A vehicle control method, system, electronic device, and storage medium

Abstract

This invention provides a vehicle control method, system, electronic device, and storage medium. The method involves: acquiring the actual first displacement value and the reference first displacement value of the vehicle sampled at the current sampling time; calculating a first sampling error using the actual first displacement value and a second sampling error using the reference first displacement value; using the first and second sampling errors to determine whether a first event and a second event have been triggered; if the first event and / or the second event are triggered, calculating a new control signal; and adjusting the vehicle's output torque using the new control signal. This solution employs a dual-event triggering mechanism. When the first event and / or the second event are triggered, a new control signal is calculated, and then the vehicle's output torque is adjusted using the new control signal. This reduces the frequency of signal interaction between the controller and the actuator, thereby ensuring the normal operation of the vehicle's software and improving vehicle operational stability.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and more specifically to a vehicle control method, system, electronic device, and storage medium. Background Technology

[0002] Vehicle trajectory control is an important technology for vehicle dynamics control. Currently, vehicle trajectory control controllers are usually designed based on time-triggered mechanisms. However, controllers designed based on time-triggered mechanisms have fixed sampling periods and high sampling frequencies, which can put excessive load on data transmission and thus have a significant impact on the vehicle's software operation, which is not conducive to stable vehicle operation. Summary of the Invention

[0003] In view of this, embodiments of the present invention provide a vehicle control method, system, electronic device, and storage medium to solve problems such as the instability of vehicle operation caused by controllers designed based on time-triggered mechanisms.

[0004] To achieve the above objectives, the embodiments of the present invention provide the following technical solutions:

[0005] The first aspect of this invention discloses a vehicle control method, the method comprising:

[0006] Obtain the actual value of the first displacement and the reference value of the first displacement of the vehicle obtained by downsampling at the current sampling time;

[0007] The first sampling error is calculated using the actual value of the first displacement, and the second sampling error is calculated using the reference value of the first displacement.

[0008] Using the first sampling error and the second sampling error, it is determined whether the first event and the second event have been triggered;

[0009] If the first event and / or the second event is triggered, calculate a new control signal;

[0010] The vehicle's output torque is adjusted using the new control signal.

[0011] Preferably, obtaining the actual value of the first displacement and the reference value of the first displacement of the vehicle obtained at the current sampling time includes:

[0012] Obtain the wheel angular velocity of the vehicle sampled at the current sampling time, and obtain the first displacement reference value at the current sampling time from the expected motion trajectory of the vehicle;

[0013] The wheel angular velocity is converted into the actual value of the first displacement.

[0014] Preferably, calculating the first sampling error using the actual value of the first displacement and calculating the second sampling error using the reference value of the first displacement includes:

[0015] The difference between the actual value of the first displacement and the actual value of the second displacement inside the vehicle's controller is calculated to obtain the first sampling error;

[0016] The difference between the first displacement reference value and the second displacement reference value inside the controller is calculated to obtain the second sampling error.

[0017] Preferably, determining whether the first event and the second event are triggered using the first sampling error and the second sampling error includes:

[0018] The first sampling error is used to determine whether the first event triggering mechanism is satisfied, and the first event triggering mechanism is set on the sensor side;

[0019] If the first event triggering mechanism is met, it is determined that the first event and the second event are triggered;

[0020] If the first event triggering mechanism is not met, the second event triggering mechanism is determined by the second sampling error. The second event triggering mechanism is set inside the controller.

[0021] If the second event triggering mechanism is met, it is determined that the second event has been triggered.

[0022] Preferred options also include:

[0023] If the first event and the second event are triggered, update the actual value of the second displacement to the actual value of the first displacement, and update the reference value of the second displacement to the reference value of the first displacement;

[0024] If only the second event is triggered, the actual value of the second displacement is not updated; instead, the reference value of the second displacement is updated to the reference value of the first displacement.

[0025] Preferably, if the first event and / or the second event is triggered, a new control signal is calculated, including:

[0026] If the first event and / or the second event is triggered, calculate the difference between the actual value of the first displacement and the reference value of the first displacement to obtain the trajectory tracking error;

[0027] A new control signal is calculated using the trajectory tracking error and a preset control law calculation function, which is constructed from the sliding surface.

[0028] Preferably, adjusting the vehicle's output torque via the new control signal includes:

[0029] Obtain the current vehicle speed obtained by downsampling at the current sampling time;

[0030] Determine the rolling resistance value corresponding to the current vehicle speed;

[0031] The new control signal is used as an acceleration input, and the total torque required by the vehicle is calculated by combining the rolling resistance value corresponding to the current vehicle speed.

[0032] The output torque of the vehicle's motor is adjusted to meet the total torque requirement.

[0033] A second aspect of this invention discloses a vehicle control system, the system comprising:

[0034] The acquisition unit is used to acquire the actual value of the first displacement and the reference value of the first displacement of the vehicle obtained by downsampling at the current sampling time.

[0035] The first calculation unit is used to calculate a first sampling error using the actual value of the first displacement, and to calculate a second sampling error using the reference value of the first displacement.

[0036] The judgment unit is used to determine whether the first event and the second event are triggered using the first sampling error and the second sampling error;

[0037] The second calculation unit is used to calculate a new control signal if the first event and / or the second event is triggered;

[0038] An adjustment unit is used to adjust the output torque of the vehicle via the new control signal.

