Vehicle speed closed-loop control method and device

Abstract

The invention discloses a vehicle speed closed-loop control method and device.The method comprises the steps that vehicle speed information of a target vehicle is obtained in real time, the vehicle speed information comprises the real-time vehicle speed, the vehicle acceleration and the target vehicle speed of the target vehicle, and the target vehicle speed is the predicted vehicle speed after the target vehicle is controlled to execute vehicle speed adjusting operation; a speed difference value between the target vehicle speed and the real-time vehicle speed is calculated, whether the speed difference value is larger than or equal to a preset vehicle speed threshold value or not is judged, if yes, first vehicle speed control operation is executed on the target vehicle according to a first vehicle speed control process, and a first vehicle speed control result is obtained; if not, executing second vehicle speed control operation on the target vehicle according to a second vehicle speed control process to obtain a second vehicle speed control result; wherein the vehicle speed control precision of the first vehicle speed control process is lower than that of the second vehicle speed process. Therefore, by implementing the method, the adjustment precision and timeliness of the vehicle speed can be improved, closed-loop control overshoot is reduced, and the vehicle control safety and stability are improved.

Description

Technical Field

[0001] This invention relates to the field of intelligent control technology, and in particular to a method and apparatus for closed-loop vehicle speed control. Background Technology

[0002] In the field of engineering equipment and intelligent vehicles, closed-loop speed control is a key technology widely used in many pieces of equipment such as road rollers and autonomous vehicles. Its core objective is to ensure a smooth transition during acceleration and deceleration, while achieving precise control during constant speed to meet the stringent speed stability requirements of different operating scenarios.

[0003] Traditional vehicle speed control logic primarily relies on manual input or commands to set the target speed. During control, the actual vehicle speed signal from the speed sensor is combined with a proportional-integral-derivative (PID) control algorithm to adjust the wheel torque. Specifically, for vehicles with hydraulic transmission systems, the wheel torque is changed by adjusting the opening of the pump and motor; for electric drive systems, the motor torque is adjusted to achieve vehicle speed control, thus forming a closed-loop control mode of "target speed → torque adjustment → actual speed → deviation correction".

[0004] However, relying solely on PID control for vehicle speed has significant drawbacks. Due to the inherent characteristics of the PID control algorithm, it exhibits a noticeable lag in speed control. This lag leads to overshoot or oscillations during each acceleration, meaning the actual speed exceeds the target speed, followed by fluctuations below the target speed, failing to quickly and accurately reach and stabilize at the target speed. Furthermore, the system's response speed is slow, unable to make timely and effective adjustments based on changes in the target speed.

[0005] In high-speed operation scenarios, the aforementioned problems can lead to a series of serious consequences. For example, during road roller operation, unstable speed can result in uneven road surface compaction, affecting road quality. For autonomous vehicles, overshoot or oscillations during acceleration can cause the vehicle to get too close to the vehicle in front, increasing the risk of collision and seriously affecting driving safety. Therefore, existing closed-loop speed control technology that simply uses PID control is insufficient to meet the requirements of engineering equipment and intelligent vehicles for precise and stable speed control in complex operation scenarios, and urgently needs improvement. Summary of the Invention

[0006] This invention provides a vehicle speed closed-loop control method and device, which can improve the accuracy and timeliness of vehicle speed adjustment, reduce the overshoot of closed-loop control, and improve the safety and stability of vehicle control.

[0007] The first aspect of this invention discloses a closed-loop vehicle speed control method, the method comprising: Real-time acquisition of vehicle speed information corresponding to the target vehicle, the vehicle speed information including the real-time vehicle speed, vehicle acceleration and target vehicle speed, the target vehicle speed being the expected speed to be reached after controlling the target vehicle to perform a speed adjustment operation according to the vehicle acceleration; Calculate the speed difference between the target vehicle speed and the real-time vehicle speed, and determine whether the speed difference is greater than or equal to a preset vehicle speed threshold. When it is determined that the speed difference is greater than or equal to the preset vehicle speed threshold, perform a first vehicle speed control operation on the target vehicle according to a preset first vehicle speed control process to obtain a first vehicle speed control result for the target vehicle. When it is determined that the speed difference is less than the preset vehicle speed threshold, the second vehicle speed control operation is performed on the target vehicle according to the preset second vehicle speed control process to obtain the second vehicle speed control result for the target vehicle. The speed control accuracy corresponding to the first speed control process is lower than that corresponding to the second speed control process.

[0008] As an optional implementation, in the first aspect of the present invention, the step of performing a first speed control operation on the target vehicle according to a preset first speed control procedure to obtain a first speed control result for the target vehicle includes: Obtain the minimum torque required to control the movement of the target vehicle; Determine the predictive control duration for the real-time vehicle speed; The predicted control duration, the vehicle acceleration, and the real-time vehicle speed are input into a preset acceleration calculation formula to obtain the predicted vehicle speed of the target vehicle after the predicted control duration. The predicted vehicle speed, the target vehicle speed, and the calibration coefficient and mapping coefficient set for the target vehicle are input into a preset correction calculation formula to obtain the vehicle speed correction amount corresponding to the target vehicle. For the minimum torque and the vehicle speed correction, a filtering calculation operation and a slope processing operation are performed sequentially to obtain a first filtering calculation result and a first slope processing result for the minimum torque and the vehicle speed correction; the first slope processing result includes a first torque for controlling the movement of the target vehicle; Based on the first torque, the target vehicle is controlled to perform a first movement operation, thereby obtaining a first speed control result for the target vehicle.

[0009] As an optional implementation, in the first aspect of the present invention, the accelerated calculation formula is: V pre = T pre ×A x ×g×3.6+V x Among them, V pre The predicted vehicle speed to be calculated is T. pre The predicted control duration; A x ρ is the vehicle acceleration; g is the gravitational acceleration corresponding to the test environment where the target vehicle is located; 3.6 is a predetermined constant; V x The real-time vehicle speed; The formula for calculating the correction amount is: K t =(V0-(T pre ×A x ×g×3.6+V x ))×K z +K0×V0 Among them, K t V0 is the vehicle speed correction amount; K is the target vehicle speed; z K is the mapping coefficient; K0 is the calibration coefficient.

[0010] As an optional implementation, in the first aspect of the present invention, the step of sequentially performing a filtering calculation operation and a slope processing operation on the minimum torque and the vehicle speed correction amount to obtain a first filtering calculation result and a first slope processing result for the minimum torque and the vehicle speed correction amount includes: Calculate the sum of the minimum torque and the vehicle speed correction. The sum is used as an input value and input into a pre-designed first-order filter to perform a first filtering calculation operation on the sum through the first-order filter, thereby obtaining a first filtering calculation result for the sum. Determine the ramp processing setpoint for the first filtering calculation result, and perform ramp processing operation on the first filtering calculation result according to the ramp processing parameters to obtain the ramp processing result for the first filtering calculation result; The ramp processing operation is used to perform signal increment or decrement calculation operations on the first filtering calculation result based on the ramp processing setpoint.

