Vehicle control method and device and storage medium

Abstract

The invention discloses a vehicle control method and device and a storage medium, and relates to the field of vehicle control. According to the scheme, the response delay time of the actuator is dynamically measured and quantified in the vehicle braking process, so that the control system can correct the requested deceleration in advance during next braking, and feedforward compensation of the braking opportunity is achieved. Compared with an existing mode which only depends on PID feedback adjustment, according to the scheme, the delay characteristic of the actuator is accurately recognized by comparing the time difference of the requested deceleration and the actual response deceleration reaching all the reference deceleration, optimization is conducted based on the delay in follow-up control, and deceleration output better fits an original planning value. It can be seen that the braking force insufficiency caused by delay can be avoided, the safety under the limiting working condition is improved, comfort reduction caused by excessive compensation can be prevented, and the technical problems of response lag and poor comfort in the braking process in the prior art are effectively solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle control, in particular to a vehicle control method, device and storage medium. BACKGROUND

[0002] In the adaptive cruise control (ACC) system, there is a significant delay (such as Figure 1 ) from the controller sending a deceleration request to the actual braking response of the vehicle, which causes the actual braking timing to lag and increases the risk of collision in extreme conditions; to alleviate this problem, the existing technology mostly uses a PID control algorithm to achieve safe stop through PI compensation when the deceleration is insufficient, but this method still has the safety hazard of insufficient braking force under large deceleration demand due to the delay effect, and the actual output deceleration of the system often exceeds the original planning value (such as Figure 2 ) due to delay accumulation, causing the comfort of the braking process to decrease. SUMMARY

[0003] The purpose of the present application is to provide a vehicle control method, device and storage medium, which can avoid insufficient braking force caused by delay, improve safety in extreme conditions, prevent comfort decline caused by excessive compensation, and effectively solve the technical problems of response lag and poor comfort in the braking process in the prior art.

[0004] In a first aspect, the present application provides a vehicle control method, comprising:

[0005] During the braking process of the vehicle, the requested deceleration and the actual response deceleration of the vehicle in each sampling period are obtained;

[0006] A plurality of reference decelerations are determined;

[0007] For each reference deceleration, the first time when the requested deceleration reaches the reference deceleration is determined, and the second time when the actual response deceleration reaches the reference deceleration is determined;

[0008] The time difference between the first time and the second time is calculated;

[0009] According to the time differences corresponding to all the reference decelerations, the response delay time of the actuator is determined, so that the actuator determines the optimal requested deceleration based on the response delay time at the next braking.

[0010] Optionally, the plurality of reference decelerations are determined, comprising:

[0011] In the interval from zero to the preset maximum requested deceleration, a plurality of gradient points are determined according to a preset division rule;

[0012] The deceleration values ​​corresponding to the multiple gradient points are used as multiple reference decelerations.

[0013] Optionally, after calculating the time difference between the first time point and the second time point, the method further includes:

[0014] For each time difference corresponding to the reference deceleration, a weighting factor for the corresponding time difference is calculated based on the corresponding reference deceleration and all the reference decelerations.

[0015] The response delay time of the actuator is determined based on the time difference corresponding to all the aforementioned reference decelerations, including:

[0016] The response delay time of the actuator is calculated based on the time difference and weighting coefficient corresponding to all the reference decelerations.

[0017] Optionally, for each time difference corresponding to the reference deceleration, a weighting coefficient for the corresponding time difference is calculated based on the corresponding reference deceleration and all the reference decelerations, including:

[0018] according to Calculate the weighting coefficients for the time difference;

[0019] in, The weighting coefficients are those corresponding to the i-th reference acceleration. Let be the i-th reference acceleration, n be the total number of reference accelerations, and j be an integer from 1 to n.

[0020] Optionally, after obtaining the request deceleration and the vehicle's actual response deceleration within each sampling period, the method further includes:

[0021] With a preset number of periods as the width, the actual response deceleration of the vehicle is subjected to median filtering and mean filtering.

