CN117533319A - Vehicle longitudinal control method and device, vehicle and storage medium - Google Patents

Abstract

The present disclosure relates to a vehicle longitudinal control method, a vehicle longitudinal control device, a vehicle and a storage medium. The method comprises the following steps: receiving a longitudinal control request for the vehicle, the longitudinal control request including an input control amount; determining a first output torque according to the input control amount; acquiring the resistance torque of the vehicle; compensating the first output torque according to the resistance torque to obtain a second output torque; and controlling the motor operation of the vehicle according to the second output torque to longitudinally control the vehicle. The first output torque is obtained through the longitudinal control request, then, the resistance torque of the vehicle is obtained, the first output torque is compensated according to the resistance torque of the vehicle, the second output torque is obtained, the motor operation of the vehicle is controlled according to the second output torque, and the vehicle is longitudinally controlled, so that the influence of the resistance of the vehicle on the longitudinal movement of the vehicle in the running process can be compensated, the second output torque can be accurately and rapidly obtained, and the longitudinal control effect of the vehicle is improved.

Description

Vehicle longitudinal control method, device, vehicle and storage medium

Technical field

The present disclosure relates to the field of vehicle control technology, and in particular, to a vehicle longitudinal control method, device, vehicle and storage medium.

Background technique

Vehicle Longitudinal Control (VLC) refers to the acceleration and deceleration control of the vehicle in a straight line. In related technologies, the VLC system will perform open-loop or closed-loop control based on the deviation between the target acceleration and the actual acceleration of the vehicle to Obtain the torque required to achieve the target acceleration, and then send the torque to the drive unit or braking unit to achieve longitudinal control of the vehicle.

However, during actual driving, the vehicle will be affected by environmental factors such as slopes and wind, and its actual acceleration is not stable. As a result, the deviation between the target acceleration and the actual acceleration cannot be quickly converged, making it difficult for the VLC system to accurately and quickly obtain the desired acceleration. The torque required for the target acceleration affects the longitudinal control effect of the vehicle.

Contents of the invention

In order to overcome the problems existing in related technologies, the present disclosure provides a vehicle longitudinal control method, device, vehicle and storage medium.

According to a first aspect of an embodiment of the present disclosure, a vehicle longitudinal control method is provided, including:

receiving a longitudinal control request for the vehicle, the longitudinal control request including an input control quantity, the input control quantity including a target acceleration and/or a target speed of the vehicle;

Determine the first output torque according to the input control quantity;

Obtain the resistance torque of the vehicle;

Compensate the first output torque according to the resistance torque to obtain a second output torque;

The motor operation of the vehicle is controlled according to the second output torque to perform longitudinal control of the vehicle.

Optionally, obtaining the resistance torque of the vehicle includes:

Obtain the actual speed and actual motor torque of the vehicle at the current moment;

Determine the acceleration of the vehicle based on the actual speed at the current time and the actual speed at the previous time of the current time;

The resistance torque is predicted based on the acceleration, the mass of the vehicle, and the actual motor torque at the current moment.

Optionally, predicting the resistance torque based on the acceleration, the mass of the vehicle, and the actual motor torque at the current moment includes:

Predict the predicted speed and predicted torque of the vehicle at the current moment based on the acceleration, the mass of the vehicle, and the actual motor torque at the current moment;

Determine the torque compensation amount according to the first speed deviation; wherein the first speed deviation is the difference between the predicted speed and the actual speed at the current moment;

The predicted torque is compensated according to the torque compensation amount to obtain the resistance torque.

Optionally, the input control quantity includes target acceleration, and determining the first output torque according to the input control quantity includes:

Using the target acceleration as the control input and the vehicle's output torque as the controlled object, feedforward control is performed on the vehicle to obtain the first output torque.

Optionally, the input control variable includes a target speed, and determining the first output torque according to the input control variable includes:

Using the target speed as the control input and the vehicle's output torque as the controlled object, feedback control is performed on the vehicle to obtain the first output torque.

