Speed variation control method and apparatus, and intelligent driving system and vehicle

Abstract

Provided in the present application are a speed variation control method and apparatus, and an intelligent driving system and a vehicle. The method comprises: acquiring vehicle state information and surrounding environment information, and determining a speed variation type and a speed variation value on the basis of the vehicle state information and the surrounding environment information, wherein the speed variation type comprises acceleration and deceleration; and determining a speed variation actuator on the basis of the speed variation type, converting the speed variation value into a target torque corresponding to the speed variation actuator, generating a target torque request on the basis of the target torque, and sending the target torque request to the speed variation actuator. By means of the technical solution of the present application, the speed variation of a vehicle is more accurately controlled on the basis of an intelligent driving system combined with vehicle state information and surrounding environment information, and a traveling link and a parking link are integrated into one link, thereby achieving the effect of increasing the speed of speed variation response and actuation.

Description

Speed ​​change control method, device, intelligent driving system and vehicle

[0001] This application claims priority to the patent application filed with the China Patent Office on December 8, 2023, with application number 202311687712.0 and patent application name “Speed ​​Shift Control Method, Device, Intelligent Driving System and Vehicle”, all contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of vehicle control technology, and in particular to a speed control method, device, intelligent driving system and vehicle. Background Art

[0003] Currently, vehicles use different links for parking and driving. When parking, the vehicle's intelligent driving system sends the stopping distance and maximum speed to the brake controller, which converts this information into acceleration or deceleration. The acceleration is then converted into torque and sent to the power controller, which then converts the deceleration into torque for execution. When driving, if accelerating, the vehicle's intelligent driving system sends the torque corresponding to the acceleration to the power controller. If decelerating, the vehicle sends the deceleration to the brake controller, which then automatically converts, distributes, and executes the deceleration.

[0004] In the parking phase, both acceleration and deceleration must be distributed through the brake controller, resulting in slow parking start speeds, long gear shift times, and extended time over speed bumps. In the driving phase, the brake controller independently determines whether to initiate energy recovery and convert and distribute torque without considering surrounding environmental information during deceleration, leading to irrational torque distribution and driving safety issues. Furthermore, the switching time between the driving and parking phases requires a certain amount of time, resulting in slow vehicle response.

[0005] Summary of the Invention

[0006] In view of this, the purpose of this application is to propose a speed change control method, device, intelligent driving system and vehicle, so as to more accurately control the vehicle to change speed by combining vehicle status information and surrounding environment information through the intelligent driving system, and integrate the driving link and parking link into one link to improve the speed of speed change response and execution.

[0007] Based on the above objectives, the present application provides a speed control method applied to an intelligent driving system, the method comprising:

[0008] Acquiring vehicle status information and surrounding environment information, and determining a speed change type and a speed change value based on the vehicle status information and the surrounding environment information; wherein the speed change type includes acceleration or deceleration;

[0009] According to the speed change type, the speed change actuator is determined, the speed change value is converted into the target torque corresponding to the speed change actuator, and a target torque request is generated based on the target torque, and the target torque request is sent to the speed change actuator.

[0010] Based on the above objectives, the present application further provides a speed control device configured in an intelligent driving system, the device comprising: a processor configured to execute the following program modules stored in a memory:

[0011] The speed change information determination module is configured to: obtain vehicle status information and surrounding environment information, and determine a speed change type and a speed change value based on the vehicle status information and the surrounding environment information; wherein the speed change type includes acceleration or deceleration;

[0012] The speed change execution module is configured to: determine the speed change actuator according to the speed change type, convert the speed change value into the target torque corresponding to the speed change actuator, generate a target torque request based on the target torque, and send the target torque request to the speed change actuator.

[0013] Based on the above purpose, the present application provides an intelligent driving system, including a memory, a processor, and a computer program stored in the memory and runnable on the processor. When the processor executes the program, it implements the speed control method provided in any embodiment of the present application.

[0014] Based on the above-mentioned purpose, the present application provides a vehicle, which includes an intelligent driving system provided in any embodiment of the present application.

[0015] As can be seen from the above, the speed control method provided by the present application obtains vehicle status information and surrounding environment information through the intelligent driving system, and perceives and analyzes the vehicle status information and surrounding environment information to determine the speed type and speed value. Then, according to the speed type, the speed actuator is determined to reasonably determine the speed actuator to meet the scene requirements, convert the speed value into the target torque corresponding to the speed actuator, and generate a target torque request based on the target torque, and send the target torque request to the speed actuator to reduce the number of joint adjustment devices, improve the response effect, achieve more accurate control of the vehicle to change speed, and improve the speed of speed change response and execution. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] FIG1 is a flow chart of a speed change control method provided by an embodiment of the present application;

[0017] FIG2 is a flow chart of another speed change control method provided by an embodiment of the present application;

[0018] FIG3 is a control schematic diagram of a speed change control method provided by an embodiment of the present application;

[0019] FIG4 is a schematic structural diagram of a speed control device provided in an embodiment of the present application;

[0020] FIG5 is a schematic diagram of the hardware structure of an intelligent driving system provided in an embodiment of the present application. DETAILED DESCRIPTION

[0021] In the prior art, the longitudinal interfaces or links for vehicles are different in driving (high-speed driving) and parking (low-speed parking) scenarios, as follows:

[0022] Parking SV (Stopping Distance - Maximum Speed) Interface: Vehicle motion state control is achieved by the intelligent driving system sending the stopping distance (S) and maximum speed (V) to the brake controller. The brake controller converts the S and V information into braking force to achieve deceleration, and then calculates it as torque and forwards it to the power controller to execute torque for acceleration.

[0023] Parking ±Ax (positive and negative acceleration) interface: Vehicle motion control is achieved by the intelligent driving system sending positive and negative acceleration (±Ax) to the brake controller. The brake controller converts the deceleration (-Ax) into braking force for deceleration; the acceleration (+Ax) is calculated as torque and forwarded to the power controller for acceleration.

