Vehicle longitudinal control method and device

Abstract

The invention discloses a vehicle longitudinal control method and device. The method comprises the steps that a vehicle control instruction is obtained; a target longitudinal control mode corresponding to the vehicle control instruction is determined from preset longitudinal control modes, the longitudinal control modes comprise a driving mode, and the driving mode comprises at least two sub-modes of a torque sub-mode, a speed sub-mode, an acceleration sub-mode and a position sub-mode; under the condition that the target longitudinal control mode is any sub-mode in the driving mode, vehicle track planning is carried out based on the vehicle control instruction and a track planning algorithm corresponding to the target longitudinal control mode, and a planning instruction is obtained; determining a target torque based on the planning instruction through a longitudinal controller corresponding to the target longitudinal control mode; and controlling the vehicle to operate according to the target torque. According to the embodiment of the invention, the mode meeting the control requirement is selected from the longitudinal control modes according to the vehicle control instruction to perform vehicle longitudinal control, so that the stability and safety of the vehicle are improved.

Description

Technical Field

[0001] This application belongs to the technical field of vehicle control, and particularly relates to a vehicle longitudinal control method and device. Background Art

[0002] The longitudinal control of a vehicle is one of the key technologies in vehicle chassis domain control. Its principle is to maintain the longitudinal motion state of the vehicle by controlling the drive system and the braking system. Currently, the main vehicle longitudinal control scheme is to directly generate torque for control by the driving entity, that is, the driving entity considers the current vehicle load, vehicle health status, and pedal opening to generate the desired driving torque or braking torque, and controls the longitudinal motion of the vehicle based on the generated torque.

[0003] The above vehicle longitudinal control scheme is mainly applied to traditional vehicles. The longitudinal control of autonomous vehicles mainly aims at acceleration tracking and speed tracking, and for the precise parking condition, the longitudinal position is the control target. Therefore, the above method of directly generating the desired torque is difficult to meet different longitudinal control requirements, resulting in poor vehicle stability and safety. Moreover, in the real operating environment, there are also complex factors such as changes in vehicle load, changes in health status, and changes in road surface adhesion coefficient. The autonomous driving system may also switch the desired control target according to real-time operating requirements; for example, during driving, it is necessary to significantly change the control instruction or the instruction randomly switches between the target of acceleration and the targets of speed and position. In the above situations, the method of directly generating the desired torque will lead to a reduction in the performance of the motion control of autonomous vehicles and even affect the driving safety of the vehicle.

[0004] Therefore, there is an urgent need for a vehicle longitudinal control method that can meet different longitudinal control requirements and improve the stability and safety of vehicle driving. Summary of the Invention

[0005] The embodiments of this application provide a vehicle longitudinal control method and device, which can meet a variety of different longitudinal control requirements and improve vehicle stability and safety.

[0006] In a first aspect, the embodiments of this application provide a vehicle longitudinal control method, including:

[0007] Obtain a vehicle control instruction;

[0008] Determine a target longitudinal control mode corresponding to the vehicle control instruction from a preset longitudinal control mode, where the longitudinal control mode includes a drive mode, and the drive mode includes at least two of a torque sub-mode, a speed sub-mode, an acceleration sub-mode, and a position sub-mode;

[0009] In the case of any sub - mode in the driving mode of the target longitudinal control mode, vehicle trajectory planning is performed based on the vehicle control instruction and the trajectory planning algorithm corresponding to the target longitudinal control mode to obtain a planning instruction;

[0010] Based on the planning instruction, the target torque is determined through the longitudinal controller corresponding to the target longitudinal control mode;

[0011] Control the vehicle to run according to the target torque.

[0012] In a second aspect, an embodiment of the present application provides a vehicle longitudinal control device, including:

[0013] An instruction acquisition module for acquiring vehicle control instructions;

[0014] A mode determination module for determining, from preset longitudinal control modes, the target longitudinal control mode corresponding to the vehicle control instruction, where the longitudinal control mode includes a driving mode, and the driving mode includes at least two sub - modes of a torque sub - mode, a speed sub - mode, an acceleration sub - mode, and a position sub - mode;

[0015] A trajectory planning module for performing vehicle trajectory planning based on the vehicle control instruction and the trajectory planning algorithm corresponding to the target longitudinal control mode to obtain a planning instruction in the case of any sub - mode in the driving mode of the target longitudinal control mode;

[0016] A control module for determining the target torque based on the planning instruction through the longitudinal controller corresponding to the target longitudinal control mode;

[0017] The control module is further configured to control the vehicle to run according to the target torque.

[0018] In a third aspect, an embodiment of the present application provides an electronic device, which includes: a processor and a memory storing computer program instructions;

[0019] When the processor executes the computer program instructions, it implements the vehicle longitudinal control method as in the first aspect.

[0020] In a fourth aspect, an embodiment of the present application provides a computer - readable storage medium, on which computer program instructions are stored, and when the computer program instructions are executed by a processor, they implement the vehicle longitudinal control method as in the first aspect.

[0021] In a fifth aspect, an embodiment of the present application provides a computer program product, and when the instructions in the computer program product are executed by the processor of the electronic device, the electronic device is caused to execute the vehicle longitudinal control method as in the first aspect.

[0022] The vehicle longitudinal control method, device, equipment, storage medium and program product according to the embodiments of the present application obtain a vehicle control instruction; determine a target longitudinal control mode corresponding to the vehicle control instruction from a preset longitudinal control mode, where the longitudinal control mode includes a driving mode, and the driving mode includes at least two of a torque sub-mode, a speed sub-mode, an acceleration sub-mode, and a position sub-mode; in the case where the target longitudinal control mode is any one of the sub-modes in the driving mode, perform vehicle trajectory planning based on the vehicle control instruction and the trajectory planning algorithm corresponding to the target longitudinal control mode to obtain a planning instruction; determine a target torque based on the planning instruction through the longitudinal controller corresponding to the target longitudinal control mode; and control the vehicle to run according to the target torque. According to the embodiments of the present application, a mode that meets the actual control requirements is selected from at least two preset longitudinal control modes according to the vehicle control instruction for vehicle longitudinal control. Compared with the traditional longitudinal control method, the embodiments of the present application can meet various different longitudinal control requirements and improve vehicle stability and safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings required to be used in the embodiments of the present application. For those of ordinary skill in the art, other drawings can also be obtained based on these drawings without creative efforts.

[0024] Figure 1 is a schematic flowchart of the vehicle longitudinal control method provided by the embodiments of the present application;

[0025] Figure 2 is a schematic interface diagram of the speed planning algorithm provided by the embodiments of the present application;

[0026] Figure 3 is a schematic interface diagram of the acceleration planning algorithm provided by the embodiments of the present application;

[0027] Figure 4 is a schematic interface diagram of the position planning algorithm provided by the embodiments of the present application;

[0028] Figure 5 is a schematic structural diagram of the speed controller provided by the embodiments of the present application;

[0029] Figure 6 is a schematic interface diagram of the speed feedback controller provided by the embodiments of the present application;

[0030] Figure 7 is a schematic diagram of the test results of vehicle longitudinal control in the speed sub-mode provided by the embodiments of the present application;

[0031] Figure 8 is a schematic structural diagram of the acceleration controller provided by the embodiments of the present application;

[0032] Figure 9 It is a schematic structural diagram of an acceleration feedback controller provided by an embodiment of the present application;

[0033] Figure 10 It is a schematic diagram of test results of vehicle longitudinal control using an acceleration sub-mode provided by an embodiment of the present application;

[0034] Figure 11 It is a schematic structural diagram of a position controller provided by an embodiment of the present application;

[0035] Figure 12 It is a schematic structural diagram of a position feedback controller provided by an embodiment of the present application;

[0036] Figure 13 It is a schematic diagram of test results of vehicle longitudinal control using an acceleration sub-mode provided by an embodiment of the present application;

[0037] Figure 14 It is a schematic structural diagram of a vehicle longitudinal control device provided by an embodiment of the present application;

[0038] Figure 15 It is a schematic structural diagram of an electronic device provided by an embodiment of the present application. Detailed implementation manners

[0039] The features and exemplary embodiments of various aspects of the present application will be described in detail below. To make the objectives, technical solutions, and advantages of the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain the present application, rather than limiting the present application. For those skilled in the art, the present application can be implemented without some of these specific details. The following description of the embodiments is only intended to provide a better understanding of the present application by showing examples of the present application.

[0040] It should be noted that in this document, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover a non-exclusive inclusion, such that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, the elements defined by the statement "comprising..." do not exclude the presence of additional identical elements in the process, method, article or device comprising the said elements.

[0041] To solve the problems of the prior art, embodiments of the present application provide a vehicle longitudinal control method, device, equipment, medium and program product. First, the vehicle longitudinal control method provided by the embodiments of the present application will be introduced below.

[0042] The vehicle longitudinal control method provided by the embodiments of the present application can be executed by a control system in the vehicle. The control system can be set below the vehicle's autonomous driving system and above the drive system and the braking system.

[0043] See Figure 1 , which is a schematic flowchart of the vehicle longitudinal control method provided by the embodiments of the present application. As Figure 1 shown, the method at least includes the following steps S11 - S15, which will be specifically described below.

[0044] S11. Obtain a vehicle control instruction.

[0045] In this embodiment, the vehicle control instruction is an instruction for controlling the vehicle. The vehicle control instruction includes but is not limited to a braking instruction, a speed instruction, an acceleration instruction, a parking instruction, a torque instruction, etc.