[0039] A third aspect of the present invention discloses an electronic device, comprising: a processor and a memory, the processor and the memory being connected via a bus; wherein, the processor is used to call and execute a program stored in the memory; the memory is used to store the program, the program being used to implement the vehicle control method disclosed in the first aspect of the present invention.

[0040] A fourth aspect of the present invention discloses a storage medium storing computer-executable instructions for executing the vehicle control method disclosed in the first aspect of the present invention.

[0041] Based on the above embodiments of the present invention, a vehicle control method, system, electronic device, and storage medium are provided. The method comprises: acquiring the actual first displacement value and the reference first displacement value of the vehicle obtained by downsampling at the current sampling time; calculating a first sampling error using the actual first displacement value and a second sampling error using the reference first displacement value; using the first sampling error and the second sampling error to determine whether a first event and a second event have been triggered; if the first event and / or the second event have been triggered, calculating a new control signal; and adjusting the vehicle's output torque using the new control signal. This scheme adopts a dual-event triggering mechanism. When the first event and / or the second event are triggered, a new control signal is calculated, and then the vehicle's output torque is adjusted using the new control signal. This reduces the frequency of signal interaction between the controller and the actuator, thereby ensuring that the vehicle's software can operate normally and improving the vehicle's operational stability. Attached Figure Description

[0042] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0043] Figure 1 This is a control example diagram based on a time-triggered mechanism provided in an embodiment of the present invention;

[0044] Figure 2 A flowchart of a vehicle control method provided in an embodiment of the present invention;

[0045] Figure 3 A flowchart for calculating a new control signal is provided for embodiments of the present invention;

[0046] Figure 4 A flowchart for determining whether a first event and a second event are triggered, provided as an embodiment of the present invention;

[0047] Figure 5 This is a schematic diagram illustrating the event triggering mechanism provided in an embodiment of the present invention;

[0048] Figure 6 A diagram showing the relationship between the first event, the second event, and the triggering time for calculating the new control signal, provided for embodiments of the present invention;

[0049] Figure 7 A flowchart for adjusting the output torque of a vehicle provided in an embodiment of the present invention;

[0050] Figure 8 This is a control example diagram based on an event-triggered mechanism provided in an embodiment of the present invention;

[0051] Figure 9 This is a structural block diagram of a vehicle control system provided in an embodiment of the present invention. Detailed Implementation

[0052] 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, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0053] In this application, the terms "comprising," "including," or any other variations thereof are intended to cover a 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. Without further limitation, 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 said element.

[0054] Vehicle trajectory control is an important technology in vehicle dynamics control. Currently, vehicle trajectory control controllers are usually designed based on time-triggered mechanisms. Common time-triggered control methods include: Proportional-Integration-Differentiation (PID) control, Model Predictive Control (MPC) control, and Sliding Mode Control (SMC) control.

[0055] For example Figure 1 The control example diagram shown is based on a time-triggered mechanism. Figure 1 The circle on the right is a timer, which periodically updates the control signal based on the accumulation of time.

[0056] However, the fixed sampling period and high sampling frequency of the controller designed based on the time triggering mechanism will generate excessive load on data transmission, resulting in high CAN communication load rate and software load rate, which will have a significant impact on the vehicle's software operation and is not conducive to stable vehicle operation.

[0057] Research has shown that for highly automated large special vehicles such as heavy-duty autonomous vehicles (HAVs) in automated ports and heavy-duty automated mining trucks in mines, the requirements for positional accuracy are not as high. Therefore, a controller based on an event-triggered mechanism can be used to configure the vehicle's trajectory. The event-triggered mechanism involves data sampling only after a certain event (or condition) is met, followed by signal interaction between the controller and actuators. This approach can significantly reduce the frequency of data interaction and the communication load between the controller and actuators while maintaining considerable control accuracy.

[0058] Based on the above research, this invention proposes a vehicle control method, system, electronic device, and storage medium. It adopts a dual-event triggering mechanism. When the first event and / or the second event is triggered, a new control signal is calculated, and the output torque of the vehicle is adjusted through the new control signal. This reduces the frequency of signal interaction between the controller and the actuator, thereby ensuring that the vehicle software can operate normally and improving the vehicle's operational stability.

[0059] See Figure 2 The diagram illustrates a flowchart of a vehicle control method provided by an embodiment of the present invention, the vehicle control method comprising:

[0060] Step S201: Obtain the actual value of the first displacement and the reference value of the first displacement of the vehicle obtained by downsampling at the current sampling time.

[0061] In the specific implementation step S201, the wheel angular velocity (i.e., wheel speed) of the vehicle sampled at the current sampling time is obtained, and the first displacement reference value at the current sampling time is obtained from the expected motion trajectory of the vehicle; the wheel angular velocity sampled at the current sampling time is converted into the actual value of the first displacement.

[0062] It should be noted that the vehicle's expected trajectory is set based on the actual situation.

[0063] In practice, the wheel angular velocity of the vehicle is obtained by sampling through sensors (such as Hall sensors and other wheel speed sensors). Due to external interference such as road friction and motor vibration in real working conditions, in order to ensure the accuracy of the data, the collected wheel angular velocity needs to be filtered (such as five-point filtering) and then the filtered wheel angular velocity is used for subsequent calculations.

[0064] When converting the wheel angular velocity into the actual value of the first displacement, in order to avoid the influence of slip ratio on the displacement calculation, in a preferred embodiment, this solution can use the wheel angular velocity ω of the two driven wheels of the vehicle (for illustration only) to calculate the displacement.