[0024] Driving Ax+Torque (acceleration and torque) interface: For acceleration control, the intelligent driving system sends torque (+Fx) to the power controller, which then executes the torque to accelerate the vehicle. For deceleration control, the intelligent driving system sends deceleration (-Ax) to the brake controller, which then converts the deceleration into braking force to achieve deceleration.

[0025] The above-mentioned existing technologies present the following parking issues: long parking shift times, slow parking starts, and a long time to navigate speed bumps. Furthermore, the driving-parking transition requires switching between the driving and parking interfaces, which takes approximately 4-5 seconds. Furthermore, the joint debugging process involves multiple departments, making coordination difficult and time-consuming. The vehicles involved in the joint debugging must have matching brake components, which are expensive and difficult to coordinate, and the disassembly and replacement procedures are tedious and time-consuming. Therefore, a speed change control method is proposed that integrates the driving and parking links into a single link, improving speed response and execution and reducing the number of joint debugging steps.

[0026] FIG1 is a flow chart of a speed change control method provided by an embodiment of the present application. The method is mainly applicable to processing and executing when a vehicle changes speed. As shown in FIG1 , the method may specifically include the following steps:

[0027] S110 , obtaining vehicle status information and surrounding environment information, and determining a speed change type and a speed change value according to the vehicle status information and the surrounding environment information.

[0028] Vehicle status information refers to the vehicle's motion information, such as speed and heading. Surrounding and environmental information refers to the vehicle's surroundings, such as road conditions, surrounding vehicle status, and surrounding obstacles. Speed ​​change types include acceleration and deceleration. Speed ​​change values ​​refer to acceleration or deceleration.

[0029] Specifically, sensors installed on the vehicle can acquire vehicle status information and surrounding environment information. Furthermore, by analyzing the vehicle status information and surrounding environment information, pre-set intelligent driving functions can be used to make driving decisions and determine the type and value of gear changes.

[0030] Based on the above example, the vehicle status information and surrounding environment information can be obtained in the following ways:

[0031] Acquiring vehicle status information based on an inertial measurement unit;

[0032] Acquire dynamic obstacle status information and static obstacle distance information based on radar sensors and / or cameras, and acquire road information based on positioning systems and / or cameras;

[0033] Dynamic obstacle operation information, static obstacle distance information and road information are used as surrounding environment information.

[0034] Dynamic obstacle status information refers to information about moving obstacles, such as speed, acceleration, distance from the vehicle, and direction. Static obstacle distance refers to information about stationary obstacles, such as distance from the vehicle. Road information describes road driving, such as lane markings and lane direction.

[0035] Specifically, the inertial measurement unit (IMU) can be used to collect vehicle status information. Furthermore, radar sensors and / or cameras can be used to collect obstacle information around the vehicle, distinguishing between static and dynamic obstacles. For static obstacles, static obstacle distance information is obtained, and for dynamic obstacles, dynamic obstacle status information is obtained, so that the intelligent driving system can plan whether to avoid these obstacles and how to avoid them. Based on the positioning system, the vehicle's current position is determined, and the road the vehicle is on is determined using a pre-configured map and the vehicle's current position, and road information for that road is obtained. Furthermore, based on the camera, images of surrounding road signs, lane lines, and other images can be captured, and road information can be determined through image analysis. Dynamic obstacle operation information, static obstacle distance information, and road information are combined as surrounding environment information to determine whether acceleration or deceleration is needed to avoid obstacles, as well as the speed change value to use, based on the surrounding environment information and vehicle status information, to ensure vehicle safety and stability.

[0036] Optionally, the speed change type and speed change value may be determined based on the vehicle status information and the surrounding environment information in the following manner:

[0037] Determine whether the surrounding environment information meets the dynamic obstacle speed change trigger condition and the static obstacle trigger condition, and obtain a judgment result;

[0038] Determine the speed change type and speed change value based on the judgment result and vehicle status information.

[0039] The dynamic obstacle speed change trigger condition is the condition where the vehicle speed changes due to the movement of the dynamic obstacle, and the static obstacle speed change trigger condition is the condition where the vehicle speed changes due to the proximity of the static obstacle to the vehicle.

[0040] Specifically, the system analyzes the surrounding environment to determine whether static or dynamic obstacles trigger a speed change, i.e., whether dynamic obstacle speed change trigger conditions and static obstacle speed change trigger conditions are met. Further analysis is then performed based on the judgment results to determine the speed change type and value.

[0041] Optionally, the speed change type and speed change value may be determined based on the judgment result and vehicle status information in the following manner:

[0042] In response to the determination that the dynamic obstacle speed change trigger condition is met, determining a speed change type and a speed change value based on the dynamic obstacle operation information, the road information, and the vehicle state information;

[0043] In response to the determination that the static obstacle trigger condition is met, determining a speed change type and a speed change value based on the static obstacle distance information, the road information, and the vehicle state information;

[0044] In response to the judgment result that the dynamic obstacle speed change trigger condition and the static obstacle trigger condition are met, the speed change type is determined based on the static obstacle distance information, the dynamic obstacle operation information, the road information and the vehicle status information, and the first speed change value is determined based on the static obstacle distance information, the road information and the vehicle status information, and the second speed change value is determined based on the dynamic obstacle operation information, the road information and the vehicle status information; the speed change value is determined based on the first speed change value and the second speed change value.

[0045] The first speed change value is a speed change value obtained by using static obstacle distance information to avoid static obstacles, and the first speed change value must meet road information requirements, such as speed limit requirements and lane direction requirements. The second speed change value is a speed change value obtained by using dynamic obstacle distance information to avoid dynamic obstacles, and the second speed change value must meet road information requirements.

