Method and device for switching vehicle driving mode, electronic equipment and storage medium

Abstract

The application discloses a vehicle driving mode switching method, device and electronic equipment, and belongs to the technical field of vehicle automatic driving. The method comprises the following steps: if it is determined that a driving mode switching condition is met, a driving acceleration and a parking remaining distance of a vehicle at a current time are acquired in response to a driving mode switching signal of the vehicle; an equivalent parking acceleration of the vehicle at the current time in a driving-parking switching process is determined based on a target parking speed and the parking remaining distance; a fusion weight at the current time is determined based on a signal type of the driving mode switching signal; the driving acceleration and the equivalent parking acceleration are weighted and fused based on the fusion weight at the current time, so that a fusion acceleration at the current time is determined; and an output torque of the vehicle at the current time is determined based on the fusion acceleration at the current time, so that driving-parking switching of the vehicle is completed. The application can reduce the jerk and discontinuous feeling caused in the driving mode switching process, improve the smoothness and comfort of vehicle automatic driving, and improve the user experience.

Description

Technical Field

[0001] This application relates to the field of autonomous driving technology, and in particular to a method, device, electronic device, and storage medium for switching vehicle driving modes. Background Technology

[0002] Currently, with social development and technological progress, more and more users are starting to use autonomous driving technology in vehicles for cruise driving and parking, in order to achieve autonomous driving in different driving modes.

[0003] However, during the switching between driving mode and parking mode, the control commands for the two modes are heterogeneous due to the different data collected by the controller and the control interface for collecting the data. Furthermore, the switching method is an abrupt hard switch, which causes longitudinal jerking and discontinuity in the vehicle at the moment of switching, affecting driving smoothness and comfort, and thus impacting the user experience. Summary of the Invention

[0004] This application provides a method, device, electronic device, and storage medium for switching vehicle driving modes. The embodiments provided by this application solve the technical problem in the prior art where the vehicle experiences jerking and discontinuity during the switching process, affecting driving smoothness and comfort, and thus affecting the user experience. The embodiments provided by this application can reduce the jerking and discontinuity caused during the switching process, improve the smoothness and comfort of the vehicle during autonomous driving, and thus enhance the user experience.

[0005] In a first aspect, this application provides a method for switching vehicle driving modes, characterized in that the method includes: If the driving mode switching conditions are met, in response to the vehicle's driving mode switching signal, the vehicle's current driving acceleration and remaining parking distance are obtained. Based on the target parking speed and the remaining parking distance, determine the equivalent parking acceleration of the vehicle at the current moment during the driving-parking transition; The fusion weight at the current moment is determined based on the signal type of the driving mode switching signal; Based on the fusion weights at the current moment, the driving acceleration and the equivalent parking acceleration are weighted and fused to determine the fused acceleration at the current moment; Based on the fused acceleration at the current moment, the output torque of the vehicle at the current moment is determined to complete the vehicle's driving and parking switching.

[0006] In one feasible implementation, determining the equivalent parking acceleration of the vehicle at the current moment during the driving-parking transition, based on the target parking speed and the remaining parking distance, includes: Based on the remaining parking distance, the target parking speed is adjusted according to distance correlation to determine the desired speed corresponding to the vehicle; Based on the desired speed and the vehicle's actual speed at the current moment, the equivalent parking acceleration of the vehicle during the driving-parking transition is determined.

[0007] In one feasible implementation, the step of adjusting the target parking speed based on the remaining parking distance to determine the desired speed corresponding to the vehicle includes: When the remaining parking distance is greater than a preset distance threshold, the minimum value between the target parking speed and the preset parking speed threshold is determined as the expected speed of the vehicle. When the remaining parking distance is less than or equal to the preset distance threshold, the desired speed corresponding to the vehicle is determined based on the target parking speed, the preset minimum driving speed, and the ratio of the remaining parking distance to the preset distance threshold.

[0008] In one feasible implementation, determining the equivalent parking acceleration of the vehicle during the driving-parking transition process, based on the desired speed and the vehicle's actual speed at the current moment, includes: Determine the speed difference between the desired speed and the vehicle's actual speed at the current moment; Based on the speed difference, the speed difference ratio, cumulative speed error, and speed error change rate of the vehicle at the current moment are determined respectively. The sum of the speed difference ratio, the cumulative speed error, and the rate of change of the speed error at the current moment is determined as the equivalent parking acceleration of the vehicle during the driving-parking transition process.

[0009] In one feasible implementation, determining the fusion weight at the current moment based on the signal type of the driving mode switching signal includes: When the signal type of the driving mode switching signal is driving to parking, the starting value of the fusion weight at the current moment is set to a first value, and the ending value of the fusion weight after a preset time is set to a second value, wherein the first value is greater than the second value. When the signal type is parking to driving, the starting value of the fusion weight at the current moment is set to the second value, and the ending value of the fusion weight after a preset time is set to the first value.

[0010] In one feasible implementation, determining the vehicle's output torque at the current moment based on the fused acceleration at the current moment includes: The inertial force is determined based on the product of the current fusion acceleration and the mass of the vehicle. The sum of the inertial force and the vehicle's driving resistance at the current moment is determined as the target traction force of the vehicle. The target traction force is converted into a torque value to determine the output torque of the vehicle at the current moment.

[0011] In one feasible implementation, the vehicle's driving resistance at the current moment is determined by the following method: The vehicle's attribute parameters and the road parameters at the current moment are obtained; wherein, the attribute parameters include at least one of vehicle mass, gravitational acceleration, and current vehicle speed; and the road parameters include at least one of road slope angle, rolling resistance coefficient, air density, wind resistance coefficient, and vehicle frontal area. Based on the vehicle's attribute parameters and the road parameters on which the vehicle is currently operating, the environmental resistance of the vehicle at the current moment is determined, wherein the environmental resistance includes at least one of rolling resistance, gradient resistance, and air resistance; Based on the environmental resistance, the driving resistance of the vehicle at the current moment is determined.

[0012] In one feasible implementation, the rolling resistance is calculated as follows: Based on the vehicle mass, the gravitational acceleration, the cosine of the road slope angle, and the rolling resistance coefficient, the rolling resistance of the vehicle at the current moment is determined; The air resistance is calculated as follows: Based on the air density, the drag coefficient, the vehicle's frontal area, and the current vehicle speed, the air resistance of the vehicle at the current moment is determined; The slope resistance is calculated as follows: The gradient resistance of the vehicle at the current moment is determined based on the vehicle mass, the gravitational acceleration, and the sine value of the road slope angle.

[0013] In one feasible implementation, converting the target traction force into a torque value and determining the vehicle's output torque at the current moment includes: If the absolute value of the target traction force is less than the preset dead zone traction force threshold, then the output torque of the vehicle at the current moment is determined to be zero. If the absolute value of the target traction force is greater than or equal to the preset dead zone traction force threshold, the target traction force is corrected based on the preset dead zone traction force threshold and the preset smoothing function to obtain the corrected traction force. The corrected traction force is weighted and smoothed with the previous corrected traction force of the previous cycle to obtain the smoothed traction force. The product of the smoothed traction force and the wheel radius of the vehicle is determined as the output torque of the vehicle at the current moment.

[0014] In one feasible implementation, the method further includes: Obtain the road gradient angle of the vehicle at the current moment; Based on the slope angle, determine the slope compensation factor for the road; Based on the slope compensation factor, at least one of the preset dead zone traction force threshold or the weighted smoothing smoothing coefficient is adjusted.