[0022] Optionally, before obtaining the requested deceleration and the vehicle's actual response deceleration for each sampling period, the following steps are also included:

[0023] Retrieve the historical response delay time calculated after the end of the previous braking process from memory;

[0024] After determining the response delay time of the actuator based on the time difference corresponding to all the aforementioned reference decelerations, the process further includes:

[0025] The final response delay time is determined based on the historical response delay time and the response delay time determined during the current braking process.

[0026] Update the data stored in memory to the final response delay time.

[0027] Optionally, the final response delay time is determined based on the historical response delay time and the response delay time determined during the current braking process, including:

[0028] According to Calculate the final response delay time; wherein, The final response delay time, The historical response delay time, The response delay time determined for the current braking process. These are the filter coefficients.

[0029] Optionally, after determining the final response delay time based on the historical response delay time and the response delay time determined by the current braking process, the method further includes:

[0030] Determine whether the final response delay time exceeds a preset threshold;

[0031] If not, the final response delay time is determined to be within a safe range;

[0032] If so, if the final response delay time is determined to be outside the safe range, a maintenance prompt is output so that the user can check the vehicle status based on the maintenance prompt.

[0033] Secondly, this application also provides a vehicle control device, comprising:

[0034] Memory, used to store computer programs;

[0035] A processor is used to implement the steps of the vehicle control method as described above when executing a computer program.

[0036] Thirdly, this application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the vehicle control method described above.

[0037] This invention provides a vehicle control method, apparatus, and storage medium, relating to the field of vehicle control. This solution dynamically measures and quantifies the actuator response delay time during vehicle braking, enabling the control system to pre-correct the requested deceleration during the next braking maneuver, thereby achieving feedforward compensation for braking timing. Compared to existing methods relying solely on PID feedback adjustment, this solution accurately identifies the actuator's delay characteristics by comparing the time difference between the requested deceleration and the actual response deceleration reaching various reference decelerations. Subsequent control optimization is then based on this delay, making the deceleration output more closely match the original planned value. Therefore, this application can avoid insufficient braking force caused by delay, improving safety under extreme conditions, and prevent a decrease in comfort due to overcompensation, effectively solving the technical problems of response lag and poor braking comfort in existing technologies. Attached Figure Description

[0038] To more clearly illustrate the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the 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.

[0039] Figure 1 This is a schematic diagram of a real vehicle response deceleration delay in the prior art;

[0040] Figure 2 This is a schematic diagram of a PI-compensated deceleration method in the prior art;

[0041] Figure 3 A flowchart of a vehicle control method provided by the present invention;

[0042] Figure 4 This is a schematic diagram of a delayed process motion using a predictive method provided by the present invention. Detailed Implementation

[0043] The core of this invention is to provide a vehicle control method, device and storage medium that can avoid insufficient braking force caused by delay, improve safety under extreme conditions, and prevent the decrease in comfort caused by overcompensation. It effectively solves the technical problems of response lag and poor comfort during braking in the prior art.

[0044] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, 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.

[0045] Firstly, such as Figure 3 This application provides a vehicle control method, including:

[0046] S11: During vehicle braking, acquire the requested deceleration and the vehicle's actual response deceleration in each sampling period;

[0047] In this step, dynamic data during vehicle braking is sampled to obtain the requested deceleration and the vehicle's actual response deceleration for each sampling period. Specifically, the requested deceleration is generated by the controller based on the driver's braking intention or the deceleration planning signal from the adaptive cruise control system, and is used to characterize the deceleration target the system expects the vehicle to achieve at the current moment; the actual response deceleration is measured in real time by onboard sensors and is used to reflect the actual deceleration change of the vehicle within the current sampling period. By collecting these two parameters at a fixed sampling period, a set of corresponding requested deceleration and actual response deceleration curves can be formed on the time axis, providing basic data support for subsequent analysis of the dynamic response differences between the two.

[0048] In this embodiment, the synchronous sampling of the requested deceleration and the actual response deceleration not only ensures the correspondence of data in the time dimension, but also reflects the true response characteristics of the vehicle throughout the braking process. Through continuous sampling, the response patterns of the actuator in the initial braking stage, steady-state braking, and braking end stage can be captured, completely recording the entire process of the braking system from the input of the control signal to the actual deceleration of the vehicle.