[0046] Specifically, if the dynamic obstacle speed shift triggering condition is met, it indicates that the dynamic obstacle has a significant impact on the vehicle. An analysis is needed based on the dynamic obstacle operating information, road information, and vehicle status information to determine a speed shift type and value that meets road safety requirements and ensures vehicle safety. If the static obstacle speed shift triggering condition is met, it indicates that the static obstacle has a significant impact on the vehicle. An analysis is needed based on the static obstacle distance information, road information, and vehicle status information to determine a speed shift type and value that meets road safety requirements and ensures vehicle safety. In response to the judgment result that the dynamic obstacle speed change trigger condition and the static obstacle trigger condition are met, it indicates that both the static obstacles and the dynamic obstacles around the vehicle will cause the vehicle to change speed. Therefore, it is necessary to analyze and determine the speed change type and speed change value that can avoid the static obstacles and the dynamic obstacles in combination with the vehicle status information. Specifically, a first speed change value is determined based on the static obstacle distance information and road information in combination with the vehicle status information. A second speed change value is determined based on the dynamic obstacle operation information and road information in combination with the vehicle status information. Then, based on the first speed change value and the second speed change value, a speed change value that meets the first speed change value requirement, the second speed change value requirement, and the road requirement is obtained.

[0047] S120 . Determine a speed change actuator according to the speed change type, convert the speed change value into a target torque corresponding to the speed change actuator, generate a target torque request based on the target torque, and send the target torque request to the speed change actuator.

[0048] The speed change actuator is the device used to perform speed changes. The devices performing acceleration and deceleration can be the same or different, and can be one or two. The target torque is the torque that the speed change actuator can achieve. Different speed change actuators convert the same speed change value into different target torques. The target torque request is information used to request the speed change actuator to achieve the target torque.

[0049] Specifically, the speed change type determines which speed change actuator to use for the speed change. The speed change value is then converted into a target torque that the speed change actuator can directly execute. A target torque request corresponding to the target torque is generated and sent to the speed change actuator, allowing the actuator to interpret the target torque and directly execute it, achieving the speed change effect.

[0050] The speed shift control method provided in this embodiment obtains vehicle status information and surrounding environment information through an intelligent driving system, and perceives and analyzes the vehicle status information and surrounding environment information to determine the speed shift type and speed shift value. Then, according to the speed shift type, the speed shift actuator is determined to reasonably determine the speed shift actuator to meet the scene requirements, convert the speed shift value into a target torque corresponding to the speed shift actuator, and generate a target torque request based on the target torque, and send the target torque request to the speed shift actuator to reduce the number of joint adjustment devices, improve the response effect, achieve more accurate control of the vehicle to shift speed, and improve the speed of speed shift response and execution.

[0051] FIG2 is a flow chart of another speed change control method provided by an embodiment of the present application. On the basis of the above-mentioned embodiments, optionally, the speed change actuator includes at least one of a power controller and a brake controller; the target torque corresponding to the power controller is a positive driving torque or a negative driving torque, and the target torque corresponding to the brake controller is a hydraulic braking torque; the target torque request includes a positive driving torque request, a negative driving torque request, and a hydraulic braking torque request. The method for determining the speed change actuator and the method for generating the target torque request are exemplified. Among them, the explanations of the terms that are the same as or corresponding to the above-mentioned embodiments are not repeated here. As shown in FIG2 , the method may specifically include the following steps:

[0052] S210: Acquire vehicle status information and surrounding environment information, and determine a speed change type and a speed change value based on the vehicle status information and the surrounding environment information.

[0053] S220: In response to the speed change type being acceleration, determining that the speed change actuator is a power controller, converting the speed change value into a positive driving torque, generating a positive driving torque request based on the positive driving torque, and sending the positive driving torque request to the power controller.

[0054] The power controller can accelerate by applying positive torque or decelerate by applying negative torque to regenerate energy. Positive drive torque is the positive torque that the power controller can apply after the speed change value is converted. A positive drive torque request is a request to the power controller to apply positive drive torque.

[0055] Specifically, in response to the speed shift type being acceleration, it can be determined that the vehicle is about to accelerate, and therefore, the speed shift actuator is determined to be the power controller. When the speed shift type is acceleration, the speed shift value is an acceleration value, which can be converted into a positive drive torque that can be directly executed by the power controller. A positive drive torque request corresponding to the positive drive torque is generated and sent to the power controller. The power controller interprets the positive drive torque and directly executes the positive drive torque, achieving acceleration according to the acceleration value.

[0056] S230. In response to the speed change type being deceleration, the speed change actuator is determined to be a power controller and / or a brake controller, the speed change value is converted into a negative driving torque and / or a hydraulic braking torque, and a negative driving torque request and / or a hydraulic braking torque request are generated based on the negative driving torque and / or the hydraulic braking torque, and the negative driving torque request and / or the hydraulic braking torque request are sent to the power controller and / or the brake controller, respectively.

[0057] The brake controller is a controller that performs rapid braking through hydraulic braking. Negative driving torque is the negative torque that the power controller can execute, resulting from the allocation and conversion of the speed change value. A negative driving torque request is information requesting the power controller to execute a negative driving torque. Hydraulic braking torque is the braking torque that the brake controller can execute, resulting from the allocation and conversion of the speed change value. A hydraulic braking torque request is information requesting the brake controller to execute a hydraulic braking torque.