[0015] In one feasible implementation, the method further includes: Determine whether any of the following data points—driving acceleration, target parking speed, or remaining parking distance—shows an abnormal value; If so, the abnormal status is reported to the vehicle, and if the abnormal status is not restored to normal within a preset recovery time, the vehicle is controlled to decelerate to a stop.

[0016] In one feasible implementation, the method further includes: Obtain the rate of change of the fusion acceleration; When the rate of change is greater than a preset jerk threshold, the rate of change of the fusion acceleration is limited to within the preset jerk threshold.

[0017] In a second aspect, this application provides a vehicle driving mode switching device, the vehicle driving mode switching device comprising: The first acquisition module is used to acquire the vehicle's driving acceleration and remaining parking distance at the current moment in response to the vehicle's driving mode switching signal if it is determined that the driving mode switching conditions are met. The first determining module is used to determine the equivalent parking acceleration of the vehicle at the current moment during the driving-parking switching process, based on the target parking speed and the remaining parking distance. The fusion module is used to determine the fusion weight at the current moment based on the signal type of the driving mode switching signal; The second determining module is used to perform weighted fusion of the driving acceleration and the equivalent parking acceleration based on the fusion weight at the current time, and determine the fused acceleration at the current time. The third determining module is used to determine the output torque of the vehicle at the current moment based on the fused acceleration at the current moment, so as to complete the vehicle's driving and parking switching.

[0018] In a third aspect, this application provides an electronic device, including a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via the bus, and the machine-readable instructions are executed by the processor to perform the steps of the vehicle driving mode switching method described above.

[0019] In a fourth aspect of this application, an embodiment of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, performs the steps of the vehicle driving mode switching method described above.

[0020] Compared with the prior art, the vehicle driving mode switching method, device, electronic device, and storage medium provided in this application, after determining that the driving mode switching conditions are met, respond to the vehicle's driving mode switching signal to obtain the vehicle's driving acceleration and remaining parking distance at the current moment. Then, based on the target parking speed and remaining parking distance, the equivalent parking acceleration of the vehicle at the current moment during the driving-parking switching process is determined. Furthermore, based on the signal type of the driving mode switching signal, the fusion weight at the current moment is determined. Finally, based on the fusion weight at the current moment, the driving acceleration and equivalent parking acceleration are adjusted. The system uses weighted fusion to determine the fusion acceleration at the current moment, and finally, based on the fusion acceleration at the current moment, determines the vehicle's output torque at the current moment to complete the vehicle's driving and parking switching. In the process of switching the vehicle's driving mode according to the driving mode switching signal, this application determines the fusion weight that changes smoothly with the switching process by considering the driving acceleration and the equivalent parking acceleration, so that the underlying torque can achieve a continuous transition. This fundamentally reduces the longitudinal impact, vehicle jerking and discontinuity caused by heterogeneous control interfaces or sudden command changes, improves the smoothness and comfort of the vehicle during autonomous driving, and thus enhances the user experience. Attached Figure Description

[0021] Figure 1 A flowchart illustrating a method for switching vehicle driving modes provided in an embodiment of this application is shown. Figure 2 This paper shows a structural block diagram of a vehicle driving mode switching device provided in an embodiment of this application; Figure 3 A schematic diagram of the structure of an electronic device provided in an embodiment of this application is shown.

[0022] Figure 2 and Figure 3 The correspondence between the figure labels and figure titles in the accompanying drawings is as follows: 200 Vehicle driving mode switching device; 210 First acquisition module; 220 First determination module; 230 Fusion module; 240 Second determination module; 250 Third determination module; 260 Second acquisition module; 270 Fourth determination module; 280 Adjustment module; 290 Judgment module; 2100 Abnormal operation module; 2200 Third acquisition module; 2300 Restriction module; 300 Electronic device; 310 Processor; 320 Memory; 330 Bus. Detailed Implementation

[0023] To better understand the technical solutions provided in the embodiments of this specification, the technical solutions of the embodiments of this specification will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the embodiments of this specification and the specific features in the embodiments are detailed descriptions of the technical solutions of the embodiments of this specification, rather than limitations on the technical solutions of this specification. In the absence of conflict, the embodiments of this specification and the technical features in the embodiments can be combined with each other.

[0024] In this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, without necessarily requiring or implying any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element. The term "two or more" includes two or more cases.

[0025] First, the applicable application scenarios of this application will be introduced. The embodiments provided in this application are applicable to the field of vehicle autonomous driving technology, and in particular relate to a method, device, electronic device and storage medium for switching vehicle driving modes.

[0026] Currently, during the switching between driving and parking modes, the control commands for the two modes are heterogeneous due to the different data collected by the controller and the control interface for collecting the data. Furthermore, the switching method is an abrupt, hard switch, which causes longitudinal jerking and discontinuity in the vehicle at the moment of switching, affecting driving smoothness and comfort, and thus impacting the user experience.

[0027] In traditional vehicles, the switching between driving and parking modes presents challenges due to the integration and unification of heterogeneous control interfaces. This leads to inherent differences in physical dimensions and control objectives when the switching command is a static, heterogeneous switching command that requires a hard switch. This causes a sudden change in the underlying control command at the moment of switching, directly triggering a sudden change in longitudinal torque and vehicle jerking. Furthermore, at the moment of switching, the commands output by the two independent vehicle controllers will directly conflict and antagonize at the underlying actuators, creating a perceptible "pulling sensation" that disrupts the continuity of control and driving.

[0028] Furthermore, traditional vehicle driving modes fail to perceive the surrounding environment during the switching process, meaning they cannot be combined with the vehicle's real-time status (such as speed and mass) and the surrounding dynamic environment (such as road slope and wind resistance). Consequently, after the driving mode switch, the vehicle's output torque cannot accurately match the current dynamic requirements, leading to a decrease in the control precision of autonomous driving. Moreover, the vehicle is prone to sudden changes in torque change rate during the driving mode switch, which in turn affects the smoothness of vehicle driving.

[0029] Based on this, embodiments of this application provide a method, device, electronic device, and storage medium for switching vehicle driving modes. The embodiments provided by this application solve the technical problem in the prior art where the vehicle experiences jerking and discontinuity during switching, affecting driving smoothness and comfort, and thus affecting user experience. The embodiments provided by this application reduce the jerking and discontinuity during driving mode switching, improve the smoothness and comfort of the vehicle during autonomous driving, and thus enhance user experience.

[0030] Figure 1 A flowchart illustrating a method for switching vehicle driving modes provided in an embodiment of this application is shown.

[0031] The vehicle driving mode switching method of this application can be executed by a vehicle, or more specifically, by a vehicle controller.

[0032] like Figure 1 As shown, the method for switching vehicle driving modes includes the following steps: S101. If the driving mode switching conditions are met, in response to the vehicle's driving mode switching signal, obtain the vehicle's driving acceleration and remaining parking distance at the current moment.

[0033] In this step, in the embodiment provided in this application, during the driving process, multiple on-board sensors inside the vehicle will collect environmental data outside the vehicle in real time. After receiving the above environmental data, the in-vehicle controller will determine in real time whether it is necessary to switch the driving mode. When it is determined that the driving mode needs to be switched, it will immediately enter the switching preparation state, and the in-vehicle controller will directly obtain the vehicle's driving acceleration and remaining parking distance at the current moment.

[0034] It is understood that the driving acceleration in the embodiments provided in this application is obtained in driving mode; the remaining parking distance is obtained in parking mode.

[0035] It should be noted that, in the embodiments provided in this application, vehicle acceleration is used... Representation; remaining parking distance is represented by Characterization.

