CN117485363B - Commercial vehicle autonomous driving longitudinal control method, system, vehicle and storage medium - Google Patents
Commercial vehicle autonomous driving longitudinal control method, system, vehicle and storage medium Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W60/00—Drive control systems specially adapted for autonomous road vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/105—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/107—Longitudinal acceleration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0002—Automatic control, details of type of controller or control system architecture
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Abstract
The invention provides a longitudinal control method, a longitudinal control system, a vehicle and a storage medium for automatic driving of a commercial vehicle, wherein the method comprises the steps of obtaining real-time state quantity of the vehicle of the commercial vehicle; the method comprises the steps of constructing a fixed-parameter closed-loop controller and at least one variable-parameter closed-loop controller, setting target control parameters based on state quantity deviation of a real-time state quantity and an expected state quantity of a vehicle and a gear shifting state of a gearbox, determining compensation driving force based on the fixed-parameter closed-loop controller and the variable-parameter closed-loop controller, determining whole-wheel driving force based on the compensation driving force, judging a longitudinal control mode of a commercial vehicle based on the whole-wheel driving force, determining engine required torque based on the whole-wheel driving force and an accelerator opening based on the engine required torque when traction control is performed, controlling longitudinal acceleration of the commercial vehicle based on the accelerator opening, and requesting braking deceleration through a wire control when braking control is performed. The invention improves the efficiency and stability of the automatic driving longitudinal control of the commercial vehicle.
Description
Technical Field
The invention relates to the technical field of automatic driving control, in particular to a longitudinal automatic driving control method and system for a commercial vehicle, a vehicle and a storage medium.
Background
In recent years, the research on the automatic driving vehicles is focused, the automatic driving vehicles integrate functions of sensing, navigation, path planning, motion control and the like, and the automatic driving vehicles have important significance for relieving urban traffic congestion and reducing energy consumption, and are an aggregate of high and new technologies and a sign and a characteristic of national comprehensive technical development. Currently, automatically driven vehicles have become a popular area of research worldwide.
The longitudinal control of the automatic driving vehicle is an important block in the automatic driving vehicle, and patent application CN202310507123.3 discloses a longitudinal control method and device integrated with walking and parking and an intelligent automobile, and particularly discloses longitudinal control of the automatic driving vehicle through various state quantities of position, speed and acceleration. However, the technical problems are that the parameters of the closed-loop controller are fixed, the resistance feedforward compensation of the commercial vehicle is not considered, and the gear shifting process of the gearbox is not considered in the control process, so that the control process is slow and is not stable.
Therefore, there is an urgent need to provide a method, a system, a vehicle and a storage medium for controlling the automatic driving of a commercial vehicle in a longitudinal direction, so as to solve the above technical problems.
Disclosure of Invention
In view of the foregoing, it is necessary to provide a method, a system, a vehicle and a storage medium for controlling automatic driving of a commercial vehicle, which are used for solving the technical problems that in the prior art, due to the fixed parameters of a closed-loop controller, the resistance feedforward compensation of the commercial vehicle is not considered, the gear shifting process of a gearbox is not considered in the control process, the control process is slow, and the control process is unstable.
In one aspect, the invention provides a method for controlling automatic driving longitudinal direction of a commercial vehicle, comprising the following steps:
Acquiring a vehicle real-time state quantity of a commercial vehicle;
constructing a fixed-parameter closed-loop controller and at least one variable-parameter closed-loop controller, and setting target control parameters of the variable-parameter closed-loop controller based on state quantity deviation of the real-time state quantity and the expected state quantity of the vehicle and the gear box shifting state of the commercial vehicle;
determining a compensating driving force of the commercial vehicle based on the parametric closed-loop controller and the at least one variable-parameter closed-loop controller;
Determining the driving force of the whole wheel edge based on the compensation driving force, and judging a longitudinal control mode of the commercial vehicle based on the driving force of the whole wheel edge, wherein the longitudinal control mode is traction control and braking control;
When the longitudinal control of the commercial vehicle is traction control, determining an engine demand torque based on the whole wheel side driving force, determining an accelerator opening based on the engine demand torque, and controlling the longitudinal acceleration of the commercial vehicle based on the accelerator opening;
And when the longitudinal control of the commercial vehicle is brake control, the longitudinal deceleration of the commercial vehicle is controlled by requesting brake deceleration through a wire control.