[0011] As an optional implementation, in the first aspect of the present invention, the step of performing a second speed control operation on the target vehicle according to a preset second speed control procedure to obtain a second speed control result for the target vehicle includes: Calculate the speed difference between the target vehicle speed and the real-time vehicle speed; The speed difference is input into a preset PID calculation formula to obtain the PID calculation result for the speed difference; Perform a mapping operation on the PID calculation results to obtain a mapping result for the PID calculation results; For the mapping result, the minimum torque, and the vehicle speed correction, the filtering calculation operation and the slope processing operation are executed sequentially to obtain a second filtering calculation result and a second slope processing result for the mapping result, the minimum torque, and the vehicle speed correction; the second slope processing result includes a second torque for controlling the movement of the target vehicle; Based on the second torque, the target vehicle is controlled to perform a second movement operation, resulting in a second vehicle speed control result for the target vehicle.

[0012] As an optional implementation, in the first aspect of the present invention, the PID calculation formula is:

[0013] Where u(k) is the PID calculation result for the speed difference; K p K is the preset proportionality coefficient. i K is the preset integral coefficient; d is the preset differential coefficient; e(k) is the speed difference, and e(k) is the error calculated by the kth sampling; e(k-1) is the error calculated by the (k-1)th sampling.

[0014] As an optional implementation, in the first aspect of the present invention, the calculation formula corresponding to the first-order filter is: y(n) = a·x(n) + (1-a)·y(n-1) Wherein, y(n) is the output value of the first-order filter, the output value including the first filtering calculation result; a is the filtering coefficient of the first-order filter; x(n) is the current input value to the first-order filter; the input value includes the sum value; y(n-1) is the previous output value of the first-order filter.

[0015] A second aspect of the present invention discloses a vehicle speed closed-loop control device, the device comprising: The acquisition module is used to acquire the vehicle speed information corresponding to the target vehicle in real time. The vehicle speed information includes the real-time vehicle speed, vehicle acceleration, and target vehicle speed of the target vehicle. The target vehicle speed is the expected speed to be reached after the target vehicle performs a speed adjustment operation according to the vehicle acceleration. The calculation module is used to calculate the speed difference between the target vehicle speed and the real-time vehicle speed; The judgment module is used to determine whether the speed difference is greater than or equal to a preset vehicle speed threshold. The first vehicle speed control module is used to perform a first vehicle speed control operation on the target vehicle according to a preset first vehicle speed control process when the judgment module determines that the speed difference is greater than or equal to the preset vehicle speed threshold, so as to obtain a first vehicle speed control result for the target vehicle. The second vehicle speed control module is used to perform a second vehicle speed control operation on the target vehicle according to a preset second vehicle speed control process when the judgment module determines that the speed difference is less than the preset vehicle speed threshold, so as to obtain a second vehicle speed control result for the target vehicle. The speed control accuracy corresponding to the first speed control process is lower than that corresponding to the second speed control process.

[0016] As an optional implementation, in a second aspect of the present invention, the method by which the first vehicle speed control module performs a first vehicle speed control operation on the target vehicle according to a preset first vehicle speed control procedure, and obtains a first vehicle speed control result for the target vehicle, specifically includes: Obtain the minimum torque required to control the movement of the target vehicle; Determine the predictive control duration for the real-time vehicle speed; The predicted control duration, the vehicle acceleration, and the real-time vehicle speed are input into a preset acceleration calculation formula to obtain the predicted vehicle speed of the target vehicle after the predicted control duration. The predicted vehicle speed, the target vehicle speed, and the calibration coefficient and mapping coefficient set for the target vehicle are input into a preset correction calculation formula to obtain the vehicle speed correction amount corresponding to the target vehicle. For the minimum torque and the vehicle speed correction, a filtering calculation operation and a slope processing operation are performed sequentially to obtain a first filtering calculation result and a first slope processing result for the minimum torque and the vehicle speed correction; the first slope processing result includes a first torque for controlling the movement of the target vehicle; Based on the first torque, the target vehicle is controlled to perform a first movement operation, thereby obtaining a first speed control result for the target vehicle.

[0017] As an optional implementation, in a second aspect of the present invention, the accelerated calculation formula is: V pre = T pre ×A x ×g×3.6+V x Among them, V pre The predicted vehicle speed to be calculated is T. pre The predicted control duration; A xρ is the vehicle acceleration; g is the gravitational acceleration corresponding to the test environment where the target vehicle is located; 3.6 is a predetermined constant; V x The real-time vehicle speed; The formula for calculating the correction amount is: K t =(V0-(T pre ×A x ×g×3.6+V x ))×K z +K0×V0 Among them, K t V0 is the vehicle speed correction amount; K is the target vehicle speed; z K is the mapping coefficient; K0 is the calibration coefficient.

[0018] As an optional implementation, in a second aspect of the present invention, the first vehicle speed control module sequentially performs filtering calculation operations and slope processing operations on the minimum torque and the vehicle speed correction amount to obtain a first filtering calculation result and a first slope processing result for the minimum torque and the vehicle speed correction amount. Specifically, this includes: Calculate the sum of the minimum torque and the vehicle speed correction. The sum is used as an input value and input into a pre-designed first-order filter to perform a first filtering calculation operation on the sum through the first-order filter, thereby obtaining a first filtering calculation result for the sum. Determine the ramp processing setpoint for the first filtering calculation result, and perform ramp processing operation on the first filtering calculation result according to the ramp processing parameters to obtain the ramp processing result for the first filtering calculation result; The ramp processing operation is used to perform signal increment or decrement calculation operations on the first filtering calculation result based on the ramp processing setpoint.

[0019] As an optional implementation, in a second aspect of the present invention, the second vehicle speed control module performs a second vehicle speed control operation on the target vehicle according to a preset second vehicle speed control procedure, and obtains a second vehicle speed control result for the target vehicle in the following specific ways: Calculate the speed difference between the target vehicle speed and the real-time vehicle speed; The speed difference is input into a preset PID calculation formula to obtain the PID calculation result for the speed difference; Perform a mapping operation on the PID calculation results to obtain a mapping result for the PID calculation results; For the mapping result, the minimum torque, and the vehicle speed correction, the filtering calculation operation and the slope processing operation are executed sequentially to obtain a second filtering calculation result and a second slope processing result for the mapping result, the minimum torque, and the vehicle speed correction; the second slope processing result includes a second torque for controlling the movement of the target vehicle; Based on the second torque, the target vehicle is controlled to perform a second movement operation, resulting in a second vehicle speed control result for the target vehicle.