[0046] In some embodiments of the present application, the vehicle control instruction can be generated by the vehicle's control system according to the driver's operation.

[0047] In some embodiments of the present application, the vehicle control instruction can be generated and sent by the autonomous driving system above the control system.

[0048] S12. Determine a target longitudinal control mode corresponding to the vehicle control instruction from a preset longitudinal control mode. The longitudinal control mode includes a driving mode, and the driving mode includes at least two sub - modes of a torque sub - mode, a speed sub - mode, an acceleration sub - mode, and a position sub - mode.

[0049] In this embodiment, multiple longitudinal control modes are preset. Different longitudinal control modes are used to meet different longitudinal control requirements. The longitudinal control requirements are usually reflected by vehicle control instructions. Therefore, different longitudinal control modules correspond to different vehicle control instructions. Based on this, the longitudinal control mode corresponding to the vehicle control instruction can be selected from the preset multiple longitudinal control modes as the target longitudinal control mode according to the obtained vehicle control instruction.

[0050] In some embodiments of the present application, the longitudinal control mode at least includes a driving mode, and the driving mode includes at least two sub-modes among a torque sub-mode, a speed sub-mode, an acceleration sub-mode, and a position sub-mode. Among them, the driving mode is used to meet the longitudinal control requirements during vehicle driving. Therefore, the driving mode corresponds to a vehicle control instruction for indicating driving control of the vehicle. Since the control objectives during driving control are different under different operating requirements of the vehicle, the driving mode is further divided into multiple sub-modes such as a torque sub-mode, a speed sub-mode, an acceleration sub-mode, and / or a position sub-mode. Different sub-modes correspond to different control objectives. For example, the control objective corresponding to the torque sub-mode is the torque of the vehicle, the control objective corresponding to the speed sub-mode is the speed of the vehicle, the control objective corresponding to the acceleration sub-mode is the acceleration of the vehicle, and the control objective corresponding to the position sub-mode is the position of the vehicle. Based on this, when the vehicle control instruction indicates torque control of the vehicle, the torque sub-mode is determined as the target longitudinal control mode; when the vehicle control instruction indicates speed control of the vehicle, the speed sub-mode is determined as the target longitudinal control mode; when the vehicle control instruction indicates acceleration control of the vehicle, the acceleration sub-mode is determined as the target longitudinal control mode; when the vehicle control instruction indicates position control of the vehicle, the position sub-mode is determined as the target longitudinal control mode.

[0051] In some embodiments of the present application, the longitudinal control mode further includes a braking mode. The braking mode is used to meet the longitudinal control requirements during vehicle braking. Therefore, the braking mode corresponds to a vehicle control instruction for indicating braking control of the vehicle. Based on this, when the vehicle control instruction indicates braking control of the vehicle, the braking mode can be determined as the target longitudinal control mode.

[0052] In some embodiments of the present application, the longitudinal control mode further includes a zero-torque mode. The zero-torque mode is used to meet the longitudinal control requirements during zero-torque control of the vehicle. Therefore, the zero-torque mode corresponds to a vehicle control instruction for indicating zero-torque control of the vehicle. Based on this, when the vehicle control instruction indicates zero-torque control of the vehicle, the zero-torque mode is determined as the target longitudinal control mode.

[0053] S13. When the target longitudinal control mode is any one of the sub-modes in the driving mode, vehicle trajectory planning is performed based on the vehicle control instruction and the trajectory planning algorithm corresponding to the target longitudinal control mode to obtain a planning instruction.

[0054] In this embodiment, each sub-mode of the driving mode corresponds to a corresponding trajectory planning algorithm and a longitudinal controller, and the trajectory planning algorithms and longitudinal controllers corresponding to different sub-modes are different. Among them, the role of the trajectory planning algorithm is to process vehicle control commands to provide more realistic physical process planning commands for the longitudinal controller, thereby reducing the fluctuations and overshoots caused by command mutations and enabling the control process to enter the steady state more quickly and smoothly. Based on this, when determining that the target longitudinal control mode is any sub-mode in the driving mode, the trajectory planning algorithm corresponding to the target longitudinal control mode is used to perform vehicle trajectory planning based on the vehicle control command, thereby obtaining a planning command, where the planning command corresponds to the control target corresponding to the currently used driving mode. For example, if the currently used target longitudinal control mode is the torque sub-mode, the trajectory planning algorithm corresponding to the torque sub-mode is used to perform vehicle trajectory planning based on the vehicle control command, thereby obtaining a planning command related to torque; if the currently used target longitudinal control mode is the speed sub-mode, the trajectory planning algorithm corresponding to the speed sub-mode is used to perform vehicle trajectory planning based on the vehicle control command, thereby obtaining a planning command related to speed; if the currently used target longitudinal control mode is the acceleration sub-mode, the trajectory planning algorithm corresponding to the acceleration sub-mode is used to perform vehicle trajectory planning based on the vehicle control command, thereby obtaining a planning command related to acceleration; if the currently used target longitudinal control mode is the position sub-mode, the trajectory planning algorithm corresponding to the position sub-mode is used to perform vehicle trajectory planning based on the vehicle control command, thereby obtaining a planning command related to position.

[0055] In some embodiments of the present application, each trajectory planning algorithm can specify any state within the normal driving range as the planning starting point, so that stable and smooth switching can be achieved between different modes.

[0056] S14. Determine the target torque based on the planning command through the controller corresponding to the target longitudinal control mode.

[0057] In this embodiment, the longitudinal controller is used to determine the torque for realizing this plan according to the planning command output by the corresponding trajectory planning algorithm, and then control the vehicle operation based on the determined torque, so that the vehicle can operate according to the plan. Among them, the output types of the longitudinal controllers corresponding to each sub-mode in the driving mode are the same, all being torque commands. Since the longitudinal controller generates torque commands based on the planning commands output by the trajectory planning algorithm, and the planning commands output by different trajectory planning algorithms are different, the longitudinal controllers corresponding to different sub-modes in the driving mode are different.

[0058] In some embodiments of the present application, a controller corresponding to the target longitudinal control mode, in response to receiving a planning instruction output by a trajectory planning algorithm, processes the planning instruction according to a preset processing logic, thereby generating a corresponding target torque, and the target torque is the torque required for the vehicle to achieve the plan.

[0059] S15. Control the vehicle to run according to the target torque.

[0060] In this embodiment, after the longitudinal controller determines the target torque, it can generate a corresponding torque instruction, and the torque instruction is used to instruct the vehicle to run according to the target torque, and send the torque instruction to the engine of the vehicle, so that the engine implements the torque instruction, and further achieves the purpose of the vehicle running according to the target torque.

[0061] A vehicle longitudinal control method provided by an embodiment of the present application includes: obtaining a vehicle control instruction; determining a target longitudinal control mode corresponding to the vehicle control instruction from a preset longitudinal control mode, where the longitudinal control mode includes a driving mode, and the driving mode includes at least two of a torque sub-mode, a speed sub-mode, an acceleration sub-mode, and a position sub-mode; in the case that the target longitudinal control mode is any one of the sub-modes in the driving mode, performing vehicle trajectory planning based on the vehicle control instruction and a trajectory planning algorithm corresponding to the target longitudinal control mode to obtain a planning instruction; determining a target torque based on the planning instruction through a longitudinal controller corresponding to the target longitudinal control mode; controlling the vehicle to run according to the target torque. According to the embodiment of the present application, multiple different control modes are preset according to different control requirements, and a mode that meets the control requirements is selected from multiple control modes according to the vehicle control instruction for vehicle longitudinal control. Compared with the traditional longitudinal control method, the embodiment of the present application can meet multiple different longitudinal control requirements and improve vehicle stability and safety.

[0062] In some embodiments, in order to improve the safety of longitudinal control, the embodiment of the present application also sets a protection logic, and the protection logic mainly includes: ensuring the braking priority of longitudinal control, that is, when the vehicle control instruction issued by the caller includes a braking request, the vehicle immediately enters the braking mode.

[0063] Based on this, in the case that the longitudinal control mode includes a braking mode, a driving mode, and a zero torque mode, and the driving mode includes a torque sub-mode, a speed sub-mode, an acceleration sub-mode, and a position sub-mode, when determining the target longitudinal control mode corresponding to the vehicle control instruction from the preset longitudinal control mode in the above step S12, the following steps S21-S27 may be included.

[0064] S21. Determine whether the vehicle control instruction includes a braking request;

[0065] S22. When a braking request is included in the vehicle control instruction, determine the braking mode as the target longitudinal control mode;

[0066] S23. When a braking request is not included in the vehicle control instruction, if a torque request is included in the vehicle control instruction, determine the torque sub-mode as the target longitudinal control mode, where the torque request is used to request adjusting the torque of the vehicle to the target torque;

[0067] S24. When a braking request is not included in the vehicle control instruction, if a speed request is included in the vehicle control instruction, determine the speed sub-mode as the target longitudinal control mode, where the speed request is used to request adjusting the speed of the vehicle to the target speed;

[0068] S25. When a braking request is not included in the vehicle control instruction, if an acceleration request is included in the vehicle control instruction, determine the acceleration sub-mode as the target longitudinal control mode, where the acceleration request is used to request adjusting the acceleration of the vehicle to the target acceleration;

[0069] S26. When a braking request is not included in the vehicle control instruction, if a position request is included in the vehicle control instruction, determine the position sub-mode as the target longitudinal control mode, where the position request is used to request parking the vehicle at the target position;

[0070] S27. When a braking request is not included in the vehicle control instruction and no drive request is included or the drive request is not responded to, determine the zero-torque mode as the target longitudinal control mode, where the drive request includes the torque request, speed request, acceleration request, and position request.