Optionally, using the target speed as the control input and the vehicle's output torque as the controlled object, performing feedback control on the vehicle to obtain the first output torque includes:

Perform proportional control on the second speed deviation to obtain proportional control torque; wherein the second speed deviation is the difference between the target speed and the actual speed at the previous moment of the current moment;

Perform integral control on the third speed deviation to obtain an integral control torque; wherein the third speed deviation is the difference between the target speed and the actual speed at the current moment;

The sum of the proportional control torque and the integral control torque is determined as the first output torque.

Optionally, the first output torque is compensated according to the resistance torque to obtain the second output torque, including:

Compensate the first output torque according to the resistance torque to obtain a synthetic torque;

Determine the motor capacity limit torque according to the motor status of the vehicle;

Determine battery capacity limiting torque based on the battery status of the vehicle;

The minimum value among the synthetic torque, the motor capacity limiting torque, and the battery capacity limiting torque is determined as the second output torque.

According to a second aspect of an embodiment of the present disclosure, a vehicle longitudinal control device is provided, including:

a request receiving module configured to receive a longitudinal control request for the vehicle, the longitudinal control request including an input control quantity, the input control quantity including the target acceleration and/or target speed of the vehicle;

A first acquisition module configured to determine the first output torque according to the input control quantity;

a second acquisition module configured to acquire the resistance torque of the vehicle;

a third acquisition module configured to compensate the first output torque according to the resistance torque to obtain a second output torque;

A control module configured to control operation of an electric motor of the vehicle according to the second output torque to perform longitudinal control of the vehicle.

According to a third aspect of embodiments of the present disclosure, a vehicle is provided, including:

processor;

Memory used to store instructions executable by the processor;

Wherein, the processor is configured as:

receiving a longitudinal control request for the vehicle, the longitudinal control request including an input control quantity, the input control quantity including a target acceleration and/or a target speed of the vehicle;

Determine the first output torque according to the input control quantity;

Obtain the resistance torque of the vehicle;

Compensate the first output torque according to the resistance torque to obtain a second output torque;

The motor operation of the vehicle is controlled according to the second output torque to perform longitudinal control of the vehicle.

According to a fourth aspect of the embodiments of the present disclosure, there is provided a computer-readable storage medium on which computer program instructions are stored. When the program instructions are executed by a processor, the steps of the vehicle longitudinal control method provided by the first aspect of the present disclosure are implemented. .

The technical solution provided by the embodiments of the present disclosure may include the following beneficial effects: obtain the first output torque through longitudinal control request, then obtain the resistance torque of the vehicle, and compensate the first output torque according to the resistance torque of the vehicle to obtain the second output torque. output torque, and then control the motor operation of the vehicle according to the second output torque to perform longitudinal control of the vehicle. In this way, the impact of the resistance on the longitudinal motion of the vehicle during driving can be compensated, so that the vehicle's longitudinal motion can be accurately and quickly obtained. The second output torque improves the longitudinal control effect of the vehicle.

It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only, and do not limit the present disclosure.

Description of drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the disclosure and together with the description, serve to explain the principles of the disclosure.

Figure 1 is a flow chart of a vehicle longitudinal control method according to an exemplary embodiment.

FIG. 2 is a flow chart of a feedback control method according to an exemplary embodiment.

FIG. 3 is a flowchart illustrating a method of predicting the drag torque of a vehicle according to an exemplary embodiment.

FIG. 4 is a flowchart of another vehicle longitudinal control method according to an exemplary embodiment.

FIG. 5 is a block diagram of a vehicle longitudinal control device according to an exemplary embodiment.

FIG. 6 is a block diagram of a vehicle according to an exemplary embodiment.

Detailed ways

Exemplary embodiments will be described in detail herein, examples of which are illustrated in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings refer to the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with aspects of the disclosure as detailed in the appended claims.

It should be noted that all actions to obtain signals, information or data in this application are performed under the premise of complying with the corresponding data protection regulations and policies of the location and with authorization from the owner of the corresponding device.

Advanced Driver Assistance Systems (ADAS) can assist users in vehicle driving, effectively increasing the comfort and safety of the driving process. Among them, functions such as Adaptive Cruise Control (ACC), Lane Centering Control (LCC), Navigate on Autopilot (NOA), and Auto Parking Assist (APA) are all required Longitudinal control of the vehicle.

