATM interface, etc.; the user device can be a display, a keyboard, etc.

[0152] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0153] The processor may be a general-purpose processor, and the general-purpose processor may call the calculation program of the integral coefficient in the PID control stored in the memory, and execute the calculation method of the integral coefficient in the PID control provided in the embodiment of the present application. For example, the general-purpose processor may be a central processing unit (CPU). Among them, the method executed when the calculation program of the integral coefficient in the PID control is called can refer to the various embodiments of the calculation method of the integral coefficient in the PID control of the present application, which will not be repeated here.

[0154] Those skilled in the art will understand that Figure 4 The hardware structure shown in the figure does not constitute a limitation on the present application, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0155] In a fourth aspect, an embodiment of the present application also provides a readable storage medium.

[0156] The readable storage medium of the present application stores a calculation program for the integral coefficient in PID control, wherein when the calculation program for the integral coefficient in PID control is executed by a processor, the steps of the calculation method for the integral coefficient in PID control as described above are implemented.

[0157] Among them, the method implemented when the calculation program of the integral coefficient in PID control is executed can refer to the various embodiments of the calculation method of the integral coefficient in PID control of the present application, and will not be repeated here.

[0158] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit "first", "second" and "third" to different types.

[0159] In the description of the embodiments of the present application, "exemplary", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary", "for example" or "for example" is intended to present related concepts in a specific way.

[0160] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0161] In some processes described in the embodiments of the present application, multiple operations or steps that appear in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or in parallel, and the sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0162] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are only for description and do not represent the advantages or disadvantages of the embodiments.

[0163] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0164] The above are only preferred embodiments of the present application, and are not intended to 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 applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for calculating the integral coefficient in PID control, characterized in that: The calculation method of the integral coefficient in the PID control includes: Obtain the real-time speed, target speed, and target speed of the target vehicle; When it is detected that the real-time vehicle speed is less than a preset vehicle speed threshold, integrating the preset obstacle road integral increment value to obtain a first weight value; When it is detected that the real-time vehicle speed is greater than or equal to a preset vehicle speed threshold, integrating the preset flat road integral increment value to obtain a second weight value; The target integral coefficient is determined based on the first weight or the second weight and the real-time vehicle speed, the target vehicle speed, and the preset target mapping relationship under different road conditions. The target mapping relationship is a mapping relationship between the target vehicle speed, the absolute value of the difference between the target vehicle speed and the real-time vehicle speed, and the integral coefficient. The sum of the first weight and the second weight is 1.

2. The method for calculating the integral coefficient in PID control according to claim 1, characterized in that: The step of integrating the preset obstacle road integral increment value to obtain the first weight value includes: Integrating the obstacle road integral increment value to obtain a first integral value; Substitute the first integral value into the first calculation formula to obtain the first weight, wherein the first calculation formula is: Wherein, x is the first integral value; f(x) is the first weight.

3. The method for calculating the integral coefficient in PID control according to claim 2, characterized in that: After the step of determining the target integral coefficient based on the first weight or the second weight and the real-time vehicle speed, the target vehicle speed, and the preset target mapping relationship under different road surfaces, the method further includes: Control the output target torque based on the target integral coefficient and obtain the new real-time vehicle speed; When it is detected that the new real-time vehicle speed is less than the preset vehicle speed threshold, the obstacle road integral increment value is integrated to obtain an integral result, and the integral result is summed with the first integral value to obtain a new integral value; The step of substituting the first integral value into the first calculation formula to obtain the first weight is performed based on the new integral value.

4. The method for calculating the integral coefficient in PID control according to claim 1, characterized in that: The step of integrating the preset flat road integral increment value to obtain the second weight value includes: Integrating the flat road integral increment value to obtain a second integral value; Substitute the second integral value into the second calculation formula to obtain the second weight, wherein the second calculation formula is: Wherein, x′ is the second integral value; f(x′) is the second weight.

5. The method for calculating the integral coefficient in PID control according to claim 4, characterized in that: After the step of determining the target integral coefficient based on the first weight or the second weight and the real-time vehicle speed, the target vehicle speed, and the preset target mapping relationship under different road surfaces, the method further includes: Control the output target torque based on the target integral coefficient and obtain the new real-time vehicle speed; When it is detected that the new real-time vehicle speed is greater than or equal to the preset vehicle speed threshold, the flat road integral increment value is integrated to obtain an integral result, and the integral result is summed with the second integral value to obtain a new integral value; The step of substituting the second integral value into the second calculation formula to obtain the second weight is performed based on the new integral value.

6. The method for calculating the integral coefficient in PID control according to claim 1, characterized in that: The target mapping relationship under different road surfaces includes a first mapping relationship corresponding to an obstacle road surface and a second mapping relationship corresponding to a flat road surface. The target integral coefficient is determined based on the first weight value or the second weight value and the real-time vehicle speed, and the preset mapping relationship between the vehicle speed under different road surfaces and the integral coefficient, including: Subtracting the target vehicle speed from the real-time vehicle speed to obtain a first vehicle speed difference absolute value; Acquire a first integral coefficient corresponding to the absolute value of the difference between the target vehicle speed and the first vehicle speed based on the first mapping relationship; Acquire a second integral coefficient corresponding to the absolute value of the difference between the target vehicle speed and the first vehicle speed based on the second mapping relationship; A target integral coefficient is determined based on the first weight or the second weight and the first integral coefficient and the second integral coefficient.

7. The method for calculating the integral coefficient in PID control according to claim 6, characterized in that: The step of determining the target integral coefficient based on the first weight or the second weight and the first integral coefficient and the second integral coefficient includes: Substitute the first weight or the second weight and the first integral coefficient and the second integral coefficient into the third calculation formula to obtain the target integral coefficient. The third calculation formula is: I=I1*f(x)+I2*f(x′) In the formula, f(x) is the first weight; f(x′) is the second weight; I1 is the first integral coefficient; I2 is the second integral coefficient; and I is the target integral coefficient.

8. A calculation system for integral coefficient in PID control, characterized in that: The calculation system of the integral coefficient in the PID control includes: A first processing module, which is used to obtain the real-time speed and target speed of the target vehicle; A second processing module, which is used to integrate the preset obstacle road integral increment value to obtain a first weight value when it is detected that the real-time vehicle speed is less than a preset vehicle speed threshold; A third processing module, configured to integrate a preset flat road integral increment value to obtain a second weight value when it is detected that the real-time vehicle speed is greater than or equal to a preset vehicle speed threshold; The fourth processing module is used to determine the target integral coefficient based on the first weight or the second weight and the real-time vehicle speed, the target vehicle speed, and the preset target mapping relationship under different road conditions. The target mapping relationship is a mapping relationship between the target vehicle speed, the absolute value of the difference between the target vehicle speed and the real-time vehicle speed, and the integral coefficient. The sum of the first weight and the second weight is 1.

9. A device for calculating integral coefficients in PID control, characterized in that: The calculation device for the integral coefficient in the PID control includes a processor, a memory, and a calculation program for the integral coefficient in the PID control stored in the memory and executable by the processor, wherein when the calculation program for the integral coefficient in the PID control is executed by the processor, the steps of the calculation method for the integral coefficient in the PID control according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a calculation program for the integral coefficient in PID control, wherein when the calculation program for the integral coefficient in PID control is executed by a processor, the steps of the calculation method for the integral coefficient in PID control as described in any one of claims 1 to 7 are implemented.

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