[0071] In the above way, when a braking request is included in the vehicle control instruction, immediately enter the braking mode, respond to the braking request, and ignore the drive request and zero-torque request, achieving braking priority, thereby improving the safety of the vehicle.

[0072] In some embodiments, during the operation of the vehicle, as the operation requirements change, it is necessary to switch the target longitudinal control mode. At this time, in order to further improve the safety of the vehicle, the protection logic may further include: restricting the switching process between different longitudinal control modes to avoid sudden acceleration or deceleration of the vehicle caused by conflicting or mutated instructions. Specifically, when there is no braking request, the torque sub-mode, speed sub-mode, acceleration sub-mode, and zero torque mode can be arbitrarily switched into or out of each other; however, the position sub-mode needs to be strictly entered from the braking mode and when the vehicle is stationary. When exiting the position sub-mode, it can only be switched from the position sub-mode to the braking mode and cannot be directly switched to other modes. When it is desired to switch from the position sub-mode to any one of the sub-modes in the driving mode or to the zero torque mode, it is necessary to first switch to the braking mode and then switch from the braking mode to any one of the sub-modes in the driving mode or the zero torque mode.

[0073] Based on this, when performing vehicle longitudinal control based on the vehicle longitudinal control method provided in the embodiments of the present application, the following steps may further be executed:

[0074] When it is necessary to switch the target longitudinal control mode from the braking mode to the position sub-mode and the vehicle is stationary, directly switch the target longitudinal control mode from the braking mode to the position sub-mode;

[0075] When it is necessary to switch the target longitudinal control mode from a non-braking mode to the position sub-mode, first switch the target longitudinal control mode from the non-braking mode to the braking mode, and then switch from the braking mode to the position sub-mode;

[0076] When it is necessary to switch the target longitudinal control mode from the position sub-mode to the braking mode, directly switch the target longitudinal control mode from the position sub-mode to the braking mode;

[0077] When it is necessary to switch the target longitudinal control mode from the position sub-mode to a non-braking mode, first switch the target longitudinal control mode from the position sub-mode to the braking mode, and then switch from the braking mode to the non-braking mode.

[0078] In this embodiment, the position sub-mode is mainly used for the vehicle parking scenario to place the vehicle at the target position. By the above method, when the vehicle is stationary and in the braking mode, and then enters the position sub-mode, on the one hand, it can improve the parking accuracy of the vehicle, because compared with parking when the vehicle is in motion, parking when the vehicle is stationary is easier to align with the target position, thus improving the parking accuracy. On the other hand, it can avoid sudden acceleration or deceleration of the vehicle caused by conflicting or mutated instructions and improve the safety of the vehicle.

[0079] In the above manner, since the position sub - mode is used to place the vehicle at the target position, and the target position is usually a relatively narrow space such as a parking space. Therefore, when the vehicle is in the position sub - mode, it is usually in a small space. If the vehicle is directly switched from the position sub - mode to the drive mode or the zero - torque mode, there may be a problem of sudden acceleration of the vehicle, resulting in collisions between the vehicle and other vehicles or walls, etc., reducing the safety of the vehicle. In view of this, in the above manner, when exiting the position sub - mode, first entering the braking mode can avoid the problem of vehicle insecurity caused by directly switching to the drive mode or the zero - torque mode.

[0080] In this embodiment, each sub - mode in the drive mode is mainly implemented by two parts, namely the trajectory planning part and the control part. Among them, the trajectory planning parts corresponding to different sub - modes are different. The trajectory planning parts corresponding to the torque sub - mode, the speed sub - mode, the acceleration sub - mode and the position sub - mode are the torque planning algorithm, the speed planning algorithm, the acceleration planning algorithm and the position planning algorithm respectively. Correspondingly, the control parts corresponding to different sub - modes are also different. The control parts corresponding to the torque sub - mode, the speed sub - mode, the acceleration sub - mode and the position sub - mode are the torque controller, the speed controller, the acceleration controller and the position controller respectively.

[0081] The speed planning algorithm, the acceleration planning algorithm, the position planning algorithm and the torque planning algorithm will be described below respectively.

[0082] In some embodiments, when the target longitudinal control mode is the speed sub - mode, trajectory planning is performed through the speed planning algorithm. Due to the inherent delay in the response of the vehicle drive system, there is a certain physical delay in the process of the actual vehicle speed changing to the target speed, that is, the derivative of speed (acceleration) is a finite value related to the engine torque and load, and the derivative of acceleration (jerk) is a finite value related to the engine torque gradient. Therefore, second - order trajectory planning is required to ensure the continuity of the planned speed and acceleration under any target speed jump.

[0083] See Figure 2 , which is a schematic diagram of the interface of the speed planning algorithm. The inputs of the speed planning algorithm are the jerk boundary value, the acceleration boundary value, the planning enable, the target speed, the speed measurement value, the acceleration measurement value and the cut - in speed planning enable, and the outputs are the speed planning value, the acceleration planning value and the jerk planning value. Through speed planning, it is ensured that the speed planning value has a second - order derivative, the acceleration planning value has a first - order derivative, and the jerk planning value is continuous, and all three meet the set physical constraints and functional safety constraints.

[0084] Based on this, when the target longitudinal control mode is the speed sub-mode, vehicle trajectory planning is performed based on the vehicle control instruction and the trajectory planning algorithm corresponding to the target longitudinal control mode, and a planning instruction can be obtained, which may include:

[0085] Obtain the speed measurement value and acceleration measurement value of the vehicle, as well as the preset jerk boundary value and acceleration boundary value;

[0086] Perform trajectory planning based on the speed measurement value, acceleration measurement value, and target speed indicated in the vehicle control instruction to obtain a planning instruction that meets the first constraint condition. The planning instruction at least includes a speed planning value, an acceleration planning value, and a jerk planning value.

[0087] Among them, the first constraint condition includes:

[0088] The first derivative of the speed planning value is less than or equal to the acceleration boundary value;

[0089] The second derivative of the speed planning value is less than or equal to the jerk boundary value.

[0090] Among them, the acceleration boundary value is a finite value preset according to the engine torque and load, and the jerk boundary value is a finite value preset according to the engine torque gradient. The speed measurement value is the actual speed of the vehicle measured at the planning trigger moment, and the acceleration measurement value is the actual acceleration of the vehicle measured at the planning trigger moment.

[0091] In some embodiments of the present application, when performing speed planning calculation, the inputs are planning enable Enable, cut-in speed planning enable f v , acceleration boundary value a l , jerk boundary value j, target speed v r , speed measurement value v m , acceleration measurement value a m , and the outputs are speed planning value v traj , acceleration planning value a vtraj , jerk planning value j vtraj .

[0092] When the cut-in speed planning enable f v = 1 and the planning enable Enable is set to 1, speed planning is triggered. Denote the speed measurement value at this planning trigger moment t0 as v m0 , and the acceleration measurement value as a m0 . On the premise of time optimality, calculate the time lengths of the jerk increasing section T1, uniform acceleration section T2, and jerk decreasing section T3 with a as the maximum acceleration value and j as the maximum jerk value, and calculate the corresponding v l at each sampling moment t, a traj 、avtraj , j vtraj .

[0093] For the jerk increasing segment, \(t_0 \lt t \lt t_0 + T_1\)

[0094] j vtraj = j

[0095] a vtraj = a m0 + j(t - t_0)

[0096]

[0097] For the constant acceleration segment, \(t_0 + T_1 \lt t \lt t_0 + T_1 + T_2\)

[0098] j vtraj = 0

[0099] a vtraj = a m0 + jT_1

[0100]

[0101] For the jerk decreasing segment, \(t_0 + T_1 + T_2 \lt t \lt t_0 + T_1 + T_2 + T_3\)

[0102] j vtraj = -j

[0103] a vtraj = a m0 + jT_1 - j(t - t_0 - T_1 - T_2)

[0104]

[0105] Solve for \(T_1\), \(T_2\), and \(T_3\).

[0106] From the planned boundary conditions, we have:

[0107] a m0 + jT_1 - jT_3 = 0

[0108]

[0109] From the maximum acceleration limit, we have:

[0110] a m0 + jT_1 = a l

[0111] By solving the three equations simultaneously, we can obtain \(T_1\), \(T_2\), and \(T_3\), and then calculate the velocity planning values, acceleration planning values, and jerk planning values at each sampling moment using the formulas for each segment.

[0112] By performing speed planning in the above manner, it is possible to ensure the continuity of the speed planning value and the acceleration planning value obtained from the planning under any target speed jump, reduce the fluctuations and overshoots caused by sudden changes in instructions, enable the control process to enter the steady state more quickly and smoothly, and improve the stability and safety of the vehicle.

[0113] In some embodiments, when the target longitudinal control mode is the acceleration sub-mode, trajectory planning is performed through an acceleration planning algorithm. Due to the inherent delay in the response of the vehicle drive system, there is a certain physical delay in the process of the actual acceleration of the vehicle changing to the target acceleration, that is, the derivative of acceleration, Jerk, is a finite value related to the engine torque gradient. Therefore, first-order trajectory planning is required to ensure the continuity of the acceleration in the planning instructions under any target acceleration jump.

[0114] See Figure 3 , which is a schematic diagram of the interface of the acceleration planning algorithm. As Figure 3 shown, the inputs of the acceleration planning algorithm include the jerk boundary value, planning enable, target acceleration, acceleration measurement value, and cut-in acceleration planning enable, and the outputs include the acceleration planning value and the jerk planning value. Through acceleration planning, it is ensured that the acceleration planning value is first-order differentiable and the jerk planning value is continuous, and both comply with the set physical constraints and functional safety constraints.