In some possible implementations, the setting the target control parameter of the variable parameter closed-loop controller based on the state quantity deviation of the vehicle real-time state quantity from the desired state quantity and the transmission shift state of the commercial vehicle includes:
Determining an upper deviation limit and a lower deviation limit;
When the state quantity deviation is larger than or equal to the deviation lower limit and smaller than or equal to the deviation upper limit, and the gearbox is in a non-shifting state, the target control parameters are a first proportional parameter, a first integral parameter and a first differential parameter;
When the state quantity deviation is larger than the deviation upper limit and the gearbox is in a non-shifting state, the target control parameters are a second proportion parameter, a second integral parameter and a second differential parameter;
when the state quantity deviation is smaller than the deviation lower limit and the gearbox is in a non-shifting state, the target control parameters are a third proportional parameter, a third integral parameter and a third differential parameter;
And when the gearbox is in a gear shifting state, the target control parameter is a fourth proportion parameter.
In some possible implementations, the vehicle real-time state quantity includes a real-time position, a real-time speed and a real-time acceleration, the desired state quantity includes a desired position, a desired speed and a desired acceleration, the state quantity deviation includes a position deviation, a speed deviation and an acceleration deviation, the fixed parameter closed-loop controller is a position closed-loop controller, and the at least one variable parameter closed-loop controller includes a speed closed-loop controller and an acceleration closed-loop controller.
In some possible implementations, the determining the compensation driving force of the commercial vehicle based on the parametric closed-loop controller and the at least one variable-parameter closed-loop controller includes:
Determining a speed compensation value based on the position closed loop controller, the desired position, and the real-time position;
determining a target speed compensation value based on the speed compensation value and the desired speed, and determining an acceleration compensation value based on the speed closed loop controller, the target speed compensation value, and the real-time speed;
A target acceleration compensation value is determined based on the acceleration compensation value and the desired acceleration, and the compensation driving force is determined based on the acceleration closed-loop controller, the target acceleration compensation value, and the real-time acceleration.
In some possible implementations, the determining the driving force of the whole wheel edge based on the compensation driving force, and determining the longitudinal control mode of the commercial vehicle based on the driving force of the whole wheel edge, includes:
Constructing a vehicle longitudinal dynamics model, and determining the driving force of the whole wheel edge based on the vehicle longitudinal dynamics model and the compensation driving force;
Determining the acceleration of the whole vehicle based on the driving force of the whole vehicle wheel edge;
And constructing an arbitration judgment condition, and determining a longitudinal control mode of the commercial vehicle based on the arbitration judgment condition and the acceleration of the whole vehicle.
In some possible implementations, the arbitration decision condition includes an acceleration switch value and a deceleration switch value, the acceleration switch value is greater than zero, the deceleration switch value is less than zero, and the determining the longitudinal control mode of the commercial vehicle based on the arbitration decision condition and the acceleration of the whole vehicle includes:
when the acceleration of the whole vehicle is smaller than the deceleration switching value, the longitudinal control mode of the commercial vehicle is braking control;
When the acceleration of the whole vehicle is larger than the acceleration switching value, the longitudinal control mode of the commercial vehicle is traction control;
And when the acceleration of the whole vehicle is larger than or equal to the deceleration switching value and smaller than or equal to the acceleration switching value, the longitudinal control mode of the commercial vehicle is kept unchanged.
In some possible implementations, determining the accelerator opening based on the wheel-side driving force includes:
Constructing a vehicle power transmission model, and determining an engine demand torque based on the vehicle power transmission model and the full wheel side driving force;
acquiring the current rotating speed of an engine, and determining a power curve of the engine at the current rotating speed of the engine based on an engine MAP;
and obtaining the accelerator opening through interpolation of the engine required torque based on the power curve.
