Truck formation cooperative driving control method and electronic equipment

Abstract

The invention provides a truck formation cooperative driving control method and electronic equipment, and the method comprises the steps: determining the wind resistance optimal vehicle distance of a current vehicle, and obtaining the vehicle speed and acceleration of the current vehicle, the vehicle speed and acceleration of a front vehicle in a truck formation, and the actual vehicle distance between the current vehicle and the front vehicle; therefore, cooperative driving control is carried out on the current vehicle according to the wind resistance optimal vehicle distance, the actual vehicle distance, the vehicle speed and the acceleration, formation vehicle following control based on the vehicle speed, the acceleration and the vehicle distance is realized, a safe and reliable cooperative control strategy is provided for formation vehicles, and the formation vehicle following control efficiency is improved. Rear-end collision and chain collision risks caused by asynchronous acceleration and deceleration of the vehicles, out-of-control of the vehicle distance and the like are greatly reduced, and the overall safety of the formation is improved; moreover, the formation driving wind resistance optimization characteristic can be fully played, and the vehicle wind resistance energy consumption is greatly reduced, so that the fuel cost and the energy consumption are effectively saved.

Description

Technical Field

[0001] This application relates to the field of platooning technology, specifically to a method and electronic device for controlling platooning cooperative driving of trucks. Background Technology

[0002] In commercial vehicle platooning scenarios, especially in logistics trunk lines and mining area short-haul transportation scenarios with concentrated trucks, the manual following mode can easily lead to difficulty in controlling the distance between vehicles in the platoon, poor synchronization of acceleration and deceleration, and sudden changes in the distance between vehicles due to sudden braking, resulting in a high risk of rear-end collisions.

[0003] Currently, truck platooning collaborative control is mainly achieved through distance radar and simple following algorithms. For example, a safe distance between vehicles is calculated based on the speed of the vehicle in front and a fixed time interval, allowing the following vehicles to passively follow. Some high-end models are attempting to integrate V2X (Vehicle to Everything) data to achieve the function of "the following vehicle giving an advance warning when the vehicle in front brakes".

[0004] However, existing methods cannot reflect the coordinated status of multi-vehicle formations by monitoring single vehicle distances. When encountering complex operating conditions, they are difficult to proactively adapt to coordination and cannot completely avoid accident risks. Furthermore, existing methods fail to consider the energy-saving advantages brought by formations. Summary of the Invention In view of the above-mentioned defects or deficiencies in the prior art, this application aims to provide a truck platooning cooperative driving control method and electronic device to solve the problem of poor adaptability caused by the cooperative driving based on single vehicle distance monitoring in related technologies, ensure the safety of multi-vehicle platooning under complex working conditions, and effectively save vehicle fuel costs and energy consumption.

[0005] This application provides a method for controlling the cooperative driving of truck platoons, including: Determine the optimal distance between vehicles to mitigate wind resistance; The speed and acceleration of the current vehicle, the speed and acceleration of the vehicle in front in the truck platoon, and the actual distance between the current vehicle and the vehicle in front are obtained. Based on the optimal vehicle spacing for wind resistance, the actual vehicle spacing, the current vehicle's speed and acceleration, and the speed and acceleration of the vehicle in front, the current vehicle is subject to coordinated driving control.

[0006] Optionally, based on the optimal wind resistance distance, the actual distance between vehicles, the current vehicle's speed and acceleration, and the speed and acceleration of the vehicle in front, cooperative driving control is performed on the current vehicle, including: Based on the optimal wind resistance vehicle spacing, the actual vehicle spacing, the current vehicle's speed and acceleration, and the speed and acceleration of the vehicle in front, the formation coordination index between the current vehicle and the truck platoon is determined. The current vehicle is controlled to drive in a coordinated manner based on the formation coordination index.

[0007] Optionally, based on the optimal wind resistance vehicle spacing, the actual vehicle spacing, the current vehicle's speed and acceleration, and the speed and acceleration of the vehicle in front, a platooning coordination index is determined between the current vehicle and the truck platoon, including: Determine the safe distance between the current vehicles, and determine the vehicle spacing coordination index of the current vehicles based on the optimal distance between vehicles with the best wind resistance, the actual distance between vehicles, and the safe distance between vehicles; Based on the current vehicle speed and the speed of the vehicle in front, determine the speed coordination index of the current vehicle; The acceleration coordination index of the current vehicle is determined based on the acceleration of the current vehicle and the acceleration of the vehicle in front. The formation coordination index between the current vehicle and the truck formation is determined based on the vehicle spacing coordination index, the vehicle speed coordination index, and the acceleration coordination index.

[0008] Optionally, the formation coordination index between the current vehicle and the truck platoon is determined based on the vehicle spacing coordination index, the vehicle speed coordination index, and the acceleration coordination index, including: Determine the current road condition type of the truck platoon, and determine the vehicle spacing weight, vehicle speed weight, and acceleration weight based on the current road condition type; The vehicle spacing coordination index, the vehicle speed coordination index, and the acceleration coordination index are weighted according to the vehicle spacing weight, the vehicle speed weight, and the acceleration coordination index respectively to obtain the current vehicle formation coordination index.