[0115] Based on this, when the target longitudinal control mode is the acceleration sub-mode, trajectory planning is performed based on the trajectory planning algorithm corresponding to the target longitudinal control mode and the vehicle control instructions to obtain the planning instructions, which may include:

[0116] Obtain the acceleration measurement value of the vehicle and the preset jerk boundary value;

[0117] Perform trajectory planning based on the acceleration measurement value and the target acceleration indicated by the vehicle control instructions to obtain the planning instructions that meet the second constraint condition. The planning instructions at least include the acceleration planning value and the jerk planning value;

[0118] Among them, the second constraint condition includes:

[0119] The first derivative of the acceleration planning value is less than or equal to the jerk boundary value.

[0120] In some embodiments of the present application, the calculation method of acceleration planning is as follows. The inputs are planning enable Enable, target acceleration a r , acceleration measurement value a m , cut-in acceleration planning enable f a and jerk boundary value j, and the outputs are acceleration planning value a atraj and jerk planning value j atraj .

[0121] When the cut-in acceleration planning enable f a is set to 1 and Enable is set to 1, the acceleration planning is triggered. Denote the acceleration measurement value at the trigger moment t0 as a m0 . On the premise of time optimality, calculate the planning time T with j as the derivative, and calculate the corresponding a atraj , j atraj .

[0122] Among them, in the case of t0 ≤ t < t0 + T:

[0123] T = (a r -a m0 ) / j

[0124] a atraj = a m0 + j(t - t0)

[0125] j atraj = j

[0126] In the case of t ≥ T + t0:

[0127] a atraj = a m0 + jT

[0128] j atraj = 0

[0129] By performing acceleration planning in the above manner, it is possible to ensure the continuity of the acceleration planning value and the jerk planning value obtained by the planning under any target acceleration jump, reduce the fluctuations and overshoots caused by instruction mutations, and enable the control process to enter the steady state more quickly and smoothly, improving the stability and safety of the vehicle.

[0130] In some embodiments, in the case where the target longitudinal control mode is the position sub-mode, trajectory planning is performed through a position planning algorithm.

[0131] See Figure 4 , which is a schematic interface diagram of the position planning algorithm. As Figure 4 described, the inputs of the position planning include the jerk boundary value, the acceleration boundary value, the planning enable, the target position, the position measurement value, the speed measurement value, and the cut-in position planning enable, and the outputs include the position planning value, the speed planning value, the acceleration planning value, and the jerk planning value. Through position planning, it is ensured that the position planning value is 3-order differentiable, the speed planning value is 2-order differentiable, the acceleration planning value is 1-order differentiable, and the jerk planning value is continuous, and all four comply with the preset physical constraints and functional safety constraints.

[0132] Based on this, the target longitudinal control mode is the position sub-mode. Trajectory planning is performed based on the trajectory planning algorithm and vehicle control instructions corresponding to the target longitudinal control mode to obtain a planning instruction, including:

[0133] Obtain the position measurement value and speed measurement value of the vehicle, as well as the pre-set speed boundary value, acceleration boundary value, and jerk boundary value;

[0134] Based on the position measurement value, speed measurement value, and target position indicated in the vehicle control instruction, perform trajectory planning to obtain a planning instruction that meets the third constraint condition. The planning instruction at least includes a position planning value, a speed planning value, an acceleration planning value, and a jerk planning value;

[0135] The third constraint condition includes:

[0136] The first derivative of the position planning value is less than or equal to the speed boundary value;

[0137] The first derivative of the speed planning value is less than or equal to the acceleration boundary value;

[0138] The second derivative of the speed planning value is less than or equal to the jerk boundary value.

[0139] In some embodiments of the present application, the calculation method of position planning is as follows. The inputs are planning enable Enable, cut-in position planning enable f s , jerk boundary value j, acceleration boundary value a l , speed boundary value v l , target position x r , position measurement value x m , speed measurement value v m , acceleration measurement value a m , and the outputs are position planning value x traj , speed planning value vx traj , acceleration planning value ax traj , jerk planning value j xtraj .

[0140] When the cut-in position planning enable f s = 1 and the planning enable Enable is set to 1, position planning is triggered. Denote the position measurement value at the trajectory trigger moment t0 as x m0 , the speed measurement value as v m0 , and the acceleration measurement value as a m0 . On the premise of time optimality, calculate with a lLet \(T_1\) be the time length of the uniformly increasing acceleration stage, \(T_2\) be the time length of the uniformly accelerating stage, \(T_3\) be the time length of the uniformly decreasing acceleration stage, \(T_4\) and \(T_5\) be the time lengths of the first constant velocity stage, and \(T_6\) and \(T_5\) be the time lengths of the second decelerating stage, where \(a_{max}\) is the maximum acceleration and \(j_{max}\) is the maximum jerk. Calculate the corresponding \(x\), \(v\), \(a\), and \(j\) at each sampling time \(t\). traj , \(v\) xtraj , \(a\) xtraj , \(j\) xtraj .

[0141] In the \(T_1\) stage, it is the uniformly increasing acceleration stage:

[0142] \(a_1 = a + jT_1\) m0

[0143]

[0144] where \(a_1\) represents the planned acceleration value in the \(T_1\) stage, \(v_1\) represents the planned velocity value in the \(T_1\) stage, and \(x_1\) represents the planned position value in the \(T_1\) stage.

[0145] In the \(T_2\) stage, it is the uniformly accelerating stage

[0146] \(a_2 = a_1\)

[0147] \(v_2 = v_1 + a_2T_2\)

[0148]

[0149] where \(a_2\) represents the planned acceleration value in the \(T_2\) stage, \(v_2\) represents the planned velocity value in the \(T_2\) stage, and \(x_2\) represents the planned position value in the \(T_2\) stage.

[0150] In the \(T_3\) stage, it is the uniformly decreasing acceleration stage

[0151] \(a_3 = a_2 - jT_3\)

[0152]

[0153] where \(a_3\) represents the planned acceleration value in the \(T_3\) stage, \(v_3\) represents the planned velocity value in the \(T_3\) stage, and \(x_3\) represents the planned position value in the \(T_3\) stage.

[0154] In the \(T_4\) stage, it is the constant velocity stage

[0155] \(a_4 = 0\)

[0156] \(v_4 = v_3\)

[0157] \(x_4 = v_4T_4\)

[0158] where \(a_4\) represents the planned acceleration value in the \(T_4\) stage, \(v_4\) represents the planned velocity value in the \(T_4\) stage, and \(x_4\) represents the planned position value in the \(T_4\) stage.

[0159] ​In the first stage of T5, it is the stage of uniform deceleration and acceleration.

[0160] a5 = -jT5

[0161]

[0162] Where a5 represents the planned acceleration value in the first stage of T5, v5 represents the planned velocity value in the first stage of T5, and x5 represents the planned position value in the first stage of T5.

[0163] In the T6 stage, it is the stage of uniform deceleration.

[0164] a6 = a5

[0165] v6 = v5 + a5T6

[0166]

[0167] Where a6 represents the planned acceleration value in the T6 stage, v6 represents the planned velocity value in the T6 stage, and x6 represents the planned position value in the T6 stage.

[0168] In the second stage of T5, it is the stage of uniform acceleration.

[0169] a7 = a6 + jT5

[0170]

[0171] Where a7 represents the planned acceleration value in the second stage of T5, v7 represents the planned velocity value in the second stage of T5, and x7 represents the planned position value in the second stage of T5.

[0172] Since the acceleration is 0 after the T3 stage, there is:

[0173]

[0174] After the second stage of T5, the velocity is 0, so it can be obtained that:

[0175]

[0176] Actual position:

[0177] x = x1 + x2 + x3 + x4 + x5 + x6 + x7

[0178] The actual position reaches the target position, that is:

[0179] x r = x

[0180] When not considering the acceleration limit a b and the velocity limit v bWhen planning the process in the shortest time, it always maintains uniform acceleration or deceleration, that is, T2, T4, T6 = 0, and only T1, T3, T5 need to be calculated. From the above description, it can be seen that T3 and T5 are uniquely determined by T1, so only a univariate high-order equation about T1 needs to be solved. Since the above solution method is too complex to obtain its analytical solution. Considering the continuity of the equation, after determining the existence range of its solution, its numerical solution can be obtained by the bisection method.

[0181] By performing position planning in the above manner, it can be ensured that the position planning value, speed planning value, acceleration planning value, and jerk planning value obtained by the planning are continuous under any target position jump, reducing the fluctuations and overshoots caused by instruction mutations, and enabling the control process to enter the steady state more quickly and smoothly, improving the stability and safety of the vehicle.

[0182] In some embodiments, when the target longitudinal control mode is the torque sub-mode, trajectory planning is performed through a torque planning algorithm. Among them, the torque planning algorithm uses the direct torque control method for trajectory planning, that is, directly forwarding the target torque in the vehicle control instruction.

[0183] The speed controller, acceleration controller, position controller, and torque controller will be described below respectively.

[0184] In some embodiments, when the target longitudinal control mode is the speed sub-mode, torque control is performed through a speed controller.