On the other hand, the invention also provides an automatic driving longitudinal control system of the commercial vehicle, which comprises the following components:
the real-time state quantity acquisition unit is used for acquiring the real-time state quantity of the vehicle of the commercial vehicle;
The system comprises a closed-loop controller parameter determining unit, a vehicle real-time state quantity determining unit and a vehicle speed changing unit, wherein the closed-loop controller parameter determining unit is used for constructing a fixed-parameter closed-loop controller and at least one variable-parameter closed-loop controller, and setting target control parameters of the variable-parameter closed-loop controller based on state quantity deviation of the vehicle real-time state quantity and an expected state quantity and a gear box gear shifting state of the commercial vehicle;
a compensation driving force determining unit for determining a compensation driving force of the commercial vehicle based on the constant parameter closed-loop controller and the at least one variable parameter closed-loop controller;
A longitudinal control mode arbitration unit for determining a wheel rim driving force based on the compensation driving force, and judging a longitudinal control mode of the commercial vehicle based on the wheel rim driving force, wherein the longitudinal control mode is traction control and braking control;
A longitudinal acceleration control unit configured to determine an engine demand torque based on the wheel side driving force when longitudinal control of the commercial vehicle is traction control, determine an accelerator opening based on the engine demand torque, and control longitudinal acceleration of the commercial vehicle based on the accelerator opening;
and the longitudinal deceleration control unit is used for controlling the longitudinal deceleration of the commercial vehicle by requesting the brake deceleration through the line control when the longitudinal control of the commercial vehicle is the brake control.
In another aspect, the present invention also provides a vehicle comprising a memory and a processor, wherein,
The memory is used for storing programs;
The processor is coupled to the memory and is configured to execute the program stored in the memory, so as to implement the steps in the method for controlling the automatic driving longitudinal direction of the commercial vehicle in any one of the possible implementation manners.
In another aspect, the present invention further provides a computer readable storage medium, configured to store a computer readable program or instructions, where the program or instructions, when executed by a processor, implement the steps in the method for controlling automatic driving longitudinal direction of a commercial vehicle according to any one of the possible implementation manners described above.
The automatic driving longitudinal control method for the commercial vehicle has the beneficial effects that the target control parameters of the variable parameter closed-loop controller are set based on the state quantity deviation of the real-time state quantity and the expected state quantity of the vehicle and the gear shifting state of the gear box, the state quantity deviation and the gear shifting state of the gear box are considered in the setting process of the target control parameters, the rationality of the set target control parameters is improved, and therefore the efficiency and the stability of the automatic driving longitudinal control of the commercial vehicle can be improved.
Further, when the longitudinal control is traction control, the invention determines the engine required torque based on the driving force of the whole wheel and determines the accelerator opening based on the engine required torque, instead of directly determining the accelerator opening by using the compensation driving force, the invention realizes the resistance feedforward compensation of the commercial vehicle in the running process, thereby further improving the speed of eliminating the state quantity deviation, namely further improving the efficiency of the automatic longitudinal control of the commercial vehicle.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following description will briefly explain the drawings needed in the description of the embodiments, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic flow chart of an embodiment of a method for controlling an autopilot longitudinal direction of a commercial vehicle according to the present invention;
FIG. 2 is a flowchart illustrating the step S102 of FIG. 1 according to an embodiment of the present invention;
FIG. 3 is a flowchart illustrating the step S103 of FIG. 1 according to an embodiment of the present invention;
FIG. 4 is a flowchart illustrating the step S104 of FIG. 1 according to an embodiment of the present invention;
FIG. 5 is a flowchart illustrating the step S105 of FIG. 1 according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of an exemplary configuration of a vehicle power transmission model according to the present invention;
FIG. 7 is a schematic structural view of an embodiment of an autopilot longitudinal control system for a commercial vehicle according to the present invention;
fig. 8 is a schematic structural diagram of an embodiment of a vehicle according to the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. It will be apparent that the described embodiments are only some, but not all, embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
It should be understood that the schematic drawings are not drawn to scale. A flowchart, as used in this disclosure, illustrates operations implemented according to some embodiments of the present invention. It should be appreciated that the operations of the flow diagrams may be implemented out of order and that steps without logical context may be performed in reverse order or concurrently. Moreover, one or more other operations may be added to or removed from the flow diagrams by those skilled in the art under the direction of the present disclosure.