[0009] Optionally, the current vehicle is subjected to cooperative driving control based on the formation coordination index, including: The coordination level of the current vehicle is determined based on the formation coordination index; The current vehicle is controlled to drive in a coordinated manner according to the coordination level.

[0010] Optionally, cooperative driving control of the current vehicle is performed according to the cooperative level, including at least one of the following: In response to the high level of coordination, the speed of the current vehicle is adjusted with the goal of the actual distance between the current vehicles being equal to the optimal distance between the current vehicles with the wind resistance. In response to the coordination level being medium coordination level, the target following speed of the current vehicle is determined based on the current vehicle's formation coordination index, and the current vehicle is controlled according to the target following speed; In response to the coordination level being low, a target acceleration is determined based on the acceleration of the preceding vehicle, and the current vehicle is controlled according to the target acceleration; In response to the coordination level being a dangerous coordination level, a target vehicle distance is determined based on the current vehicle's safe vehicle distance, and the current vehicle is controlled based on the target vehicle distance and a preset limit acceleration.

[0011] Optionally, after controlling the current vehicle based on the target vehicle spacing and a preset acceleration limit, the method further includes: Return to reacquire the current vehicle's speed and acceleration, the speed and acceleration of the vehicle in front in the truck platoon, and the actual distance between the current vehicle and the vehicle in front, in order to redetermine the level of cooperation between the current vehicle and the truck platoon; If the new coordination level remains at a dangerous coordination level within a preset time, the current vehicle is controlled to leave the truck platoon, and a corresponding driving route is planned for the current vehicle.

[0012] Optionally, after controlling the current vehicle according to the target following speed, the method further includes: The target damper opening of the evaporator in the current vehicle is determined based on the current vehicle's formation coordination index; The evaporator damper of the current vehicle is controlled according to the target damper opening.

[0013] Optionally, determine the optimal following distance for the current vehicle's wind resistance, including: Obtain the current vehicle's body mass, frontal area, and body length, and obtain the preset drag coefficient and preset air density; By substituting the vehicle mass, the frontal area, the vehicle length, the preset drag coefficient, and the preset air density into a pre-built truck drag model, the optimal vehicle spacing for the current vehicle is obtained.

[0014] This application embodiment also provides an electronic device, the electronic device comprising: Processor and memory; The processor executes the steps of the truck platooning cooperative driving control method provided in any embodiment of this application by calling the program or instructions stored in the memory.

[0015] This application also provides a computer-readable storage medium storing a program or instructions that cause a computer to perform the steps of the truck platooning cooperative driving control method provided in any embodiment of this application.

[0016] In summary, this application proposes a truck platooning cooperative driving control method. This method determines the optimal wind resistance distance between the current vehicles, and then obtains the current vehicle's speed and acceleration, the speed and acceleration of the vehicle in front in the platoon, and the actual distance between the current vehicle and the vehicle in front. Based on the optimal wind resistance distance, the actual distance, the current vehicle's speed and acceleration, and the speed and acceleration of the vehicle in front, cooperative driving control is performed on the current vehicles, realizing platooning following control based on speed, acceleration, and distance. By integrating multi-dimensional parameters such as speed, acceleration, and distance, this method can provide a safe and reliable cooperative control strategy for platooning vehicles, significantly reducing the risk of rear-end collisions and chain collisions caused by asynchronous acceleration and deceleration of vehicles and loss of control over distance, greatly reducing the probability of truck platooning accidents, thereby improving the overall safety of the platoon. Furthermore, this method also combines the optimal wind resistance distance for vehicle cooperative control, which can fully utilize the wind resistance optimization characteristics of platooning, greatly reducing vehicle wind resistance energy consumption, thereby effectively saving fuel costs and energy consumption. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a flowchart of a truck platooning cooperative driving control method provided in an embodiment of this application; Figure 2 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0019] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0020] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0021] As mentioned in the background section, in view of the problems in the prior art, this application proposes a method for truck platooning cooperative driving control. Figure 1 This is a flowchart of a truck platooning cooperative driving control method provided in an embodiment of this application. See also... Figure 1The specific methods for controlling the coordinated driving of truck platoons include: S110. Determine the optimal distance between vehicles to mitigate wind resistance.

[0022] The current vehicle can be a vehicle in a truck platoon. Specifically, the lead vehicle or the preceding vehicle in the truck platoon can broadcast a platoon invitation via V2X, allowing the current vehicle to enter the platoon network and automatically load vehicle model parameters and basic strategy parameters. Vehicle model parameters may include vehicle weight, vehicle length, and preset drag coefficient, while basic strategy parameters may include safe deceleration and preset reaction time.

[0023] In this embodiment, the optimal aerodynamic distance can be the distance between the current vehicle and the preceding vehicle in the truck platoon where the aerodynamic resistance is optimal. Specifically, the optimal aerodynamic distance for the current vehicle can be calculated using vehicle model parameters.