[0036] Here, if the driving mode switching conditions are met, in response to the vehicle's driving mode switching signal, a first-order low-pass filter is applied to the acquired driving acceleration to obtain the filtered driving acceleration, which is used for subsequent weighted fusion. Specifically, a first-order low-pass filter is used for filtering, and the specific formula is as follows: ; Used to characterize the vehicle acceleration after filtering; Used to characterize the original vehicle acceleration; The vehicle acceleration after filtering in the previous control cycle.

[0037] In one example, the value of a can be 0.7, and the value of b can be 0.3.

[0038] In the embodiments provided in this application, the specific but not limited application scenarios for vehicle driving mode switching are as follows: determining that a vehicle is parking in a garage is a switch from driving mode to parking mode; determining that a vehicle is parking out of a garage is a switch from parking mode to driving mode.

[0039] The settings of multiple vehicle-mounted sensors in the embodiments provided in this application can be customized and used according to different application scenarios and usage conditions. The multiple vehicle-mounted sensors in this application can be specifically set as ultrasonic radar, surround view camera and millimeter wave radar, etc.

[0040] The driving mode settings in the embodiments provided in this application can be customized and used according to different application scenarios and usage conditions. Specifically, the driving mode in the embodiments provided in this application can be a switch from driving mode to parking mode, or a switch from parking mode to driving mode.

[0041] For example, the decision to switch from driving mode to parking mode is determined as follows: when the vehicle enters the target parking space detection range and meets the following conditions, the vehicle is determined to switch from driving mode to parking mode, in response to the vehicle's driving mode switching signal: The conditions are as follows: the parking space can be effectively identified, and the parking space is in an unoccupied state; the relative distance between the vehicle and the parking space is less than a preset distance threshold; and the deviation between the vehicle's heading angle and the ideal parking heading angle is less than a certain threshold.

[0042] In the above process, after confirming that the vehicle has entered the detection range of the target parking space, and after the parking space has been found, the relative distance between the vehicle and the parking space has been determined to be appropriate, the vehicle body has been determined to be straight (i.e. the front of the vehicle is approximately parallel to the parking space line), and the vehicle can be successfully reversed into the parking space, the vehicle is switched from driving mode to parking mode.

[0043] For example, the decision to switch from parking mode to driving mode is determined as follows: when the vehicle enters the target parking space and needs to exit from the target parking space, and the following conditions are met, the vehicle is determined to switch from parking mode to driving mode in response to the vehicle's driving mode switching signal: The system is designed to ensure that the vehicle has been adjusted to the exit posture, that the vehicle's exit path is unobstructed and meets the cruise planning requirements; that the deviation between the vehicle's heading angle and the ideal parking heading angle is less than a certain threshold; that the overlap between the vehicle's projection and the parking space boundary is less than a certain threshold; and that the vehicle's cruise trajectory planning is successful.

[0044] In the above process, after confirming that the vehicle has been adjusted to the exit posture (e.g., the front of the car is facing outwards, the steering wheel is straightened, and it can be driven out of the garage); and that a parking space has been found; and that there are no obstacles on the exit path, meeting the requirements of normal driving (cruising) planning (e.g., no one, no wall, no car in front; and the direction of the car's front is very close to the ideal heading angle (e.g., the car is basically facing the lane, and there is no need to turn the steering wheel sharply)); and that the overlap between the vehicle body projection and the edge line of the parking space is less than a certain value, the vehicle is switched from parking mode to driving mode.

[0045] For example, in the embodiments provided in this application, the acquisition of the vehicle's driving acceleration and remaining parking distance at the current moment, the determination of the fusion weight, the determination of the fusion acceleration, and the switching of the vehicle's driving and parking all occur within a preset time period after determining that the driving mode switching conditions are met and responding to the vehicle's driving mode switching signal. The preset time period is used to characterize the smooth transition period of the vehicle's driving mode switching, which can be specifically characterized by T_transition.

[0046] Here, the setting of T_transition in the embodiments provided in this application can be customized and used according to different application scenarios and usage conditions. In the embodiments provided in this application, T_transition can be specifically set to 1.5s.

[0047] S102. Based on the target parking speed and the remaining parking distance, determine the equivalent parking acceleration of the vehicle at the current moment during the driving-parking transition.

[0048] In this step, in the embodiments provided in this application, since the control commands output by the driving mode are different from those output by the parking mode, in this application, the driving mode directly outputs the one-dimensional command data of driving acceleration (such as "accelerating at 0.2m / s²"), which has a clear physical meaning and is easy to process at the execution layer (torque mapping). The parking mode outputs the target speed (such as "driving at 3km / h") and the remaining parking distance (such as "2 meters away from the target point"), which is two-dimensional command data. Furthermore, there is dynamic coupling between the two – the closer the remaining parking distance, the lower the actual allowable operating speed.

[0049] Therefore, after obtaining the remaining parking distance of the vehicle at the current moment, the embodiments provided in this application need to use the aforementioned target parking speed and remaining parking distance to determine the equivalent parking acceleration of the vehicle at the current moment during the driving-parking transition. This acceleration is then fused with the subsequent driving acceleration, i.e., fused with the data from the two heterogeneous commands. Specifically, the two-dimensional data output by the parking mode is converted into a one-dimensional equivalent parking acceleration, so that the outputs of the two control sources have the same physical dimensions and evaluation benchmark, laying the foundation for subsequent weighted fusion.

[0050] In the embodiments provided in this application, the target parking speed is used as... Characterization, equivalent parking acceleration is used Characterization.

[0051] S103. Determine the fusion weight at the current moment based on the signal type of the driving mode switching signal.

[0052] In this step, in the embodiments provided in this application, if the signal type of the driving mode switching signal is determined to be driving to parking, then the fusion weight at the current moment will decrease as the smoothing function is set; if the signal type of the driving mode switching signal is determined to be parking to driving, then the fusion weight at the current moment will increase as the smoothing function is set, so that the fusion weight changes from the initial value to the end value according to the preset smoothing function during the smooth transition period.

[0053] It is understood that the type of preset smoothing function in the embodiments provided in this application can be customized and used according to different application scenarios and usage conditions. In the embodiments provided in this application, the preset smoothing function is specifically, but not limited to, an S-shaped function.

[0054] In the embodiments provided in this application, the fusion weight at the current moment is used express.

[0055] S104. Based on the fusion weight at the current moment, perform weighted fusion of driving acceleration and equivalent parking acceleration to determine the fused acceleration at the current moment.

[0056] In this step, in the embodiments provided in this application, after determining the fusion weights for the current moment under different signal types or driving modes, a weighted fusion method is used to determine the fusion acceleration at the current moment. The fusion acceleration is used as... Characterization.

[0057] It is understood that, after determining the fusion acceleration at the current moment, the embodiments provided in this application also need to limit the rate of change of the fusion acceleration at the current moment to determine the maximum allowable rate of change of acceleration of the vehicle, so as to ensure driving smoothness and avoid discomfort caused by rapid acceleration or deceleration.

[0058] S105. Based on the fusion acceleration at the current moment, determine the vehicle's output torque at the current moment to complete the vehicle's driving and parking switching.

[0059] In this step, in the embodiments provided in this application, the fusion acceleration is a kinematic target (such as "acceleration at 0.5 m / s²" as an example), but the vehicle's underlying actuators (such as motors and braking systems) can only understand torque (unit Nm, i.e. "twisting"). Therefore, to achieve smooth control, it is necessary to establish an accurate mapping from the fusion acceleration to the vehicle's output torque. In addition, this application will compensate for various resistances encountered by the vehicle in real time during the real-time conversion process. Otherwise, the same fusion acceleration will produce completely different actual effects on uphill and downhill slopes.