[0020] As an optional implementation, in a second aspect of the present invention, the PID calculation formula is:

[0021] Where u(k) is the PID calculation result for the speed difference; K p K is the preset proportionality coefficient. i K is the preset integral coefficient; d is the preset differential coefficient; e(k) is the speed difference, and e(k) is the error calculated by the kth sampling; e(k-1) is the error calculated by the (k-1)th sampling.

[0022] As an optional implementation, in the second aspect of the present invention, the calculation formula corresponding to the first-order filter is: y(n) = a·x(n) + (1-a)·y(n-1) Wherein, y(n) is the output value of the first-order filter, the output value including the first filtering calculation result; a is the filtering coefficient of the first-order filter; x(n) is the current input value to the first-order filter; the input value includes the sum value; y(n-1) is the previous output value of the first-order filter.

[0023] A third aspect of the present invention discloses another vehicle speed closed-loop control device, the device comprising: Memory containing executable program code; A processor coupled to the memory; The processor calls the executable program code stored in the memory to execute some or all of the steps in the vehicle speed closed-loop control method according to any of the first aspects of the present invention.

[0024] The fourth aspect of the present invention discloses a computer storage medium storing computer instructions, which, when invoked, are used to execute some or all of the steps in the vehicle speed closed-loop control method described in any of the first aspects of the present invention.

[0025] Compared with the prior art, the present invention has the following beneficial effects: This invention provides a closed-loop vehicle speed control method, comprising: acquiring real-time vehicle speed information of a target vehicle, including the target vehicle's real-time speed, vehicle acceleration, and target speed, wherein the target speed is the expected speed to be reached after the target vehicle performs a speed adjustment operation according to its acceleration; calculating the speed difference between the target speed and the real-time speed, and determining whether the speed difference is greater than or equal to a preset speed threshold; when the speed difference is determined to be greater than or equal to the preset speed threshold, performing a first speed control operation on the target vehicle according to a preset first speed control procedure to obtain a first speed control result for the target vehicle; when the speed difference is determined to be less than the preset speed threshold, performing a second speed control operation on the target vehicle according to a preset second speed control procedure to obtain a second speed control result for the target vehicle; wherein the speed control precision corresponding to the first speed control procedure is lower than the speed control precision corresponding to the second speed control procedure. Therefore, by implementing this invention, by acquiring a series of key speed information of the target vehicle in real time, the current driving state and expected speed of the vehicle can be comprehensively and accurately grasped. Based on this information, the speed difference between the target speed and the real-time speed is calculated, and this difference is used as a basis for dynamically selecting different speed control procedures. When the speed difference is large, the first speed control procedure is used. This procedure can quickly adjust the speed in a short time, allowing the vehicle to rapidly approach the target speed and avoid affecting driving efficiency or causing safety hazards due to excessive speed differences. When the speed difference is small, the second speed control procedure is switched to. This procedure has higher speed control precision and can finely adjust the speed, allowing the vehicle to smoothly reach and stabilize at the target speed, effectively reducing speed fluctuations and improving driving smoothness and comfort. This method of dynamically adjusting the control strategy according to different operating conditions greatly improves the accuracy and adaptability of speed control. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic flowchart of a vehicle speed closed-loop control method disclosed in an embodiment of the present invention; Figure 2 This is a schematic flowchart of another vehicle speed closed-loop control method disclosed in an embodiment of the present invention; Figure 3 This is a schematic diagram of the structure of a vehicle speed closed-loop control device disclosed in an embodiment of the present invention; Figure 4This is a schematic diagram of another vehicle speed closed-loop control device disclosed in an embodiment of the present invention; Figure 5 This is a comparative schematic diagram of the vehicle speed control curves disclosed in the embodiments of the present invention. Detailed Implementation

[0028] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0029] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this invention are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, apparatus, product, or end that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or ends.

[0030] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0031] This invention discloses a closed-loop vehicle speed control method and apparatus. By acquiring a series of key vehicle speed information in real time, it can comprehensively and accurately grasp the vehicle's current driving state and the expected speed. Based on this information, the speed difference between the target speed and the real-time speed is calculated, and this difference is used as a basis to dynamically select different speed control processes. When the speed difference is large, a first speed control process is adopted. This process can quickly adjust the vehicle speed in a short time, allowing the vehicle to quickly approach the target speed and avoid affecting driving efficiency or causing safety hazards due to excessive speed differences. When the speed difference is small, the process switches to a second speed control process. This process has higher speed control accuracy and can finely adjust the speed, allowing the vehicle to smoothly reach and stabilize at the target speed, effectively reducing speed fluctuations and improving driving smoothness and comfort. This method of dynamically adjusting the control strategy according to different operating conditions greatly improves the accuracy and adaptability of speed control. Detailed explanations follow.

[0032] Example 1 Please see Figure 1 , Figure 1 This is a schematic flowchart of a vehicle speed closed-loop control method disclosed in an embodiment of the present invention. Figure 1 The described vehicle speed closed-loop control method can be applied to vehicle speed closed-loop control devices, and the embodiments of the present invention are not limited thereto. Figure 1 As shown, the vehicle speed closed-loop control method may include the following operations: 101. Real-time acquisition of the target vehicle's speed information, including the target vehicle's real-time speed, vehicle acceleration, and target speed.

[0033] In this embodiment of the invention, the target vehicle speed is the speed that the target vehicle is expected to reach after performing a speed adjustment operation according to the vehicle acceleration.

[0034] 102. Calculate the speed difference between the target vehicle speed and the real-time vehicle speed.

[0035] 103. Determine whether the speed difference is greater than or equal to the preset vehicle speed threshold.

[0036] 104. When it is determined that the speed difference is greater than or equal to the preset vehicle speed threshold, the first vehicle speed control operation is performed on the target vehicle according to the preset first vehicle speed control procedure to obtain the first vehicle speed control result for the target vehicle.

[0037] 105. When it is determined that the speed difference is less than the preset vehicle speed threshold, the second vehicle speed control operation is performed on the target vehicle according to the preset second vehicle speed control procedure to obtain the second vehicle speed control result for the target vehicle.

[0038] In this embodiment of the invention, the speed control accuracy corresponding to the first speed control process is lower than the speed control accuracy corresponding to the second speed control process.

[0039] In this embodiment of the invention, by monitoring vehicle speed information in real time and responding quickly to speed differences, the vehicle speed can be adjusted in a timely manner to avoid traffic accidents caused by excessively high or low speeds. For example, when an obstacle appears in front of the vehicle or emergency braking is required, a large speed difference will trigger the first speed control procedure, causing the vehicle to decelerate rapidly, shorten the braking distance, and reduce the risk of collision. During normal driving, the second speed control procedure can ensure stable vehicle speed, reduce situations such as loss of control or skidding caused by sudden changes in speed, and provide a safer driving environment for the driver.