[0024] In one specific implementation, determining the optimal distance between vehicles to mitigate wind resistance includes the following steps: Step 11: Obtain the current vehicle's body mass, frontal area, and body length, and obtain the preset drag coefficient and preset air density; Step 12: Substitute the vehicle mass, frontal area, vehicle length, preset drag coefficient, and preset air density into the pre-built truck drag model to obtain the optimal vehicle spacing for the current vehicle's drag.

[0025] In step 11, when the current vehicle enters the platooning network, the vehicle's body mass, frontal area and body length, as well as the preset drag coefficient and preset air density can be obtained through the platooning network.

[0026] Furthermore, in step 12, the vehicle's mass, frontal area, length, preset drag coefficient, and preset air density can be substituted into a pre-constructed truck drag model to calculate the optimal vehicle spacing for the current vehicle's drag resistance. The truck drag model can be a mathematical model derived from fluid dynamics. For example, the truck drag model is expressed by the following formula: ; In the formula, For optimal wind resistance, the following vehicle spacing is required; This refers to the length of the vehicle body; for example, it can be taken as 12m. The preset drag coefficient is 0.6 for trucks. For air density, we can take 1.2 kg / m³. ; For the frontal area of ​​the car, for example, we can take 8. ; Vehicle body mass, in kg; The speed of the vehicle in front is expressed in m / s. For safe deceleration, a value of 4m / s can be used. .

[0027] Steps 11 and 12 above can derive the optimal vehicle spacing for truck platooning based on the hydrodynamic drag model. Combined with parameters such as vehicle mass and preset drag coefficient, the accuracy of the predicted vehicle spacing when the drag is optimal can be ensured, thereby further achieving a balance between vehicle safety and energy saving.

[0028] Furthermore, dynamic control based on aerodynamic drag models allows vehicles in a platoon to consistently approach optimal coordination, fully leveraging the advantages of optimized drag during platooning. Real-world testing shows that in logistics trunk line platooning scenarios, compared to traditional manual following, drag-related energy consumption can be reduced by 12% to 18%. Combined with vehicle speed coordination control, overall transportation energy consumption can be optimized by approximately 15%, effectively saving fuel costs and energy consumption.

[0029] S120: Obtain the current vehicle's speed and acceleration, the speed and acceleration of the vehicle in front in the truck platoon, and the actual distance between the current vehicle and the vehicle in front.

[0030] Specifically, the current vehicle's speed and acceleration, the speed and acceleration of the vehicle in front in the truck platoon, and the actual distance between the current vehicle and the vehicle in front can be collected according to a preset collection period (such as 0.5s).

[0031] The actual distance between vehicles can be obtained through vehicle distance radar. The speed of the current vehicle and the speed of the vehicle in front can be obtained through the CAN (Controller Area Network) bus. The acceleration of the current vehicle and the acceleration of the vehicle in front can be obtained through IMU (Inertial Measurement Unit) sensors.

[0032] S130: Based on the optimal vehicle spacing for wind resistance, the actual vehicle spacing, the current vehicle's speed and acceleration, and the speed and acceleration of the vehicle in front, perform coordinated driving control for the current vehicle.

[0033] Specifically, the vehicle can be controlled in a coordinated manner by using the optimal distance between vehicles with the best wind resistance, the actual distance between vehicles, the current vehicle's speed and acceleration, and the speed and acceleration of the vehicle in front.

[0034] For example, the speed of the current vehicle can be controlled with the goal of making the actual distance between vehicles close to the optimal distance for wind resistance, making the speed of the current vehicle close to the speed of the vehicle in front, and making the acceleration of the current vehicle close to the acceleration of the vehicle in front.

[0035] Alternatively, an objective function can be pre-constructed. This objective function can calculate the coordination gap of the current vehicle by using the difference between the optimal vehicle spacing and the actual vehicle spacing, the difference between the current vehicle speed and the speed of the vehicle in front, and the difference between the acceleration of the current vehicle and the acceleration of the vehicle in front. Specifically, the objective function can be solved with the goal of minimizing the coordination gap to obtain the target speed that minimizes the coordination gap, and then the current vehicle can be controlled according to the target speed.

[0036] In some implementations, cooperative driving control of the current vehicle is performed based on the optimal vehicle spacing for wind resistance, the actual vehicle spacing, the current vehicle's speed and acceleration, and the speed and acceleration of the vehicle in front, including the following steps: Step 21: Determine the formation coordination index between the current vehicle and the truck platoon based on the optimal vehicle spacing for wind resistance, the actual vehicle spacing, the current vehicle speed and acceleration, and the speed and acceleration of the vehicle in front. Step 22: Perform coordinated driving control on the current vehicles based on the formation coordination index.

[0037] In step 21, the coordination between the current vehicle and the truck platoon can be measured by the difference between the optimal vehicle spacing and the actual vehicle spacing, the difference between the current vehicle speed and the speed of the vehicle in front, and the difference between the current vehicle acceleration and the acceleration of the vehicle in front, thereby obtaining the platoon coordination index of the current vehicle.