Some of the block diagrams shown in the figures are functional entities and do not necessarily correspond to physically or logically separate entities. These functional entities may be implemented in software or in one or more hardware modules or integrated circuits or in different networks and/or processor systems and/or microcontroller systems.
Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the invention. The appearances of such phrases in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Those of skill in the art will explicitly and implicitly appreciate that the embodiments described herein may be combined with other embodiments.
If any, the terms "first," "second," etc. are used merely for distinguishing between technical features, they are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated or implicitly indicating the precedence of the technical features indicated.
The embodiment of the invention provides a longitudinal control method, a longitudinal control system, a longitudinal control vehicle and a longitudinal control storage medium for automatic driving of a commercial vehicle, the following description will be given separately.
Fig. 1 is a schematic flow chart of an embodiment of a method for controlling an automatic driving longitudinal direction of a commercial vehicle according to the present invention, where, as shown in fig. 1, the method for controlling an automatic driving longitudinal direction of a commercial vehicle includes:
s101, acquiring a vehicle real-time state quantity of a commercial vehicle;
S102, constructing a fixed-parameter closed-loop controller and at least one variable-parameter closed-loop controller, and setting the target control parameters of the variable-parameter closed-loop controller based on state quantity deviation of the real-time state quantity and the expected state quantity of the vehicle and the gear shifting state of a gearbox of the commercial vehicle;
s103, determining the compensation driving force of the commercial vehicle based on the fixed-parameter closed-loop controller and at least one variable-parameter closed-loop controller;
S104, determining the driving force of the whole wheel edge based on the compensation driving force, and judging the longitudinal control mode of the commercial vehicle based on the driving force of the whole wheel edge, wherein the longitudinal control mode is traction control and braking control;
S105, when the longitudinal control of the commercial vehicle is traction control, determining the engine required torque based on the driving force of the whole wheel edge, determining the accelerator opening based on the engine required torque, and controlling the longitudinal acceleration of the commercial vehicle based on the accelerator opening;
and S106, when the longitudinal control of the commercial vehicle is braking control, requesting braking deceleration through a wire control, and controlling the longitudinal deceleration of the commercial vehicle.
Compared with the prior art, the automatic driving longitudinal control method for the commercial vehicle provided by the embodiment of the invention sets the target control parameters of the variable parameter closed-loop controller based on the state quantity deviation of the real-time state quantity and the expected state quantity of the vehicle and the gear shifting state of the gear shifting box, considers the state quantity deviation and the gear shifting state of the gear shifting box in the setting process of the target control parameters, and improves the rationality of the set target control parameters, thereby improving the efficiency and the stability of the automatic driving longitudinal control of the commercial vehicle.
Further, when the longitudinal control is traction control, the embodiment of the invention determines the accelerator opening based on the driving force of the whole wheel edge, rather than directly determining the accelerator opening by using the compensation driving force, and realizes the resistance feedforward compensation of the commercial vehicle in the running process, thereby further improving the speed of eliminating the state quantity deviation, namely further improving the efficiency of the automatic longitudinal control of the commercial vehicle.
It should be understood that the specific way to obtain the vehicle real-time state quantity of the commercial vehicle in step S101 may be to obtain the vehicle real-time state quantity of the commercial vehicle based on a sensor built on the commercial vehicle.
It should be noted that the control parameters of the fixed parameter closed loop controller may be set or adjusted according to the actual application scenario or the empirical value, which is not limited herein.
In a specific embodiment of the present invention, the expression of the variable parameter closed loop controller is:
u(k)=Kpe(k)+Ki∑e(k)+Kd((e(k)-e(k-1))
Where u (K) is the controller output value at time K, e (K) is the state quantity difference at time K, K p is the scaling factor, K i is the integration factor, K d is the differential factor, and e (K-1) is the state quantity difference at time K-1.