[0058] Specifically, in response to the speed change type being deceleration, it can be determined that the vehicle is about to decelerate, and therefore, the speed change actuator is determined to be a power controller and / or a brake controller. Since the deceleration capability of the power controller is limited and the reaction execution speed is slow, it is necessary to adjust and balance the power controller and the brake controller to perform the deceleration process. Therefore, deceleration can be performed by the power controller or the brake controller alone, or by the power controller and the brake controller together. The speed change value is a deceleration value when the speed change type is deceleration. In response to the speed change actuator being a power controller, the deceleration value can be converted into a negative driving torque that can be directly executed by the power controller. In response to the speed change actuator being a brake controller, the deceleration value can be converted into a hydraulic braking torque that can be directly executed by the brake controller. In response to the speed change actuator being a power controller and a brake controller, the deceleration value is allocated according to demand and converted into a negative driving torque that can be directly executed by the power controller and a hydraulic braking torque that can be directly executed by the brake controller, respectively. Furthermore, a negative driving torque request and / or a hydraulic braking torque request are generated respectively according to the obtained negative driving torque and / or hydraulic braking torque, and the negative driving torque request is sent to the power controller and / or the hydraulic braking torque request is sent to the brake controller, so that the power controller can parse out the negative driving torque and directly execute the negative driving torque, and / or the brake controller can parse out the hydraulic braking torque and directly execute the hydraulic braking torque, so as to achieve the effect of deceleration according to the deceleration value.

[0059] Based on the above example, the following method can be used to determine whether the speed change actuator is a power controller and / or a brake controller:

[0060] Determine whether to activate the braking energy recovery function based on vehicle status information and surrounding environment information;

[0061] In response to the activation of the brake energy recovery function, determining that the speed change actuator is a power controller and / or a brake controller according to the speed change value and the negative driving torque threshold of the power controller;

[0062] In response to the brake energy recovery function not being activated, it is determined that the speed change actuator is a brake controller.

[0063] The braking energy regeneration function converts the thermal energy generated during braking into mechanical energy and stores it in a capacitor for subsequent reuse. The negative drive torque threshold is the maximum negative drive torque that the power controller can provide.

[0064] Specifically, it is possible to determine the response speed required for deceleration, that is, whether the deceleration operation needs to be performed quickly to avoid collisions and other dangers. In response to the need to quickly perform the deceleration operation, it is determined that the brake energy recovery function is not started. In response to the need to quickly perform the deceleration operation, it is determined that the brake energy recovery function is started. In response to the activation of the brake energy recovery function, the speed change value can be allocated according to the speed change value and the negative drive torque threshold of the power controller to determine whether the power controller is used alone for deceleration processing or the power controller and the brake controller are used together for deceleration processing, that is, to determine whether the speed change actuator is a power controller and / or a brake controller. In response to the brake energy recovery function not being activated, it indicates that the deceleration processing needs to be performed quickly, and the power controller with a slow response speed should not be used for execution. Therefore, the speed change actuator is determined to be a brake controller.

[0065] Based on the above example, the following method can be used to determine whether the speed change actuator is a power controller and / or a brake controller according to the speed change value and the negative driving torque threshold of the power controller:

[0066] Convert the speed change value into speed change driving torque;

[0067] In response to the speed change drive torque being less than or equal to the negative drive torque threshold, determining that the speed change actuator is a power controller;

[0068] In response to the speed change driving torque being greater than the negative driving torque threshold, the speed change actuator is determined to be a power controller and a brake controller.

[0069] The speed change driving torque is the torque corresponding to the negative drive of the power controller when all speed change values ​​are converted into each other.

[0070] Specifically, all speed change values ​​are converted into negative drive torques corresponding to the power controller, i.e., speed change drive torques. In response to the speed change drive torque being less than or equal to the negative drive torque threshold, it indicates that the power controller alone can perform the deceleration operation without the intervention of the brake controller. In response to the speed change drive torque being greater than the negative drive torque threshold, it indicates that the power controller alone cannot fully perform the deceleration operation corresponding to the required speed change value, and the brake controller needs to be introduced to jointly complete the deceleration.

[0071] Optionally, after determining that the speed change actuator is a power controller and a brake controller, the speed change value can be converted into a negative driving torque and a hydraulic braking torque in the following manner:

[0072] Decomposing the speed change value into a power speed change value and a brake speed change value according to a preset ratio;

[0073] The power shift value is converted into a negative driving torque, and the brake shift value is converted into a hydraulic braking torque.

[0074] The preset ratio may be a pre-set ratio for allocating the speed change between the power controller and the brake controller to execute deceleration. The power speed change value is the deceleration value allocated to the power controller. The brake speed change value is the deceleration value allocated to the brake controller.

[0075] Optionally, after converting the power speed change value into the negative driving torque and converting the brake speed change value into the hydraulic braking torque, the following steps may be performed:

[0076] In response to the negative driving torque being greater than a negative driving torque threshold, converting a difference between the negative driving torque and the negative driving torque threshold into a hydraulic increase torque, and using the negative driving torque threshold as a new negative driving torque;

[0077] The sum of the hydraulic braking torque and the hydraulic increasing torque is taken as the new hydraulic braking torque.

[0078] Optionally, after determining that the speed change actuator is a power controller and a brake controller, the speed change value can also be converted into a negative driving torque and a hydraulic braking torque in the following manner:

[0079] Convert the speed change value into an initial driving torque, and use the difference between the initial driving torque and the negative driving torque threshold as the torque to be converted;

[0080] The torque to be converted is converted into a hydraulic braking torque, and the negative driving torque threshold is used as the negative driving torque.

[0081] The initial driving torque is the driving torque corresponding to the deceleration of the power controller after the speed change value is fully converted. The torque to be converted is the part of the initial driving torque that the power controller cannot execute.

[0082] Specifically, the speed change value is converted into the initial drive torque. Because the power controller has a limit on the ability to execute negative drive torque, the difference between the initial drive torque and the negative drive torque threshold requires compensation by the braking force controller. The difference between the initial drive torque and the negative drive torque threshold is used as the torque to be converted, and this torque is converted into hydraulic braking torque, which is used by the braking force controller to supplement the deceleration power.