[0038] Specifically, the platooning coordination index reflects the current coordination status between vehicles and trucks in a platoon. The higher the platooning coordination index, the higher the coordination between the vehicles and trucks in the platoon. In this embodiment, the coordination between the vehicles and trucks in the platoon can be analyzed from three aspects: vehicle speed, vehicle spacing, and acceleration, to obtain the platooning coordination index.

[0039] Regarding step 21 above, in one specific implementation, the formation coordination index between the current vehicle and the truck platoon is determined based on the optimal wind resistance vehicle spacing, the actual vehicle spacing, the current vehicle's speed and acceleration, and the speed and acceleration of the vehicle in front. This includes the following steps: Step 211: Determine the safe distance between vehicles. Based on the optimal distance between vehicles with the best wind resistance, the actual distance between vehicles, and the safe distance between vehicles, determine the vehicle spacing coordination index for the current vehicles. Step 212: Determine the speed coordination index of the current vehicle based on the current vehicle speed and the speed of the vehicle in front. Step 213: Determine the acceleration coordination index of the current vehicle based on the current vehicle's acceleration and the acceleration of the vehicle in front; Step 214: Determine the formation coordination index between the current vehicle and truck formation based on the vehicle spacing coordination index, vehicle speed coordination index, and acceleration coordination index.

[0040] In step 211, the safe following distance can be determined based on the speed of the vehicle in front, the preset reaction time, and the safe deceleration. For example, the safe following distance can be calculated using the following formula: ; In the formula, That's the speed of the car in front. The preset reaction time can be set to 1.5 seconds. For safe deceleration, i.e., the preset maximum deceleration, a value of 4 can be used. , This is for safe following distances. It should be noted that the above-mentioned safe following distances can be further adjusted under special road conditions (such as curves, slopes, and congestion), for example, by increasing the safe following distance under special road conditions.

[0041] After obtaining the safe vehicle spacing, the difference between the actual vehicle spacing and the optimal vehicle spacing for wind resistance can be determined. Then, combining this difference with the safe vehicle spacing, the vehicle spacing coordination index of the current vehicles can be calculated. This vehicle spacing coordination index can reflect the vehicle spacing coordination between the current vehicles and the truck platoon, as shown in the following formula: ; In the formula, The vehicle spacing coordination index, This is the actual vehicle spacing. For optimal wind resistance, the vehicle spacing should be [specified]. For safe vehicle spacing.

[0042] Specifically, in step 212, the difference between the current vehicle's speed and the speed of the vehicle in front can be calculated, and then the speed coordination index of the current vehicle can be calculated based on this difference. This speed coordination index can reflect the speed coordination between the current vehicle and the truck platoon, as shown in the following formula: ; In the formula, For vehicle speed coordination index, The current speed of the vehicle. This represents the speed of the vehicle in front.

[0043] Specifically, in step 213, the difference between the acceleration of the current vehicle and the acceleration of the vehicle in front can be calculated. Then, combining this difference with the safe deceleration, the acceleration coordination index of the current vehicle can be calculated. This acceleration coordination index can reflect the acceleration coordination between the current vehicle and the truck platoon, as shown in the following formula: ; In the formula, For acceleration coordination index, The current acceleration of the vehicle. The acceleration of the vehicle in front. To reduce speed for safety.

[0044] Furthermore, in step 214, the platooning coordination index between the current vehicles and the truck platoon can be determined by combining the vehicle spacing coordination index, the vehicle speed coordination index, and the acceleration coordination index. For example, the vehicle spacing coordination index, the vehicle speed coordination index, and the acceleration coordination index can be added together to obtain the platooning coordination index that reflects the overall coordination status of the current vehicles.

[0045] Steps 211-214 above determine the vehicle spacing coordination index, vehicle speed coordination index, and acceleration coordination index of the current vehicle, and then integrate the vehicle spacing coordination index, vehicle speed coordination index, and acceleration coordination index to obtain the final formation coordination index that reflects the overall coordination status of the current vehicles. This ensures the accuracy of the assessment of the current vehicle coordination status and thus ensures the reliability of the coordination control.

[0046] Regarding step 214 above, in one example, the formation coordination index between the current vehicle and truck formation is determined based on the vehicle spacing coordination index, vehicle speed coordination index, and acceleration coordination index, including the following steps: Step 2141: Determine the current road condition type of the truck platoon, and determine the spacing weight, speed weight, and acceleration weight based on the current road condition type; Step 2142: Based on the vehicle spacing weight, vehicle speed weight, and acceleration weight, the vehicle spacing coordination index, vehicle speed coordination index, and acceleration coordination index are weighted respectively to obtain the current vehicle formation coordination index.

[0047] In step 2141, environmental images of the current vehicle or other vehicles in the truck platoon can be acquired to determine the current road condition type of the truck platoon; alternatively, slope data of the current vehicle or other vehicles in the truck platoon can be acquired to determine the current road condition type of the truck platoon. The current road condition type can be mountainous road conditions, park road conditions, etc.