[0185] See Figure 5 For the structural schematic diagram of the speed controller, as Figure 5 shown, the speed controller mainly consists of four parts: a speed feedback controller, a low-pass filter, a rolling resistance compensation, and an acceleration feed-forward controller. Among them, the speed feedback controller is used to output the feedback torque, the low-pass filter is used to perform low-pass filtering on the feedback torque output by the speed feedback controller, the rolling resistance compensation is used to calculate the compensation torque for compensating the torque caused by rolling friction, and the acceleration feed-forward controller is used to calculate the feed-forward torque. By superimposing the filtered feedback torque, compensation torque, and feed-forward torque, the target torque output by the position controller is obtained.

[0186] See Figure 6 For the interface schematic diagram of the speed feedback controller, as Figure 6 shown, the speed feedback controller is an improved PID controller, and the inputs are the speed measurement value v m , the speed planning value v traj , the feedback proportional coefficient the integral coefficient the upper limit of the integral term the lower limit of the integral term The controller resets and enables reset, and the output is the feedback torque T vfb .

[0187] In this embodiment, to ensure that the speed controller can maintain the best control effect within the normal driving range of the vehicle, the feedback proportional coefficient integral coefficient can be calculated and updated online according to the speed measurement value v m and the static load m s . At the same time, to ensure the stability and safety of the vehicle, the upper limit and the lower limit of the integral term are also dynamically limited accordingly.

[0188] In some embodiments of the present application, the interpolation mapping relationships of the feedback proportional coefficient integral coefficient upper limit of the integral term and the lower limit of the integral term with respect to the vehicle speed and static load can be obtained through multiple experiments. In this way, during the vehicle driving process, the above four parameters can be updated in real time according to the above mapping relationships based on the pre-calibrated static load and the real-time measured vehicle speed.

[0189] The speed feedback controller can be expressed by the following formula:

[0190]

[0191] In the formula, t0 represents the intervention moment of the speed controller, t represents the sampling moment, and t s represents the sampling duration.

[0192] To ensure the safety and stability of the speed controller output during the switching of the longitudinal control mode and the vehicle start-stop condition switching, when performing the longitudinal control mode switching, the integral part of the speed controller can be reset by enabling reset.

[0193] The acceleration feedforward controller part, the input is the acceleration planned value a vtraj , the static load m s of the vehicle, as well as the pre-calibrated wheel rolling radius r, engine transmission ratio w, feedforward proportional coefficient , and the output is the feedforward torque.

[0194] The acceleration feedforward controller can be expressed by the following formula:

[0195]

[0196] In the formula, T vff after passing through the fixed limiter is used as the feedforward torque output by the feedforward controller.

[0197] Among them, the feedforward proportional coefficient can be determined according to the speed measurement value and the static load.

[0198] In some embodiments of the present application, the feedforward proportional coefficient can be obtained through multiple experiments for the interpolation mapping relationship regarding the speed and static load of the vehicle. In this way, during the vehicle driving process, the feedforward proportional coefficient can be updated in real time according to the pre-calibrated static load and the speed measurement value measured in real time based on the above mapping relationship

[0199] The rolling resistance compensation part is used to calculate the compensation torque required to compensate for the torque caused by rolling friction. Among them, the compensation torque can also be calculated according to the speed measurement value and the static load through the corresponding interpolation mapping relationship. By performing torque compensation, the overall response speed of the speed controller can be improved, and the change of the resistance torque under different rolling resistance conditions can be matched. The interpolation mapping relationship can be obtained through experimental calibration.

[0200] The target torque output by the speed controller is obtained by superimposing the feedback torque output by the speed feedback controller after low-pass filtering, the feedforward torque output by the acceleration feedforward controller, and the compensation torque.

[0201] Based on this, in the case where the target longitudinal control mode is the speed sub-mode, through the longitudinal controller corresponding to the target longitudinal control mode, determining the target torque based on the planning instruction may include the following steps S61 - S65:

[0202] S61. Determine the feedback proportional coefficient, integral coefficient, upper limit of the integral term, lower limit of the integral term, feedforward proportional coefficient, and compensation torque according to the speed measurement value and the static load of the vehicle. The compensation torque is used to compensate for the torque caused by rolling friction;

[0203] S62. Calculate the feedback torque according to the speed measurement value, feedback proportional coefficient, integral coefficient, upper limit of the integral term, lower limit of the integral term, and speed planning value. The feedback torque is the torque required to achieve the speed planning value in the ideal state;

[0204] S63. Calculate the feedforward torque according to the static load, feedforward proportional coefficient, acceleration planning value, pre-calibrated wheel rolling radius, and engine transmission ratio. The feedforward torque is the torque required to achieve the acceleration planning value in the ideal state;

[0205] S64. Perform low-pass filtering on the feedback torque to obtain the filtered feedback torque;

[0206] S65. Superimpose the filtered feedback torque, feedforward torque, and compensation torque to obtain the target torque.

[0207] See Figure 7, which is a schematic diagram of the test results for vehicle longitudinal control in the speed sub-mode. It can be seen from Figure 7 that under frequent and large changes in the target speed v r , the speed planning of the vehicle smooths the vehicle control command into a second-order differentiable trajectory v traj that conforms to physical constraints. The measured speed value v m of the vehicle at the sampling moment maintains tracking of the corresponding speed planning value v traj under the action of the longitudinal controller, and maintains a high control accuracy during the process.

[0208] Since the input of the speed controller includes a more physically regular planning value output by the speed planning algorithm, and an improved PID control combined with feedforward control and rolling resistance compensation that has a faster response and adaptive adjustment ability compared to traditional PID control, the speed controller can exhibit better performance in the control of longitudinal speed, thereby improving the stability and safety of vehicle longitudinal control.

[0209] In some embodiments, when the target longitudinal control mode is the acceleration sub-mode, torque control is performed through an acceleration controller.

[0210] Referring to Figure 8 , which is a schematic diagram of the structure of the acceleration controller. As shown in Figure 8 , the acceleration controller mainly consists of three parts: an acceleration feedback controller, a low-pass filter, and rolling resistance compensation. Among them, the acceleration feedback controller is used to output feedback torque, the low-pass filter is used to perform low-pass filtering on the feedback torque output by the acceleration feedback controller, and the rolling resistance compensation is used to calculate the compensation torque for compensating the torque caused by rolling friction. By superimposing the filtered feedback torque and the compensation torque, the target torque output by the position controller is obtained.

[0211] Referring to Figure 9 , which is a schematic diagram of the structure of the acceleration feedback controller. As shown in Figure 9 , the acceleration feedback controller is an improved PID controller, with the input being the acceleration measurement value a m , the acceleration planning value a atraj , the feedback proportional coefficient the integral coefficient the upper limit of the integral term the lower limit of the integral term the controller reset enable reset, and the output being the feedback torque T afb .

[0212] Similar to the speed feedback controller, the feedback proportional coefficient the integral coefficient the upper limit of the integral term and the lower limit of the integral term It can be calculated based on the speed measurement value v m and the static load m s and can be referred to the above relevant descriptions for details.

[0213] The acceleration feedback controller can be expressed by the following formula:

[0214]

[0215] wherein, t0 represents the intervention moment of the acceleration controller, t represents the sampling moment, and t s represents the sampling duration.

[0216] To ensure the safety and stability of the output of the acceleration controller during the longitudinal control mode switching and vehicle start-stop conditions switching, when performing the longitudinal control mode switching, the integral part of the acceleration controller can be reset by enabling reset.

[0217] Similar to the speed controller, the rolling resistance compensation part here also calculates the compensation torque required to compensate for the torque caused by rolling friction. Among them, the compensation torque can also be calculated based on the speed measurement value and the static load through the corresponding interpolation mapping relationship. By performing torque compensation, the overall response speed of the speed controller can be improved, and it can match the change of the resistance torque under different rolling resistance conditions. The interpolation mapping relationship can be obtained through experimental calibration.

[0218] The target torque output by the acceleration controller is obtained by superimposing the feedback torque output by the acceleration feedback controller after low-pass filtering and the compensation torque.

[0219] Based on this, in the case where the target longitudinal control mode is the acceleration sub-mode, through the longitudinal controller corresponding to the target longitudinal control mode, determining the target torque based on the planning instruction may include the following steps S91 - S94:

[0220] S91. Determine the feedback proportional coefficient, integral coefficient, upper limit of the integral term, lower limit of the integral term, and compensation torque according to the speed measurement value and the static load of the vehicle. The compensation torque is used to compensate for the torque caused by rolling friction;

[0221] S92. Calculate the feedback torque according to the acceleration measurement value, feedback proportional coefficient, integral coefficient, upper limit of the integral term, lower limit of the integral term, and the acceleration planning value. The feedback torque is the torque required to achieve the acceleration planning value under ideal conditions;

[0222] S93. Perform low-pass filtering on the feedback torque to obtain the filtered feedback torque;

[0223] S94. Superimpose the filtered feedback torque and the compensation torque to obtain the target torque.

[0224] See Figure 10 , which is a schematic diagram of the test results of vehicle longitudinal control using the acceleration sub - mode. As Figure 10 can be seen, under the frequent and large - amplitude change of the target acceleration a r , the vehicle acceleration planning smooths the vehicle control command into a first - order differentiable trajectory a atraj that conforms to physical constraints. The acceleration measurement value a m of the vehicle at the sampling moment maintains tracking of the corresponding acceleration planning value a atraj under the action of the longitudinal controller, and maintains a high control accuracy during the process.

[0225] Since the input of the acceleration controller includes the planning value that is more in line with physical laws output by the acceleration planning algorithm, and a control method that combines an improved PID control with faster response and adaptive adjustment ability compared with traditional PID control and rolling resistance compensation, the acceleration controller can exhibit better performance in the control of longitudinal acceleration, thereby improving the stability and safety of vehicle longitudinal control.