[0083] Based on the above example, the following method can be used to determine whether to activate the braking energy recovery function based on vehicle status information and surrounding environment information:

[0084] Determine road information, dynamic obstacle status information, and static obstacle distance information based on surrounding environment information;

[0085] Determine whether to execute rapid deceleration based on vehicle status information, road information, dynamic obstacle status information, and static obstacle distance information;

[0086] In response to determining that rapid deceleration is performed, it is determined that the braking energy recovery function is not started, and in response to determining that rapid deceleration is not performed, it is determined that the braking energy recovery function is started.

[0087] Specifically, the road information, the dynamic obstacle state information, and the static obstacle distance information in the surrounding environment information are determined, and the road information, the dynamic obstacle state information, and the static obstacle distance information are analyzed. For example, based on static obstacle distance information, it is determined whether the distance between the static obstacle and the vehicle is less than a first preset distance, and then rapid deceleration is determined to be necessary. The first preset distance is used to describe the distance at which the static obstacle is too close to the vehicle, requiring an emergency stop or emergency speed change. Based on dynamic obstacle status information and vehicle position information, speed information, etc. in the vehicle status information, the distance to the dynamic obstacle and the estimated time when the dynamic obstacle will collide with the vehicle can be determined. In response to determining that the distance is less than a second preset distance or the time is less than a preset time, rapid deceleration is determined to be necessary. The second preset distance is used to describe the distance at which the dynamic obstacle is too close to the vehicle, requiring an emergency stop or emergency speed change. The preset time is used to describe the time when the dynamic obstacle and the vehicle react to a collision too quickly, requiring an emergency stop or emergency speed change. Based on road information, road speed limit information can be determined. Based on the speed difference between the vehicle speed information in the vehicle status information and the road speed limit information, whether rapid deceleration is necessary is determined. That is, if the speed difference is greater than the preset difference, rapid deceleration is required to avoid violating traffic regulations. Otherwise, it indicates that the vehicle speed information is slightly greater than the road speed limit, and traffic regulations are complied with without rapid deceleration. Of course, other analysis methods are also possible and are not specifically limited here. In response to determining that rapid deceleration is to be performed, in order to ensure the deceleration speed, it is determined not to start the braking energy recovery function. In response to determining that rapid deceleration is not to be performed, it is determined to start the braking energy recovery function without considering the deceleration reaction time.

[0088] Based on the above example, the speed change actuators are the power controller and the brake controller. After the negative driving torque request and the hydraulic braking torque request are sent to the power controller and the brake controller respectively, the following methods can be used to determine the execution status of the power controller and whether to use the brake controller for compensation:

[0089] receiving the execution driving torque fed back by the power controller;

[0090] In response to the execution driving torque being less than the negative driving torque, converting the difference between the negative driving torque and the execution driving torque into a hydraulic compensation torque;

[0091] A hydraulic brake compensation request is generated based on the hydraulic compensation torque, and the hydraulic brake compensation request is sent to a brake controller.

[0092] The "actual driving torque" is the torque actually executed by the power controller. The "hydraulic compensation torque" is the torque required to adjust the brake controller to match the actual driving torque of the power controller. The "hydraulic brake compensation request" is a request for the brake controller to adjust according to the hydraulic compensation torque based on the hydraulic braking torque.

[0093] Specifically, the power controller feeds back the executed torque, i.e., the execution driving torque, to the intelligent driving system in real time. Furthermore, since the execution driving torque of the power controller is unreliable and has too large a delay during the braking energy recovery process, the brake controller may need to compensate through hydraulic braking. Comparing the requested negative driving torque with the execution driving torque, if the execution driving torque is less than the negative driving torque, it means that the braking energy recovery process is delayed too much and the response is too slow, requiring hydraulic braking compensation. The difference between the negative driving torque and the execution driving torque is converted into a hydraulic compensation torque, and a hydraulic braking compensation request corresponding to the hydraulic compensation torque is generated. The hydraulic braking compensation request is sent to the brake controller so that the brake controller can parse and obtain the hydraulic compensation torque that needs to be increased, and increase the hydraulic compensation torque on the basis of the hydraulic braking torque to compensate for the insufficiency of the power controller.

[0094] FIG3 is a control schematic diagram of a speed change control method provided by an embodiment of the present application, as shown in FIG3 , specifically as follows:

[0095] The intelligent driving system combines vehicle status information and surrounding environmental information to determine acceleration or deceleration, as well as the speed change value. When the intelligent driving system requests deceleration, it sends a hydraulic braking torque request to the brake controller and / or a negative driving torque request to the power controller. Deceleration is achieved by hydraulic and / or negative torque control without requesting deceleration. When the intelligent driving system requests acceleration, it sends a positive driving torque request to the power controller, which then uses positive torque control to achieve acceleration. This indicates that positive and negative driving torque requests share a common signal link, eliminating the need for separate processing. During vehicle operation, if the current deceleration scenario determines that regenerative braking is appropriate, a negative driving torque request may be sent to the power controller for regenerative braking. The power controller then receives the negative driving torque request, filters it, and executes it. The resulting actual driving torque is then fed back to the intelligent driving system. The intelligent driving system converts the negative and actual driving torques into braking torques, comparing them to determine whether hydraulic brake compensation is required—that is, whether hydraulic compensation torque is present. If hydraulic brake compensation is required, a request is made to the brake controller for a corresponding hydraulic compensation torque, so as to implement a strategy of using hydraulic brake for compensation when the driving torque is unreliable and the delay is too large during the braking energy recovery process.