Vehicle Longitudinal Control (VLC) refers to the acceleration and deceleration control of the vehicle in a straight line, and is a power execution and distribution unit in the automatic driving system. At present, the architecture of the autonomous driving system can include perception, decision-making, control and execution parts. Among them, the perception system can obtain the target distance; the decision-making and control system can obtain the target speed and target acceleration of the vehicle; the execution system (i.e. VLC system) can obtain the target distance according to the The target acceleration calculates the required braking torque or driving torque, and sends the braking torque or driving torque to the driving unit or braking unit of the vehicle to achieve longitudinal driving or braking of the vehicle.

However, during actual driving, the vehicle will be affected by the resistance caused by environmental factors such as slopes and wind, causing the actual acceleration of the vehicle to be unstable, making the deviation between the target acceleration and the actual acceleration unable to converge quickly. According to the calculated theory The torque cannot meet the actual demand and needs to be continuously adjusted through feedback control to obtain the final torque for driving the motor. Therefore, it is difficult for the VLC system to obtain the torque accurately and quickly, which affects the longitudinal control effect of the vehicle.

In addition, the actual acceleration of the vehicle cannot be obtained directly. It is usually necessary to obtain the wheel speed or vehicle speed of the vehicle first, and then perform differential calculation on the wheel speed or vehicle speed to obtain the actual acceleration. There is a certain degree of response lag. Therefore, in related technologies, Longitudinal control based on the deviation between actual acceleration and target acceleration has poor timeliness.

To this end, the present disclosure provides a vehicle longitudinal control method, device, vehicle, and storage medium. Specific embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings.

Figure 1 is a flow chart of a vehicle longitudinal control method according to an exemplary embodiment. As shown in Figure 1, the vehicle longitudinal control method is used in a vehicle and includes the following steps:

S101: A longitudinal control request for the vehicle is received. The longitudinal control request includes an input control quantity, and the input control quantity includes the target acceleration and/or target speed of the vehicle.

In one embodiment of the present disclosure, the longitudinal control request can be divided into braking control and driving control, that is, controlling the vehicle deceleration or controlling the vehicle acceleration. The longitudinal control can be obtained according to the input control amount in the longitudinal control request. The corresponding torque is requested so that the vehicle achieves the corresponding deceleration or acceleration purpose, wherein the input control quantity may include the target acceleration and/or target speed of the vehicle.

For example, the target acceleration and target speed can be calculated by the decision-making and control system in the automatic driving system.

S102: Determine the first output torque according to the input control quantity.

In an embodiment of the present disclosure, feedforward control and/or feedback control can be performed on the vehicle according to the input control quantity to obtain the first output torque.

S103: Obtain the resistance torque of the vehicle.

In one embodiment of the present disclosure, the resistance torque refers to the torque required by the vehicle to cope with slopes, wind resistance, rolling resistance or other resistance forces. The drag torque of the vehicle can be predicted by the Romberg observer.

S104: Compensate the first output torque according to the resistance torque to obtain the second output torque.

In one embodiment of the present disclosure, the first output torque is compensated according to the resistance torque, that is, the resistance torque is summed with the first output torque, which can compensate for the impact of the resistance on the vehicle's longitudinal motion, and thus can quickly and accurately to obtain the second output torque.

S105: Control the motor operation of the vehicle according to the second output torque to perform longitudinal control of the vehicle.

In an embodiment of the present disclosure, the motor of the vehicle is controlled to operate and output the second output torque to perform longitudinal control of the vehicle, thereby achieving the speed or acceleration change target required in the longitudinal control request.

The technical solution provided by the embodiments of the present disclosure may include the following beneficial effects: obtain the first output torque through longitudinal control request, then obtain the resistance torque of the vehicle, and compensate the first output torque according to the resistance torque of the vehicle to obtain the second output torque. output torque, and then control the motor operation of the vehicle according to the second output torque to perform longitudinal control of the vehicle. In this way, the impact of the resistance on the longitudinal motion of the vehicle during driving can be compensated, so that the vehicle's longitudinal motion can be accurately and quickly obtained. The second output torque improves the longitudinal control effect of the vehicle.