[0048] After obtaining the current road condition type, you can further query the corresponding vehicle spacing weight, vehicle speed weight, and acceleration weight. For example, the vehicle speed weight is higher in mountainous road conditions than in other road conditions.

[0049] The system can pre-store the vehicle spacing weight, vehicle speed weight, and acceleration weight corresponding to different road condition types. These weights can be learned from the driving data and accident data uploaded by the truck platoon, or they can be learned from the driving data and energy consumption data uploaded by the truck platoon.

[0050] It should be noted that after each platooning mission, the entire process data and energy consumption data of the truck platooning can be uploaded to the cloud platform to further optimize the weights of vehicle spacing, speed, and acceleration, and achieve strategy iteration.

[0051] After determining the vehicle spacing weight, vehicle speed weight, and acceleration weight, in step 2142, the vehicle spacing weight, vehicle speed weight, and acceleration weight can be used to weight the vehicle spacing coordination index, vehicle speed coordination index, and acceleration coordination index respectively to obtain the current vehicle formation coordination index, as shown in the following formula: ; In the formula, For formation coordination index, , , These are the weights for vehicle spacing, vehicle speed, and acceleration, respectively. , , These are the vehicle spacing coordination index, vehicle speed coordination index, and acceleration coordination index.

[0052] Steps 2141-2142 above determine the corresponding vehicle spacing weight, vehicle speed weight, and acceleration weight based on the current road condition type. Then, by combining the weights to fuse the vehicle spacing coordination index, vehicle speed coordination index, and acceleration coordination index, the system can support the self-optimization of coordination parameter weights based on the platoon's driving scenario (such as mountainous areas or plains). This enables truck platoons to operate stably in complex road conditions and diverse transportation scenarios, enhancing their adaptability and reliability in different environments and ensuring accurate, safe, and reliable coordinated control in various environments.

[0053] After determining the formation coordination index, in step 22, the current vehicles can be controlled to drive in a coordinated manner according to the formation coordination index.

[0054] Regarding step 22 above, in one specific implementation, cooperative driving control of the current vehicles is performed based on the formation cooperation index, including: The coordination level of the current vehicle is determined based on the formation coordination index; coordinated driving control is then implemented for the current vehicle based on the coordination level.

[0055] Specifically, the index ranges corresponding to different coordination levels can be predefined, and then the coordination level of the current vehicle can be obtained by querying the index range in which the formation coordination index is located.

[0056] For example, four coordination levels can be pre-constructed: high coordination level, medium coordination level, low coordination level, and dangerous coordination level. The index range corresponding to the high coordination level can be (0.8, 1], the index range corresponding to the medium coordination level can be [0.6, 0.8], the index range corresponding to the low coordination level can be [0.4, 0.6), and the index range corresponding to the dangerous coordination level can be (0, 0.4).

[0057] After determining the current vehicle's coordination level, specific coordination control can be implemented according to this level. For example, at a higher coordination level, vehicle speed can be adjusted first to ensure that the actual distance between vehicles is close to the optimal distance for wind resistance, or to compensate for speed differences. At a lower coordination level, acceleration can be adjusted first to force the current vehicle to match the acceleration of the vehicle in front, thus ensuring driving safety as much as possible.

[0058] In one example, cooperative driving control of the current vehicle is performed according to the cooperation level, including at least one of the following: In response to a high level of coordination, the vehicle speed is adjusted so that the actual distance between the current vehicles is equal to the optimal distance for wind resistance. In response to a medium coordination level, the target following speed of the current vehicle is determined based on the current vehicle's formation coordination index, and the current vehicle is controlled according to the target following speed. In response to a low coordination level, the target acceleration is determined based on the acceleration of the vehicle in front, and the current vehicle is controlled according to the target acceleration. In response to a dangerous coordination level, the target vehicle distance is determined based on the current vehicle's safe distance, and the current vehicle is controlled based on the target vehicle distance and a preset limit acceleration.

[0059] Specifically, at a high level of coordination, the coordination between the current vehicle and the truck platoon is high. At this time, the current coordination can be maintained, and the speed of the current vehicle can be adjusted so that the actual distance between the current vehicles is equal to the optimal distance for wind resistance, thereby activating the optimal wind resistance mode of the current vehicle and releasing the maximum energy-saving potential of the current vehicle.

[0060] At the medium coordination level, the coordination between the current vehicle and the truck platoon is moderate. In this case, dynamic coordination correction can be performed. This involves calculating the target following speed of the current vehicle based on the platoon coordination index and the speed of the vehicle in front, and then adjusting the current vehicle's speed to this target following speed to compensate for the speed difference between the current vehicle and the vehicle in front. The target following speed can be calculated using the following formula: ; In the formula, To track the target speed, The speed of the car in front. This represents the current platooning coordination index for the vehicles.