[0226] In some embodiments, when the target longitudinal control mode is the position sub - mode, torque control is performed through the position controller corresponding to the position sub - mode.

[0227] See Figure 11 , which is a schematic diagram of the structure of the position controller. As Figure 11 shown, the position controller mainly consists of three parts: a position feedback controller, a low - pass filter, rolling resistance compensation, and a position feed - forward controller. Among them, the position feedback controller is used to output feedback torque, the low - pass filter is used to perform low - pass filtering on the feedback torque output by the position feedback controller, the rolling resistance compensation is used to calculate the compensation torque for compensating the torque caused by rolling friction, and the position feed - forward controller is used to output feed - forward torque. By superimposing the filtered feedback torque, compensation torque, and feed - forward torque, the target torque output by the position controller is obtained.

[0228] See Figure 12 , which is a schematic diagram of the structure of the position feedback controller. As Figure 12 shown, the position feedback controller is an improved PID controller, with the input being the position measurement value x m , the position planning value x traj , the feedback proportional coefficient the integral coefficient the upper limit of the integral term the lower limit of the integral term and the controller reset enable reset, and the output being the feedback torque.

[0229] Similar to the speed feedback controller, the feedback proportional coefficient Integration coefficient Upper limit of integral term And lower limit of integral term Can be calculated according to the speed measurement value v m And the static load m s For details, refer to the relevant description above.

[0230] The position feedback controller can be expressed by the following formula:

[0231]

[0232] In the formula, t0 represents the intervention moment of the position controller, t represents the sampling moment, and t s Represents the sampling duration.

[0233] To ensure the safety and stability of the position controller output during the longitudinal control mode switching and vehicle start / stop conditions switching, the integral part of the position controller can be reset by enabling reset during the longitudinal control mode switching.

[0234] The input of the position feedforward controller part is the acceleration planning value a vtraj The static load m of the vehicle s And the pre-calibrated wheel rolling radius r, engine transmission ratio w, feedforward proportional coefficient The output is the feedforward torque.

[0235] The position feedforward controller can be expressed by the following formula:

[0236]

[0237] In the formula, T xff After passing through the fixed limiting link, it is used as the feedforward torque output by the feedforward controller.

[0238] Among them, the feedforward proportional coefficient Can be determined according to the speed measurement value and the static load.

[0239] In some embodiments of the present application, the interpolation mapping relationship of the feedforward proportional coefficient Regarding the speed and static load of the vehicle can be obtained through multiple experiments. In this way, during the vehicle driving process, the feedforward proportional coefficient can be updated in real time according to the pre-calibrated static load and the real-time measured speed measurement value based on the above mapping relationship

[0240] Similar to the speed controller, the rolling resistance compensation section here also calculates the compensation torque required to compensate for the torque caused by rolling friction. Among them, the compensation torque can also be calculated according to the speed measurement value and the static load through the corresponding interpolation mapping relationship. By performing torque compensation, the overall response speed of the speed controller can be improved, and the change of the resistance torque under different rolling resistance conditions can be matched. The interpolation mapping relationship can be obtained through experimental calibration.

[0241] The target torque output by the position controller is obtained by superimposing the feedback torque output by the position feedback controller after being filtered by a low-pass filter, the feedforward torque output by the position feedforward controller, and the compensation torque.

[0242] Based on this, in the case where the target longitudinal control mode is the position sub-mode, through the longitudinal controller corresponding to the target longitudinal control mode, determining the target torque based on the planning instruction may include the following steps S121 - S125:

[0243] S121. Determine the feedback proportional coefficient, integral coefficient, integral term upper limit, integral term lower limit, feedforward proportional coefficient, and compensation torque according to the speed measurement value and the static load of the vehicle. The compensation torque is used to compensate for the torque caused by rolling friction;

[0244] S122. Calculate the feedback torque according to the position measurement value, feedback proportional coefficient, integral coefficient, integral term upper limit, integral term lower limit, and position planning value. The feedback torque is the torque required to achieve the position planning value in the ideal state;

[0245] S123. Calculate the feedforward torque according to the static load, feedforward proportional coefficient, acceleration planning value, pre-calibrated wheel rolling radius, and engine transmission ratio. The feedforward torque is the torque required to achieve the acceleration planning value in the ideal state;

[0246] S124. Perform low-pass filtering on the feedback torque to obtain the filtered feedback torque;

[0247] S125. Superimpose the feedforward torque, the filtered feedback torque, and the compensation torque to obtain the target torque.

[0248] See Figure 13 , which is a schematic diagram of the test results for vehicle longitudinal control using the acceleration sub-mode. It can be seen from Figure 13 that under frequent and large changes in the target position x r , the vehicle position planning smooths the command into a third-order differentiable trajectory x traj that conforms to physical constraints. The position measurement value x m of the vehicle at the sampling moment maintains tracking of the corresponding position planning value x traj under the action of the longitudinal controller, and maintains a high control accuracy during the process.

[0249] Since the input of the position controller includes a more physically compliant planned value output by the position planning algorithm, and a control method that combines an improved PID control with faster response and adaptive adjustment ability compared to traditional PID control, feedforward control, and rolling resistance compensation, the position controller can exhibit better performance in the control of the longitudinal position, improving the stability and safety of vehicle longitudinal control, and solving the problem that it is difficult for traditional longitudinal control methods to achieve precise parking.

[0250] In some embodiments, when the target longitudinal control mode is the torque sub-mode, torque control is performed through the torque controller corresponding to the torque sub-mode. Among them, the torque controller adopts a direct control method, that is, directly outputs the target command in the vehicle control command. In some embodiments, when the target longitudinal control mode is the braking mode, any method of vehicle longitudinal control under braking control can be used to control the vehicle, and this embodiment does not make specific limitations.

[0251] In some embodiments, when the target longitudinal control mode is the zero torque mode, any method of vehicle longitudinal control under zero torque control can be used to control the vehicle, and this embodiment does not make specific limitations.

[0252] Based on the vehicle longitudinal control method provided in the above embodiments, correspondingly, the present application also provides a specific implementation manner of the vehicle longitudinal control device. Please refer to the following embodiments.

[0253] See Figure 14 , which is a schematic diagram of the vehicle control device provided in the embodiments of the present application. As Figure 14 shown, the device 1400 includes the following modules:

[0254] The instruction acquisition module 1401 is used to acquire vehicle control instructions;

[0255] The mode determination module 1402 is used to determine the target longitudinal control mode corresponding to the vehicle control instruction from the preset longitudinal control modes. The longitudinal control modes include a driving mode, and the driving mode includes at least two sub-modes of a torque sub-mode, a speed sub-mode, an acceleration sub-mode, and a position sub-mode;

[0256] The trajectory planning module 1403 is used to perform vehicle trajectory planning based on the vehicle control instruction and the trajectory planning algorithm corresponding to the target longitudinal control mode when the target longitudinal control mode is any one of the sub-modes in the driving mode, and obtain a planning instruction;

[0257] A control module 1404, configured to determine a target torque based on a planned instruction through a longitudinal controller corresponding to a target longitudinal control mode;

[0258] The control module 1404 is further configured to control the vehicle to operate according to the target torque.

[0259] In some embodiments, the driving mode includes a torque sub-mode, a speed sub-mode, an acceleration sub-mode, and a position sub-mode. The longitudinal control mode further includes a braking mode and a zero-torque mode. The mode determination module 1402 is configured to:

[0260] Determine whether a braking request is included in the vehicle control instruction;

[0261] When a braking request is included in the vehicle control instruction, determine the braking mode as the target longitudinal control mode;

[0262] When a braking request is not included in the vehicle control instruction, if a torque request is included in the vehicle control instruction, determine the torque sub-mode as the target longitudinal control mode, where the torque request is used to request to adjust the torque of the vehicle to the target torque;

[0263] When a braking request is not included in the vehicle control instruction, if a speed request is included in the vehicle control instruction, determine the speed sub-mode as the target longitudinal control mode, where the speed request is used to request to adjust the speed of the vehicle to the target speed;

[0264] When a braking request is not included in the vehicle control instruction, if an acceleration request is included in the vehicle control instruction, determine the acceleration sub-mode as the target longitudinal control mode, where the acceleration request is used to request to adjust the acceleration of the vehicle to the target acceleration;

[0265] When a braking request is not included in the vehicle control instruction, if a position request is included in the vehicle control instruction, determine the position sub-mode as the target longitudinal control mode, where the position request is used to request to park the vehicle at the target position;

[0266] When a braking request is not included in the vehicle control instruction and no driving request is included or the driving request is not responded to, determine the zero-torque mode as the target longitudinal control mode, where the driving request includes a torque request, a speed request, an acceleration request, and a position request.

[0267] In some embodiments, the device 1400 further includes a switching control module, configured to:

[0268] When it is necessary to switch the target longitudinal control mode from the braking mode to the position sub-mode and the vehicle is in a stationary state, directly switch the target longitudinal control mode from the braking mode to the position sub-mode;

[0269] When it is necessary to switch the target longitudinal control mode from the non-braking mode to the position sub-mode, first switch the target longitudinal control mode from the non-braking mode to the braking mode, and then switch from the braking mode to the position sub-mode;

[0270] When it is necessary to switch the target longitudinal control mode from the position sub-mode to the braking mode, directly switch the target longitudinal control mode from the position sub-mode to the braking mode;

[0271] When it is necessary to switch the target longitudinal control mode from the position sub-mode to the non-braking mode, first switch the target longitudinal control mode from the position sub-mode to the braking mode, and then switch from the braking mode to the non-braking mode.