As an optional implementation, the input control quantity includes the target acceleration. S102 may include: using the target acceleration as the control input quantity and the vehicle's output torque as the controlled object, performing feedforward control on the vehicle to obtain the first output torque. .

In one embodiment of the present disclosure, feedforward control is an open-loop control method that can directly control the controlled object according to the control input quantity. In the present disclosure, the target acceleration is used as the control input quantity, the output torque is used as the controlled object, and the first output torque is obtained through feedforward control.

For example, the first output torque T ₁ is calculated through the following relationship:

T ₁ =m×AxTar×WheelRadius

Among them, m is the mass of the vehicle, m = (unladen mass of the vehicle + fully loaded mass of the vehicle)/2, AxTar is the target acceleration, and WheelRadius is the rolling radius of the wheel.

As an optional implementation, the input control quantity includes the target speed. S102 may include: using the target speed as the control input quantity and the vehicle's output torque as the controlled object, performing feedback control on the vehicle to obtain the first output torque.

In one embodiment of the present disclosure, feedback control is a closed-loop control method that can control the controlled object based on the deviation between the current state of the control parameter and the desired state (ie, the control input quantity). In the present disclosure, the target speed is used as the control input quantity, the output torque is used as the controlled object, and feedback control is performed based on the deviation between the target speed and the actual speed to obtain the first output torque. Since the actual speed of the vehicle can be directly measured by sensors and other equipment and can be obtained accurately and in real time, the acceleration of the vehicle needs to be calculated and cannot be measured directly. Therefore, using the target speed as a control input for feedback control can avoid The response lag caused by feedback control using target acceleration as the control target can improve the timeliness of vehicle longitudinal control.

As an optional implementation, using the target speed as the control input and the vehicle's output torque as the controlled object, feedback control is performed on the vehicle to obtain the first output torque, including: proportional control of the second speed deviation, Obtain proportional control torque; where, the second speed deviation is the difference between the target speed and the actual speed at the previous moment; perform integral control on the third speed deviation to obtain the integral control torque; where, the third speed deviation is the target speed The difference from the actual speed at the current moment; the sum of the proportional control torque and the integral control torque is determined as the first output torque.

FIG. 2 is a flow chart of a feedback control method according to an exemplary embodiment. As shown in Figure 2, feedback control includes two parts: proportional control and integral control. The input of the proportional control part is the target speed and the actual speed at the previous moment of the current moment. The output proportional control torque is the same as the second speed deviation (i.e. The target speed is proportional to the difference between the actual speed of the current moment and the previous moment); the input of the integral control part is the target speed and the actual speed of the current moment, and the output integral control torque is the third speed deviation (that is, the target speed and the current moment is proportional to the integral of the actual speed difference), and the sum of the proportional control torque and the integral control torque is the first output torque.

Specifically, the proportional control torque T _p is obtained through the following relationship:

T _p =K _p ×(VxTar-VxAct _k-1 )×dt

Among them, K _p is the proportional coefficient, VxTar is the target speed, VxAct _k-1 is the actual speed at the previous moment of the current moment, and dt is the operation period;

Then, the integral control torque _Ti is obtained through the following relationship:

T _i =K _i ×(VxTar-VxAct)×dt

Among them, K _i is the integration coefficient and VxAct is the actual speed at the current moment;

Finally, the first output torque T ₁ is obtained through the following relationship:

T ₁ =T _p +T _i

In another optional implementation, the first output torque may be the sum of the first output torque generated by feedforward control and the first output torque generated by feedback control.

As an optional implementation, S103 may include: obtaining the actual speed and actual motor torque of the vehicle at the current moment; determining the acceleration of the vehicle based on the actual speed at the current moment and the actual speed at the previous moment of the current moment; , the mass of the vehicle and the actual motor torque at the current moment, the resistance torque is predicted.

In an embodiment of the present disclosure, the drag torque of the vehicle can be predicted by a Luenberger observer. Romberg observer is a typical state observer, which can estimate the state signal of the system that cannot be directly measured based on the measurable output signal of the system. Therefore, the actual speed of the vehicle at the current moment and the actual motor torque are input to Romberg The observer can accurately predict the resistance torque.