[0040] In this embodiment of the invention, a closed-loop control method is adopted. Through real-time feedback and continuous adjustment of vehicle speed information, a self-regulating and self-optimizing control system is formed. This closed-loop control mechanism can promptly correct deviations that occur during vehicle speed control, ensuring that the vehicle speed is always adjusted according to the expected target, greatly enhancing the stability and reliability of the system. Even in complex road conditions and driving environments, it can quickly adapt and make accurate vehicle speed control decisions, reducing the risk of speed loss due to external interference or system errors, and providing strong protection for stable vehicle operation.

[0041] It is evident that implementation Figure 1 The described closed-loop speed control method acquires a series of key speed information of the target vehicle in real time, enabling a comprehensive and accurate understanding of the vehicle's current driving state and expected speed. Based on this information, the speed difference between the target speed and the real-time speed is calculated, and this difference is used as a basis to dynamically select different speed control procedures. When the speed difference is large, the first speed control procedure is used. This procedure can quickly adjust the speed in a short time, allowing the vehicle to rapidly approach the target speed and avoid affecting driving efficiency or causing safety hazards due to excessive speed differences. When the speed difference is small, the method switches to the second speed control procedure. This procedure has higher speed control precision and can finely adjust the speed, allowing the vehicle to smoothly reach and stabilize at the target speed, effectively reducing speed fluctuations and improving driving smoothness and comfort. This method of dynamically adjusting the control strategy according to different operating conditions greatly improves the accuracy and adaptability of speed control.

[0042] Example 2 Please see Figure 2 , Figure 2 This is a schematic flowchart of another vehicle speed closed-loop control method disclosed in an embodiment of the present invention. Figure 2 The described vehicle speed closed-loop control method can be applied to vehicle speed closed-loop control devices, and the embodiments of the present invention are not limited thereto. Figure 2As shown, the vehicle speed closed-loop control method may include the following operations: 201. Real-time acquisition of the target vehicle's speed information, including the target vehicle's real-time speed, vehicle acceleration, and target speed.

[0043] In this embodiment of the invention, the target vehicle speed is the speed that the target vehicle is expected to reach after performing a speed adjustment operation according to the vehicle acceleration.

[0044] 202. Calculate the speed difference between the target vehicle speed and the real-time vehicle speed.

[0045] In this embodiment of the invention, 203. Determine whether the speed difference is greater than or equal to the preset vehicle speed threshold.

[0046] 204. When it is determined that the speed difference is greater than or equal to the preset vehicle speed threshold, obtain the minimum torque required to control the target vehicle's movement.

[0047] 205. Determine the predictive control duration for real-time vehicle speed.

[0048] 206. Input the predicted control duration, vehicle acceleration, and real-time vehicle speed into the preset acceleration calculation formula to obtain the predicted vehicle speed of the target vehicle after the predicted control duration.

[0049] In this embodiment of the invention, the above-mentioned accelerated calculation formula is as follows: V pre = T pre ×A x ×g×3.6+V x Among them, V pre T represents the predicted vehicle speed to be calculated. pre To predict control duration; A x V is the vehicle acceleration; g is the gravitational acceleration corresponding to the test environment where the target vehicle is located; 3.6 is a pre-determined constant; x Real-time vehicle speed; The formula for calculating the correction amount is: K t =(V0-(T pre ×A x ×g×3.6+V x ))×K z +K0×V0 Among them, K t V0 is the vehicle speed correction amount; K is the target vehicle speed; z K is the mapping coefficient; K0 is the calibration coefficient.

[0050] In this embodiment of the invention, by calculating and predicting the vehicle speed, the prediction mechanism set for the predicted vehicle speed can anticipate the speed change trend of the vehicle in the future, enabling the control system to make adjustment decisions in advance, rather than passively waiting for the actual vehicle speed to change before taking control, greatly improving the timeliness and foresight of vehicle speed control. For example, when the vehicle is going uphill or downhill, the predicted vehicle speed can be used to adjust the power output in advance, avoiding excessive fluctuations in vehicle speed and ensuring smooth driving.

[0051] In this embodiment of the invention, the calibration coefficient and mapping coefficient are preset based on various factors such as the characteristics of the target vehicle and the driving environment. These factors enable the correction calculation to better match the actual needs of the vehicle. Through this precise calculation of the vehicle speed correction, the required speed adjustment range can be accurately determined, avoiding over-adjustment or under-adjustment, thereby improving the accuracy of vehicle speed control. For example, different vehicle models differ in power performance, transmission systems, etc., and the calibration coefficient and mapping coefficient can be adjusted according to these differences to make the speed correction more consistent with the actual control requirements of the vehicle.

[0052] In this embodiment of the invention, the calibration process for calibration coefficient K0 can be as follows: assuming that under ideal conditions, when the vehicle speed is stable, the PID controller output is 0, then K0 is defined as... t = K0×V0, then the total torque output to the wheels is K0×V0+T i In practical work, the torque T(n) at different vehicle speeds and the minimum torque T required for vehicle start-up can be collected. i It can also be determined by calibrating T(n) = K0 × V0 + T i We can obtain K(n), and further, we can take the average value of K(n) to obtain K0.

[0053] 207. Input the predicted vehicle speed, target vehicle speed, and calibration coefficient and mapping coefficient set for the target vehicle into the preset correction calculation formula to obtain the vehicle speed correction amount corresponding to the target vehicle.

[0054] 208. For the minimum torque and vehicle speed correction, perform filtering calculation and ramp processing operations in sequence to obtain the first filtering calculation result and the first ramp processing result for the minimum torque and vehicle speed correction; the first ramp processing result includes the first torque for controlling the movement of the target vehicle.

[0055] In this embodiment of the invention, filtering calculations can remove noise and interference signals from the data, making the torque and vehicle speed correction data smoother and more accurate. During actual vehicle operation, the data collected by sensors may be affected by various factors, such as electromagnetic interference and mechanical vibration, leading to data fluctuations and errors. Filtering calculations can effectively eliminate these interferences, improve data reliability, and provide a more accurate data foundation for subsequent slope processing operations.

[0056] In this embodiment of the invention, after filtering and calculation, the data is then subjected to a ramp processing operation to obtain the first torque controlling the movement of the target vehicle. The ramp processing operation makes the torque change more gradual, avoiding sudden torque changes that could impact the vehicle, thereby improving the vehicle's smoothness and comfort. For example, during vehicle acceleration or deceleration, a sudden increase or decrease in torque can cause a jerking sensation, affecting the driving experience. The ramp processing operation allows the torque to change gradually at a certain slope, making the vehicle's acceleration and deceleration processes smoother.

[0057] 209. Based on the first torque, control the target vehicle to perform the first movement operation, and obtain the first speed control result for the target vehicle.