[0272] In some embodiments, the target longitudinal control mode is the speed sub-mode. The trajectory planning module 1403 is configured to:

[0273] Obtain the speed measurement value and acceleration measurement value of the vehicle, as well as the pre-set jerk boundary value and acceleration boundary value;

[0274] Based on the speed measurement value, acceleration measurement value, and the target speed indicated in the vehicle control instruction, perform trajectory planning to obtain a planning instruction that meets the first constraint condition. The planning instruction includes at least a speed planning value, an acceleration planning value, and a jerk planning value;

[0275] Wherein, the first constraint condition includes:

[0276] The first derivative of the speed planning value is less than or equal to the acceleration boundary value;

[0277] The second derivative of the speed planning value is less than or equal to the jerk boundary value.

[0278] In some embodiments, the target longitudinal control mode is the speed sub-mode. The control module 1404 is configured to:

[0279] Determine the feedback proportional coefficient, integral coefficient, integral term upper limit, integral term lower limit, feedforward proportional coefficient, and compensation torque according to the speed measurement value and the static load of the vehicle. The compensation torque is used to compensate for the torque caused by rolling friction;

[0280] Calculate the feedback torque according to the speed measurement value, feedback proportional coefficient, integral coefficient, integral term upper limit, integral term lower limit, and the speed planning value at the sampling moment. The feedback torque is the torque required to achieve the speed planning value in the ideal state;

[0281] Calculate the feedforward torque based on the static load, the feedforward proportionality coefficient, the acceleration planned value, the pre-calibrated wheel rolling radius, and the engine transmission ratio. The feedforward torque is the torque required to achieve the acceleration planned value under ideal conditions.

[0282] Perform low-pass filtering on the feedback torque to obtain the filtered feedback torque.

[0283] Superimpose the filtered feedback torque, the feedforward torque, and the compensation torque to obtain the target torque.

[0284] In some embodiments, the target longitudinal control mode is the acceleration sub-mode. The trajectory planning module 1403 is configured to:

[0285] Obtain the acceleration measurement value of the vehicle and the pre-set jerk boundary value.

[0286] Perform trajectory planning based on the acceleration measurement value and the target acceleration indicated by the vehicle control command to obtain a planning command that meets the second constraint condition. The planning command includes at least the acceleration planned value and the jerk planned value.

[0287] Wherein, the second constraint condition includes:

[0288] The first derivative of the acceleration planned value is less than or equal to the jerk boundary value.

[0289] In some embodiments, the target longitudinal control mode is the acceleration sub-mode. The control module 1404 is configured to:

[0290] Determine the feedback proportionality coefficient, the integral coefficient, the upper limit of the integral term, the lower limit of the integral term, and the compensation torque according to the speed measurement value and the static load of the vehicle. The compensation torque is used to compensate for the torque caused by rolling friction.

[0291] Calculate the feedback torque according to the acceleration measurement value, the feedback proportionality coefficient, the integral coefficient, the upper limit of the integral term, the lower limit of the integral term, and the acceleration planned value. The feedback torque is the torque required to achieve the acceleration planned value under ideal conditions.

[0292] Perform low-pass filtering on the feedback torque to obtain the filtered feedback torque.

[0293] Superimpose the filtered feedback torque and the compensation torque to obtain the target torque.

[0294] In some embodiments, the target longitudinal control mode is the position sub-mode. The trajectory planning module 1403 is configured to:

[0295] Obtain the position measurement value and the speed measurement value of the vehicle, as well as the pre-set speed boundary value, acceleration boundary value, and jerk boundary value.

[0296] Perform trajectory planning based on the position measurement value, speed measurement value, and target position indicated in the vehicle control instruction to obtain a planning instruction that meets the third constraint condition. The planning instruction includes at least a position planning value, a speed planning value, an acceleration planning value, and a jerk planning value;

[0297] The third constraint condition includes:

[0298] The first derivative of the position planning value is less than or equal to the speed boundary value;

[0299] The first derivative of the speed planning value is less than or equal to the acceleration boundary value;

[0300] The second derivative of the speed planning value is less than or equal to the jerk boundary value.

[0301] In some embodiments, the target longitudinal control mode is the position sub-mode. The control module 1404 is configured to:

[0302] Determine a feedback proportional coefficient, an integral coefficient, an upper limit of the integral term, a lower limit of the integral term, a feedforward proportional coefficient, and a compensation torque according to the speed measurement value and the static load of the vehicle. The compensation torque is used to compensate for the torque caused by rolling friction;

[0303] Calculate a feedback torque according to the position measurement value, the feedback proportional coefficient, the integral coefficient, the upper limit of the integral term, the lower limit of the integral term, and the position planning value. The feedback torque is the torque required to achieve the position planning value in an ideal state;

[0304] Calculate a feedforward torque according to the static load, the feedforward proportional coefficient, the acceleration planning value, the pre-calibrated wheel rolling radius, and the engine transmission ratio. The feedforward torque is the torque required to achieve the acceleration planning value in an ideal state;

[0305] Perform low-pass filtering on the feedback torque to obtain the filtered feedback torque;

[0306] Superimpose the feedforward torque, the filtered feedback torque, and the compensation torque to obtain the target torque.

[0307] The vehicle longitudinal control device provided by the embodiments of the present application can implement Figures 1 to 14 Each process implemented by the method embodiment. To avoid repetition, it will not be elaborated here.

[0308] Figure 15 The hardware structure diagram of the electronic device provided by the embodiments of the present application is shown.

[0309] The electronic device 1500 may include a processor 1501 and a memory 1502 storing computer program instructions.

[0310] Specifically, the above-mentioned processor 1501 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or may be configured as one or more integrated circuits for implementing the embodiments of the present application.

[0311] The memory 1502 may include a mass storage for data or instructions. By way of example and not limitation, the memory 1502 may include a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive, or a combination of two or more of these. In a suitable case, the memory 1502 may include a removable or non-removable (or fixed) medium. In a suitable case, the memory 1502 may be internal or external to the integrated gateway disaster recovery device. In a specific embodiment, the memory 1502 is a non-volatile solid state memory. The memory 1502 may include a read-only memory (ROM), a random access memory (RAM), a magnetic disk storage media device, an optical storage media device, a flash memory device, an electrical, optical, or other physical / tangible memory storage device. Thus, generally, the memory 1502 includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it can perform the operations described in any of the vehicle longitudinal control methods in the above embodiments.

[0312] The processor 1501 reads and executes the computer program instructions stored in the memory 1502 to implement any of the vehicle longitudinal control methods in the above embodiments.

[0313] In one example, the electronic device 1500 may further include a communication interface 1503 and a bus 1510. Among them, as Figure 15 shown, the processor 1501, the memory 1502, and the communication interface 1503 are connected through the bus 1510 and complete communication with each other.

[0314] The communication interface 1503 is mainly used to implement communication between each module, device, unit, and / or device in the embodiments of the present application.

[0315] The bus 1510 includes hardware, software, or both, and couples the components of the online data flow metering device to each other. By way of example and not limitation, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an InfiniBand interconnect, a Low Pin Count (LPC) bus, a memory bus, a MicroChannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or a combination of two or more of these. Where appropriate, the bus 1510 may include one or more buses. Although the embodiments of the present application describe and illustrate specific buses, the present application contemplates any suitable bus or interconnect.

[0316] In addition, in combination with the vehicle longitudinal control method in the above embodiments, an embodiment of the present application can be implemented by providing a computer storage medium. Computer program instructions are stored on the computer storage medium; when the computer program instructions are executed by a processor, any one of the vehicle longitudinal control methods in the above embodiments is implemented.

[0317] An embodiment of the present application also provides a computer program product, including a computer program, and when the computer program is executed by a processor, any one of the methods for vehicle longitudinal control in the above embodiments is implemented.

[0318] It should be clear that the present application is not limited to the specific configurations and processes described above and illustrated in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and illustrated as examples. However, the method process of the present application is not limited to the specific steps described and illustrated, and those skilled in the art can make various changes, modifications, and additions, or change the order between steps after understanding the spirit of the present application.

[0319] The functional blocks shown in the above-described structural block diagrams can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, it can be, for example, an electronic circuit, an application-specific integrated circuit (ASIC), appropriate firmware, a plug-in, a functional card, and so on. When implemented in software, the elements of the present application are programs or code segments used to perform the required tasks. The program or code segment can be stored in a machine-readable medium or transmitted over a transmission medium or communication link via a data signal carried in a carrier wave. A "machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical discs, hard disks, fiber optic media, radio frequency (RF) links, and so on. The code segment can be downloaded via a computer network such as the Internet, an intranet, and so on.

[0320] It should also be noted that the exemplary embodiments mentioned in the present application describe some methods or systems based on a series of steps or devices. However, the present application is not limited to the order of the above steps, that is, the steps can be executed in the order mentioned in the embodiments, can be different from the order in the embodiments, or several steps can be executed simultaneously.

[0321] Aspects of the present disclosure have been described above with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and computer program products according to embodiments of the present disclosure. It should be understood that each block in the flowcharts and / or block diagrams, and the combinations of blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device to produce a machine such that the instructions executed by the processor of the computer or other programmable data processing device enable the implementation of the functions / actions specified in one or more blocks of the flowcharts and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It should also be understood that each block in the block diagrams and / or flowcharts, and the combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by dedicated hardware that performs the specified functions or actions, or can be implemented by a combination of dedicated hardware and computer instructions.