In some embodiments of the present invention, as shown in fig. 2, step S102 includes:
s201, determining an upper deviation limit and a lower deviation limit;
S202, when the state quantity deviation is larger than or equal to a deviation lower limit and smaller than or equal to a deviation upper limit, and the gearbox is in a non-gear shifting state, the target control parameters are a first proportional parameter, a first integral parameter and a first differential parameter;
s203, when the state quantity deviation is larger than the deviation upper limit and the gearbox is in a non-shifting state, the target control parameters are a second proportion parameter, a second integral parameter and a second differential parameter;
s204, when the state quantity deviation is smaller than the deviation lower limit and the gearbox is in a non-shifting state, the target control parameters are a third proportional parameter, a third integral parameter and a third differential parameter;
S205, when the gearbox is in a gear shifting state, the target control parameter is a fourth proportion parameter.
That is, when the transmission is in a shift state, the expression of the variable parameter closed-loop controller is:
u(k)=Kpe(k)+u(t0)
where u (t 0) is an integrated value at the start of the shift.
It should be appreciated that the first proportional parameter is less than the second proportional parameter and the third proportional parameter, the first integral parameter is less than the second integral parameter and the third integral parameter, and the first derivative parameter is less than the second derivative parameter and the third derivative parameter.
According to the embodiment of the invention, the condition quantity deviation is considered to be continuously changed in the control process of the variable parameter closed-loop controller, so that when the condition quantity deviation is larger than or equal to the deviation lower limit and smaller than or equal to the deviation upper limit, and the gearbox is in a non-gear shifting state, the target control parameters are the first proportional parameter, the first integral parameter and the first differential parameter, and a weaker control effect is provided, so that the fluctuation value of the condition quantity is reduced, and when the condition quantity deviation is larger than the deviation upper limit or the condition deviation is smaller than the deviation lower limit, the larger second proportional parameter, the second integral parameter, the second differential parameter, the third proportional parameter, the third integral parameter and the third differential parameter are adopted, so that the condition quantity difference can be quickly eliminated, the following accuracy of the condition quantity is ensured, meanwhile, the frequent switching of a brake and an accelerator vehicle can be reduced, the stability and the comfort of the running of the commercial vehicle are ensured, and the oil saving effect is achieved to a certain extent.
Further, in the embodiment of the invention, when the gearbox is in a gear shifting state, the target control parameters comprise the fourth proportion parameter, the freezing integral parameter and the derivative parameter, so that the technical problem of damage to transmission parts caused by overlarge torque when the clutch is combined in the gear shifting process can be avoided, and the driving safety of the commercial vehicle is improved.
It should be noted that the upper deviation limit, the lower deviation limit, the proportional parameters, the derivative parameters and the integral parameters may be set or adjusted according to the actual application scenario, and are not limited herein.
In a specific embodiment of the invention, the vehicle real-time state quantity comprises a real-time position, a real-time speed and a real-time acceleration, the expected state quantity comprises an expected position, an expected speed and an expected acceleration, the state quantity deviation comprises a position deviation, a speed deviation and an acceleration deviation, the fixed parameter closed-loop controller is a position closed-loop controller, and the at least one variable parameter closed-loop controller comprises a speed closed-loop controller and an acceleration closed-loop controller.
It should be noted that, the control parameter setting process of the speed closed-loop controller and the acceleration closed-loop controller may include parameter steps S201 to S205, which are not described in detail herein.
In some embodiments of the present invention, as shown in fig. 3, step S103 includes:
s301, determining a speed compensation value based on a position closed-loop controller, a desired position and a real-time position;
s302, determining a target speed compensation value based on the speed compensation value and the expected speed, and determining an acceleration compensation value based on the speed closed-loop controller, the target speed compensation value and the real-time speed;
And S303, determining a target acceleration compensation value based on the acceleration compensation value and the expected acceleration, and determining a compensation driving force based on the acceleration closed-loop controller, the target acceleration compensation value and the real-time acceleration.