[0058] In this embodiment of the invention, through a series of precise calculations and optimized processing steps, the first torque obtained can accurately control the vehicle speed adjustment, enabling the vehicle to quickly and smoothly approach the target speed.

[0059] In this embodiment of the invention, when the first vehicle speed control process is actually executed, for the case where the vehicle starts to start, the target vehicle speed differs significantly from the actual vehicle speed, and the PID controller outputs 0 and has no effect. At this time, the target vehicle input torque is determined by T. i and feedback K t A joint decision. Based on the aforementioned K. t As can be seen from the formula (the above formula for calculating the correction amount), when the actual vehicle speed differs significantly from the target vehicle speed, K... t A larger torque provides sufficient torque to the vehicle, resulting in a faster response time.

[0060] 210. When it is determined that the speed difference is less than the preset vehicle speed threshold, the second vehicle speed control operation is performed on the target vehicle according to the preset second vehicle speed control procedure to obtain the second vehicle speed control result for the target vehicle.

[0061] For further descriptions of steps 201-203 and 210 in this embodiment of the invention, please refer to the other specific descriptions of steps 101-103 and 105 in Embodiment 1. These descriptions will not be repeated in this embodiment of the invention.

[0062] It is evident that implementation Figure 2 The described closed-loop speed control method accurately obtains the minimum torque, predicts the vehicle speed, calculates the speed correction using calibration and mapping coefficients, optimizes the torque through filtering and ramp processing, and finally controls the vehicle's movement based on the processed torque to achieve speed control. This scheme achieves efficient, stable, and precise speed control even with large speed differences, improving the vehicle's timeliness, foresight, smoothness, and comfort, thus enhancing driving efficiency and safety.

[0063] In an optional embodiment, the method of sequentially performing filtering calculation and ramp processing operations on the minimum torque and vehicle speed correction to obtain the first filtering calculation result and the first ramp processing result for the minimum torque and vehicle speed correction specifically includes: Calculate the sum of minimum torque and vehicle speed correction; The sum is used as the input value and input into a pre-designed first-order filter to perform the first filtering calculation operation on the sum and obtain the first filtering calculation result for the sum. Determine the ramp processing setpoint for the first filter calculation result, and perform ramp processing operation on the first filter calculation result according to the ramp processing parameters to obtain the ramp processing result for the first filter calculation result; The ramp processing operation is used to perform signal increment or decrement calculations based on ramp processing setpoints on the first filtering calculation result.

[0064] In this optional embodiment, minimum torque represents the minimum power required for the vehicle to start and maintain basic motion, while the speed correction is the amount of power adjustment needed calculated based on the vehicle speed deviation. Adding the two together yields a comprehensive value reflecting the vehicle's current power adjustment requirements, providing a more complete data foundation for subsequent precise control. For example, when the vehicle is climbing a hill, the minimum torque needs to increase to overcome gravity, and if the actual vehicle speed is lower than the target speed, the speed correction will also be positive. The sum of these two values ​​accurately reflects the total increase in power required by the vehicle at this time.

[0065] In this optional embodiment, the first-order filter has simple and effective filtering characteristics, which can smooth the input signal and remove high-frequency noise and short-term fluctuations in the data.

[0066] In this optional embodiment, the ramp handling setpoint is preset based on factors such as the vehicle's power characteristics, driving conditions, and control requirements, providing a benchmark reference for ramp handling operations. For example, different vehicle models have different power response speeds and acceleration capabilities, and the ramp handling setpoint can be adjusted according to these differences to ensure that ramp handling operations can adapt to the needs of different vehicles. At the same time, the reasonable determination of ramp handling parameters can also ensure the accuracy and effectiveness of ramp handling operations, making the power adjustment process more in line with actual control requirements.

[0067] In this optional embodiment, the ramp processing operation is used to perform a signal increase or decrease calculation operation based on a ramp processing setpoint on the first filtering calculation result. This operation mode can make the power adjustment process smoother and avoid sudden power changes. During vehicle acceleration or deceleration, if the power suddenly increases or decreases, it will cause the vehicle to feel jerky, affecting driving comfort and smoothness. Through the ramp processing operation, the power can be gradually increased or decreased according to a certain slope, making the vehicle acceleration and deceleration process smoother and improving the vehicle's driving smoothness and comfort. For example, when the vehicle starts from a standstill, the ramp processing operation can gradually increase the torque, allowing the vehicle to accelerate smoothly and reducing passenger discomfort.

[0068] As can be seen, in this optional embodiment, by calculating the sum of the minimum torque and the vehicle speed correction and performing first-order filtering, data fusion and initial smoothing are achieved; then, by determining the ramp processing setpoint and parameters, ramp processing is performed to achieve smooth power adjustment. Through this comprehensive processing of filtering and ramp operation, the stability and reliability of the vehicle speed closed-loop control system are enhanced, the smoothness and comfort of vehicle driving are improved, and a strong guarantee is provided for the safe and efficient driving of the vehicle.

[0069] In another optional embodiment, the method of performing a second speed control operation on the target vehicle according to a preset second speed control procedure to obtain a second speed control result for the target vehicle specifically includes: Calculate the speed difference between the target vehicle speed and the real-time vehicle speed; Input the speed difference into the preset PID calculation formula to obtain the PID calculation result for the speed difference; Perform a mapping operation on the PID calculation results to obtain the mapping results for the PID calculation results; For the mapping result, minimum torque, and vehicle speed correction, filter calculation and ramp processing operations are performed sequentially to obtain a second filter calculation result and a second ramp processing result for the mapping result, minimum torque, and vehicle speed correction; the second ramp processing result includes a second torque that controls the movement of the target vehicle. Based on the second torque, the target vehicle is controlled to perform a second movement operation, resulting in a second vehicle speed control result for the target vehicle.

[0070] In this optional embodiment, in the second vehicle speed control process, when the real-time vehicle speed is detected to be close to the target vehicle speed, the PID controller starts working, at which time the input torque of the vehicle model is controlled by T. i K t T c The decision was made jointly because, due to the use of segmented PID control, there is no large integral quantity, allowing the PID controller to quickly eliminate static errors. Under ideal conditions of stable vehicle speed, the PID controller does not participate in regulation, and the output T of the PID control parameter... c =0,K t = K0×V0,K t +T i This is the torque required to overcome resistance at the current vehicle speed. Of course, in actual operation, due to differences in road conditions, wind resistance, etc., the output T of the PID controller will vary. c It cannot remain at 0 indefinitely; it must be a dynamically changing value.