[0049] S12: Determine multiple reference decelerations;

[0050] This step analyzes the variation range of requested deceleration and actual response deceleration during vehicle braking to determine multiple reference decelerations. These reference decelerations serve as standard dividing points to distinguish the differences between requested and response decelerations at these reference points. Typically, multiple deceleration values ​​covering light, moderate, and heavy braking are selected. By setting multiple discrete reference deceleration points, the dynamic differences in actuator response under different braking intensities can be observed, making subsequent response delay analysis representative.

[0051] In this embodiment, the selection of the reference deceleration can be based on the distribution of the vehicle's deceleration range during actual operation. For example, it can be divided into a fixed step size between the maximum and minimum requested deceleration, or a specific key deceleration point can be selected based on a preset threshold. In this way, the reference deceleration can cover the entire braking range and reflect the differences in actuator response characteristics in different segments, providing a hierarchical basis for subsequent moment determination and delay calculation.

[0052] In one exemplary embodiment, determining multiple reference decelerations includes: determining multiple gradient points within a range from zero to a preset maximum requested deceleration according to a preset division rule; and using the deceleration values ​​corresponding to the multiple gradient points as multiple reference decelerations.

[0053] In this embodiment, the process of determining multiple reference decelerations is achieved by hierarchically dividing the vehicle's deceleration range within the braking interval. Specifically, within the range from zero to a preset maximum requested deceleration, multiple gradient points are determined according to fixed division rules, and the deceleration values ​​corresponding to these gradient points are used as reference decelerations. This method can select multiple representative deceleration points throughout the braking process to reflect the differences in actuator response under different braking intensities. For example, when the maximum requested deceleration is -1.1 m / s², it can be divided into six reference deceleration points of -0.2, -0.4, -0.6, -0.8, -1.0, and -1.1 m / s² according to a gradient of 0.2 m / s², so that the analysis of braking response covers the entire range from light to forced braking.

[0054] After determining the reference deceleration, this embodiment searches for the first time these reference decelerations are reached in both the requested deceleration curve and the vehicle's actual response deceleration curve. For example, when the reference deceleration is -0.4 m / s², the time when the requested deceleration reaches -0.4 m / s² is recorded as the first moment, and the time when the vehicle's actual response deceleration reaches -0.4 m / s² is recorded as the second moment. The time difference between the two is then calculated. These are used to quantify the response delay at different reference deceleration points.

[0055] By employing this multi-point partitioning and time difference calculation method, this embodiment can establish a complete request-response timing mapping across the entire braking interval. For example, under the aforementioned gradient partitioning, if the time difference corresponds to -0.2 m / s²... The time difference corresponding to 0.12s and -0.4m / s² is... The time difference corresponding to 0.15s and -0.8m / s² is... A value of 0.21s directly reflects the dynamic characteristic of the actuator's response delay gradually increasing as the deceleration gradually increases, providing reliable segmented data for determining the overall response delay time of the actuator.

[0056] S13: For each reference deceleration, determine the first moment when the requested deceleration reaches the reference deceleration, and determine the second moment when the actual response deceleration reaches the reference deceleration;

[0057] In this embodiment, for each reference deceleration, the first moment when the requested deceleration reaches the reference deceleration and the second moment when the actual response deceleration reaches the reference deceleration are determined. The first moment reflects the time point when the control system issues a signal to reach a specific deceleration target, while the second moment corresponds to the time point when the vehicle actually produces the same deceleration. By determining these two moments separately, the correspondence between the control signal and the vehicle's physical response can be accurately calibrated on the time axis.

[0058] In this embodiment, the determination of the first and second moments can be based on continuous sampling data. When the requested deceleration or actual response deceleration in the sampling data first reaches or exceeds the corresponding reference deceleration, that moment is recorded as the corresponding time point. Through this detection method based on real-time data, the actual dynamic response process of the actuator can be reflected, and the control and response timing relationship corresponding to each reference deceleration can be accurately described.