The embodiment of the invention compensates the expected speed by setting the speed compensation value and compensates the expected acceleration by setting the acceleration compensation value, so that the speed for eliminating the state quantity difference value can be further improved, namely the longitudinal control efficiency can be further improved.
If the longitudinal control mode is determined directly by the driving force of the wheel edge, frequent jump of acceleration at about 0 value will occur, that is, frequent switching of the throttle and brake control will be caused, and unstable driving process and frequent braking will be caused, for solving the above technical problems, in some embodiments of the present invention, as shown in fig. 4, step S104 includes:
s401, constructing a vehicle longitudinal dynamics model, and determining the driving force of the whole wheel edge based on the vehicle longitudinal dynamics model and the compensation driving force;
S402, determining the acceleration of the whole vehicle based on the driving force of the whole vehicle wheel edge;
S403, constructing an arbitration judgment condition, and determining a longitudinal control mode of the commercial vehicle based on the arbitration judgment condition and the whole vehicle acceleration.
The embodiment of the invention does not directly judge the acceleration of the whole vehicle to determine the longitudinal control mode, but determines the longitudinal control mode of the commercial vehicle based on the constructed arbitration judgment condition and the acceleration of the whole vehicle, avoids frequent switching of the accelerator and the brake, improves the stability of the vehicle in the running process, and reduces the oil consumption of the commercial vehicle.
In a specific embodiment of the present invention, the wheel rim driving force is:
Wherein F t is the required driving force of the whole wheel edge, G is the gravity of the whole vehicle in the vertical direction, namely the product of the mass m and the gravity acceleration, F is the rolling resistance coefficient, alpha is the road gradient, the actual input signal is the tangent value of the gradient, the arc tangent atan is required to be converted into the gradient, C D is the wind resistance coefficient, A is the windward area, u a is the vehicle speed, delta is the conversion coefficient of the rotating mass, and F fb is the compensation driving force.
In some embodiments of the present invention, the arbitration decision condition includes an acceleration switching value and a deceleration switching value, the acceleration switching value is greater than zero, and the deceleration switching value is less than zero, then step S403 includes:
When the acceleration of the whole vehicle is smaller than the deceleration switching value, the longitudinal control mode of the commercial vehicle is braking control;
when the acceleration of the whole vehicle is larger than the acceleration switching value, the longitudinal control mode of the commercial vehicle is traction control;
When the acceleration of the whole vehicle is larger than or equal to the deceleration switching value and smaller than or equal to the acceleration switching value, the longitudinal control mode of the commercial vehicle is kept unchanged.
The embodiment of the invention does not take zero value as the judgment standard of brake control and traction control, but takes acceleration switching value larger than zero and deceleration switching value smaller than zero as the judgment standard of brake control and traction control, namely, a deceleration hysteresis zone and an acceleration hysteresis zone are provided between 0-deceleration switching value and 0-acceleration switching value, thereby avoiding frequent switching of accelerator and brake, improving the stability in the running process of the vehicle and reducing the oil consumption of the commercial vehicle to a certain extent.
In an embodiment of the present invention, the deceleration switch value is-0.3 m/s 2 and the acceleration switch value is 0.3m/s 2.
It should be understood that the acceleration switching value and the deceleration switching value may be adjusted according to the actual application scenario and are not limited to the above values.
To ensure the accuracy of the determined accelerator opening, i.e. the accuracy of achieving the longitudinal control, in some embodiments of the present invention, as shown in fig. 5, step S105 includes:
s501, constructing a vehicle power transmission model, and determining engine demand torque based on the vehicle power transmission model and the whole wheel edge driving force;
S502, acquiring the current rotating speed of the engine, and determining a power curve of the engine at the current rotating speed of the engine based on an MAP (MAP) of the engine;
S503, obtaining the accelerator opening through engine demand torque interpolation based on a power curve.
In a specific embodiment of the present invention, a vehicle power transmission model is shown in FIG. 6, the vehicle power transmission model including a transaxle, a transmission, a clutch, and an engine.