[0071] In this optional embodiment, please refer to Figure 5 , Figure 5 This is a comparative schematic diagram of the vehicle speed control curves disclosed in the embodiments of the present invention. Wherein, Figure 5 The vehicle speed control curve includes the vehicle speed change when using a single PID control and the vehicle speed change when using the corresponding closed-loop control method of this application. A comparison shows that the dual-feedback closed-loop control mechanism used in this application can improve the overall vehicle speed control response speed and has a strong overshoot suppression effect, enabling the target vehicle to quickly and smoothly reach the target speed.

[0072] In this optional embodiment, the above PID calculation formula is:

[0073] Where u(k) is the PID calculation result for the speed difference; K p K is the preset proportionality coefficient. i K is the preset integral coefficient; d is the preset differential coefficient; e(k) is the velocity difference, and e(k) is the error calculated by the kth sampling; e(k-1) is the error calculated by the (k-1)th sampling.

[0074] In this optional embodiment, PID (Proportional-Integral-Derivative) control is a classic and widely used control algorithm. It can comprehensively calculate a preliminary control quantity based on the magnitude, trend, and historical deviation of the speed deviation. The proportional term responds quickly to speed deviations, allowing the control system to adjust rapidly; the integral term eliminates steady-state errors, ensuring the vehicle accurately reaches the target speed; and the derivative term predicts the trend of speed deviation changes, allowing for advance adjustments and improving system response speed and stability. Through PID calculation, the results more comprehensively and accurately reflect the required power adjustment for the vehicle, providing a more reasonable basis for subsequent control operations.

[0075] In this optional embodiment, due to differences in the power characteristics and transmission systems of different vehicles, the PID calculation results may not be directly applicable to all vehicles. The mapping operation can convert the PID calculation results into a control quantity more suitable for the specific characteristics of the target vehicle. For example, for a powerful vehicle and a less powerful vehicle, the same speed deviation may require different torque adjustment ranges. The mapping operation can make the control quantity more closely match the actual capabilities of the vehicle, improving the adaptability and effectiveness of the control.

[0076] In this optional embodiment, the calculation formula for the first-order filter is: y(n) = a·x(n) + (1-a)·y(n-1) Where y(n) is the output value of the first-order filter, which includes the first filter calculation result; a is the filter coefficient of the first-order filter; x(n) is the current input value to the first-order filter; the input value includes the sum value; y(n-1) is the previous output value of the first-order filter.

[0077] In this optional embodiment, the filter coefficient 'a' ranges from (0,1). A smaller 'a' results in a stronger filtering effect, meaning the signal is smoother but the response delay is greater; conversely, a larger 'a' results in a faster response but a weaker filtering effect.

[0078] In this optional embodiment, the second ramp processing result includes a second torque for controlling the movement of the target vehicle, based on which the target vehicle is controlled to perform a second movement operation. Due to the preceding series of precise calculations and optimizations, the second torque accurately reflects the vehicle's current required power adjustment range, thereby achieving precise speed control. Whether the vehicle is accelerating, decelerating, or maintaining a constant speed, the power output can be adjusted promptly and accurately according to the actual situation, ensuring that the vehicle speed always approaches the target speed.

[0079] As can be seen, in this optional embodiment, by calculating the difference between the target and the real-time vehicle speed, a preliminary control quantity is obtained using a PID algorithm. This quantity is then adapted to vehicle characteristics through a mapping operation. Next, relevant data is filtered and optimized using ramp processing. Finally, based on the obtained second torque, the vehicle movement is precisely controlled to achieve the second vehicle speed control result. This refined second vehicle speed control process achieves efficient, precise, and stable speed control, improving the safety, comfort, and efficiency of vehicle operation.

[0080] Example 3 Please see Figure 3 , Figure 3 This is a schematic diagram of a vehicle speed closed-loop control device disclosed in an embodiment of the present invention. The vehicle speed closed-loop control device can be a vehicle speed closed-loop control terminal, equipment, system, or server. The server can be a local server, a remote server, or a cloud server (also known as a cloud-based server). When the server is not a cloud server, it can communicate with the cloud server; this embodiment of the present invention does not impose any limitations. Figure 3 As shown, the vehicle speed closed-loop control device may include an acquisition module 301, a calculation module 302, a judgment module 303, a first vehicle speed control module 304, and a second vehicle speed control module 305, wherein: The acquisition module 301 is used to acquire the vehicle speed information corresponding to the target vehicle in real time. The vehicle speed information includes the real-time vehicle speed, vehicle acceleration, and target vehicle speed. The target vehicle speed is the speed that the target vehicle is expected to reach after the vehicle speed adjustment operation is performed according to the vehicle acceleration.

[0081] The calculation module 302 is used to calculate the speed difference between the target vehicle speed and the real-time vehicle speed.

[0082] The judgment module 303 is used to determine whether the speed difference is greater than or equal to the preset vehicle speed threshold.

[0083] The first vehicle speed control module 304 is used to perform a first vehicle speed control operation on the target vehicle according to the preset first vehicle speed control process when the judgment module 303 determines that the speed difference is greater than or equal to the preset vehicle speed threshold, so as to obtain the first vehicle speed control result for the target vehicle.

[0084] The second vehicle speed control module 305 is used to perform a second vehicle speed control operation on the target vehicle according to the preset second vehicle speed control process when the judgment module 303 determines that the speed difference is less than the preset vehicle speed threshold, so as to obtain the second vehicle speed control result for the target vehicle.

[0085] The speed control accuracy of the first speed control process is lower than that of the second speed control process.

[0086] It is evident that implementation Figure 3 The described closed-loop speed control device acquires a series of key speed information of the target vehicle in real time, enabling a comprehensive and accurate understanding of the vehicle's current driving state and expected speed. Based on this information, it calculates the speed difference between the target speed and the real-time speed, and uses this as a basis to dynamically select different speed control procedures. When the speed difference is large, the first speed control procedure is used. This procedure can quickly adjust the speed in a short time, allowing the vehicle to rapidly approach the target speed and avoid affecting driving efficiency or causing safety hazards due to excessive speed differences. When the speed difference is small, it switches to the second speed control procedure. This procedure has higher speed control precision and can finely adjust the speed, allowing the vehicle to smoothly reach and stabilize at the target speed, effectively reducing speed fluctuations and improving driving smoothness and comfort. This method of dynamically adjusting the control strategy according to different operating conditions greatly improves the accuracy and adaptability of speed control.

[0087] In an optional embodiment, the first vehicle speed control module 304 performs a first vehicle speed control operation on the target vehicle according to a preset first vehicle speed control procedure, and the specific method for obtaining the first vehicle speed control result for the target vehicle includes: Obtain the minimum torque required to control the movement of the target vehicle; Determine the predictive control duration for real-time vehicle speed; By inputting the predicted control duration, vehicle acceleration, and real-time vehicle speed into the preset acceleration calculation formula, the predicted vehicle speed of the target vehicle after the predicted control duration is obtained. The predicted vehicle speed, the target vehicle speed, and the calibration coefficient and mapping coefficient set for the target vehicle are input into the preset correction calculation formula to obtain the vehicle speed correction amount corresponding to the target vehicle. For the minimum torque and vehicle speed correction, filter calculation and ramp processing operations are performed sequentially to obtain the first filter calculation result and the first ramp processing result for the minimum torque and vehicle speed correction; the first ramp processing result includes the first torque that controls the movement of the target vehicle; Based on the first torque, the target vehicle is controlled to perform a first movement operation, thereby obtaining a first speed control result for the target vehicle.