[0096] The speed control method provided in this embodiment is that the intelligent driving system determines that the speed change actuator is a power controller in response to the speed change type being acceleration, converts the speed change value into a positive driving torque, and generates a positive driving torque request based on the positive driving torque, and sends the positive driving torque request to the power controller to perform an acceleration action through the power controller. In addition, in response to the speed change type being deceleration, the speed change actuator is determined to be a power controller and / or a brake controller, converts the speed change value into a negative driving torque and / or a hydraulic braking torque, and generates a negative driving torque request based on the negative driving torque and / or the hydraulic braking torque. Sum and / or hydraulic braking torque requests, and send the negative driving torque request and / or hydraulic braking torque request to the power controller and / or brake controller respectively, so as to effectively distinguish between using the power controller to perform acceleration actions in energy recovery scenarios and using the brake actuator to quickly perform acceleration actions. However, the above-mentioned speed control method still uses a set of control logic, which effectively shortens the response time of the speed actuator when the intelligent driving system controls the vehicle, improves the safety of the braking energy recovery scenario, and saves joint debugging resources and investment, so that the longitudinal control interface is reduced, achieving the effect of reducing costs and increasing efficiency.

[0097] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied in a distributed scenario, where multiple devices cooperate to perform the method. In such a distributed scenario, one of the multiple devices may only perform one or more steps of the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the method.

[0098] It should be noted that the above description is limited to some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in an order different from that described in the above embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order or sequential order shown to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0099] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a speed control device. FIG4 is a schematic structural diagram of a speed control device provided in an embodiment of the present application. Referring to FIG4 , the speed control device is configured in an intelligent driving system and includes: a processor configured to execute the following program modules stored in a memory:

[0100] The speed shift information determination module 410 is configured to: obtain vehicle status information and surrounding environment information, and determine the speed shift type and speed shift value based on the vehicle status information and the surrounding environment information; wherein the speed shift type includes acceleration or deceleration; the speed shift execution module 420 is configured to: determine the speed shift actuator based on the speed shift type, convert the speed shift value into a target torque corresponding to the speed shift actuator, and generate a target torque request based on the target torque, and send the target torque request to the speed shift actuator.

[0101] Based on the above example, optionally, the speed shift actuator includes at least one of a power controller and a brake controller; the target torque corresponding to the power controller is a positive driving torque or a negative driving torque, and the target torque corresponding to the brake controller is a hydraulic braking torque; the target torque request includes a positive driving torque request, a negative driving torque request and a hydraulic braking torque request; the speed shift execution module 420 is also configured to: in response to the speed shift type being acceleration, determine that the speed shift actuator is a power controller, convert the speed shift value into a positive driving torque, and generate a positive driving torque request based on the positive driving torque, and send the positive driving torque request to the power controller; in response to the speed shift type being deceleration, determine that the speed shift actuator is a power controller and / or a brake controller, convert the speed shift value into a negative driving torque and / or a hydraulic braking torque, and generate a negative driving torque request and / or a hydraulic braking torque request based on the negative driving torque and / or the hydraulic braking torque, and send the negative driving torque request and / or the hydraulic braking torque request to the power controller and / or the brake controller, respectively.

[0102] Based on the above example, optionally, the speed shift execution module 420 is further configured to: determine whether to start the braking energy recovery function based on vehicle status information and surrounding environment information; in response to the braking energy recovery function being started, determine that the speed shift actuator is a power controller and / or a brake controller based on the speed shift value and the negative driving torque threshold of the power controller; in response to the braking energy recovery function not being started, determine that the speed shift actuator is a brake controller.

[0103] Based on the above example, optionally, the speed shift execution module 420 is also configured to: convert the speed shift value into a speed shift driving torque; in response to the speed shift driving torque being less than or equal to the negative driving torque threshold, determine that the speed shift actuator is a power controller; in response to the speed shift driving torque being greater than the negative driving torque threshold, determine that the speed shift actuator is a power controller and a brake controller.

[0104] Based on the above example, optionally, the speed change execution module 420 is further configured to: determine road information, dynamic obstacle status information and static obstacle distance information based on surrounding environment information; determine whether to perform rapid deceleration based on vehicle status information, road information, dynamic obstacle status information and static obstacle distance information; in response to determining that rapid deceleration is to be performed, determine not to start the braking energy recovery function; in response to determining that rapid deceleration is not to be performed, determine to start the braking energy recovery function.

[0105] Based on the above example, optionally, the speed shift actuator is a power controller and a brake controller, and the speed shift execution module 420 is also configured to: decompose the speed shift value into a power speed shift value and a brake speed shift value according to a preset ratio; convert the power speed shift value into a negative driving torque, and convert the brake speed shift value into a hydraulic braking torque.

[0106] Based on the above example, optionally, after converting the power speed change value into a negative driving torque and converting the braking speed change value into a hydraulic braking torque, it also includes: an adjustment module, which is configured to: in response to the negative driving torque being greater than the negative driving torque threshold, convert the difference between the negative driving torque and the negative driving torque threshold into a hydraulic increase torque, and use the negative driving torque threshold as the new negative driving torque; and use the sum of the hydraulic braking torque and the hydraulic increase torque as the new hydraulic braking torque.

[0107] Based on the above example, optionally, the speed shift actuator is a power controller and a brake controller, and the speed shift execution module 420 is also configured to: convert the speed shift value into an initial driving torque, and use the difference between the initial driving torque and the negative driving torque threshold as the torque to be converted; convert the torque to be converted into a hydraulic braking torque, and use the negative driving torque threshold as the negative driving torque.

[0108] Based on the above example, optionally, the speed change actuator is a power controller and a brake controller. After sending the negative driving torque request and the hydraulic braking torque request to the power controller and the brake controller respectively, it also includes: a hydraulic compensation braking module, which is configured to: receive the execution driving torque feedback from the power controller; in response to the execution driving torque being less than the negative driving torque, convert the difference between the negative driving torque and the execution driving torque into a hydraulic compensation torque; generate a hydraulic braking compensation request based on the hydraulic compensation torque, and send the hydraulic braking compensation request to the brake controller.