According to the embodiment of the invention, the engine required torque is determined based on the constructed vehicle power transmission model, so that the accuracy of the determined engine required torque can be improved, and the accuracy of longitudinal control is further realized.
In a specific embodiment of the present invention, the engine demand torque is:
Wherein T req is the engine required torque, r is the wheel rolling radius of the commercial vehicle, i g is the current gear transmission ratio of the gearbox, and i 0 is the transmission ratio of the main reducer.
The engine power curve is stored in an engine MAP (MAP) table, and the engine MAP is queried based on the current rotation speed of the transmitter and the required torque of the engine to obtain the engine power curve in step S502.
In order to better implement the automatic longitudinal control method for the commercial vehicle according to the embodiment of the present invention, correspondingly, the embodiment of the present invention further provides an automatic longitudinal control system for the commercial vehicle based on the automatic longitudinal control method for the commercial vehicle, as shown in fig. 7, the automatic longitudinal control system 700 for the commercial vehicle includes:
a real-time state quantity acquisition unit 701, configured to acquire a vehicle real-time state quantity of a commercial vehicle;
The closed-loop controller parameter determining unit 702 is configured to construct a fixed-parameter closed-loop controller and at least one variable-parameter closed-loop controller, and set a target control parameter of the variable-parameter closed-loop controller based on a state quantity deviation of a real-time state quantity of the vehicle from an expected state quantity and a gear box shift state of the commercial vehicle;
A compensation driving force determination unit 703 for determining a compensation driving force of the commercial vehicle based on the constant parameter closed-loop controller and the at least one variable parameter closed-loop controller;
A longitudinal control mode arbitration unit 704, configured to determine a wheel side driving force based on the compensation driving force, and determine a longitudinal control mode of the commercial vehicle based on the wheel side driving force, where the longitudinal control mode is traction control and braking control;
A longitudinal acceleration control unit 705 for determining an engine demand torque based on the whole wheel side driving force and an accelerator opening based on the engine demand torque when longitudinal control of the commercial vehicle is traction control, and controlling longitudinal acceleration of the commercial vehicle based on the accelerator opening;
And a longitudinal deceleration control unit 706 for controlling longitudinal deceleration of the commercial vehicle by requesting braking deceleration by wire when longitudinal control of the commercial vehicle is braking control.
The technical solution described in the embodiment of the automatic driving longitudinal control method for a commercial vehicle may be implemented by the automatic driving longitudinal control system 700 for a commercial vehicle provided in the foregoing embodiment, and the specific implementation principle of each module or unit may refer to the corresponding content in the embodiment of the automatic driving longitudinal control method for a commercial vehicle, which is not described herein again.
As shown in fig. 8, the present invention also correspondingly provides a vehicle 800. The vehicle 800 includes a processor 801, a memory 802, and a display 803. Fig. 8 shows only some of the components of the vehicle 800, but it should be understood that not all of the illustrated components are required to be implemented and that more or fewer components may be implemented instead.
The processor 801 may in some embodiments be a central processing unit (Central Processing Unit, CPU), microprocessor or other data processing chip for executing program code or processing data stored in the memory 802, such as the commercial vehicle autopilot longitudinal control method of the present invention.
In some embodiments, the processor 801 may be a single server or a group of servers. The server farm may be centralized or distributed. In some embodiments, the processor 801 may be local or remote. In some embodiments, the processor 801 may be implemented in a cloud platform. In an embodiment, the cloud platform may include a private cloud, a public cloud, a hybrid cloud, a community cloud, a distributed cloud, an inter-internal, multiple clouds, or the like, or any combination thereof.
The memory 802 may be an internal storage unit of the vehicle 800 in some embodiments, such as a hard disk or memory of the vehicle 800. The memory 802 may also be an external storage device of the vehicle 800 in other embodiments, such as a plug-in hard disk equipped on the vehicle 800, a smart memory card (SMART MEDIA CARD, SMC), a Secure Digital (SD) card, a flash memory card (FLASH CARD), or the like.