[0065] Specifically, the wheel angular velocity ω of the two driven wheels of the vehicle is converted into vehicle speed v using formula (1).

[0066] (1);

[0067] In formula (1), the wheel angular velocity ω = [ω1, ω2], where ω1 and ω2 are the wheel angular velocities of the two driven wheels; r is the tire radius of the vehicle, r = [r1, r2]. T r1 and r2 are the tire radii of the two driven wheels, and T represents transpose.

[0068] The displacement x is obtained by integrating the vehicle speed using formula (2), where t in formula (2) represents time or moment.

[0069] (2).

[0070] Using the above formulas (1) and (2), the wheel angular velocity obtained by downsampling at the current sampling time can be converted into the actual value of the first displacement.

[0071] Step S202: Calculate the first sampling error using the actual value of the first displacement, and calculate the second sampling error using the reference value of the first displacement.

[0072] It should be noted that during the process of controlling the vehicle, the vehicle controller stores a previously sampled actual displacement value (called the second actual displacement value) and a previously sampled displacement reference value (called the second displacement reference value). The second actual displacement value and the second displacement reference value are not updated in real time, but are only updated after certain conditions are met, which can reduce the load on the controller.

[0073] In the specific implementation step S202, the difference between the actual value of the first displacement and the actual value of the second displacement inside the vehicle's controller is calculated to obtain the first sampling error, that is, the first sampling error is the error between the actual value of the first displacement and the actual value of the second displacement.

[0074] The difference between the first displacement reference value and the second displacement reference value inside the controller is calculated to obtain the second sampling error, which is the error between the first displacement reference value and the second displacement reference value.

[0075] Step S203: Using the first sampling error and the second sampling error, determine whether the first event and the second event have been triggered. If the first event and / or the second event have been triggered, execute steps S204 and S205; if the first event and the second event have not been triggered, execute step S206.

[0076] It should be noted that a first event triggering mechanism is predefined on the sensor side, and a second event triggering mechanism is predefined inside the controller.

[0077] In the specific implementation of step S203, the first sampling error and the second sampling error are used in combination with the first event triggering mechanism and the second event triggering mechanism to determine whether the first event and the second event are triggered.

[0078] If the first event and / or the second event is triggered, proceed to steps S204 and S205. If neither the first event nor the second event is triggered, proceed to step S206.

[0079] Step S204: If the first event and / or the second event is triggered, calculate the new control signal.

[0080] In the specific implementation of step S204, if the first event and / or the second event are triggered, a new control signal is calculated by a preset control law calculation function.

[0081] In some embodiments, if both the first and second events are triggered, the actual value of the second displacement is updated to the actual value of the first displacement, and the reference value of the second displacement is updated to the reference value of the first displacement. If only the second event is triggered, the actual value of the second displacement is not updated, and the reference value of the second displacement is updated to the reference value of the first displacement.

[0082] In other words, if the first event and the second event are triggered, the following update method is executed: the actual value of the second displacement inside the controller = the actual value of the first displacement obtained by downsampling at the current sampling time, and the reference value of the second displacement inside the controller = the reference value of the first displacement obtained by downsampling at the current sampling time.

[0083] If only the second event is triggered (the first event is not triggered), the following update method is executed: the actual value of the second displacement inside the controller is not updated, and the reference value of the second displacement inside the controller is equal to the reference value of the first displacement obtained by downsampling at the current sampling time.

[0084] Step S205: Adjust the vehicle's output torque using a new control signal.

[0085] Step S206: If the first event and the second event are not triggered, do not update the control signal.

[0086] In the specific implementation of step S206, if the first event and the second event are not triggered, the control signal is not updated, and the actual value of the second displacement and the reference value of the second displacement inside the controller are not updated.

[0087] In this embodiment of the invention, a dual-event triggering mechanism is adopted. When the first event and / or the second event is triggered, a new control signal is calculated, and then the output torque of the vehicle is adjusted through the new control signal, thereby reducing the frequency of signal interaction between the controller and the actuator, thus ensuring that the vehicle software can operate normally and improving the vehicle's operational stability.

[0088] It should be noted that a control law calculation function is required in the process of calculating the new control signal. This control law calculation function is constructed from the sliding surface. To better understand the content of the following embodiments, we will first explain in detail "how to construct the control law calculation function" and "how to set the first event triggering mechanism and the second event triggering mechanism".

[0089] 1. In a continuous-time system, design a sliding surface for longitudinal trajectory control of the vehicle:

[0090] For vehicles operating in scenarios such as ports and mines, their travel routes are relatively fixed, especially for heavy-duty vehicles in ports, whose routes are fixed and the distances are long. Under these conditions, vehicles need to operate continuously for long periods of time, so there are high requirements for the stability of the vehicle's software. As the number of vehicle software functions increases, the software load rate needs to be kept at a low level to ensure that the software avoids the risk of "software reset due to overload".

[0091] Using a known driven wheel with radius r d =[r d1 ,r d2 ] T The calibration vehicle is set, its initial position is recorded as x1, its destination position is set as x2, and its driving path is recorded as x. 1to2 The calibration vehicle is driven longitudinally from an initial position x1 to a final position x2, and the wheel angular velocity ω of the driven wheel of the calibration vehicle is recorded by sensors. d =[ω d1 ,ω d2 ], each ω d The data sampling interval is 10ms. The calibration experiment was repeated 5 times (this is just an example; the number of repetitions can be adjusted), resulting in a total of 5 sets of ω. d data.