Specifically, the Romberg observer is initialized based on the actual speed of the vehicle at the current moment and the actual motor torque, and then the resistance torque is predicted based on the acceleration of the vehicle, the mass of the vehicle, and the actual motor torque at the current moment.

It can be understood that the acceleration of the vehicle is the difference between the actual speed at the current moment and the actual speed at the previous moment, and the quotient of the time interval between the current moment and the previous moment, that is:

Among them, a is the acceleration, ΔVxAct is the difference between the actual speed at the current time and the actual speed at the previous time of the current time, and Δt is the time interval between the current time and the previous time.

As an optional implementation, predicting the resistance torque according to the acceleration, the mass of the vehicle and the actual motor torque at the current moment includes: predicting the resistance torque of the vehicle at the current moment according to the acceleration, the mass of the vehicle and the actual motor torque at the current moment. The predicted speed and predicted torque; determine the torque compensation amount according to the first speed deviation; where the first speed deviation is the difference between the predicted speed and the actual speed at the current moment; compensate the predicted torque according to the torque compensation amount to obtain the resistance torque.

In one embodiment of the present disclosure, the predicted speed and predicted torque of the vehicle at the current moment are predicted based on the acceleration, the mass of the vehicle, and the actual motor torque at the current moment.

For example, the predicted torque T _Load is obtained through the following relationship:

Among them, _TM is the actual motor torque at the current moment;

Then, the predicted speed VxPre is obtained through the following relationship:

VxPre＝VxAct _k-1 +a×dt

In one embodiment of the present disclosure, the torque compensation amount is determined based on the first speed deviation (ie, the difference between the predicted speed and the actual speed at the current moment), and then the predicted torque is compensated based on the torque compensation amount to obtain the resistance torque.

Specifically, the first speed deviation is first used as the torque compensation amount, that is, the torque compensation amount is the same as the first speed deviation. Then, when the torque compensation amount satisfies the torque compensation condition, the predicted torque is calculated based on the torque compensation amount. Compensation is performed by summing the torque compensation amount and the predicted torque to obtain the corrected torque.

For example, the torque compensation condition may be that the torque compensation amount is within a preset torque compensation range. For example, the torque compensation range may be [5, 60].

Further, the above-mentioned corrected torque is used as the actual motor torque at the current moment. According to the acceleration, the mass of the vehicle and the corrected torque, the predicted speed and predicted torque of the vehicle at the current moment are again predicted, and the above steps are repeated until the torque is compensated. If the torque does not meet the torque compensation conditions, the predicted torque at this time is determined as the vehicle's resistance torque.

FIG. 3 is a flowchart illustrating a method of predicting the drag torque of a vehicle according to an exemplary embodiment. As shown in Figure 3, the Romberg observer is first initialized based on the actual speed of the vehicle at the current moment and the actual motor torque; then, the aforementioned embodiment is executed based on the acceleration of the vehicle, the mass of the vehicle, and the actual motor torque at the current moment. According to the method in For resistance torque prediction, the above steps are repeated until the torque compensation amount does not meet the torque compensation conditions, and the predicted torque is determined as the resistance torque of the vehicle, where Z in Figure 3 is the state transfer parameter.

As an optional implementation, S104 may include: compensating the first output torque according to the resistance torque to obtain a synthetic torque; determining the motor capacity limit torque according to the motor status of the vehicle; determining the battery capacity limit according to the battery status of the vehicle Torque; determine the minimum value among the synthetic torque, the motor capacity limiting torque and the battery capacity limiting torque as the second output torque.

In an embodiment of the present disclosure, the first output torque is compensated according to the resistance torque, that is, the resistance torque and the first output torque are added to obtain a resultant torque.

Then, according to the motor status of the vehicle, the maximum torque that the motor can provide is determined, that is, the motor capability limit torque. The motor capability limit torque can be used to indicate that the torque does not exceed the capability range of the motor. For example, the motor capacity limiting torque can be calculated based on the motor's discharge power, generated power, motor efficiency, and motor speed.

Then, according to the battery status of the vehicle, the maximum torque that the current energy of the battery can provide is determined, that is, the battery capacity limiting torque. The battery capacity limiting torque can be used to indicate that the torque does not exceed the battery's capacity range to avoid excessive discharge of the battery and inability to operate the vehicle. Meet vehicle needs. For example, the battery capacity limiting torque can be calculated based on the battery voltage, motor efficiency, and motor speed.