[0060] It is understood that, after determining the fusion acceleration at the current moment, the embodiments provided in this application accurately convert the fusion acceleration into the vehicle's output torque at the current moment that the chassis can execute.

[0061] It should be noted that the output torque in the embodiments provided in this application may specifically be braking torque or driving torque.

[0062] Specifically, when the driving mode is switched from driving mode to parking mode, the output torque is determined to be the braking torque, meaning the vehicle needs to decelerate or prevent speeding downhill; when the driving mode is switched from parking mode to driving mode, the output torque is determined to be the driving torque.

[0063] The vehicle driving mode switching method provided in this application, compared with the prior art, determines the vehicle's driving acceleration and remaining parking distance at the current moment after determining that the driving mode switching conditions are met and responding to the vehicle's driving mode switching signal. Then, based on the target parking speed and remaining parking distance, it determines the vehicle's equivalent parking acceleration at the current moment during the driving-parking switching process. Based on the signal type of the driving mode switching signal, it determines the fusion weight at the current moment. Finally, based on the fusion weight at the current moment, it performs weighted fusion of the driving acceleration and the equivalent parking acceleration. The current fusion acceleration is determined, and finally, based on the current fusion acceleration, the vehicle's output torque at the current moment is determined to complete the vehicle's driving and parking switching. In the process of switching the vehicle's driving mode according to the driving mode switching signal, this application determines the fusion weight that changes smoothly with the switching process by considering the driving acceleration and the equivalent parking acceleration, so that the underlying torque can achieve a continuous transition. This fundamentally reduces the longitudinal impact, vehicle jerking and discontinuity caused by heterogeneous control interfaces or sudden command changes, improves the smoothness and comfort of the vehicle during autonomous driving, and thus enhances the user experience.

[0064] For example, based on the target parking speed and the remaining parking distance, the equivalent parking acceleration of the vehicle at the current moment during the driving-parking transition is determined, including: Based on the remaining parking distance, the target parking speed is adjusted according to distance to determine the vehicle's expected speed; based on the expected speed and the vehicle's actual speed at the current moment, the equivalent parking acceleration of the vehicle during the driving-parking transition is determined.

[0065] In the embodiments provided in this application, the remaining parking distance is received. and target parking speed Furthermore, this application adjusts the target parking speed based on the remaining parking distance to determine the specific desired speed of the vehicle: When the remaining parking distance is greater than a preset distance threshold, the minimum value between the target parking speed and the preset parking speed threshold is determined as the vehicle's desired speed.

[0066] Here, if Greater than (3m can be calibrated) ; in, Used to characterize a preset parking speed threshold; Used to characterize the target parking speed; Used to characterize a preset distance threshold, and The settings can be customized and used according to different application scenarios and usage conditions. The embodiments provided in this application... Set to 3m; Used to indicate the remaining parking distance; Used to characterize the desired speed of a vehicle.

[0067] When the remaining parking distance is less than or equal to a preset distance threshold, the desired speed of the vehicle is determined based on the target parking speed, the preset minimum driving speed, and the ratio of the remaining parking distance to the preset distance threshold.

[0068] Here, the formula for the vehicle's expected speed when the remaining parking distance is less than or equal to a preset distance threshold is: ; in, Used to characterize a preset parking speed threshold; Used to characterize the target parking speed; Used to characterize a preset distance threshold, and The settings can be customized and used according to different application scenarios and usage conditions. The embodiments provided in this application... Set to 3m; Used to indicate the remaining parking distance; Used to characterize the desired speed of a vehicle; Used to characterize the preset minimum driving speed, and The settings can be customized and used according to different application scenarios and usage conditions. The embodiments provided in this application... .

[0069] It is understood that, in the embodiments provided in this application, after determining the desired speed, the equivalent parking acceleration of the vehicle during the driving and parking switching process will be determined based on the desired speed and the vehicle's actual speed at the current moment.

[0070] In this application, by converting the target parking speed and remaining parking distance into equivalent acceleration, the outputs of the two control sources have a unified acceleration metric, enabling weighted fusion within the same mathematical framework. This fundamentally solves the problem of heterogeneous interfaces being unable to coordinate. Furthermore, the equivalent parking acceleration is continuously calculated and updated in real time. Thus, even if the target parking speed undergoes a step change (e.g., due to a sudden requirement to reduce speed due to an obstacle), the equivalent acceleration will produce a smooth response through PID closed-loop conversion, without outputting abrupt acceleration values ​​to the underlying torque mapping, thereby avoiding torque shocks and vehicle jerking caused by sudden command changes.

[0071] For example, based on the desired speed and the vehicle's actual speed at the current moment, the equivalent parking acceleration of the vehicle during the driving-parking transition is determined, including: Determine the speed difference between the desired speed and the vehicle's actual speed at the current moment; based on the speed difference, determine the vehicle's speed difference ratio, cumulative speed error, and speed error change rate, respectively; The sum of the vehicle's speed difference ratio, cumulative speed error, and speed error change rate is determined as the equivalent parking acceleration of the vehicle during the driving-parking transition process.

[0072] In the above-described embodiments, the discrete PID controller provided in this application is used to calculate the tracking... The required equivalent parking acceleration is determined by first determining the speed difference between the desired speed and the actual vehicle speed, and then determining the speed difference ratio of the vehicle at the current moment based on the speed difference. This is achieved by determining the speed difference ratio.

[0073] It should be noted that the cumulative speed error of the vehicle is determined based on the speed difference. Here, the cumulative speed error is determined by integrating the speed difference and determining the integral component. The rate of change of the vehicle's speed error is determined based on the speed difference. Here, the rate of change of the speed error is determined by differentiating the speed difference and determining the differential component.

[0074] It is understandable that, after determining the speed difference ratio, cumulative speed error, and speed error change rate of the vehicle at the current moment, the embodiments provided in this application will sum the speed difference ratio, cumulative speed error, and speed error change rate of the vehicle, and use the sum as the equivalent parking acceleration of the vehicle during the driving and parking switching process.

[0075] The specific formula for determining the speed difference between the desired speed and the vehicle's actual speed at the current moment is as follows: ; In the above, Used to characterize velocity differences; Used to characterize the desired speed; Used to represent actual vehicle speed.

[0076] The specific formula for determining the speed difference ratio of the vehicles is as follows: ; In the above, Used to characterize the proportional gain coefficient; Used to characterize the ratio of velocity differences.

[0077] The specific formula for determining the cumulative speed error of a vehicle is as follows: ; In the above, Used to characterize the integral gain coefficient; Used to characterize the cumulative error integral value of the previous cycle; Used to characterize the control cycle time interval; It is used to characterize the cumulative velocity error, specifically the cumulative velocity error accumulated at the current moment within the current period.

[0078] The specific formula for determining the rate of change of vehicle speed error is as follows: ; In the above, Used to characterize the rate of change of velocity error, specifically the rate of change of velocity error at the current moment within the current period; Used to characterize the differential gain coefficient; Used to characterize the velocity tracking error of the previous cycle.

[0079] The formula for determining the equivalent parking acceleration of a vehicle during the driving-parking transition is as follows: ; here, Used to characterize equivalent parking acceleration.

[0080] In this application, the speed difference between the desired speed Vref and the actual vehicle speed Vcurrent is converted into an equivalent parking acceleration. This achieves zero steady-state error control for speed tracking, ensuring the accuracy of the parking end position. Furthermore, this application will saturate the integral term to limit its equivalent parking acceleration within a reasonable range.