[0088] In this optional embodiment, the accelerated calculation formula is: V pre = T pre ×A x ×g×3.6+V x Among them, V pre T represents the predicted vehicle speed to be calculated. pre To predict control duration; A xV is the vehicle acceleration; g is the gravitational acceleration corresponding to the test environment where the target vehicle is located; 3.6 is a pre-determined constant; x Real-time vehicle speed; The formula for calculating the correction amount is: K t =(V0-(T pre ×A x ×g×3.6+V x ))×K z +K0×V0 Among them, K t V0 is the vehicle speed correction amount; K is the target vehicle speed; z K is the mapping coefficient; K0 is the calibration coefficient.

[0089] As can be seen, in this optional embodiment, by accurately obtaining the minimum torque, predicting the vehicle speed, and calculating the vehicle speed correction using calibration and mapping coefficients, the torque is optimized through filtering and ramp processing. Finally, the vehicle movement is controlled based on the processed torque to achieve vehicle speed control. This scheme achieves efficient, stable, and precise vehicle speed control even when the speed difference is large, improving the timeliness, foresight, smoothness, and comfort of vehicle driving, thus enhancing driving efficiency and safety.

[0090] In another optional embodiment, the first vehicle speed control module 304 sequentially performs filtering calculation operations and ramp processing operations on the minimum torque and vehicle speed correction amount, and obtains the first filtering calculation result and the first ramp processing result for the minimum torque and vehicle speed correction amount in the following specific ways: Calculate the sum of minimum torque and vehicle speed correction; The sum is used as the input value and input into a pre-designed first-order filter to perform the first filtering calculation operation on the sum and obtain the first filtering calculation result for the sum. Determine the ramp processing setpoint for the first filter calculation result, and perform ramp processing operation on the first filter calculation result according to the ramp processing parameters to obtain the ramp processing result for the first filter calculation result; The ramp processing operation is used to perform signal increment or decrement calculations based on ramp processing setpoints on the first filtering calculation result.

[0091] As can be seen, in this optional embodiment, by calculating the sum of the minimum torque and the vehicle speed correction and performing first-order filtering, data fusion and initial smoothing are achieved; then, by determining the ramp processing setpoint and parameters, ramp processing is performed to achieve smooth power adjustment. Through this comprehensive processing of filtering and ramp operation, the stability and reliability of the vehicle speed closed-loop control system are enhanced, the smoothness and comfort of vehicle driving are improved, and a strong guarantee is provided for the safe and efficient driving of the vehicle.

[0092] In another optional embodiment, the second vehicle speed control module 305 performs a second vehicle speed control operation on the target vehicle according to a preset second vehicle speed control procedure, and the specific method for obtaining the second vehicle speed control result for the target vehicle includes: Calculate the speed difference between the target vehicle speed and the real-time vehicle speed; Input the speed difference into the preset PID calculation formula to obtain the PID calculation result for the speed difference; Perform a mapping operation on the PID calculation results to obtain the mapping results for the PID calculation results; For the mapping result, minimum torque, and vehicle speed correction, filter calculation and ramp processing operations are performed sequentially to obtain a second filter calculation result and a second ramp processing result for the mapping result, minimum torque, and vehicle speed correction; the second ramp processing result includes a second torque that controls the movement of the target vehicle. Based on the second torque, the target vehicle is controlled to perform a second movement operation, resulting in a second vehicle speed control result for the target vehicle.

[0093] In this optional embodiment, the above PID calculation formula is:

[0094] Where u(k) is the PID calculation result for the speed difference; K p K is the preset proportionality coefficient. i K is the preset integral coefficient; d is the preset differential coefficient; e(k) is the velocity difference, and e(k) is the error calculated by the kth sampling; e(k-1) is the error calculated by the (k-1)th sampling.

[0095] In this optional embodiment, the calculation formula for the first-order filter is: y(n) = a·x(n) + (1-a)·y(n-1) Where y(n) is the output value of the first-order filter, which includes the first filter calculation result; a is the filter coefficient of the first-order filter; x(n) is the current input value to the first-order filter; the input value includes the sum value; y(n-1) is the previous output value of the first-order filter.

[0096] As can be seen, in this optional embodiment, by calculating the difference between the target and the real-time vehicle speed, a preliminary control quantity is obtained using a PID algorithm. This quantity is then adapted to vehicle characteristics through a mapping operation. Next, relevant data is filtered and optimized using ramp processing. Finally, based on the obtained second torque, the vehicle movement is precisely controlled to achieve the second vehicle speed control result. This refined second vehicle speed control process achieves efficient, precise, and stable speed control, improving the safety, comfort, and efficiency of vehicle operation.

[0097] Example 4 Please see Figure 4 , Figure 4 This is a structural schematic diagram of another vehicle speed closed-loop control device disclosed in an embodiment of the present invention. (See diagram below.) Figure 4 As shown, the vehicle speed closed-loop control device may include: Memory 401 storing executable program code; Processor 402 coupled to memory 401; The processor 402 calls the executable program code stored in the memory 401 to execute some or all of the steps in any of the vehicle speed closed-loop control described in Embodiment 1 or Embodiment 2 of the present invention.

[0098] Example 5 This invention discloses a computer storage medium storing computer instructions. When these computer instructions are invoked, they are used to execute some or all of the steps in any of the vehicle speed closed-loop control methods described in Embodiment 1 or Embodiment 2 of this invention.

[0099] The device embodiments described above are merely illustrative. The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical modules; that is, they may be located in one place or distributed across multiple network modules. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0100] Through the detailed description of the above embodiments, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, including read-only memory (ROM), random access memory (RAM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), one-time programmable read-only memory (OTPROM), electrically-Erasable Programmable Read-Only Memory (EEPROM), compact disc read-only memory (CD-ROM) or other optical disc storage, disk storage, magnetic tape storage, or any other computer-readable medium that can be used to carry or store data.