Finally, the second output torque is arbitrated, that is, the minimum value among the synthetic torque, the motor capacity limit torque and the battery capacity limit torque is determined as the second output torque, so that the second output torque does not exceed the limit of any limiting factor. range to ensure vehicle driving safety.

FIG. 4 is a flowchart of another vehicle longitudinal control method according to an exemplary embodiment. As shown in Figure 4, first use the target acceleration as the control input, perform feedforward control on the vehicle, and obtain the first output torque of the feedforward control output; and perform resistance torque based on the actual speed at the current moment and the actual motor torque at the current moment. Predict, execute the method in the aforementioned embodiment to determine the resistance torque; and use the target speed as the control input quantity to perform feedback control on the vehicle to obtain the first output torque of the feedback control output; then, use the first output of the feedforward control output The sum of torque, resistance torque and the first output torque of the feedback control output is determined as the synthetic torque, and the second output torque is arbitrated according to the synthetic torque, the motor capacity limit torque, and the battery capacity limit torque to obtain the second output torque, and The operation of the motor is controlled according to the second output torque to achieve longitudinal control of the vehicle.

Figure 5 is a block diagram of a vehicle longitudinal control device according to an exemplary embodiment. Referring to FIG. 5 , the vehicle longitudinal control device 200 may include a request receiving module 201 , a first acquisition module 202 , a second acquisition module 203 , a third acquisition module 204 and a control module 205 .

The request receiving module 201 is configured to receive a longitudinal control request for the vehicle, the longitudinal control request includes an input control quantity, the input control quantity includes the target acceleration and/or target speed of the vehicle;

The first acquisition module 202 is configured to determine the first output torque according to the input control quantity;

The second acquisition module 203 is configured to acquire the resistance torque of the vehicle;

The third acquisition module 204 is configured to compensate the first output torque according to the resistance torque to obtain a second output torque;

The control module 205 is configured to control the motor operation of the vehicle according to the second output torque to perform longitudinal control of the vehicle.

The technical solution provided by the embodiments of the present disclosure may include the following beneficial effects: obtain the first output torque through longitudinal control request, then obtain the resistance torque of the vehicle, and compensate the first output torque according to the resistance torque of the vehicle to obtain the second output torque. output torque, and then control the motor operation of the vehicle according to the second output torque to perform longitudinal control of the vehicle. In this way, the impact of the resistance on the longitudinal motion of the vehicle during driving can be compensated, so that the vehicle's longitudinal motion can be accurately and quickly obtained. The second output torque improves the longitudinal control effect of the vehicle.

Optionally, the second acquisition module 203 includes:

The first acquisition sub-module is configured to acquire the actual speed and actual motor torque of the vehicle at the current moment;

The second acquisition submodule is configured to determine the acceleration of the vehicle based on the actual speed at the current time and the actual speed at the previous time of the current time;

The first prediction sub-module is configured to predict the resistance torque based on the acceleration, the mass of the vehicle, and the actual motor torque at the current moment.

Optionally, the first prediction sub-module includes:

The second prediction submodule is configured to predict the predicted speed and predicted torque of the vehicle at the current moment based on the acceleration, the mass of the vehicle, and the actual motor torque at the current moment;

The third acquisition sub-module is configured to determine the torque compensation amount according to the first speed deviation; wherein the first speed deviation is the difference between the predicted speed and the actual speed at the current moment;

The fourth acquisition sub-module is configured to compensate the predicted torque according to the torque compensation amount to obtain the resistance torque.

Optionally, the first acquisition module 202 includes:

The fifth acquisition sub-module is configured to use the target acceleration as the control input quantity and the output torque of the vehicle as the controlled object to perform feedforward control on the vehicle to obtain the first output torque.

Optionally, the first acquisition module 202 includes:

The sixth acquisition sub-module is configured to use the target speed as a control input quantity and the output torque of the vehicle as a controlled object to perform feedback control on the vehicle to obtain the first output torque.