[0081] For example, determining the fusion weight at the current moment based on the signal type of the driving mode switching signal includes: When the driving mode switching signal type is driving to parking, the starting value of the fusion weight at the current moment is set to the first value, and the ending value of the fusion weight after a preset time is set to the second value, wherein the first value is greater than the second value; when the signal type is parking to driving, the starting value of the fusion weight at the current moment is set to the second value, and the ending value of the fusion weight after a preset time is set to the first value.

[0082] In the embodiments provided in this application, when the signal type of the driving mode switching signal is driving to parking, the starting value of the fusion weight of the vehicle acceleration changing over time is determined, i.e., the first value is 1, and the ending value is, i.e., the second value is 0; when the signal type is parking to driving, the starting value of the fusion weight of the vehicle acceleration changing over time is determined, i.e., the first value is set to 0, and the ending value is determined, i.e., the second value is 1, so that the fusion weight changes from the starting value to the ending value according to a preset smoothing function during the smooth transition period.

[0083] It should be noted that when the signal type of the driving mode switching signal is determined to be driving to parking, i.e., when the vehicle is determined to be parking in a garage, an S-curve function is used to achieve a smooth transition: ; in, Used to characterize the driving control weighting factor (value range 0-1) that changes over time. Used to characterize the current moment from the start of the switching transition period. Used to characterize the preset total duration of a smooth transition; The steepness coefficient is used to characterize an S-shaped curve, specifically to control the smoothness of the transition. Used to characterize sigmoid functions, and .

[0084] Here, the transition process of weight fusion:

[0085] In the above, This is the initial value; This is the final value.

[0086] It is understandable that when the signal type for the aforementioned driving mode switching signal is determined to be parking to driving, i.e., when the vehicle is identified as parking out of the garage, an S-shaped function is used to achieve a smooth transition, in which case the direction is reversed: ; in, Used to characterize the driving control weighting factor (value range 0-1) that changes over time. Used to characterize the current moment from the start of the switching transition period. Used to characterize the preset total duration of a smooth transition; The steepness coefficient is used to characterize an S-shaped curve, specifically to control the smoothness of the transition. Used to characterize sigmoid functions, and .

[0087] Here, the transition process of weight fusion:

[0088] In the above, This is the initial value; This is the final value.

[0089] In this application, the starting and ending values ​​of the fusion weights are determined according to the direction of the driving mode switching signal (driving to parking or parking to driving), and the weights are monotonically changed according to an S-shaped curve during the transition period. This step achieves adaptive control of the direction of control transfer and avoids control logic confusion caused by incorrect weight settings. At the same time, through the change law of the S-shaped curve from slow to fast to slow, the ratio of driving acceleration to equivalent parking acceleration transitions continuously and smoothly throughout the switching process, eliminating the longitudinal shock caused by abrupt changes in control.

[0090] For example, determining the vehicle's output torque at the current moment based on the fused acceleration includes: The inertial force is determined by multiplying the current fusion acceleration and the vehicle's mass; the sum of the inertial force and the vehicle's driving resistance at the current moment is determined as the vehicle's target traction force; the target traction force is converted into a torque value to determine the vehicle's output torque at the current moment.

[0091] In the embodiments provided in this application, it is first necessary to determine the vehicle's fusion acceleration at the current moment, and then use the fusion acceleration and driving resistance to determine the vehicle's target traction force. The target traction force is then converted into a torque value that the chassis can execute, and the torque value is sent to devices such as motors or brake actuators.

[0092] It should be noted that the formula for determining the vehicle's current fused acceleration is as follows: ; in, Used to characterize fusion acceleration; For characterization fusion weights; To characterize vehicle acceleration; It is used to characterize the equivalent parking acceleration.

[0093] It is understood that the embodiments provided in this application also require: Obtain the rate of change of the fusion acceleration; when the rate of change is greater than the preset jerk threshold, limit the rate of change of the fusion acceleration to within the preset jerk threshold.

[0094] In the above, the rate of change of fusion acceleration is used as... Indicates; preset accelerometer threshold is used express: when At that time, the rate of change of the fusion acceleration is limited to a preset jerk threshold.

[0095] The preset jerk threshold in the embodiments provided in this application can be customized and used according to different application scenarios and usage conditions. It can be set to 3 Furthermore, in the embodiments provided in this application Specifically, this can be determined by adaptively adjusting the rate limiter.

[0096] The formula for determining the target traction force of a vehicle provided in this application is as follows: + ; in, Used to characterize the target traction force; Used to characterize the mass of a vehicle; Used to characterize fusion acceleration; Used to characterize driving resistance.

[0097] In this application, perfect coordination between actuators is achieved through transition mode triggering and execution logic based on traction symbol detection.

[0098] For example, after determining the vehicle's output torque, the method further includes: If the target traction force is positive, the vehicle's output torque is determined to be the driving torque that propels the vehicle forward; if the target traction force is negative, the vehicle's output torque is determined to be the braking torque that brakes the vehicle forward.

[0099] This application unifies the drive torque and braking torque into the positive and negative signs of the target traction force, avoiding additional mode switching logic, ensuring the continuity of torque output and energy efficiency, thereby improving the accuracy, smoothness, and switching efficiency of the vehicle's longitudinal movement during driving transitions, thus ensuring the smoothness of driving transitions. Furthermore, this application achieves seamless switching between drive torque and braking torque, reducing mechanical wear, unifying the architecture of the torque interface, reducing the complexity of multi-actuator collaborative control, and smoothing the torque output can reduce unnecessary drive and braking cycles, improve energy recovery efficiency, and reduce domain controller power consumption, thereby increasing the vehicle's driving range.

[0100] For example, the vehicle's driving resistance at the current moment can be determined in the following way: Obtain the vehicle's attribute parameters and the road parameters at the current moment. The attribute parameters include at least one of vehicle mass, gravitational acceleration, and current vehicle speed. The road parameters include at least one of road slope angle, rolling resistance coefficient, air density, wind resistance coefficient, and vehicle frontal area. Based on the vehicle's attribute parameters and the road parameters at the current moment, determine the vehicle's environmental resistance at the current moment. The environmental resistance includes at least one of rolling resistance, slope resistance, and air resistance. Based on the environmental resistance, determine the vehicle's driving resistance at the current moment.

[0101] In the above, rolling resistance is calculated as follows: The rolling resistance of the vehicle at the current moment is determined based on the vehicle mass, gravitational acceleration, cosine value of road slope angle, and rolling resistance coefficient.

[0102] It should be noted that the specific formula for calculating rolling resistance is as follows: ; in, Used to characterize rolling resistance; Used to characterize gravitational acceleration; Road slope angle; Used to characterize the rolling resistance coefficient.

[0103] Here, in the embodiments provided in this application, the road slope angle is specifically measured in real time by the vehicle's inertial measurement unit (IMU).

[0104] In the above, air resistance is calculated as follows: The air resistance of the vehicle at the current moment is determined based on air density, drag coefficient, vehicle frontal area, and current vehicle speed.

[0105] It should be noted that the specific formula for calculating air resistance is as follows: ; in, Used to characterize air resistance; Used to characterize air density; Used to characterize the air drag coefficient; Used to characterize the frontal area of ​​a vehicle; Used to represent the current vehicle speed.

[0106] In the above, the slope resistance is calculated as follows: The slope resistance of the vehicle at the current moment is determined based on the vehicle's mass, gravitational acceleration, and the sine value of the road slope angle.