[0109] Based on the above example, optionally, the speed change information determination module 410 is further configured to: obtain vehicle status information based on the inertial measurement unit; obtain dynamic obstacle status information and static obstacle distance information based on the radar sensor and / or the camera device, and obtain road information based on the positioning system and / or the camera device; and use the dynamic obstacle operation information, static obstacle distance information and road information as surrounding environment information.

[0110] Based on the above example, optionally, the speed change information determination module 410 is further configured to: determine whether the surrounding environment information meets the dynamic obstacle speed change trigger condition and the static obstacle trigger condition, and obtain a judgment result; determine the speed change type and speed change value based on the judgment result and the vehicle status information.

[0111] Based on the above example, optionally, the speed shift information determination module 410 is further configured to: in response to the judgment result that the dynamic obstacle speed shift trigger condition is met, determine the speed shift type and the speed shift value according to the dynamic obstacle operation information, road information and vehicle status information; in response to the judgment result that the static obstacle trigger condition is met, determine the speed shift type and the speed shift value according to the static obstacle distance information, road information and vehicle status information; in response to the judgment result that the dynamic obstacle speed shift trigger condition and the static obstacle trigger condition are met, determine the speed shift type according to the static obstacle distance information, dynamic obstacle operation information, road information and vehicle status information, and determine the first speed shift value according to the static obstacle distance information, road information and vehicle status information, and determine the second speed shift value according to the dynamic obstacle operation information, road information and vehicle status information; and determine the speed shift value according to the first speed shift value and the second speed shift value.

[0112] For the convenience of description, the above devices are described as being divided into various modules according to their functions. Of course, when implementing this application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0113] The device of the above embodiment is used to implement the corresponding speed change control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0114] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides an intelligent driving system, including a memory, a processor, and a computer program stored in the memory and runnable on the processor. When the processor executes the program, the speed control method of any of the above embodiments is implemented.

[0115] FIG5 shows a more specific hardware structure diagram of an intelligent driving system provided by this embodiment. As an electronic device, the intelligent driving system may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other within the device via the bus 1050.

[0116] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0117] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage devices, dynamic storage devices, etc. The memory 1020 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0118] The input / output interface 1030 is used to connect input / output modules to implement information input and output. The input / output modules can be configured as components within the device (not shown in the figure) or can be externally connected to the device to provide corresponding functions. Input devices may include a keyboard, mouse, touch screen, microphone, various sensors, etc., and output devices may include a display, speaker, vibrator, indicator light, etc.

[0119] The communication interface 1040 is used to connect to a communication module (not shown) to enable communication between the device and other devices. The communication module can communicate via a wired method (such as USB, network cable, etc.) or a wireless method (such as mobile network, WiFi, Bluetooth, etc.).

[0120] The bus 1050 comprises a path for transmitting information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0121] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040, and the bus 1050, in a specific implementation, the device may also include other components necessary for normal operation. In addition, those skilled in the art will understand that the above device may only include the components necessary to implement the embodiments of this specification, and does not necessarily include all the components shown in the figures.

[0122] The intelligent driving system of the above embodiment is used to implement the corresponding speed control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0123] Based on the same inventive concept, the present application also provides a vehicle, wherein the vehicle includes the intelligent driving system as described in the above embodiment.

[0124] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a computer-readable storage medium, which stores computer instructions, and the computer instructions are used to enable a computer to execute the speed control method described in any of the above embodiments.

[0125] The computer-readable media of this embodiment include permanent and non-permanent, removable and non-removable media that can be used to store information by any method or technology. The information can be computer-readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0126] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the speed control method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0127] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application (including the claims) is limited to these examples. Within the scope of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0128] In addition, for simplicity of description and discussion, and in order not to make the embodiment of the application difficult to understand, the known power supply / ground connection with integrated circuit (IC) chip and other components may or may not be shown in the accompanying drawings provided. In addition, the device can be shown in the form of a block diagram to avoid making the embodiment of the application difficult to understand, and this also takes into account the following fact, that is, the details of the embodiment of these block diagram devices are highly dependent on the platform to be implemented in the embodiment of the application (that is, these details should be fully within the scope of understanding of those skilled in the art). When specific details (for example, circuit) are set forth to describe exemplary embodiments of the application, it will be apparent to those skilled in the art that the embodiment of the application can be implemented without these specific details or when these specific details are changed. Therefore, these descriptions should be considered to be illustrative rather than restrictive.

[0129] Although the present invention has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of these embodiments will be apparent to those skilled in the art based on the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may utilize the embodiments discussed.

[0130] The embodiments of the present application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of this application.

Claims

1. A speed control method, characterized in that: Applied to intelligent driving systems, including: Acquire vehicle status information and surrounding environment information, and determine a speed change type and a speed change value according to the vehicle status information and the surrounding environment information; wherein the speed change type includes acceleration or deceleration; According to the speed change type, a speed change actuator is determined, the speed change value is converted into a target torque corresponding to the speed change actuator, a target torque request is generated based on the target torque, and the target torque request is sent to the speed change actuator.

2. The method according to claim 1, characterized in that The speed change actuator includes at least one of a power controller and a brake controller; the target torque corresponding to the power controller is a positive driving torque or a negative driving torque, and the target torque corresponding to the brake controller is a hydraulic braking torque; The target torque request includes a positive driving torque request, a negative driving torque request, and a hydraulic braking torque request; The step of determining a speed change actuator according to the speed change type, converting the speed change value into a target torque corresponding to the speed change actuator, generating a target torque request based on the target torque, and sending the target torque request to the speed change actuator includes: In response to the speed change type being acceleration, determining that the speed change actuator is a power controller, converting the speed change value into a positive drive torque, generating a positive drive torque request based on the positive drive torque, and sending the positive drive torque request to the power controller; In response to the speed shift type being deceleration, the speed shift actuator is determined to be a power controller and / or a brake controller, the speed shift value is converted into a negative driving torque and / or a hydraulic braking torque, and a negative driving torque request and / or a hydraulic braking torque request are generated based on the negative driving torque and / or the hydraulic braking torque, and the negative driving torque request and / or the hydraulic braking torque request are sent to the power controller and / or the brake controller, respectively.