Further, the memory 802 may also include both internal storage units and external storage devices of the vehicle 800. The memory 802 is used to store application software and various types of data for installing the vehicle 800.
The display 803 may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, an OLED (Organic Light-Emitting Diode) touch, or the like in some embodiments. The display 803 is for displaying information at the vehicle 800 and for displaying a visual user interface. The components 801-803 of the vehicle 800 communicate with each other via a system bus.
In some embodiments of the present invention, when the processor 801 executes the commercial vehicle autopilot longitudinal control program in the memory 802, the following steps may be implemented:
Acquiring a vehicle real-time state quantity of a commercial vehicle;
Constructing a fixed-parameter closed-loop controller and at least one variable-parameter closed-loop controller, and setting target control parameters of the variable-parameter closed-loop controller based on state quantity deviation of a real-time state quantity and an expected state quantity of a vehicle and a gear box shifting state of a commercial vehicle;
Determining a compensating driving force of the commercial vehicle based on the fixed parameter closed-loop controller and the at least one variable parameter closed-loop controller;
Determining the driving force of the whole wheel edge based on the compensation driving force, and judging the longitudinal control mode of the commercial vehicle based on the driving force of the whole wheel edge, wherein the longitudinal control mode is traction control and braking control;
when the longitudinal control of the commercial vehicle is traction control, determining an engine demand torque based on the driving force of the whole wheel edge, determining an accelerator opening based on the engine demand torque, and controlling the longitudinal acceleration of the commercial vehicle based on the accelerator opening;
When the longitudinal control of the commercial vehicle is brake control, the brake deceleration is requested through the line control, and the longitudinal deceleration of the commercial vehicle is controlled.
It will be appreciated that the processor 801, when executing the commercial vehicle autopilot longitudinal control program in the memory 802, may perform other functions in addition to the above, see in particular the description of the related method embodiments above.
Correspondingly, the embodiment of the application also provides a computer readable storage medium, and the computer readable storage medium is used for storing a computer readable program or instruction, and when the program or instruction is executed by a processor, the steps or functions in the automatic driving longitudinal control method for the commercial vehicle provided by the embodiments of the method can be realized.
Those skilled in the art will appreciate that all or part of the flow of the methods of the embodiments described above may be accomplished by way of a computer program stored in a computer readable storage medium to instruct related hardware (e.g., a processor, a controller, etc.). The computer readable storage medium is a magnetic disk, an optical disk, a read-only memory or a random access memory.
The foregoing has described in detail the method, system, vehicle and storage medium for controlling automatic driving of commercial vehicle, and specific examples have been used herein to illustrate the principles and embodiments of the present invention, and the above examples are only for aiding in understanding the method and core idea of the present invention; meanwhile, as those skilled in the art will have variations in the specific embodiments and application scope in light of the ideas of the present invention, the present description should not be construed as limiting the present invention.
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| JP2022014672A (en) * | 2020-07-07 | 2022-01-20 | マツダ株式会社 | Vehicle drive system |
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| CN106286814B (en) * | 2016-10-28 | 2018-02-13 | 安徽江淮汽车集团股份有限公司 | A kind of oil-filled control method of wet-type dual-clutch and system |
| US11820377B2 (en) * | 2021-10-18 | 2023-11-21 | Continental Automotive Systems, Inc. | Longitudinal control feedback compensation during brake-to-steer |
| CN114987479B (en) * | 2022-05-31 | 2025-04-15 | 中国第一汽车股份有限公司 | A transfer case anti-lock braking control method |
| CN116443019A (en) * | 2023-03-31 | 2023-07-18 | 重庆长安汽车股份有限公司 | Driver demand torque analysis method, device, vehicle, equipment and medium |
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| CN111267638A (en) * | 2020-01-21 | 2020-06-12 | 浙江吉利新能源商用车集团有限公司 | Control method, system, equipment and medium for commercial vehicle driving under mountain road working condition |
| JP2022014672A (en) * | 2020-07-07 | 2022-01-20 | マツダ株式会社 | Vehicle drive system |
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