[0107] It should be noted that the specific formula for calculating slope resistance is as follows: ; in, Used to characterize slope resistance.

[0108] For example, the sum of rolling resistance, air resistance, and gradient resistance is determined as the driving resistance of the vehicle during driving.

[0109] It should be noted that, in the embodiments provided in this application, one of the formulas for determining driving resistance using the above method is: ; in, Used to characterize driving resistance.

[0110] In this application, the driving resistance is determined by real-time calculation of at least one environmental resistance, including rolling resistance, slope resistance, and air resistance. Based on the driving resistance and traction, the converted output torque is determined, which can improve the accuracy and smoothness of the output torque, thereby reducing speed control error and significantly improving the accuracy of vehicle parking in the garage, thus increasing the parking success rate in complex scenarios.

[0111] For example, converting the target traction force into a torque value to determine the vehicle's output torque at the current moment includes: If the absolute value of the target traction force is less than the preset dead zone traction force threshold, the output torque of the vehicle at the current moment is determined to be zero. If the absolute value of the target traction force is greater than or equal to the preset dead zone traction force threshold, the target traction force is corrected based on the preset dead zone traction force threshold and the preset smoothing function to obtain the corrected traction force. The corrected traction force is then weighted and smoothed with the previous corrected traction force of the previous cycle to obtain the smoothed traction force. The product of the smoothed traction force and the vehicle's wheel radius is determined as the output torque of the vehicle at the current moment.

[0112] In the embodiments provided in this application, if it is determined that the actuator will frequently operate due to small fluctuations in sensor noise near zero, the system introduces dead zone control and sets a preset dead zone traction force threshold. Then, the absolute value of the target traction force is compared with the preset dead zone traction force threshold to determine the output torque of the vehicle at the current moment.

[0113] Here, the dead zone is used to characterize a finite interval in which changes in the input do not cause any perceptible changes in the output.

[0114] It should be noted that the preset dead zone traction force threshold in the embodiments provided in this application can be customized and used according to different application scenarios and usage conditions. Furthermore, the preset dead zone traction force threshold in the embodiments provided in this application is used to determine whether the target traction force Fx is small enough to be negligible. To express.

[0115] Understandably, if ,but ;like ,but ; in, Used to characterize the corrected traction force, the unit is Newton; Used to characterize smooth transition functions.

[0116] Here, by using at the boundary of the dead zone A smooth transition function ensures continuous force changes without abrupt changes, avoiding control jumps at dead zone boundaries. This smooth transition function provides gradual change characteristics at the boundaries, guaranteeing control continuity.

[0117] In the above,

[0118] , ; in, The ratio used to characterize the normalized absolute value of traction force to the dead zone; The absolute value of the basic traction force, Preset dead zone traction threshold; Used to characterize the corrected traction force, the unit is Newton; Used to characterize smooth transition functions; For target traction force.

[0119] Here, to ensure the continuity of output torque, the system adopts an inertial filtering mechanism to weight and smooth the currently calculated corrected traction force with the previous corrected traction force of the previous cycle, thereby effectively suppressing high-frequency fluctuations in traction force and providing smooth torque output.

[0120] The weighted smoothing formula is as follows: ; in, For the previous correction traction, To smooth out traction, This is the smoothing coefficient.

[0121] The formula for determining the vehicle's output torque at the current moment by multiplying the smoothed traction force by the vehicle's wheel radius is as follows: ; in, The radius of the wheel; This represents the vehicle's output torque at the current moment.

[0122] In this application, when the target traction force is within the preset dead zone traction force threshold, no torque is output, which can effectively reduce unnecessary actuator wear and energy consumption, while improving driving comfort.

[0123] For example, the method also includes: Obtain the road slope angle of the vehicle at the current moment; determine the road slope compensation factor based on the slope angle; adjust at least one of the preset dead zone traction threshold or the weighted smoothing coefficient based on the slope compensation factor.

[0124] In the embodiments provided in this application, the formula for adjusting the preset dead zone traction threshold based on the slope compensation factor is as follows: ; in, This is the slope compensation factor; The slope compensation factor is the compensation coefficient, and in the embodiments provided in this application, the slope compensation factor is equal to 1 plus the product of the compensation coefficient and the absolute value of the slope angle.

[0125] It should be noted that when a vehicle is traveling on a slope, it tends to roll backward automatically. To maintain a stationary or constant speed, a continuous force is needed to counteract the component of gravity. Therefore, it is necessary to... Provide compensation, and The larger the slope, the greater the expansion of the dead zone, which in turn reduces the frequency of frequent oscillations at the edge of the dead zone due to the small force required to resist gravity on the slope, thereby improving smoothness and stability.

[0126] here, .

[0127] Understandably, the formula for adjusting or compensating the smoothing coefficient of weighted smoothing based on the slope compensation factor is as follows: ; in, Used to characterize the smoothing coefficient after adjustment or compensation.

[0128] In this application, when the vehicle is traveling on a slope, the system needs to respond more quickly to gravity disturbances. The larger the value, the greater the reduction in the smoothing coefficient. This means that the system reduces the filtering intensity and responds to commands more quickly and directly, thereby ensuring the dynamic response and control accuracy on slopes, and further improving the control consistency and robustness under all operating conditions.

[0129] This application can dynamically optimize control parameters based on real-time slope information, enhance dynamic response under uphill conditions, and enhance braking response under downhill conditions, ensuring consistency of control under different slope conditions.

[0130] For example, the method also includes: Determine if any of the following data points—driving acceleration, target parking speed, or remaining parking distance—is abnormal; if so, report the abnormal status to the vehicle, and if the abnormal status does not return to normal within a preset recovery time, control the vehicle to decelerate to a stop.

[0131] In the embodiments provided in this application, if any of the data such as driving acceleration, target parking speed, or remaining parking distance is abnormal, the abnormality needs to be reported to the upper-level state machine. If the abnormality is not restored to normal within the preset recovery time, the vehicle will be controlled to decelerate to a stop, and a pop-up window will be displayed to remind the driver, and the vehicle control will be handed over to the driver.

[0132] It should be noted that the preset recovery time in the embodiments provided in this application can be customized and used according to different application scenarios and usage conditions. The preset recovery time in the embodiments provided in this application can be specifically, but is not limited to, 200ms.

[0133] This application monitors the validity of data such as vehicle acceleration, target parking speed, and remaining parking distance in real time. When an anomaly is detected, it immediately stops calculating the current fusion weight and reports the abnormal status, effectively preventing out-of-control accidents caused by abnormal data from the upstream planning module, ensuring driving safety, and avoiding unnecessary emergency braking. Furthermore, this application filters out occasional data spikes by setting a preset recovery time window, improving system availability and robustness.

[0134] Figure 2 This diagram illustrates a structural block diagram of a vehicle driving mode switching device provided in an embodiment of this application. Figure 2 As shown, the vehicle driving mode switching device 200 includes: The first acquisition module 210 is used to acquire the vehicle's driving acceleration and remaining parking distance at the current moment in response to the vehicle's driving mode switching signal if it is determined that the driving mode switching conditions are met.

[0135] The first determining module 220 is used to determine the equivalent parking acceleration of the vehicle at the current moment during the driving-parking transition, based on the target parking speed and the remaining parking distance.

[0136] The fusion module 230 is used to determine the fusion weight at the current moment based on the signal type of the driving mode switching signal.

[0137] The second determining module 240 is used to perform weighted fusion of driving acceleration and equivalent parking acceleration based on the fusion weight at the current moment, and determine the fused acceleration at the current moment.