[0092] For 5 groups of ω d The data was processed as follows: For the 5 groups of ω... d The nominal angular velocity function is obtained by averaging the data at each sampling point. Using the processing method of formula (1), the nominal angular velocity function is... The radius r of the driven wheel of the calibrated vehicle d =[rd1 ,r d2 ] T Perform multiplication to obtain the driving path x 1to2 nominal velocity function ; for nominal velocity function Perform a first-order integration to obtain the driving path x. 1to2 nominal displacement function .

[0093] Nominal displacement function This is the displacement reference value in the expected motion trajectory. Therefore, the specific content of the real-time trajectory tracking error e1 is shown in formula (3).

[0094] (3);

[0095] The vehicle speed tracking error e2 is obtained by taking the first derivative of the trajectory tracking error e1 using formula (4).

[0096] (4);

[0097] It should be noted that, for the various formulas involved in the embodiments of the present invention, "." represents the first-order differential and "overline-" represents the reference value.

[0098] Since the actual trajectory of the calibrated vehicle is relatively fixed, it can be approximated as a linear spatial system. PID control can effectively control a linear spatial system. Therefore, this embodiment of the invention designs the sliding surface s as shown in formula (5) based on the PD control concept.

[0099] s = ce1 + e2 (5);

[0100] In formula (5), c is the sliding surface coefficient, which is used to control the convergence effect.

[0101] II. Design of a trajectory controller in a continuous-time system:

[0102] In this embodiment of the invention, a sliding mode controller is used to control the trajectory of the vehicle. According to the sliding mode control theory, the Lyapunov function V used in this embodiment of the invention is shown in formula (6).

[0103] (6).

[0104] The first differential of the Lyapunov function V As shown in formula (7).

[0105] (7);

[0106] In formula (7), u is the sliding mode controller to be designed (also known as the control law). This is derived from Lyapunov's stability law (…). )available .

[0107] To satisfy Lyapunov's stability theorem, the specific content of the control law u can be designed as formula (8).

[0108] u=u n +u r =-ce2-K sgn(s)(8;

[0109] In formula (8), u n This is the nominal control term, used to overcome the impedance of the model; u r K is the robust control term used to ensure system robustness; K is the controller gain used to control the convergence speed; sgn is the sign function used to ensure that " "Heng was established."

[0110] It is understandable that the actual trajectory of the calibrated vehicle can be approximated as a linear spatial system. However, for actual working conditions such as ports and mines, this actual trajectory cannot be completely equivalent to a linear spatial system. In order to ensure the vehicle control effect and to be closer to the actual working conditions, a linear control term u is introduced on the basis of formula (8) for actual working conditions such as ports and mines. L Thus, formula (9) is obtained.

[0111] u=u n +u r +u L =-ce2-K sgn(s)-K L s(9);

[0112] In formula (9), K L For the system linear control term u L The gain.

[0113] It should be noted that since sliding mode control theory requires the presence of a "sgn(s)" term in the control signal, this can lead to rapid switching between positive and negative values ​​in the input signal. This can cause rapid changes in the torque of the HAV vehicle drive motor, resulting in problems such as vehicle vibration and reduced motor life.

[0114] To reduce the occurrence of sudden torque changes, the robust control term u in formula (9) is modified. r By rewriting, we obtain the robust control term u shown in formula (10). r .

[0115] (10);

[0116] In formula (10), tanh(·) is a hyperbolic tangent function, which has similar properties to the sign function sgn(·), but can switch between positive and negative more smoothly at the vertical axis. Therefore, the hyperbolic tangent function tanh(·) is used instead of the sign function sgn(·), which can effectively reduce the sudden change in the torque of the drive motor, thereby reducing the vibration of the whole vehicle and extending the life of the motor.

[0117] This is a smoothing coefficient that affects the smoothness of the control signal's positive-to-negative switching. The smaller the value, the closer the hyperbolic tangent function tanh(·) is to the sign function sgn(·). The larger the value, the closer the hyperbolic tangent function tanh(·) is to a straight line.

[0118] III. Design of a trajectory controller based on an event-triggered mechanism:

[0119] The time when the nth event is predefined is For any continuous-time system, the sampled signal y(t) has the following relationship as shown in formula (11).

[0120] (11);

[0121] In formula (11), t is the current sampling time, and satisfies .

[0122] It should be noted that the above formula (11) is only used to explain continuous-time systems, and the sampled signal y(t) of a continuous-time system has no physical meaning; however, in practical applications, y(t) of a continuous-time system can be understood as the true value. This can be understood as the signal sample value at the moment the event is triggered. This can be understood as the difference between the true value and the sampled value (i.e., sampling error). Specifically, "^" represents the signal sampled value at the moment the event is triggered, and "~" represents the difference between the true value and the sampled value.

[0123] When HAV is running, actual data such as wheel angular velocity are sensor sampling data. These sampling data will inevitably have errors, so formula (3) is rewritten as formula (12).

[0124] (12);

[0125] In formula (12), The actual wheel speed collected by the sensor The calculated actual displacement value (i.e., the actual sampled displacement). To obtain sensor sampling error The calculated displacement (equivalent to the sampling error displacement); If the displacement is actually received by the controller, then This indicates the actual sampling and tracking error of the displacement. This indicates the displacement sampling error and tracking error.