[0059] S14: Calculate the time difference between the first and second time points;

[0060] This embodiment calculates the time difference between the first and second moments to characterize the actuator's response delay at a specific deceleration point. This time difference reflects the delay process from the triggering of the control signal to the actual generation of the same deceleration by the vehicle, and is a direct indicator for evaluating the actuator's response performance. Each reference deceleration corresponds to a time difference, forming a set of discrete time delay data.

[0061] In this embodiment, by calculating the time difference corresponding to different reference decelerations, the time delay distribution characteristics of the actuator under different braking intensities can be obtained. For example, at a smaller reference deceleration, the time difference may be shorter, while in the high deceleration range, the time difference may increase significantly. This distribution pattern can reflect the combined effects of mechanical inertia, hydraulic response, or electronic control lag on the actuator, providing a data basis for further determining the overall response delay time.

[0062] S15: Determine the actuator's response delay time based on the time difference corresponding to all reference decelerations, so that the actuator can determine the optimal requested deceleration based on the response delay time during the next braking.

[0063] This embodiment determines the actuator's response delay time based on the time differences corresponding to all reference decelerations. The response delay time can be obtained through statistical analysis of multiple time differences, such as by taking their average value, weighted average value, or selecting a typical representative value. This response delay time reflects the comprehensive time delay characteristics of the actuator throughout the braking process and is an important parameter describing the dynamic performance of the braking system.

[0064] In this embodiment, by processing the time delay data of multiple reference points, the influence of random fluctuations at a single measurement point can be eliminated, making the final determined response delay time closer to the true response pattern of the system. This response delay time, as an actuator characteristic parameter, can be used for feedforward correction in subsequent braking control processes, enabling the control system to perform more accurate deceleration planning based on known time delay characteristics, thereby making the actuator's response more consistent with the controller's expected output.

[0065] In one exemplary embodiment, after calculating the time difference between the first moment and the second moment, the method further includes: for each reference deceleration, calculating a weighting coefficient for the corresponding time difference based on the corresponding reference deceleration and all reference decelerations; and determining the response delay time of the actuator based on the time differences corresponding to all reference decelerations, including: calculating the response delay time of the actuator based on the time differences corresponding to all reference decelerations and the corresponding weighting coefficients.

[0066] In this embodiment, after calculating the time difference corresponding to each reference deceleration, in order to more accurately reflect the dynamic response characteristics of the actuator throughout the braking range, a weighting coefficient is further calculated for each reference deceleration time difference. The weighting coefficient is determined based on the magnitude relationship of the reference decelerations, and normalized by combining all reference decelerations, so that each time difference occupies a proportion consistent with its physical meaning in subsequent statistics. In this embodiment, the weighting coefficient corresponding to large decelerations is higher, while the weighting coefficient corresponding to small decelerations is relatively lower. This is because the response characteristics of the actuator under high deceleration conditions better reflect the system's ultimate performance, while under small decelerations, the error in delay calculation is relatively large due to the influence of sensor accuracy and environmental disturbances.

[0067] In this embodiment, after determining the weighting coefficients, the time differences corresponding to all reference decelerations are correlated with their respective weighting coefficients to reflect the comprehensive performance of the actuator response delay. Specifically, the weighted average response delay time of the actuator is obtained by accumulating the products of the time differences and the weighting coefficients, and then normalizing the result using the sum of the weighting coefficients. Mathematically, this process is equivalent to calculating the centroid of each delay data point, ensuring that the result not only considers the magnitude of the delay but also reflects the importance of different deceleration ranges. In this way, the obtained response delay time can more accurately reflect the true response characteristics of the vehicle during the main braking phase.

[0068] In this embodiment, by employing a weighted approach to determine the response delay time, the interference of calculation errors in the small deceleration range on the overall result can be effectively suppressed, while highlighting the response delay characteristics in the large deceleration range. This makes the calculation results closer to the overall dynamic characteristics of the vehicle during actual braking. Since the large deceleration range usually corresponds to the stage where the actuator response is most pronounced, this method enables the determination of the response delay time to better match the timing characteristics of the actuator during critical braking phases, thereby providing a more accurate basis for delay parameters in subsequent braking control.