[0138] The third determining module 250 is used to determine the vehicle's output torque at the current moment based on the fused acceleration at the current moment, so as to complete the vehicle's driving and parking switching.

[0139] The second acquisition module 260 is used to acquire the road slope angle of the vehicle at the current moment.

[0140] The fourth determination module 270 is used to determine the slope compensation factor of the road based on the slope angle.

[0141] The adjustment module 280 is used to adjust at least one of a preset dead zone traction threshold or a weighted smoothing coefficient based on the slope compensation factor.

[0142] The judgment module 290 is used to determine whether any of the following data points—driving acceleration, target parking speed, or remaining parking distance—has an abnormal value.

[0143] The abnormal operation module 2100 is used to report the abnormal status to the vehicle if the abnormal status is not restored to normal within a preset recovery time, and to control the vehicle to decelerate to a stop if the abnormal status is not restored to normal within a preset recovery time.

[0144] The third acquisition module 2200 is used to acquire the rate of change of the fused acceleration.

[0145] The limiting module 2300 is used to limit the rate of change of the fused acceleration to within the preset jerk threshold when the rate of change is greater than the preset jerk threshold.

[0146] For example, the first determining module 210 includes: The first determination submodule is used to adjust the target parking speed based on the remaining parking distance to determine the desired speed of the vehicle. The second determining submodule is used to determine the equivalent parking acceleration of the vehicle during the driving-parking transition process based on the expected speed and the vehicle's actual speed at the current moment.

[0147] For example, the first determining submodule includes: The first determining unit is used to determine the minimum value between the target parking speed and the preset parking speed threshold as the desired speed of the vehicle when the remaining parking distance is greater than a preset distance threshold.

[0148] The second determining unit is used to determine the desired speed of the vehicle based on the target parking speed, the preset minimum driving speed, and the ratio of the remaining parking distance to the preset distance threshold when the remaining parking distance is less than or equal to a preset distance threshold.

[0149] For example, the second determining submodule includes: The third determining unit is used to determine the speed difference between the desired speed and the vehicle's actual speed at the current moment.

[0150] The fourth determining unit is used to determine the speed difference ratio, cumulative speed error, and speed error change rate of the vehicle at the current moment based on the speed difference.

[0151] The fifth determining unit is used to determine the sum of the vehicle's current speed difference ratio, cumulative speed error, and speed error change rate as the equivalent parking acceleration of the vehicle during the driving-parking transition process.

[0152] For example, the fusion module 230 includes: The first setting submodule is used to set the starting value of the fusion weight at the current moment to a first value and the ending value of the fusion weight after a preset time to a second value when the signal type of the driving mode switching signal is driving to parking. The first value is greater than the second value.

[0153] The second setting submodule is used to set the starting value of the fusion weight at the current moment to the second value when the signal type is parking to driving, and to set the ending value of the fusion weight after a preset time to the first value.

[0154] For example, the third determining module 250 includes: The third determination submodule is used to determine the inertial force based on the product of the current fusion acceleration and the vehicle's mass.

[0155] The fourth determination submodule is used to determine the target traction force of the vehicle by summing the inertial force and the vehicle's driving resistance at the current moment.

[0156] The fifth determination submodule is used to convert the target traction force into a torque value and determine the vehicle's output torque at the current moment.

[0157] For example, the fourth determining submodule determines the vehicle's driving resistance at the current moment through the following units: The acquisition unit is used to acquire the vehicle's attribute parameters and the road parameters on which the vehicle is currently operating; wherein, the attribute parameters include at least one of the vehicle's mass, gravitational acceleration, and current vehicle speed; and the road parameters include at least one of the road slope angle, rolling resistance coefficient, air density, wind resistance coefficient, and vehicle frontal area.

[0158] The sixth determining unit is used to determine the environmental resistance of the vehicle at the current moment based on the vehicle's attribute parameters and the road parameters on which the vehicle is operating at the current moment, wherein the environmental resistance includes at least one of rolling resistance, gradient resistance and air resistance.

[0159] The seventh determining unit is used to determine the vehicle's driving resistance at the current moment based on environmental resistance.

[0160] For example, rolling resistance is calculated as follows: The rolling resistance of the vehicle at the current moment is determined based on the vehicle mass, gravitational acceleration, cosine value of road slope angle, and rolling resistance coefficient.

[0161] Air resistance is calculated as follows: The air resistance of the vehicle at the current moment is determined based on air density, drag coefficient, vehicle frontal area, and current vehicle speed.

[0162] Slope resistance is calculated as follows: The slope resistance of the vehicle at the current moment is determined based on the vehicle's mass, gravitational acceleration, and the sine value of the road slope angle.

[0163] The vehicle driving mode switching device 200 provided in this application embodiment, compared with the prior art, obtains the vehicle's driving acceleration and remaining parking distance at the current moment in response to the vehicle's driving mode switching signal if the driving mode switching conditions are met. Then, based on the target parking speed and remaining parking distance, it determines the vehicle's equivalent parking acceleration at the current moment during the driving-parking switching process, and determines the fusion weight at the current moment based on the signal type of the driving mode switching signal. Finally, based on the fusion weight at the current moment, it performs weighted fusion of the driving acceleration and the equivalent parking acceleration. The current fusion acceleration is determined, and finally, based on the current fusion acceleration, the vehicle's output torque at the current moment is determined to complete the vehicle's driving and parking switching. In the process of switching the vehicle's driving mode according to the driving mode switching signal, this application determines the fusion weight that changes smoothly with the switching process by considering the driving acceleration and the equivalent parking acceleration, so that the underlying torque can achieve a continuous transition. This fundamentally reduces the longitudinal impact, vehicle jerking and discontinuity caused by heterogeneous control interfaces or sudden command changes, improves the smoothness and comfort of the vehicle during autonomous driving, and thus enhances the user experience.

[0164] Please see Figure 3 , Figure 3 This application provides a schematic diagram of the structure of an electronic device according to an embodiment of the present application. Figure 3 As shown, the electronic device 300 includes a processor 310, a memory 320, and a bus 330.

[0165] Memory 320 stores machine-readable instructions executable by processor 310. When electronic device 300 is running, processor 310 and memory 320 communicate via bus 330. When the machine-readable instructions are executed by processor 310, they can perform the operations described above. Figure 1 The steps of the vehicle driving mode switching method in the method embodiment shown are described in detail in the method embodiment, and will not be repeated here.

[0166] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, can perform the above-described actions. Figure 1 The steps of the vehicle driving mode switching method in the method embodiment shown are described in detail in the method embodiment, and will not be repeated here.

[0167] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0168] It should be noted that the descriptions of each embodiment in the above embodiments have different focuses. For parts that are not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0169] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-readable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-readable program code.

[0170] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create a machine for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0171] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0172] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0173] This application also provides a computer program product, which includes computer software instructions that, when executed on a processing device, cause the processing device to execute a method for switching vehicle driving modes.

[0174] A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the flow or function according to the embodiments of this application is generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a server or data center that integrates one or more available media. The available medium may be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state disk (SSD)).

[0175] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0176] In the several embodiments provided in this application, it should be understood that the disclosed devices, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces, or indirect coupling or communication connection between devices or units, and may be electrical, mechanical, or other forms.

[0177] 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 units can be selected to achieve the purpose of this embodiment according to actual needs.

[0178] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0179] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0180] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

[0181] Although preferred embodiments have been described in this specification, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this specification.