[0126] Similarly, formula (4) can be rewritten as formula (13).

[0127] (13);

[0128] Combining formulas (12) and (13), we can obtain new expressions for the sliding surface s as formulas (14) and (15).

[0129] (14);

[0130] (15);

[0131] Therefore, the control law u is defined at the sampling time (i.e., the update time). et The specific details are shown in formula (16).

[0132] (16);

[0133] The above formula (16) is the control law calculation function applied in the embodiments of the present invention, u et This refers to the control signal.

[0134] A predefined first event triggering mechanism (referred to as ETM) is set on the sensor side. s A second event triggering mechanism (referred to as ETM) is predefined and set within the controller. r These two event-triggered mechanisms alleviate the signal communication pressure between the sensor and the controller, as well as the pressure on the transmission of reference signals within the controller, thereby minimizing CPU load.

[0135] Predefined control signal u et The update time is First event triggering mechanism ETM s The triggering time is The second event triggering mechanism ETM r The triggering time is For ease of description, the control signal u et The update time is recorded as First event triggering mechanism ETM s The trigger time is denoted as The second event triggering mechanism ETMr The trigger time is denoted as .

[0136] The conditions for satisfying the first event triggering mechanism are shown in formula (17), and the conditions for satisfying the second event triggering mechanism ETM are also shown in formula (17). r The conditions are shown in formula (18).

[0137] (17);

[0138] (18);

[0139] In formulas (17) and (18), α is the trigger threshold for the actual sampled signal on the sensor side, and β is the trigger threshold for the internal sampling of the controller based on the reference signal.

[0140] It should be noted that the first event triggering mechanism (ETM) mentioned in the embodiments of the present invention... s Yes: Design an event triggering mechanism based on the sampling error between the current actual value and the sampled value when the previous event was triggered.

[0141] For vehicle operation conditions with relatively fixed and stable motion trajectories and long operating times (such as the operation conditions of HAV vehicles), in order to further reduce the software load rate, this embodiment of the invention also additionally sets up a second event triggering mechanism (ETM) for the reference signal located inside the controller. r The second event triggering mechanism ETM r This can effectively reduce the frequency of signal interaction within the controller, and the second event triggering mechanism (ETM) r With the first event triggering mechanism ETM s Working together can further reduce the load rate.

[0142] Based on the above three parts, namely "I. Designing a sliding surface for longitudinal trajectory control of a vehicle in a continuous-time system", "II. Designing a trajectory controller in a continuous-time system", and "III. Designing a trajectory controller based on an event-triggered mechanism", the control law calculation function shown in formula (16) can be determined in advance, as well as the first event-triggered mechanism ETM shown in formulas (17) and (18). s Second event triggering mechanism ETM r .

[0143] Regarding the above embodiments of the present invention Figure 2 Step S204 involves calculating the new control signal, see [link / reference]. Figure 3 The flowchart illustrating the calculation of a new control signal provided in an embodiment of the present invention is shown. Figure 3 Includes the following steps:

[0144] Step S301: If the first event and / or the second event is triggered, calculate the difference between the actual value of the first displacement and the reference value of the first displacement to obtain the trajectory tracking error.

[0145] In the specific implementation of step S301, if the first event and / or the second event are triggered, the difference between the actual value of the first displacement and the reference value of the first displacement is calculated. This difference is the trajectory tracking error (that is, the control error).

[0146] Step S302: Calculate a new control signal using the trajectory tracking error and a preset control law calculation function. The control law calculation function is constructed from the sliding surface.

[0147] In the specific implementation of step S302, the new control signal u is calculated using the trajectory tracking error and the control law calculation function shown in formula (16). et .

[0148] Regarding the above embodiments of the present invention Figure 2 Step S203 involves determining whether the first and second events have been triggered; see [link / reference]. Figure 4 This illustrates a flowchart of an embodiment of the present invention for determining whether a first event and a second event have been triggered. Figure 4 Includes the following steps:

[0149] Step S401: Determine whether the first event triggering mechanism is met based on the first sampling error. If the first event triggering mechanism is met, proceed to step S402; otherwise, proceed to step S403.

[0150] In the specific implementation step S401, the first event triggering mechanism ETM is determined by the first sampling error and the "condition for satisfying the first event triggering mechanism" shown in formula (17). s .

[0151] Specifically, if formula (17) is satisfied, then the first event triggering mechanism (ETM) is satisfied. s Execute step S402; if formula (17) is not satisfied, then the first event triggering mechanism ETM is not satisfied. s Execute step S403.

[0152] Step S402: Determine that the first event and the second event have been triggered.

[0153] In the specific implementation of step S402, if the first event triggering mechanism ETM is satisfied... s This confirms that the first event has been triggered.

[0154] It should be noted that, in order to ensure the accuracy of the vehicle's trajectory, the first event triggering mechanism (ETM) is used.s As long as the first event triggering mechanism (ETM) is satisfied, it is the primary condition. s Then it is simultaneously determined that the second event triggering mechanism ETM is satisfied. r (The second event is triggered).

[0155] In other words, if the first event triggering mechanism (ETM) is satisfied... s This confirms that the first event and the second event are triggered, meaning that when the first event is triggered, the second event is also triggered.