[0061] In this embodiment of the application, considering that for cold chain platooning scenarios, after speed difference compensation at the medium coordination level, the current vehicle's windward heat dissipation and engine load will change, thereby affecting the heat load of the compartment, the evaporator damper opening can also be adjusted according to the platooning coordination index after controlling the current vehicle according to the target following speed.

[0062] Optionally, after controlling the current vehicle according to the target following speed, it also includes: The target damper opening of the evaporator in the current vehicle is determined based on the current vehicle formation coordination index; the evaporator damper of the current vehicle is controlled according to the target damper opening.

[0063] Specifically, considering that increased vehicle speed may lead to increased heat leakage and higher temperature in the passenger compartment, while decreased vehicle speed may lead to reduced heat leakage and more stable temperature, the platooning coordination index can be used to predict changes in the current vehicle speed, thereby dynamically adjusting the evaporator damper opening. For example, the target evaporator damper opening can be calculated using the following formula, combined with the current vehicle platooning coordination index: ; In the formula, For the target damper opening, This represents the current platooning coordination index for the vehicles.

[0064] After obtaining the target damper opening, the opening of the current vehicle's evaporator damper can be adjusted to that target damper opening to balance the temperature zone of the passenger compartment.

[0065] The above method adjusts the evaporator damper by adjusting the formation coordination index, which can predict the heat load changes caused by changes in vehicle speed and adjust the cooling output in advance and accurately, thereby ensuring the stability of the compartment temperature. This not only ensures the stability of the compartment temperature, but also avoids the increased energy consumption caused by frequent adjustments to the cooling system, thus achieving the best energy efficiency and lowest cargo loss for the entire fleet.

[0066] Furthermore, at low coordination levels, the coordination between the current vehicle and the truck platoon is low. In this case, strong intervention synchronization can be performed. This involves determining a target acceleration based on the acceleration of the vehicle in front and adjusting the current vehicle's acceleration to match that target acceleration, thus forcing the current vehicle to match the acceleration of the vehicle in front. For example, the target acceleration can be calculated using the following formula: ; In the formula, Accelerate towards the target This refers to the acceleration of the vehicle in front. It should be noted that while adjusting the acceleration of the current vehicle, a vibration alert can be triggered in the driver's seat, or a notification message can be pushed to the vehicle's smart cockpit screen, such as "Low coordination level, please pay attention to operation synchronization," to provide timely reminders about the current coordination status.

[0067] Furthermore, at the hazardous coordination level, the coordination between the current vehicle and the truck platoon is extremely low. In this case, the distance between the current vehicle and the vehicle in front can be increased. Specifically, the target distance can be calculated based on the current vehicle's safe distance, and then the actual distance can be adjusted to the target distance. During this process, it is also necessary to limit the absolute value of the current vehicle's acceleration to not exceed a preset limit acceleration (e.g., 2). This allows for the automatic triggering of emergency avoidance strategies, significantly reducing the risk of rear-end collisions or collisions caused by asynchronous acceleration and deceleration of vehicles or loss of control over distance between vehicles, thereby reducing the accident rate of truck platoons and significantly improving the overall safety of the platoon.

[0068] It should be noted that, under the hazard coordination level, the warning lights of the current vehicle can be flashed immediately to provide a safety reminder to vehicles behind.

[0069] To further ensure the driving safety of truck platoons, for dangerous coordination levels, after taking the above-mentioned measures of increasing the distance between vehicles and limiting acceleration, it can be determined whether the coordination level has improved. If it has not improved, the platoon can be broken up to avoid the risk of chain collisions.

[0070] Optionally, after controlling the current vehicle based on the target vehicle distance and preset acceleration limits, the following may also be included: Return to obtain the current vehicle's speed and acceleration, the speed and acceleration of the vehicle in front in the truck platoon, and the actual distance between the current vehicle and the vehicle in front, in order to redetermine the level of cooperation between the current vehicle and the truck platoon. If the new coordination level remains at a dangerous coordination level within the preset time, the current vehicle will be controlled to leave the truck platoon, and a corresponding driving route will be planned for the current vehicle.

[0071] Specifically, after adjusting the current vehicle's spacing and acceleration, the system can return to obtain the current vehicle's speed and acceleration, the speed and acceleration of the vehicle in front in the truck platoon, and the actual spacing between the current vehicle and the vehicle in front. Based on the new data, the system can determine the current vehicle's platooning coordination index and thus obtain a new coordination level.

[0072] If the new coordination level remains at the dangerous coordination level within a preset time (e.g., 3 seconds), the formation can be forcibly disbanded, that is, the current vehicle is controlled to leave the truck formation, and a new independent driving route is replanned for the current vehicle after leaving the truck formation.

[0073] In the above implementation, through various coordination strategies at high, medium, low, and dangerous coordination levels, the system provides full-process assistance from coordination status monitoring to automatic intervention and correction for inexperienced platooning drivers. It eliminates the need for drivers to manually and precisely control vehicle spacing and acceleration / deceleration synchronization, and can automatically handle complex conditions such as lane changes and curves. This allows drivers to handle platooning scenarios more easily, reduces operational pressure and reliance on experience, and significantly improves driving experience and confidence.