[0182] Obviously, those skilled in the art can make various modifications and variations to this specification without departing from its spirit and scope. Therefore, if such modifications and variations fall within the scope of the claims and their equivalents, this specification is also intended to include such modifications and variations.

Claims

1. A method for switching vehicle driving modes, characterized in that, The method includes: If the driving mode switching conditions are met, in response to the vehicle's driving mode switching signal, the vehicle's current driving acceleration and remaining parking distance are obtained. Based on the target parking speed and the remaining parking distance, determine the equivalent parking acceleration of the vehicle at the current moment during the driving-parking transition; The fusion weight at the current moment is determined based on the signal type of the driving mode switching signal; Based on the fusion weights at the current moment, the driving acceleration and the equivalent parking acceleration are weighted and fused to determine the fused acceleration at the current moment; Based on the fused acceleration at the current moment, the output torque of the vehicle at the current moment is determined to complete the vehicle's driving and parking switching.

2. The method for switching vehicle driving modes according to claim 1, characterized in that, The determination of the vehicle's equivalent parking acceleration at the current moment during the driving-parking transition, based on the target parking speed and the remaining parking distance, includes: Based on the remaining parking distance, the target parking speed is adjusted according to distance correlation to determine the desired speed corresponding to the vehicle; Based on the desired speed and the vehicle's actual speed at the current moment, the equivalent parking acceleration of the vehicle during the driving-parking transition is determined.

3. The method for switching vehicle driving modes according to claim 2, characterized in that, The step of adjusting the target parking speed based on the remaining parking distance to determine the desired speed corresponding to the vehicle includes: When the remaining parking distance is greater than a preset distance threshold, the minimum value between the target parking speed and the preset parking speed threshold is determined as the expected speed of the vehicle. When the remaining parking distance is less than or equal to the preset distance threshold, the desired speed corresponding to the vehicle is determined based on the target parking speed, the preset minimum driving speed, and the ratio of the remaining parking distance to the preset distance threshold.

4. The method for switching vehicle driving modes according to claim 2, characterized in that, The determination of the equivalent parking acceleration of the vehicle during the driving-parking transition process, based on the expected speed and the vehicle's actual speed at the current moment, includes: Determine the speed difference between the desired speed and the vehicle's actual speed at the current moment; Based on the speed difference, the speed difference ratio, cumulative speed error, and speed error change rate of the vehicle are determined respectively. The sum of the speed difference ratio, the cumulative speed error, and the rate of change of the speed error of the vehicle is determined as the equivalent parking acceleration of the vehicle during the driving-parking transition process.

5. The method for switching vehicle driving modes according to claim 1, characterized in that, The determination of the fusion weight at the current moment based on the signal type of the driving mode switching signal includes: When the signal type of the driving mode switching signal is driving to parking, the starting value of the fusion weight at the current moment is set to a first value, and the ending value of the fusion weight after a preset time is set to a second value, wherein the first value is greater than the second value. When the signal type is parking to driving, the starting value of the fusion weight at the current moment is set to the second value, and the ending value of the fusion weight after a preset time is set to the first value.

6. The method for switching vehicle driving modes according to claim 1, characterized in that, Determining the vehicle's output torque at the current moment based on the fused acceleration includes: The inertial force is determined based on the product of the current fusion acceleration and the mass of the vehicle. The sum of the inertial force and the vehicle's driving resistance at the current moment is determined as the target traction force of the vehicle. The target traction force is converted into a torque value to determine the output torque of the vehicle at the current moment.

7. The method for switching vehicle driving modes according to claim 6, characterized in that, The vehicle's driving resistance at the current moment is determined by the following method: The vehicle's attribute parameters and the road parameters at the current moment are obtained; wherein, the attribute parameters include at least one of vehicle mass, gravitational acceleration, and current vehicle speed; and the road parameters include at least one of road slope angle, rolling resistance coefficient, air density, wind resistance coefficient, and vehicle frontal area. Based on the vehicle's attribute parameters and the road parameters on which the vehicle is currently operating, the environmental resistance of the vehicle at the current moment is determined, wherein the environmental resistance includes at least one of rolling resistance, gradient resistance, and air resistance; Based on the environmental resistance, the driving resistance of the vehicle at the current moment is determined.

8. The method for switching vehicle driving modes according to claim 7, characterized in that, The rolling resistance is calculated as follows: Based on the vehicle mass, the gravitational acceleration, the cosine of the road slope angle, and the rolling resistance coefficient, the rolling resistance of the vehicle at the current moment is determined; The air resistance is calculated as follows: Based on the air density, the drag coefficient, the vehicle's frontal area, and the current vehicle speed, the air resistance of the vehicle at the current moment is determined; The slope resistance is calculated as follows: The gradient resistance of the vehicle at the current moment is determined based on the vehicle mass, the gravitational acceleration, and the sine value of the road slope angle.

9. The method for switching vehicle driving modes according to claim 6, characterized in that, The step of converting the target traction force into a torque value and determining the vehicle's output torque at the current moment includes: If the absolute value of the target traction force is less than the preset dead zone traction force threshold, then the output torque of the vehicle at the current moment is determined to be zero. If the absolute value of the target traction force is greater than or equal to the preset dead zone traction force threshold, the target traction force is corrected based on the preset dead zone traction force threshold and the preset smoothing function to obtain the corrected traction force. The corrected traction force is weighted and smoothed with the previous corrected traction force of the previous cycle to obtain the smoothed traction force. The product of the smoothed traction force and the wheel radius of the vehicle is determined as the output torque of the vehicle at the current moment.

10. The method for switching vehicle driving modes according to claim 9, characterized in that, The method further includes: Obtain the road gradient angle of the vehicle at the current moment; Based on the slope angle, determine the slope compensation factor for the road; Based on the slope compensation factor, at least one of the preset dead zone traction force threshold or the weighted smoothing smoothing coefficient is adjusted.

11. The method for switching vehicle driving modes according to claim 1, characterized in that, The method further includes: Determine whether any of the following data points—driving acceleration, target parking speed, or remaining parking distance—shows an abnormal value; If so, the abnormal status is reported to the vehicle, and if the abnormal status is not restored to normal within a preset recovery time, the vehicle is controlled to decelerate to a stop.

12. The method for switching vehicle driving modes according to claim 1, characterized in that, The method further includes: Obtain the rate of change of the fusion acceleration; When the rate of change is greater than a preset jerk threshold, the rate of change of the fusion acceleration is limited to within the preset jerk threshold.

13. A vehicle driving mode switching device, characterized in that, The vehicle driving mode switching device includes: The first acquisition module is used to acquire the vehicle's driving acceleration and remaining parking distance at the current moment in response to the vehicle's driving mode switching signal if it is determined that the driving mode switching conditions are met. The first determining module is used to determine the equivalent parking acceleration of the vehicle at the current moment during the driving-parking switching process, based on the target parking speed and the remaining parking distance. The fusion module is used to determine the fusion weight at the current moment based on the signal type of the driving mode switching signal; The second determining module is used to perform weighted fusion of the driving acceleration and the equivalent parking acceleration based on the fusion weight at the current time, and determine the fused acceleration at the current time. The third determining module is used to determine the output torque of the vehicle at the current moment based on the fused acceleration at the current moment, so as to complete the vehicle's driving and parking switching.

14. An electronic device, characterized in that, include: The device includes a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via the bus, and the machine-readable instructions are executed by the processor to perform the steps of the vehicle driving mode switching method as described in any one of claims 1-12.

15. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, which, when executed by a processor, performs the steps of the vehicle driving mode switching method as described in any one of claims 1-12.

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