[0156] Step S403: Determine whether the second event triggering mechanism is met based on the second sampling error. If the second event triggering mechanism is met, proceed to step S404; otherwise, proceed to step S405.

[0157] In the specific implementation step S403, if the first event triggering mechanism ETM is not satisfied... s If the first event is not triggered, then the second sampling error is used to determine whether the second event triggering mechanism (ETM) is met, based on the "conditions for meeting the second event triggering mechanism" shown in formula (18). r .

[0158] Specifically, if formula (18) is satisfied, then the second event triggering mechanism (ETM) is satisfied. r Execute step S404; if formula (18) is not satisfied, then the second event triggering mechanism ETM is not satisfied. r Execute step S405.

[0159] Step S404: Determine that the second event has been triggered.

[0160] In the specific implementation of step S404, if the second event triggering mechanism ETM is satisfied... r (At this time, the first event triggering mechanism ETM) s If the conditions are not met, it can be determined that the second event was triggered (the first event was not triggered).

[0161] Step S405: Determine that the first and second events have not been triggered.

[0162] In the specific implementation step S405, if the second event triggering mechanism ETM is not satisfied... r (At this time, the first event triggering mechanism ETM) s If the conditions are not met, it can be determined that neither the first nor the second event was triggered.

[0163] Through the embodiments of the present invention Figure 3 and Figure 4 As can be seen from the content shown, the first event triggering mechanism (ETM) is used. sAs long as the first event triggering mechanism (ETM) is satisfied, it is the primary condition. s Then it is simultaneously determined that the second event triggering mechanism ETM is satisfied. r (This is equivalent to the first and second events being triggered simultaneously), and simultaneously triggers an update to the control signal (i.e., calculating a new control signal).

[0164] However, if only the second event triggering mechanism ETM is satisfied... r (Equivalent to only the second event being triggered), then only the update of the control signal (i.e., calculating the new control signal) will be triggered, and the first event will not be triggered in reverse.

[0165] In summary, the update condition for the control signal (i.e., the condition for calculating the new control signal) is: satisfying the first event triggering mechanism (ETM). s Alternatively, satisfying the second event triggering mechanism ETM r Alternatively, simultaneously satisfying the first event triggering mechanism (ETM) s Second event triggering mechanism ETM r .

[0166] Satisfying the first event triggering mechanism (ETM) s The condition (i.e. the condition for triggering the first event) is: satisfying formula (17).

[0167] Satisfying the second event triggering mechanism ETM r The conditions (i.e., the conditions for triggering the second event) are: satisfying formula (18), or satisfying the first event triggering mechanism ETM. s .

[0168] like Figure 5 The event triggering mechanism shown in the diagram illustrates that the red curve represents the triggering function shown in formula (17). Whenever this triggering function reaches the threshold α, it indicates that the first event is triggered, and the subsequent update process is then executed. The triggering function shown in formula (18) is similar and will not be described in detail here.

[0169] like Figure 6 The diagram showing the relationship between the first event, the second event, and the triggering time of the calculated new control signal reveals that the triggering time of the first event and / or the second event (t) s Time and t r (Time), triggering the calculation of a new control signal (the time for calculating the new control signal is t). c time).

[0170] Regarding the above embodiments of the present invention Figure 2 Step S205 involves adjusting the vehicle's output torque, see [link / reference]. Figure 7 This illustrates a flowchart of adjusting the output torque of a vehicle according to an embodiment of the present invention. Figure 7 Includes the following steps:

[0171] Step S701: Obtain the current vehicle speed of the vehicle sampled at the current sampling time.

[0172] In the specific implementation of step S701, the current vehicle speed at the current sampling time is calculated by combining the wheel angular velocity of the vehicle obtained by downsampling at the current sampling time with formula (1).

[0173] Step S702: Determine the rolling resistance value corresponding to the current vehicle speed.

[0174] It should be noted that, through bench testing, the calibration vehicle was accelerated to speeds of 5 km / h, 10 km / h, etc., by providing drive torque, and the work done by the drive torque was calculated using an integral method. After the calibration vehicle accelerated to the speed limit, the time it took for the wheel speed to naturally decrease to 0 was recorded, and the tire rolling distance was calculated using an integral method. According to the law of conservation of energy, the rolling resistance value at the current speed limit can be obtained using "drive work / tire braking distance". Repeating the above process at different speed limits yields a "vehicle speed-rolling resistance map", which reflects the rolling resistance value f at different vehicle speeds.

[0175] In the specific implementation of step S702, the rolling resistance value corresponding to the current vehicle speed can be determined by looking up the table based on the "vehicle speed-rolling resistance Map".

[0176] Step S703: Use the new control signal as the acceleration input and calculate the total torque required by the vehicle in combination with the rolling resistance value corresponding to the current vehicle speed.

[0177] It should be noted that the new control signal u et In order to achieve the acceleration a required by the whole vehicle to achieve the current control target, according to Newton's second law and formula (19), the driving force F required by the vehicle can be obtained.

[0178] F=m a=m u et (19);

[0179] In formula (19), m is the total mass of the vehicle.

[0180] For the actual operating conditions of vehicles (such as HAVs), the vehicles will be subject to the resistance of the ground when running. In order to achieve the real control effect, the rolling resistance value f needs to be considered, so formula (20) can be obtained.

[0181] F=F D -f(20);

[0182] In formula (20), FD The total driving force of the vehicle, F, can be calculated using formula (21). D .