3. The method according to claim 2, characterized in that The step of determining that the speed change actuator is a power controller and / or a brake controller comprises: Determining whether to start a braking energy recovery function according to the vehicle state information and the surrounding environment information; In response to the braking energy recovery function being activated, determining that the speed change actuator is a power controller and / or a brake controller according to the speed change value and a negative driving torque threshold of the power controller; In response to the braking energy recovery function not being activated, it is determined that the speed change actuator is a brake controller.

4. The method according to claim 3, characterized in that The step of determining that the speed change actuator is a power controller and / or a brake controller according to the speed change value and the negative driving torque threshold of the power controller includes: converting the speed change value into a speed change driving torque; In response to the speed change driving torque being less than or equal to the negative driving torque threshold, determining that the speed change actuator is a power controller; In response to the speed change driving torque being greater than the negative driving torque threshold, it is determined that the speed change actuator is a power controller and a brake controller.

5. The method according to claim 3, characterized in that: The determining whether to start the braking energy recovery function according to the vehicle state information and the surrounding environment information includes: Determining road information, dynamic obstacle state information, and static obstacle distance information based on the surrounding environment information; Determining whether to perform rapid deceleration according to the vehicle state information, the road information, the dynamic obstacle state information, and the static obstacle distance information; In response to determining that rapid deceleration is performed, it is determined that the braking energy recovery function is not started, and in response to determining that rapid deceleration is not performed, it is determined that the braking energy recovery function is started.

6. The method according to claim 2, characterized in that The speed change actuator is a power controller and a brake controller, which converts the speed change value into a negative driving torque and a hydraulic braking torque, including: Decomposing the speed change value into a power speed change value and a brake speed change value according to a preset ratio; The power shift value is converted into a negative driving torque, and the brake shift value is converted into a hydraulic braking torque.

7. The method according to claim 6, characterized in that After converting the power speed change value into a negative driving torque and converting the brake speed change value into a hydraulic braking torque, the method further includes: In response to the negative driving torque being greater than a negative driving torque threshold, converting a difference between the negative driving torque and the negative driving torque threshold into a hydraulic increase torque, and using the negative driving torque threshold as a new negative driving torque; The sum of the hydraulic braking torque and the hydraulic increasing torque is taken as the new hydraulic braking torque.

8. The method according to claim 2, characterized in that: The speed change actuator is a power controller and a brake controller, which converts the speed change value into a negative driving torque and a hydraulic braking torque, including: Converting the speed change value into an initial driving torque, and taking the difference between the initial driving torque and a negative driving torque threshold as the torque to be converted; The torque to be converted is converted into a hydraulic braking torque, and the negative driving torque threshold is used as the negative driving torque.

9. The method according to claim 2, characterized in that: The speed change actuator is a power controller and a brake controller, and after sending the negative driving torque request and the hydraulic braking torque request to the power controller and the brake controller respectively, it also includes: receiving the execution driving torque fed back by the power controller; In response to the execution driving torque being smaller than the negative driving torque, converting the difference between the negative driving torque and the execution driving torque into a hydraulic compensation torque; A hydraulic brake compensation request is generated based on the hydraulic compensation torque, and the hydraulic brake compensation request is sent to the brake controller.

10. The method according to claim 1, characterized in that The obtaining of vehicle status information and surrounding environment information includes: Acquiring vehicle status information based on an inertial measurement unit; Based on the radar sensor and / or the camera device, dynamic obstacle state information and static obstacle distance information are obtained, and based on the positioning system and / or the camera device, road information is obtained; The dynamic obstacle operation information, the static obstacle distance information and the road information are used as the surrounding environment information.

11. The method according to claim 10, characterized in that The determining of the speed change type and the speed change value according to the vehicle state information and the surrounding environment information includes: Determine whether the surrounding environment information meets the dynamic obstacle speed change trigger condition and the static obstacle trigger condition, and obtain a determination result; The speed change type and the speed change value are determined according to the judgment result and the vehicle status information.

12. The method according to claim 11, characterized in that The step of determining the speed change type and the speed change value according to the judgment result and the vehicle state information includes: In response to the determination result that the dynamic obstacle speed change trigger condition is met, determining a speed change type and a speed change value according to the dynamic obstacle operation information, the road information, and the vehicle state information; In response to the determination result that the static obstacle trigger condition is met, determining a speed change type and a speed change value according to the static obstacle distance information, the road information, and the vehicle state information; In response to the determination result that the dynamic obstacle speed change trigger condition and the static obstacle speed change trigger condition are satisfied, The obstacle triggering condition determines the speed change type according to the static obstacle distance information, the dynamic obstacle operation information, the road information and the vehicle status information, and determines the first speed change value according to the static obstacle distance information, the road information and the vehicle status information, and determines the second speed change value according to the dynamic obstacle operation information, the road information and the vehicle status information; determines the speed change value according to the first speed change value and the second speed change value.

13. A speed control device, characterized in that: The intelligent driving system includes a processor configured to execute the following program modules stored in a memory: The speed change information determination module is configured to: obtain vehicle state information and surrounding environment information, and determine a speed change type and a speed change value according to the vehicle state information and the surrounding environment information; wherein the speed change type includes acceleration or deceleration; The speed shift execution module is configured to: determine the speed shift actuator according to the speed shift type, convert the speed shift value into a target torque corresponding to the speed shift actuator, generate a target torque request based on the target torque, and send the target torque request to the speed shift actuator.

14. An intelligent driving system, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the program, the speed change control method according to any one of claims 1 to 12 is implemented.

15. A vehicle, characterized in that: The vehicle includes the intelligent driving system as claimed in claim 14.

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