[0069] In one exemplary embodiment, for each time difference corresponding to a reference deceleration, a weighting coefficient for the corresponding time difference is calculated based on the corresponding reference deceleration and all reference decelerations, including: according to Calculate the weighting factors for the time difference; where, The weighting coefficients are those corresponding to the i-th reference acceleration. Let be the i-th reference acceleration, n be the total number of reference accelerations, and j be an integer from 1 to n.

[0070] In this embodiment, to weight the time differences corresponding to different reference decelerations, a weighting coefficient is calculated for each reference deceleration. The calculation method for the weighting coefficient is defined as shown in the formula above. Through this calculation method, the time difference corresponding to each reference deceleration will occupy a corresponding proportion in the subsequent weighted calculation according to the magnitude of its deceleration.

[0071] In this embodiment, the weighting coefficients are calculated using the aforementioned proportional relationship, allowing the weighted results to reflect the actual impact of each deceleration range throughout the braking process. For example, when the reference decelerations are -0.2, -0.4, -0.6, -0.8, -1.0, and -1.1... When the weighting coefficients are calculated based on their absolute values, -1.0 and -1.1 are used. The weighting coefficient is largest in the interval, while -0.2 The weighting coefficient is the smallest, so in the final delay calculation, the time difference corresponding to the large deceleration contributes more significantly to the overall response delay.

[0072] This embodiment uses the weighting coefficient setting to make the calculation results more consistent with the dynamic response law of the actuator. Since the braking change in the small deceleration stage is relatively smooth and easily affected by measurement noise, while the large deceleration stage can more accurately reflect the time delay characteristics of the actuator, this weighting method based on the deceleration ratio can reflect the physical importance distribution, making the finally determined response delay time closer to the real dynamic performance of the braking system.

[0073] In one exemplary embodiment, after obtaining the requested deceleration and the vehicle's actual response deceleration within each sampling period, the method further includes: performing median filtering and mean filtering on the vehicle's actual response deceleration with a preset number of periods as the width.

[0074] In this embodiment, after acquiring the requested deceleration and the vehicle's actual response deceleration within each sampling period, the actual response deceleration signal is filtered to ensure the stability and reliability of the sampled data. Specifically, median filtering and mean filtering are performed sequentially on the actual response deceleration with a preset number of sampling periods as the width. In this embodiment, median filtering is used to eliminate abnormal peak values ​​caused by instantaneous sensor interference or noise during the sampling process, making the deceleration signal smoother in the time series and more accurately reflecting the dynamic change trend of the vehicle.

[0075] In one specific implementation of this embodiment, a filtering window width of 10 sampling periods is used (this value can be calibrated according to the vehicle sampling frequency and system response characteristics). That is, at any given time, the actual deceleration data of the current period and 10 sampling points before and after it are taken. First, the median is calculated to remove outliers. Then, the median-processed data is subjected to mean filtering to further smooth short-term fluctuations. Through the combined processing of median filtering and mean filtering, local fluctuations can be effectively suppressed while preserving the overall trend of the deceleration signal.

[0076] This embodiment employs a two-stage filtering method to make the actual vehicle response deceleration data more continuous and stable in the time series, avoiding the impact of transient noise on subsequent time determination and time difference calculation. This processing not only ensures the validity of the sampled data but also provides more accurate basic data for subsequent reference deceleration matching and response delay time determination.

[0077] In one exemplary embodiment, before obtaining the requested deceleration and the vehicle's actual response deceleration within each sampling period, the method further includes: obtaining the historical response delay time calculated after the end of the previous braking process from memory; after determining the actuator's response delay time based on the time difference corresponding to all reference decelerations, the method further includes: determining the final response delay time based on the historical response delay time and the response delay time determined by the current braking process; and updating the data stored in memory to the final response delay time.