[0183] F D =F+f= m u et +f(21);

[0184] Based on the relationship between torque and driving force, the total torque T required by the vehicle under the current working condition is calculated by formula (22).

[0185] T=rF D =r(m u et +f)(22)。

[0186] In the specific implementation of step S703, the new control signal is used as the acceleration a input (i.e., the new control signal is used as the acceleration a), and combined with the rolling resistance value f corresponding to the current vehicle speed, the total torque T required by the vehicle is calculated by the above formula (19)-formula (22).

[0187] Step S704: Adjust the output torque of the vehicle's motor to meet the total torque requirement.

[0188] In the specific implementation step S704, the output torque of each motor (i.e., actuator) of the vehicle is allocated to meet the total torque T required by the vehicle.

[0189] In summary, the control based on the event-triggered mechanism proposed in this embodiment of the invention is as follows: Figure 8 As shown, Figure 8 There is no time accumulator on the right side. The first event triggering mechanism and the second event triggering mechanism given in the embodiments of the present invention determine whether a new control signal needs to be calculated. After the new control signal is calculated, the output torque of each motor (i.e., actuator) of the vehicle is allocated to meet the total torque T required by the vehicle.

[0190] In summary, this solution adjusts the information interaction between the controller and actuator on demand based on the event triggering mechanism. While ensuring acceptable accuracy, it significantly reduces the frequency of information interaction between the controller and actuator (by calculating new control signals on demand), thereby effectively reducing the software's operating load.

[0191] This solution incorporates a first event triggering mechanism located on the sensor side to alleviate the signal interaction pressure between the sensor and the controller, and a second event triggering mechanism located within the controller to alleviate the interaction pressure between the internal reference signal and the controller. This reduces the pressure on software operation, lowers the CPU load, and ensures stable, long-term vehicle operation.

[0192] Corresponding to the vehicle control method proposed in the above embodiments of the present invention, see also... Figure 9 The present invention also provides a structural block diagram of a vehicle control system, which includes: an acquisition unit 901, a first calculation unit 902, a judgment unit 903, a second calculation unit 904, and an adjustment unit 905.

[0193] The acquisition unit 901 is used to acquire the actual value of the first displacement and the reference value of the first displacement of the vehicle obtained by downsampling at the current sampling time.

[0194] In the specific implementation, the acquisition unit 901 is specifically used to: acquire the wheel angular velocity of the vehicle sampled at the current sampling time, and obtain the first displacement reference value at the current sampling time from the expected motion trajectory of the vehicle; and convert the wheel angular velocity into the actual value of the first displacement.

[0195] The first calculation unit 902 is used to calculate the first sampling error using the actual value of the first displacement, and to calculate the second sampling error using the reference value of the first displacement.

[0196] In a specific implementation, the first calculation unit 902 is specifically used to: calculate the difference between the actual value of the first displacement and the actual value of the second displacement inside the vehicle's controller to obtain the first sampling error; and calculate the difference between the reference value of the first displacement and the reference value of the second displacement inside the controller to obtain the second sampling error.

[0197] The judgment unit 903 is used to determine whether the first event and the second event are triggered by using the first sampling error and the second sampling error.

[0198] The second calculation unit 904 is used to calculate a new control signal if the first event and / or the second event is triggered.

[0199] Adjustment unit 905 is used to adjust the vehicle's output torque through a new control signal.

[0200] In this embodiment of the invention, a dual-event triggering mechanism is adopted. When the first event and / or the second event is triggered, a new control signal is calculated, and then the output torque of the vehicle is adjusted through the new control signal, thereby reducing the frequency of signal interaction between the controller and the actuator, thus ensuring that the vehicle software can operate normally and improving the vehicle's operational stability.

[0201] Preferred, combined Figure 9 The content shown indicates that the judgment unit 903 includes a first judgment module, a first determination module, a second judgment module, and a second determination module. The execution principle of each module is as follows:

[0202] The first judgment module is used to determine whether the first event triggering mechanism is met based on the first sampling error. The first event triggering mechanism is set on the sensor side.

[0203] The first determining module is used to determine whether the first event and the second event are triggered if the first event triggering mechanism is met.

[0204] The second judgment module is used to determine whether the second event triggering mechanism is met if the first event triggering mechanism is not met, based on the second sampling error. The second event triggering mechanism is set inside the controller.

[0205] The second determining module is used to determine that the second event has been triggered if the second event triggering mechanism is met.

[0206] Preferred, combined Figure 9 The vehicle control system, as shown, also includes:

[0207] The update unit is used to update the actual value of the second displacement to the actual value of the first displacement and update the reference value of the second displacement to the reference value of the first displacement if the first event and the second event are triggered; if only the second event is triggered, the actual value of the second displacement is not updated, and the reference value of the second displacement is updated to the reference value of the first displacement.

[0208] Preferred, combined Figure 9 As shown, the second computing unit 904 includes a first computing module and a second computing module, and the execution principle of each module is as follows:

[0209] The first calculation module is used to calculate the difference between the actual value of the first displacement and the reference value of the first displacement if the first event and / or the second event is triggered, so as to obtain the trajectory tracking error.

[0210] The second calculation module is used to calculate new control signals based on trajectory tracking errors and preset control law calculation functions, which are constructed from sliding surfaces.