[0322] As described above, this is only the specific implementation manner of the present application. Those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working processes of the systems, modules, and units described above can refer to the corresponding processes in the foregoing method embodiments and will not be elaborated herein. It should be understood that the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of various equivalent modifications or substitutions, and these modifications or substitutions should all be covered within the protection scope of the present application.

Claims

1. A vehicle longitudinal control method, characterized in that: include: Obtain vehicle control instructions; Determining a target longitudinal control mode corresponding to the vehicle control instruction from preset longitudinal control modes, wherein the longitudinal control mode includes a driving mode, and the driving mode includes at least two sub-modes of a torque sub-mode, a speed sub-mode, an acceleration sub-mode, and a position sub-mode; When the target longitudinal control mode is any sub-mode of the driving mode, performing vehicle trajectory planning based on the vehicle control instruction and a trajectory planning algorithm corresponding to the target longitudinal control mode to obtain a planning instruction; determining, by a longitudinal controller corresponding to the target longitudinal control mode, a target torque based on the planning instruction; The vehicle is controlled to run according to the target torque.

2. The method according to claim 1, characterized in that The driving mode includes a torque sub-mode, a speed sub-mode, an acceleration sub-mode, and a position sub-mode, and the longitudinal control mode also includes a braking mode and a zero torque mode. The determining of a target longitudinal control mode corresponding to the vehicle control instruction from the preset longitudinal control modes includes: determining whether the vehicle control instruction includes a braking request; In a case where the vehicle control instruction includes a braking request, determining the braking mode as a target longitudinal control mode; In a case where the vehicle control command does not include a braking request, if the vehicle control command includes a torque request, determining the torque sub-mode as a target longitudinal control mode, the torque request being used to request that the torque of the vehicle be adjusted to a target torque; In the case where the vehicle control instruction does not include a braking request, if the vehicle control instruction includes a speed request, determining the speed sub-mode as a target longitudinal control mode, the speed request being used to request that the speed of the vehicle be adjusted to a target speed; In a case where the vehicle control instruction does not include a braking request, if the vehicle control instruction includes an acceleration request, determining the acceleration sub-mode as a target longitudinal control mode, the acceleration request being used to request that the acceleration of the vehicle be adjusted to a target acceleration; In the case where the vehicle control instruction does not include a braking request, if the vehicle control instruction includes a position request, determining the position sub-mode as a target longitudinal control mode, the position request being used to request that the vehicle be parked at a target position; When the vehicle control command does not include a braking request and does not include a driving request or does not respond to a driving request, the zero torque mode is determined as the target longitudinal control mode, and the driving request includes a torque request, a speed request, an acceleration request, and a position request.

3. The method according to claim 2, characterized in that: The method further comprises: When it is necessary to switch the target longitudinal control mode from the braking mode to the position sub-mode and the vehicle is in a stationary state, directly switching the target longitudinal control mode from the braking mode to the position sub-mode; When it is necessary to switch the target longitudinal control mode from the non-braking mode to the position sub-mode, firstly switch the target longitudinal control mode from the non-braking mode to the braking mode, and then switch from the braking mode to the position sub-mode; When it is necessary to switch the target longitudinal control mode from the position sub-mode to the braking mode, directly switch the target longitudinal control mode from the position sub-mode to the braking mode; When it is necessary to switch the target longitudinal control mode from the position sub-mode to the non-braking mode, the target longitudinal control mode is first switched from the position sub-mode to the braking mode, and then switched from the braking mode to the non-braking mode.

4. The method according to any one of claims 1 to 3, characterized in that: The target longitudinal control mode is a speed sub-mode, and the vehicle trajectory planning is performed based on the vehicle control instruction and the trajectory planning algorithm corresponding to the target longitudinal control mode to obtain the planning instruction, including: Obtaining a speed measurement value and an acceleration measurement value of the vehicle, and a preset jerk boundary value and an acceleration boundary value; Performing trajectory planning based on the speed measurement value, the acceleration measurement value, and the target speed indicated in the vehicle control instruction to obtain a planning instruction that meets the first constraint condition, wherein the planning instruction at least includes a speed planning value, an acceleration planning value, and a jerk planning value; The first constraint condition includes: The first-order derivative of the speed planning value is less than or equal to the acceleration boundary value; The second-order derivative of the speed planning value is less than or equal to the jerk boundary value.

5. The method according to claim 4, characterized in that The determining the target torque based on the planning instruction by the longitudinal controller corresponding to the target longitudinal control mode includes: Determining a feedback proportional coefficient, an integral coefficient, an integral term upper limit, an integral term lower limit, a feedforward proportional coefficient and a compensation torque according to the speed measurement value and the static load of the vehicle, wherein the compensation torque is used to compensate for the torque caused by rolling friction; Calculate the feedback torque according to the speed measurement value, the feedback proportional coefficient, the integral coefficient, the integral term upper limit, the integral term lower limit and the speed planning value, wherein the feedback torque is the torque required to achieve the speed planning value under an ideal state; Calculating a feedforward torque according to the static load, the feedforward proportional coefficient, the acceleration planning value, a pre-calibrated wheel rolling radius, and an engine transmission ratio, wherein the feedforward torque is a torque required to achieve the acceleration planning value under an ideal state; Performing low-pass filtering on the feedback torque to obtain filtered feedback torque; The filtered feedback torque, the feedforward torque and the compensation torque are superimposed to obtain a target torque.

6. The method according to any one of claims 1 to 3, characterized in that: The target longitudinal control mode is an acceleration sub-mode, and the trajectory planning is performed based on the trajectory planning algorithm corresponding to the target longitudinal control mode and the vehicle control instruction to obtain the planning instruction, including: Obtaining an acceleration measurement value of the vehicle and a preset jerk boundary value; Performing trajectory planning based on the acceleration measurement value and the target acceleration indicated by the vehicle control instruction to obtain a planning instruction that meets the second constraint condition, wherein the planning instruction at least includes an acceleration planning value and a jerk planning value; The second constraint condition includes: The first-order derivative of the acceleration planning value is less than or equal to the jerk boundary value.

7. The method according to claim 6, characterized in that The determining the target torque based on the planning instruction by the longitudinal controller corresponding to the target longitudinal control mode includes: Determining a feedback proportional coefficient, an integral coefficient, an integral term upper limit, an integral term lower limit, and a compensation torque according to the speed measurement value and the static load of the vehicle, wherein the compensation torque is used to compensate for the torque caused by rolling friction; Calculate the feedback torque according to the acceleration measurement value, the feedback proportional coefficient, the integral coefficient, the integral term upper limit, the integral term lower limit and the acceleration planning value, where the feedback torque is the torque required to achieve the acceleration planning value under an ideal state; Performing low-pass filtering on the feedback torque to obtain filtered feedback torque; The filtered feedback torque is superimposed on the compensation torque to obtain a target torque.

8. The method according to any one of claims 1 to 3, characterized in that: The target longitudinal control mode is a position sub-mode, and the trajectory planning is performed based on the trajectory planning algorithm corresponding to the target longitudinal control mode and the vehicle control instruction to obtain the planning instruction, including: Obtaining a position measurement value and a speed measurement value of the vehicle, as well as a preset speed boundary value, an acceleration boundary value, and a jerk boundary value; Performing trajectory planning based on the position measurement value, the speed measurement value, and the target position indicated in the vehicle control instruction to obtain a planning instruction that meets a third constraint condition, wherein the planning instruction includes at least a position planning value, a speed planning value, an acceleration planning value, and a jerk planning value; The third constraint condition includes: The first-order derivative of the position planning value is less than or equal to the speed boundary value; The first-order derivative of the speed planning value is less than or equal to the acceleration boundary value; The second-order derivative of the speed planning value is less than or equal to the jerk boundary value.

9. The method according to claim 8, characterized in that The determining the target torque based on the planning instruction by the longitudinal controller corresponding to the target longitudinal control mode includes: Determining a feedback proportional coefficient, an integral coefficient, an integral term upper limit, an integral term lower limit, a feedforward proportional coefficient and a compensation torque according to the speed measurement value and the static load of the vehicle, wherein the compensation torque is used to compensate for the torque caused by rolling friction; Calculate feedback torque according to the position measurement value, the feedback proportional coefficient, the integral coefficient, the integral term upper limit, the integral term lower limit and the position planning value, wherein the feedback torque is the torque required to achieve the position planning value under an ideal state; Calculating a feedforward torque according to the static load, the feedforward proportional coefficient, the acceleration planning value, a pre-calibrated wheel rolling radius, and an engine transmission ratio, wherein the feedforward torque is a torque required to achieve the acceleration planning value under an ideal state; Performing low-pass filtering on the feedback torque to obtain filtered feedback torque; The feedforward torque, the filtered feedback torque and the compensation torque are superimposed to obtain a target torque.

10. A vehicle longitudinal control device, characterized in that: include: An instruction acquisition module, used to acquire vehicle control instructions; a mode determination module, configured to determine a target longitudinal control mode corresponding to the vehicle control instruction from preset longitudinal control modes, wherein the longitudinal control mode includes a driving mode, and the driving mode includes at least two sub-modes of a torque sub-mode, a speed sub-mode, an acceleration sub-mode, and a position sub-mode; a trajectory planning module, configured to perform vehicle trajectory planning based on the vehicle control instruction and a trajectory planning algorithm corresponding to the target longitudinal control mode to obtain a planning instruction when the target longitudinal control mode is any sub-mode of the driving mode; a control module, configured to determine a target torque based on the planning instruction through a longitudinal controller corresponding to the target longitudinal control mode; The control module is also used to control the vehicle to operate according to the target torque.

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