[0078] In this embodiment, before acquiring the requested deceleration and the vehicle's actual response deceleration within each sampling period, the historical response delay time calculated after the previous braking process is first read from memory. This historical response delay time is the actuator dynamic response parameter calculated by the system during the previous braking process based on the timing difference between the reference deceleration and the actual response deceleration. By reading this data before each braking begins, this embodiment enables the control system to inherit the vehicle's historical characteristics under different braking cycles, thus ensuring continuity in the calculation of new data. This method allows the calculation of the delay time to not only depend on the immediate performance of the current braking but also reflect the long-term dynamic characteristics of the vehicle's actuators.

[0079] In this embodiment, after determining the response delay time of the current braking process based on the time difference corresponding to all reference decelerations, this result is not directly used as the final output. Instead, it is jointly processed with historical response delay times. Specifically, by fusing the current calculation result with historical values, a weighted or smoothed final response delay time is obtained. The purpose of this processing is to establish continuous response characteristics across multiple braking cycles, ensuring that the variation in delay time conforms to the physical characteristics of the vehicle and the natural aging process of the actuator. Since environmental factors or sensing errors may exist during a single braking process, this embodiment reduces the impact of occasional errors on the results by introducing historical data into the calculation, ensuring the stability of the delay time calculation.

[0080] In this embodiment, after determining the final response delay time, the value is updated and stored in memory as the historical response delay time for the next braking cycle. In this way, dynamic self-updating is achieved during each braking process, enabling continuous correction of the actuator response delay time calculation. This cyclical update process forms a dynamic delay evaluation mechanism based on the fusion of historical accumulation and current characteristics, ensuring consistency and timeliness in the delay time calculation process and providing a basis for subsequent braking control processes.

[0081] In one exemplary embodiment, determining the final response delay time based on the historical response delay time and the response delay time determined during the current braking process includes:

[0082] According to Calculate the final response delay time; where, For the final response delay time, For historical response delay time, The response delay time determined for the current braking process. These are the filter coefficients.

[0083] In this embodiment, to balance historical characteristics with the real-time nature of current data when calculating the final response delay time, a weighted filtering method is used to fuse the two. Specifically, the final response delay time is calculated using the formula above. The filtering coefficients are used to adjust the weights of the two factors in the result.

[0084] This embodiment uses a weighted calculation method to ensure that the final response delay time maintains continuity with historical data while reflecting the changing trend of the current braking state. When the filter coefficient... When the value is large, the result is closer to the historical delay time, and the stability is higher; when When the value is smaller, the result is closer to the currently measured delay time, and the response is more sensitive. By analyzing... A reasonable setting can strike a balance between smoothing historical trends and tracking real-time changes, thereby obtaining a representative final response delay time.

[0085] In one exemplary embodiment, after determining the final response delay time based on the historical response delay time and the response delay time determined by the current braking process, the method further includes: determining whether the final response delay time exceeds a preset threshold; if not, determining that the final response delay time is within a safe range; if so, determining that the final response delay time is outside the safe range, and outputting a maintenance prompt so that the user can check the vehicle status based on the maintenance prompt.

[0086] In this embodiment, after determining the final response delay time, it is compared with a preset threshold to determine whether the actuator's response is within a safe range. Specifically, the final response delay time is compared with a preset threshold, for example, the threshold can be set to 600ms (calibrated according to the actual vehicle control and ACC response requirements). If the final response delay time is less than the preset threshold, the actuator response delay is determined to be within a safe range, and the ACC system can perform braking control according to the normal timing sequence.

[0087] If the judgment result shows that the final response delay time is greater than a preset threshold, it is determined that the actuator response delay exceeds the safe range, which may affect the vehicle's braking performance under extreme conditions. In this case, this embodiment outputs a maintenance prompt to remind the driver or maintenance personnel to check the vehicle's actuators and related braking systems.

[0088] This embodiment can promptly relay the risk of abnormal response delays to the user, enabling the user to take necessary measures based on the maintenance prompts, thereby reducing potential safety hazards during the execution of the ACC system.