[0074] In addition, for special operating conditions (such as curves, slopes, etc.), if the current vehicle receives a warning of a change in operating conditions broadcast by the lead vehicle or the vehicle in front of it in the truck convoy (such as a right curve 500m ahead, it is recommended to reduce speed to 30km / h in coordination), the coordination strategy can be adjusted in advance based on the warning to avoid risks caused by sudden changes in distance.

[0075] The truck platooning cooperative driving control method provided in this application determines the optimal wind resistance distance between the current vehicles, and then obtains the current vehicle's speed and acceleration, the speed and acceleration of the vehicle in front in the platoon, and the actual distance between the current vehicle and the vehicle in front. Based on the optimal wind resistance distance, the actual distance, the current vehicle's speed and acceleration, and the vehicle in front's speed and acceleration, cooperative driving control is performed on the current vehicles. This achieves platooning following control based on speed, acceleration, and distance. By integrating multi-dimensional parameters such as speed, acceleration, and distance, this method can provide a safe and reliable cooperative control strategy for platooned vehicles, significantly reducing the risk of rear-end collisions and chain collisions caused by asynchronous acceleration and deceleration or uncontrolled distance, greatly reducing the probability of truck platooning accidents and thus improving the overall safety of the platoon. Furthermore, this method combines optimal wind resistance distance for vehicle cooperative control, which can fully utilize the wind resistance optimization characteristics of platooning, greatly reducing vehicle wind resistance energy consumption, thereby effectively saving fuel costs and energy consumption.

[0076] Furthermore, by avoiding extreme operations such as sudden braking and hard wear caused by loss of coordination control, abnormal wear on vehicle braking systems, tires, and other components can be reduced. Moreover, the above methods can be implemented based on existing sensors and domain controllers without the need for additional large-scale hardware investment. This can extend the service life of vehicle parts, control the cost of intelligent transformation of the fleet, and reduce the overall operation and maintenance costs.

[0077] Figure 2 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. For example... Figure 2As shown, the electronic device 400 includes one or more processors 401 and memory 402.

[0078] The processor 401 may be a central processing unit (CPU) or other form of processing unit with data processing capabilities and / or instruction execution capabilities, and may control other components in the electronic device 400 to perform desired functions.

[0079] The memory 402 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 401 may execute the program instructions to implement the truck platooning cooperative driving control method of any embodiment of this application described above, and / or other desired functions. Various contents such as initial extrinsic parameters and thresholds may also be stored in the computer-readable storage medium.

[0080] In one example, the electronic device 400 may further include an input device 403 and an output device 404, these components being interconnected via a bus system and / or other forms of connection mechanisms (not shown). The input device 403 may include, for example, a keyboard, a mouse, etc. The output device 404 may output various information to the outside, including warning messages, braking force, etc. The output device 404 may include, for example, a display, a speaker, a printer, and a communication network and its connected remote output devices, etc.

[0081] Of course, for the sake of simplicity, Figure 2 Only some of the components of the electronic device 400 relevant to this application are shown in this illustration; components such as buses, input / output interfaces, etc., are omitted. In addition, the electronic device 400 may include any other suitable components depending on the specific application.

[0082] In addition to the methods and devices described above, embodiments of this application may also be computer program products, which include computer program instructions that, when executed by a processor, cause the processor to perform the steps of the truck platooning cooperative driving control method provided in any embodiment of this application.

[0083] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0084] Furthermore, embodiments of this application may also be computer-readable storage media storing computer program instructions thereon, which, when executed by a processor, cause the processor to perform the steps of the truck platooning cooperative driving control method provided in any embodiment of this application.

[0085] The computer-readable storage medium may be any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof.

[0086] It should be noted that the terminology used in this application is for the purpose of describing specific embodiments only and is not intended to limit the scope of this application. As shown in the specification and claims of this application, unless the context clearly indicates otherwise, words such as "a," "an," "an," and / or "the" do not specifically refer to the singular and may also include the plural. The terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, 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, or apparatus. Without further limitations, an element defined by the phrase "comprising an..." does not exclude the presence of other identical elements in the process, method, or apparatus that includes said element.

[0087] It should also be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," "linked," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0088] This document uses specific examples to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. The above descriptions are only preferred embodiments of this application. It should be noted that due to the limitations of written expression, while there are objectively infinite specific structures, those skilled in the art can make several improvements, modifications, or changes without departing from the principles of this application, and can also combine the above technical features in an appropriate manner. These improvements, modifications, changes, or combinations, or the direct application of the inventive concept and technical solution to other situations without modification, should all be considered within the scope of protection of this application.

Claims

1. A method for controlling the coordinated driving of truck platoons, characterized in that, include: Determine the optimal distance between vehicles to mitigate wind resistance; The speed and acceleration of the current vehicle, the speed and acceleration of the vehicle in front in the truck platoon, and the actual distance between the current vehicle and the vehicle in front are obtained. Based on the optimal vehicle spacing for wind resistance, the actual vehicle spacing, the current vehicle's speed and acceleration, and the speed and acceleration of the vehicle in front, the current vehicle is subject to coordinated driving control.