[0101] Finally, it should be noted that the above embodiments are merely preferred embodiments of the present invention and are only used to illustrate the technical solutions of the present invention, not to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A closed-loop speed control method, characterized in that, The method includes: Real-time acquisition of vehicle speed information corresponding to the target vehicle, the vehicle speed information including the real-time vehicle speed, vehicle acceleration and target vehicle speed, the target vehicle speed being the expected speed to be reached after controlling the target vehicle to perform a speed adjustment operation according to the vehicle acceleration; Calculate the speed difference between the target vehicle speed and the real-time vehicle speed, and determine whether the speed difference is greater than or equal to a preset vehicle speed threshold. When it is determined that the speed difference is greater than or equal to the preset vehicle speed threshold, perform a first vehicle speed control operation on the target vehicle according to a preset first vehicle speed control process to obtain a first vehicle speed control result for the target vehicle. When it is determined that the speed difference is less than the preset vehicle speed threshold, the second vehicle speed control operation is performed on the target vehicle according to the preset second vehicle speed control process to obtain the second vehicle speed control result for the target vehicle. The speed control accuracy corresponding to the first speed control process is lower than that corresponding to the second speed control process.

2. The vehicle speed closed-loop control method according to claim 1, characterized in that, The step of performing a first speed control operation on the target vehicle according to a preset first speed control procedure to obtain a first speed control result for the target vehicle includes: Obtain the minimum torque required to control the movement of the target vehicle; Determine the predictive control duration for the real-time vehicle speed; The predicted control duration, the vehicle acceleration, and the real-time vehicle speed are input into a preset acceleration calculation formula to obtain the predicted vehicle speed of the target vehicle after the predicted control duration. The predicted vehicle speed, the target vehicle speed, and the calibration coefficient and mapping coefficient set for the target vehicle are input into a preset correction calculation formula to obtain the vehicle speed correction amount corresponding to the target vehicle. For the minimum torque and the vehicle speed correction, a filtering calculation operation and a slope processing operation are performed sequentially to obtain a first filtering calculation result and a first slope processing result for the minimum torque and the vehicle speed correction; the first slope processing result includes a first torque for controlling the movement of the target vehicle; Based on the first torque, the target vehicle is controlled to perform a first movement operation, thereby obtaining a first speed control result for the target vehicle.

3. The vehicle speed closed-loop control method according to claim 2, characterized in that, The accelerated calculation formula is as follows: V pre = T pre ×A x ×g×3.6+V x Among them, V pre The predicted vehicle speed to be calculated is T. pre The predicted control duration; A x ρ is the vehicle acceleration; g is the gravitational acceleration corresponding to the test environment where the target vehicle is located; 3.6 is a predetermined constant; V x The real-time vehicle speed; The formula for calculating the correction amount is: K t =(V0-(T pre ×A x ×g×3.6+V x ))×K z +K0×V0 Among them, K t V0 is the vehicle speed correction amount; K is the target vehicle speed; z K is the mapping coefficient; K0 is the calibration coefficient.

4. The vehicle speed closed-loop control method according to claim 2 or 3, characterized in that, The minimum torque and the vehicle speed correction are sequentially subjected to filtering calculation and ramp processing operations to obtain a first filtering calculation result and a first ramp processing result for the minimum torque and the vehicle speed correction, including: Calculate the sum of the minimum torque and the vehicle speed correction. The sum is used as an input value and input into a pre-designed first-order filter to perform a first filtering calculation operation on the sum through the first-order filter, thereby obtaining a first filtering calculation result for the sum. Determine the ramp processing setpoint for the first filtering calculation result, and perform ramp processing operation on the first filtering calculation result according to the ramp processing parameters to obtain the ramp processing result for the first filtering calculation result; The ramp processing operation is used to perform signal increment or decrement calculation operations on the first filtering calculation result based on the ramp processing setpoint.

5. The vehicle speed closed-loop control method according to claim 4, characterized in that, The step of performing a second speed control operation on the target vehicle according to a preset second speed control procedure to obtain a second speed control result for the target vehicle includes: Calculate the speed difference between the target vehicle speed and the real-time vehicle speed; The speed difference is input into a preset PID calculation formula to obtain the PID calculation result for the speed difference; Perform a mapping operation on the PID calculation results to obtain a mapping result for the PID calculation results; For the mapping result, the minimum torque, and the vehicle speed correction, the filtering calculation operation and the slope processing operation are executed sequentially to obtain a second filtering calculation result and a second slope processing result for the mapping result, the minimum torque, and the vehicle speed correction; the second slope processing result includes a second torque for controlling the movement of the target vehicle; Based on the second torque, the target vehicle is controlled to perform a second movement operation, resulting in a second vehicle speed control result for the target vehicle.

6. The vehicle speed closed-loop control method according to claim 5, characterized in that, The PID calculation formula is as follows: Where u(k) is the PID calculation result for the speed difference; K p K is the preset proportionality coefficient. i K is the preset integral coefficient; d is the preset differential coefficient; e(k) is the speed difference, and e(k) is the error calculated by the kth sampling; e(k-1) is the error calculated by the (k-1)th sampling.

7. The vehicle speed closed-loop control method according to claim 4, characterized in that, The calculation formula for the first-order filter is: y(n) = a·x(n) + (1-a)·y(n-1) Wherein, y(n) is the output value of the first-order filter, the output value including the first filtering calculation result; a is the filtering coefficient of the first-order filter; x(n) is the current input value to the first-order filter; the input value includes the sum value; y(n-1) is the previous output value of the first-order filter.

8. A vehicle speed closed-loop control device, characterized in that, The device includes: The acquisition module is used to acquire the vehicle speed information corresponding to the target vehicle in real time. The vehicle speed information includes the real-time vehicle speed, vehicle acceleration, and target vehicle speed of the target vehicle. The target vehicle speed is the expected speed to be reached after the target vehicle performs a speed adjustment operation according to the vehicle acceleration. The calculation module is used to calculate the speed difference between the target vehicle speed and the real-time vehicle speed; The judgment module is used to determine whether the speed difference is greater than or equal to a preset vehicle speed threshold. The first vehicle speed control module is used to perform a first vehicle speed control operation on the target vehicle according to a preset first vehicle speed control process when the judgment module determines that the speed difference is greater than or equal to the preset vehicle speed threshold, so as to obtain a first vehicle speed control result for the target vehicle. The second vehicle speed control module is used to perform a second vehicle speed control operation on the target vehicle according to a preset second vehicle speed control process when the judgment module determines that the speed difference is less than the preset vehicle speed threshold, so as to obtain a second vehicle speed control result for the target vehicle. The speed control accuracy corresponding to the first speed control process is lower than that corresponding to the second speed control process.

9. A vehicle speed closed-loop control device, characterized in that, The device includes: Memory containing executable program code; A processor coupled to the memory; The processor calls the executable program code stored in the memory to execute the vehicle speed closed-loop control method as described in any one of claims 1-7.

10. A computer storage medium, characterized in that, The computer storage medium stores computer instructions, which, when invoked, are used to execute the vehicle speed closed-loop control method as described in any one of claims 1-7.

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