[0089] It is important to understand that the actuator response delay time is not calculated in every sampling period, but only once after the ACC completes a full braking process. This ensures that the calculation result reflects the dynamic characteristics of the entire braking phase. In a specific embodiment, the process of calculating the final response delay time is as follows:

[0090] (1) When the controller is powered on, the historical response delay time t_delay_old stored in memory is read as the historical baseline value to provide an initial reference for this calculation.

[0091] (2) After ACC is activated and a braking process is completed, the ACC request deceleration and the vehicle's actual response deceleration during the braking process are recorded. The data are arranged in a time series with timestamp as the horizontal axis and deceleration as the vertical axis.

[0092] (3) The actual vehicle response deceleration is filtered by median and mean with a width of 10 sampling periods to eliminate sensor noise and transient spikes, making the signal smoother and facilitating subsequent time difference calculation.

[0093] (4) Based on the smoothed signal, the maximum deceleration preset by ACC is used as... The gradient is divided into multiple reference deceleration points, such as -0.2, -0.4, -0.6, -0.8, -1.0, and -1.1 m / s². Then, the time point of the first occurrence of each reference deceleration is queried from the requested deceleration and the vehicle's actual response deceleration, and the corresponding time deviation is calculated. The response delay at each gradient point is obtained.

[0094] (5) Calculate the weighting coefficients for the time deviation corresponding to each reference deceleration: This allows the time difference corresponding to large decelerations to account for a higher proportion in subsequent averaging, reducing the impact of small deceleration stage errors on the overall results.

[0095] (6) Using the weighted average formula The actuator response delay time calculated for this cycle is obtained. .

[0096] (7) The newly calculated Compared with historical values Perform weighted filtering Obtain the final response delay time ;

[0097] (8) Update and store it as new This information is stored in memory for future calculations. When the controller is powered off, the latest delay time is stored in memory and read again when it is powered on, thus achieving continuous updating and historical inheritance of the delay time.

[0098] like Figure 4 In another embodiment, the actuator response delay time calculated using the above method is... The process of predicting the vehicle's dynamic motion during the delay phase and adjusting the ACC deceleration request in advance to achieve more accurate braking control is as follows:

[0099] (1) Based on the current vehicle speed v0, vehicle acceleration a0, vehicle speed v1, vehicle acceleration a1, and the distance dis between the vehicle and the vehicle in front, predict the position and velocity changes of the vehicle and the vehicle in front during the delay time using kinematic formulas. Specifically:

[0100] The vehicle predicts its speed. ;

[0101] The predicted speed of the vehicle in front is: ;

[0102] The distance traveled by the vehicle during the delay time is:

[0103] ;

[0104] The distance traveled by the vehicle in front during the delay time is:

[0105] ;

[0106] (2) Using the change in distance between the two vehicles during the delay time, predict the relative distance at the end of the delay time:

[0107] dis_t=dis+v1×t_delay_out+1 / 2×a1×t_delay_out×t_delay_out-v0×t_delay_out-1 / 2×a0×t_delay_out×t_delay_out;

[0108] The prediction results can reflect the dynamic distance changes between the vehicle and the vehicle in front under the current response delay, as well as the speed change trends of the two vehicles.

[0109] (3) In the prediction and Then, this is fed into the ACC control algorithm to calculate the required deceleration under predicted conditions, so as to adjust the actuator output in advance before the delay occurs.

[0110] (4) Finally, the predicted deceleration is sent to the actuator so that the vehicle can reach the target deceleration as soon as possible after the delay time, ensuring following safety and braking accuracy under different braking intensities. Through this prediction and advance control process, this embodiment realizes real-time compensation of the ACC system under the premise of considering the actuator response delay, so that the braking response of the vehicle under complex dynamic conditions is closer to the planned target.

[0111] This application calculates and updates the actuator response delay time in real time, and combines the delay time to predict vehicle speed and relative distance. In ACC braking control, the requested deceleration is adjusted in advance, so that the vehicle can still accurately follow the vehicle even when the actuator response is lagging. This ensures safety under extreme conditions and maintains the smoothness of the braking process.

[0112] Secondly, this application also provides a vehicle control device, comprising: a memory for storing a computer program; and a processor for implementing the steps of the vehicle control method described above when executing the computer program.