2. The truck platooning cooperative driving control method according to claim 1, characterized in that, Based on the optimal vehicle spacing for wind resistance, the actual vehicle spacing, the current vehicle's speed and acceleration, and the speed and acceleration of the vehicle in front, cooperative driving control is performed on the current vehicle, including: Based on the optimal wind resistance vehicle spacing, the actual vehicle spacing, the current vehicle's speed and acceleration, and the speed and acceleration of the vehicle in front, the formation coordination index between the current vehicle and the truck platoon is determined. The current vehicle is controlled to drive in a coordinated manner based on the formation coordination index.

3. The truck platooning cooperative driving control method according to claim 2, characterized in that, Based on the optimal wind resistance vehicle spacing, the actual vehicle spacing, the current vehicle's speed and acceleration, and the speed and acceleration of the vehicle in front, the formation coordination index between the current vehicle and the truck platoon is determined, including: Determine the safe distance between the current vehicles, and determine the vehicle spacing coordination index of the current vehicles based on the optimal distance between vehicles with the best wind resistance, the actual distance between vehicles, and the safe distance between vehicles; Based on the current vehicle speed and the speed of the vehicle in front, determine the speed coordination index of the current vehicle; The acceleration coordination index of the current vehicle is determined based on the acceleration of the current vehicle and the acceleration of the vehicle in front. The formation coordination index between the current vehicle and the truck formation is determined based on the vehicle spacing coordination index, the vehicle speed coordination index, and the acceleration coordination index.

4. The truck platooning cooperative driving control method according to claim 3, characterized in that, Based on the vehicle spacing coordination index, the vehicle speed coordination index, and the acceleration coordination index, the formation coordination index between the current vehicle and the truck platoon is determined, including: Determine the current road condition type of the truck platoon, and determine the vehicle spacing weight, vehicle speed weight, and acceleration weight based on the current road condition type; The vehicle spacing coordination index, the vehicle speed coordination index, and the acceleration coordination index are weighted according to the vehicle spacing weight, the vehicle speed weight, and the acceleration coordination index respectively to obtain the current vehicle formation coordination index.

5. The truck platooning cooperative driving control method according to claim 2, characterized in that, Based on the formation coordination index, the current vehicle is controlled to drive in a coordinated manner, including: The coordination level of the current vehicle is determined based on the formation coordination index; The current vehicle is controlled to drive in a coordinated manner according to the coordination level.

6. The truck platooning cooperative driving control method according to claim 5, characterized in that, Cooperative driving control of the current vehicle based on the cooperative level includes at least one of the following: In response to the high level of coordination, the speed of the current vehicle is adjusted with the goal of the actual distance between the current vehicles being equal to the optimal distance between the current vehicles with the wind resistance. In response to the coordination level being medium coordination level, the target following speed of the current vehicle is determined based on the current vehicle's formation coordination index, and the current vehicle is controlled according to the target following speed; In response to the coordination level being low, a target acceleration is determined based on the acceleration of the preceding vehicle, and the current vehicle is controlled according to the target acceleration; In response to the coordination level being a dangerous coordination level, a target vehicle distance is determined based on the current vehicle's safe vehicle distance, and the current vehicle is controlled based on the target vehicle distance and a preset limit acceleration.

7. The truck platooning cooperative driving control method according to claim 6, characterized in that, After controlling the current vehicle based on the target vehicle spacing and the preset acceleration limit, the method further includes: Return to obtain the current vehicle's speed and acceleration, the speed and acceleration of the vehicle in front in the truck platoon, and the actual distance between the current vehicle and the vehicle in front, in order to redetermine the level of cooperation between the current vehicle and the truck platoon; If the new coordination level remains at a dangerous coordination level within a preset time, the current vehicle is controlled to leave the truck platoon, and a corresponding driving route is planned for the current vehicle.

8. The truck platooning cooperative driving control method according to claim 6, characterized in that, After controlling the current vehicle according to the target following speed, the method further includes: The target damper opening of the evaporator in the current vehicle is determined based on the current vehicle's formation coordination index; The evaporator damper of the current vehicle is controlled according to the target damper opening.

9. The truck platooning cooperative driving control method according to claim 1, characterized in that, Determine the optimal following distance for current vehicle aerodynamic drag, including: Obtain the current vehicle's body mass, frontal area, and body length, and obtain the preset drag coefficient and preset air density; By substituting the vehicle mass, the frontal area, the vehicle length, the preset drag coefficient, and the preset air density into a pre-built truck drag model, the optimal vehicle spacing for the current vehicle is obtained.

10. An electronic device, characterized in that, The electronic device includes: Processor and memory; The processor executes the steps of the truck platooning cooperative driving control method as described in any one of claims 1 to 9 by calling the program or instructions stored in the memory.

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