Optionally, the sixth acquisition sub-module includes:

The proportional control submodule is configured to perform proportional control on the second speed deviation to obtain the proportional control torque; wherein the second speed deviation is the difference between the target speed and the actual speed at the previous moment of the current moment;

The integral control submodule is configured to perform integral control on the third speed deviation to obtain the integral control torque; wherein the third speed deviation is the difference between the target speed and the actual speed at the current moment;

A seventh acquisition sub-module is configured to determine the sum of the proportional control torque and the integral control torque as the first output torque.

Optionally, the third acquisition module 204 includes:

An eighth acquisition sub-module is configured to compensate the first output torque according to the resistance torque to obtain a synthetic torque;

The ninth acquisition sub-module is configured to determine the motor capacity limit torque according to the motor status of the vehicle;

A tenth acquisition sub-module configured to determine the battery capacity limiting torque according to the battery status of the vehicle;

An eleventh acquisition sub-module is configured to determine the minimum value of the synthetic torque, the motor capacity limiting torque, and the battery capacity limiting torque as the second output torque.

Regarding the devices in the above embodiments, the specific manner in which each module performs operations has been described in detail in the embodiments related to the method, and will not be described in detail here.

The present disclosure also provides a computer-readable storage medium on which computer program instructions are stored. When the program instructions are executed by a processor, the steps of the vehicle longitudinal control method provided by the present disclosure are implemented.

FIG. 6 is a block diagram of a vehicle 600 according to an exemplary embodiment. For example, vehicle 600 may be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicles. Vehicle 600 may be an autonomous vehicle.

Referring to FIG. 6 , vehicle 600 may include various subsystems, such as infotainment system 610 , perception system 620 , decision control system 630 , drive system 640 , and computing platform 650 . The vehicle 600 may also include more or fewer subsystems, and each subsystem may include multiple components. In addition, each subsystem and each component of the vehicle 600 can be interconnected in a wired or wireless manner.

In some embodiments, the infotainment system 610 may include a communication system, an entertainment system, a navigation system, etc.

The sensing system 620 may include several types of sensors for sensing information about the environment around the vehicle 600 . For example, the perception system 620 may include a global positioning system (the global positioning system may be a GPS system, a Beidou system, or other positioning systems), an inertial measurement unit (IMU), lidar, millimeter wave radar, or ultrasonic radar. and camera equipment.

The decision control system 630 may include a computing system, vehicle controller, steering system, throttle and braking system.

Drive system 640 may include components that provide powered motion for vehicle 600 . In one embodiment, drive system 640 may include an engine, energy source, drivetrain, and wheels. The engine may be one or a combination of an internal combustion engine, an electric motor, and an air compression engine. An engine converts energy provided by an energy source into mechanical energy.

Some or all functions of vehicle 600 are controlled by computing platform 650 . Computing platform 650 may include at least one processor 651 and memory 652, and processor 651 may execute instructions 653 stored in memory 652.

Processor 651 may be any conventional processor, such as a commercially available CPU. The processor may also include graphics processors (Graphic Process Unit, GPU), Field Programmable Gate Array (FPGA), System on Chip (SOC), Application Specific Integrated Circuit (ASIC). or a combination of them.

Memory 652 may be implemented by any type of volatile or non-volatile storage device, or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EEPROM), Programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic or optical disk.

In addition to the instructions 653, the memory 652 can also store data, such as road maps, route information, vehicle position, direction, speed and other data. Data stored in memory 652 may be used by computing platform 650.

In the embodiment of the present disclosure, the processor 651 can execute instructions 653 to complete all or part of the steps of the vehicle longitudinal control method described above.

In another exemplary embodiment, a computer program product is also provided, the computer program product comprising a computer program executable by a programmable device, the computer program having a function for performing the above when executed by the programmable device. The code part of the vehicle longitudinal control method.

Other embodiments of the disclosure will be readily apparent to those skilled in the art from consideration of the specification and practice of the disclosure. This application is intended to cover any variations, uses, or adaptations of the disclosure that follow the general principles of the disclosure and include common knowledge or customary technical means in the technical field that are not disclosed in the disclosure. . It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.