[0113] The vehicle control device of this application stores a program for executing the vehicle control method in its memory. When the processor runs the program, it acquires the vehicle state, calculates the actuator response delay time, predicts the vehicle movement during the delay phase, and generates a corresponding deceleration request, thereby realizing real-time control of the vehicle's braking behavior and dynamic adjustment of the ACC following strategy. For other descriptions of the vehicle control device, please refer to the above embodiments, which will not be repeated here.

[0114] Thirdly, this application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the vehicle control method described above. For further details regarding the computer-readable storage medium, please refer to the above embodiments; these details will not be repeated here.

[0115] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0116] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle control method, characterized in that, include: During vehicle braking, acquire the requested deceleration and the vehicle's actual response deceleration for each sampling period; Determine multiple reference decelerations; For each of the reference decelerations, a first moment when the requested deceleration reaches the reference deceleration is determined, and a second moment when the actual response deceleration reaches the reference deceleration is determined; Calculate the time difference between the first time point and the second time point; Based on the time difference corresponding to all the reference decelerations, the response delay time of the actuator is determined so that the actuator can determine the optimal requested deceleration based on the response delay time during the next braking.

2. The vehicle control method as described in claim 1, characterized in that, Multiple reference decelerations were determined, including: Within the range of zero to the preset maximum request deceleration, multiple gradient points are determined according to preset division rules; The deceleration values ​​corresponding to the multiple gradient points are used as multiple reference decelerations.

3. The vehicle control method as described in claim 1, characterized in that, After calculating the time difference between the first time point and the second time point, the method further includes: For each time difference corresponding to the reference deceleration, a weighting factor for the corresponding time difference is calculated based on the corresponding reference deceleration and all the reference decelerations. Based on the time difference corresponding to all the aforementioned reference decelerations, the actuator's response delay time is determined, including: The response delay time of the actuator is calculated based on the time difference and weighting coefficient corresponding to all the reference decelerations.

4. The vehicle control method as described in claim 3, characterized in that, For each time difference corresponding to the aforementioned reference deceleration, a weighting coefficient for the corresponding time difference is calculated based on the corresponding reference deceleration and all the aforementioned reference decelerations, including: according to Calculate the weighting coefficients for the time difference; in, The weighting coefficients are those corresponding to the i-th reference acceleration. Let be the i-th reference acceleration, n be the total number of reference accelerations, and j be an integer from 1 to n.

5. The vehicle control method as described in claim 1, characterized in that, After obtaining the request deceleration and the vehicle's actual response deceleration for each sampling period, the following is also included: With a preset number of periods as the width, the actual response deceleration of the vehicle is subjected to median filtering and mean filtering.

6. The vehicle control method according to any one of claims 1-5, characterized in that, Before obtaining the request deceleration and the vehicle's actual response deceleration for each sampling period, the following steps are also included: Retrieve the historical response delay time calculated after the end of the previous braking process from memory; After determining the actuator's response delay time based on the time difference corresponding to all the aforementioned reference decelerations, the process further includes: The final response delay time is determined based on the historical response delay time and the response delay time determined during the current braking process. Update the data stored in memory to the final response delay time.

7. The vehicle control method as described in claim 6, characterized in that, Based on the historical response delay time and the response delay time determined during the current braking process, the final response delay time is determined, including: according to Calculate the final response delay time; wherein, The final response delay time, The historical response delay time, The response delay time determined for the current braking process. These are the filter coefficients.

8. The vehicle control method as described in claim 7, characterized in that, After determining the final response delay time based on the historical response delay time and the response delay time determined during the current braking process, the process further includes: Determine whether the final response delay time exceeds a preset threshold; If not, the final response delay time is determined to be within a safe range; If so, if the final response delay time is determined to be outside the safe range, a maintenance prompt is output so that the user can check the vehicle status based on the maintenance prompt.

9. A vehicle control device, characterized in that, include: Memory, used to store computer programs; A processor, configured to, when executing a computer program, implement the steps of the vehicle control method as described in any one of claims 1-8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the vehicle control method as described in any one of claims 1-8.

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