[0211] Preferred, combined Figure 9 The adjustment unit 905, as shown, includes an acquisition module, a third determination module, a third calculation module, and an adjustment module. The execution principle of each module is as follows:

[0212] The acquisition module is used to obtain the current vehicle speed of the vehicle sampled at the current sampling time.

[0213] The third determining module is used to determine the rolling resistance value corresponding to the current vehicle speed.

[0214] The third calculation module is used to take the new control signal as an acceleration input and calculate the total torque required by the vehicle in combination with the rolling resistance value corresponding to the current vehicle speed.

[0215] The adjustment module is used to adjust the output torque of the vehicle's motor to meet the total torque requirement.

[0216] Preferably, the present invention also provides an electronic device, including: a processor and a memory, the processor and the memory being connected via a bus; wherein, the processor is used to call and execute a program stored in the memory; the memory is used to store the program, the program being used to implement the vehicle control method provided in the above method embodiments.

[0217] Preferably, the present invention also provides a storage medium storing computer-executable instructions for executing the vehicle control method provided in the above-described method embodiments.

[0218] In summary, the embodiments of the present invention provide a vehicle control method, system, electronic device, and storage medium, which adopts a dual-event triggering mechanism. When the first event and / or the second event is triggered, a new control signal is calculated, and the output torque of the vehicle is adjusted through the new control signal. This reduces the frequency of signal interaction between the controller and the actuator, thereby ensuring that the vehicle software can operate normally and improving the vehicle's operational stability.

[0219] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for system or system embodiments, since they are basically similar to method embodiments, the description is relatively simple, and relevant parts can be referred to the descriptions in the method embodiments. The systems and system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0220] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0221] 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 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, The method includes: Obtain the actual value of the first displacement and the reference value of the first displacement of the vehicle obtained by downsampling at the current sampling time; The first sampling error is calculated using the actual value of the first displacement, and the second sampling error is calculated using the reference value of the first displacement. Using the first sampling error and the second sampling error, it is determined whether the first event and the second event are triggered; If the first event and / or the second event is triggered, calculate a new control signal; The vehicle's output torque is adjusted using the new control signal.

2. The method according to claim 1, characterized in that, Obtain the actual value and reference value of the first displacement of the vehicle obtained at the current sampling time, including: Obtain the wheel angular velocity of the vehicle sampled at the current sampling time, and obtain the first displacement reference value at the current sampling time from the expected motion trajectory of the vehicle; The wheel angular velocity is converted into the actual value of the first displacement.

3. The method according to claim 1, characterized in that, The calculation of a first sampling error based on the actual value of the first displacement, and the calculation of a second sampling error based on the reference value of the first displacement, include: The difference between the actual value of the first displacement and the actual value of the second displacement inside the vehicle's controller is calculated to obtain the first sampling error; The difference between the first displacement reference value and the second displacement reference value inside the controller is calculated to obtain the second sampling error.

4. The method according to claim 1, characterized in that, Using the first sampling error and the second sampling error, determining whether the first event and the second event are triggered includes: The first sampling error is used to determine whether the first event triggering mechanism is satisfied, and the first event triggering mechanism is set on the sensor side; If the first event triggering mechanism is met, it is determined that the first event and the second event are triggered; If the first event triggering mechanism is not met, the second event triggering mechanism is determined by the second sampling error. The second event triggering mechanism is set inside the controller. If the second event triggering mechanism is met, it is determined that the second event has been triggered.

5. The method according to claim 3, characterized in that, Also includes: If the first event and the second event are triggered, update the actual value of the second displacement to the actual value of the first displacement, and update the reference value of the second displacement to the reference value of the first displacement; If only the second event is triggered, the actual value of the second displacement is not updated; instead, the reference value of the second displacement is updated to the reference value of the first displacement.

6. The method according to claim 1, characterized in that, If the first event and / or the second event is triggered, calculate new control signals, including: If the first event and / or the second event is triggered, calculate the difference between the actual value of the first displacement and the reference value of the first displacement to obtain the trajectory tracking error; A new control signal is calculated using the trajectory tracking error and a preset control law calculation function, which is constructed from the sliding surface.

7. The method according to claim 1, characterized in that, Adjusting the vehicle's output torque via the new control signal includes: Obtain the current vehicle speed obtained by downsampling at the current sampling time; Determine the rolling resistance value corresponding to the current vehicle speed; The new control signal is used as the acceleration input, and the total torque required by the vehicle is calculated by combining the rolling resistance value corresponding to the current vehicle speed. The output torque of the vehicle's motor is adjusted to meet the total torque requirement.

8. A vehicle control system, characterized in that, The system includes: The acquisition unit is used to acquire the actual value of the first displacement and the reference value of the first displacement of the vehicle obtained by downsampling at the current sampling time. The first calculation unit is used to calculate a first sampling error using the actual value of the first displacement, and to calculate a second sampling error using the reference value of the first displacement. The judgment unit is used to determine whether the first event and the second event are triggered using the first sampling error and the second sampling error; The second calculation unit is used to calculate a new control signal if the first event and / or the second event is triggered; An adjustment unit is used to adjust the output torque of the vehicle via the new control signal.

9. An electronic device, characterized in that, include: A processor and a memory are connected via a bus; wherein the processor is used to call and execute a program stored in the memory; The memory is used to store a program for implementing the vehicle control method as described in any one of claims 1-7.

10. A storage medium, characterized in that, The storage medium stores computer-executable instructions for performing the vehicle control method as described in any one of claims 1-7.

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