It is to be understood that the present disclosure is not limited to the precise structures described above and illustrated in the accompanying drawings, and various modifications and changes may be made without departing from the scope thereof. The scope of the disclosure is limited only by the appended claims.

Claims (10)

1. A vehicle longitudinal control method, characterized by comprising: receiving a longitudinal control request for the vehicle, the longitudinal control request including an input control quantity, the input control quantity including a target acceleration and/or a target speed of the vehicle; Determine the first output torque according to the input control quantity; Obtain the resistance torque of the vehicle; Compensate the first output torque according to the resistance torque to obtain a second output torque; The motor operation of the vehicle is controlled according to the second output torque to perform longitudinal control of the vehicle. 2. The method according to claim 1, characterized in that said obtaining the resistance torque of the vehicle includes: Obtain the actual speed and actual motor torque of the vehicle at the current moment; Determine the acceleration of the vehicle based on the actual speed at the current time and the actual speed at the previous time of the current time; The resistance torque is predicted based on the acceleration, the mass of the vehicle, and the actual motor torque at the current moment. 3. The method of claim 2, wherein predicting the resistance torque based on the acceleration, the mass of the vehicle and the actual motor torque at the current moment includes: Predict the predicted speed and predicted torque of the vehicle at the current moment based on the acceleration, the mass of the vehicle, and the actual motor torque at the current moment; Determine the torque compensation amount according to the first speed deviation; wherein the first speed deviation is the difference between the predicted speed and the actual speed at the current moment; The predicted torque is compensated according to the torque compensation amount to obtain the resistance torque. 4. The method according to claim 1, wherein the input control quantity includes target acceleration, and determining the first output torque according to the input control quantity includes: Using the target acceleration as the control input and the vehicle's output torque as the controlled object, feedforward control is performed on the vehicle to obtain the first output torque. 5. The method of claim 1, wherein the input control variable includes a target speed, and determining the first output torque according to the input control variable includes: Using the target speed as a control input and the vehicle's output torque as a controlled object, feedback control is performed on the vehicle to obtain the first output torque. 6. The method according to claim 5, characterized in that, using the target speed as a control input quantity and the output torque of the vehicle as a controlled object, feedback control is performed on the vehicle to obtain the The first output torque includes: Perform proportional control on the second speed deviation to obtain proportional control torque; wherein the second speed deviation is the difference between the target speed and the actual speed at the previous moment of the current moment; Perform integral control on the third speed deviation to obtain an integral control torque; wherein the third speed deviation is the difference between the target speed and the actual speed at the current moment; The sum of the proportional control torque and the integral control torque is determined as the first output torque. 7. The method of claim 1, wherein the step of compensating the first output torque according to the resistance torque to obtain the second output torque includes: Compensate the first output torque according to the resistance torque to obtain a synthetic torque; Determine the motor capacity limit torque according to the motor status of the vehicle; Determine battery capacity limiting torque based on the battery status of the vehicle; The minimum value among the synthetic torque, the motor capacity limiting torque, and the battery capacity limiting torque is determined as the second output torque. 8. A vehicle longitudinal control device, characterized in that it includes: a request receiving module configured to receive a longitudinal control request for the vehicle, the longitudinal control request including an input control quantity, the input control quantity including the target acceleration and/or target speed of the vehicle; A first acquisition module configured to determine the first output torque according to the input control quantity; a second acquisition module configured to acquire the resistance torque of the vehicle; a third acquisition module configured to compensate the first output torque according to the resistance torque to obtain a second output torque; A control module configured to control operation of an electric motor of the vehicle according to the second output torque to perform longitudinal control of the vehicle. 9. A vehicle, characterized in that it includes: processor; Memory used to store instructions executable by the processor; Wherein, the processor is configured as: receiving a longitudinal control request for the vehicle, the longitudinal control request including an input control quantity, the input control quantity including a target acceleration and/or a target speed of the vehicle; Determine the first output torque according to the input control quantity; Obtain the resistance torque of the vehicle; Compensate the first output torque according to the resistance torque to obtain a second output torque; The motor operation of the vehicle is controlled according to the second output torque to perform longitudinal control of the vehicle. 10. A computer-readable storage medium with computer program instructions stored thereon, characterized in that when the program instructions are executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.