CN119348612A - Vehicle longitudinal control method, device, equipment and computer readable storage medium - Google Patents
Vehicle longitudinal control method, device, equipment and computer readable storage medium Download PDFInfo
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Abstract
一种车辆纵向控制方法、装置、设备及计算机可读存储介质，涉及智能驾驶控制技术领域，包括获取自车的实时纵向加速度和实时横向加速度；基于所述实时纵向加速度和所述实时横向加速度确定出目标舒适度；当检测到所述目标舒适度位于目标舒适度范围外时，根据自车的实时车速和实时方向盘转角确定出目标驱动力；通过所述目标驱动力对所述实时纵向加速度进行更新，以得到目标纵向加速度，并基于所述目标纵向加速度对自车进行纵向控制。通过本申请可有效实现车辆的纵向控制，以提升驾乘舒适性。
A vehicle longitudinal control method, device, equipment and computer-readable storage medium, relating to the field of intelligent driving control technology, including obtaining the real-time longitudinal acceleration and real-time lateral acceleration of the vehicle; determining the target comfort based on the real-time longitudinal acceleration and the real-time lateral acceleration; when it is detected that the target comfort is outside the target comfort range, determining the target driving force according to the real-time vehicle speed and the real-time steering wheel angle of the vehicle; updating the real-time longitudinal acceleration by the target driving force to obtain the target longitudinal acceleration, and performing longitudinal control on the vehicle based on the target longitudinal acceleration. The longitudinal control of the vehicle can be effectively achieved through this application to improve driving comfort.
Description
Technical Field
The application relates to the technical field of intelligent driving control, in particular to a vehicle longitudinal control method, a vehicle longitudinal control device, a vehicle longitudinal control equipment and a computer readable storage medium.
Background
With the popularization of intelligent driving technology and the improvement of the acceptance of consumers to new technology, the sales volume of automobiles with auxiliary driving or automatic driving functions is rapidly increased, and the development of intelligent driving markets is further promoted. The intelligent driving assistance system comprises a longitudinal control system, a front vehicle speed control system and a rear vehicle speed control system, wherein the longitudinal control system is used as an important component of the intelligent driving assistance system, can monitor the distance between the front vehicle and the front vehicle in real time and automatically adjust the speed according to road and traffic conditions so as to keep a safe distance, can realize stable acceleration and deceleration of the vehicle by accurately controlling an accelerator and a brake so as to reduce the feeling of shock in the driving process and further improve the riding comfort, and also comprises a self-adaptive cruising function so as to automatically adjust the speed according to the speed of the front vehicle and keep the safe distance, thereby reducing the fatigue degree of a driver and improving the comfort of long-distance driving.
However, when the vehicle is taken over for cruise control under the following two scenes in the current intelligent driving, the problem of driving comfort often exists (1) when the vehicle is taken off a ramp from a highway, the current speed is often used for continuous voyage, but because the ramp curvature is smaller, if the vehicle is still continuous voyage at the current speed, the stability of the vehicle is poor when the ramp is turned, and phenomena such as severe shaking and sideslip are easy to occur, so that psychological panic of a driver and passengers can be caused, and (2) when the vehicle starts to start intelligent driving in situ, if the driver is in a direction of a larger angle (such as head drop in situ or the like) or the driving force of the vehicle is too large, the psychological panic of the driver and the passengers can be caused. It can be seen that how to effectively implement longitudinal control of a vehicle to improve driving comfort is a problem that needs to be solved currently.
Disclosure of Invention
The application provides a vehicle longitudinal control method, a device, equipment and a computer readable storage medium, which can effectively realize longitudinal control of a vehicle so as to improve driving comfort.
In a first aspect, an embodiment of the present application provides a vehicle longitudinal control method, including:
acquiring real-time longitudinal acceleration and real-time transverse acceleration of the self-vehicle;
Determining a target comfort level based on the real-time longitudinal acceleration and the real-time lateral acceleration;
When the target comfort level is detected to be outside the target comfort level range, determining a target driving force according to the real-time speed of the vehicle and the real-time steering wheel angle;
and updating the real-time longitudinal acceleration through the target driving force to obtain a target longitudinal acceleration, and longitudinally controlling the vehicle based on the target longitudinal acceleration.
With reference to the first aspect, in an implementation manner, the determining the target comfort level based on the real-time longitudinal acceleration and the real-time lateral acceleration includes:
Substituting the real-time longitudinal acceleration and the real-time lateral acceleration into a first calculation formula to obtain target comfort level, wherein the first calculation formula is as follows:
Where c represents the target comfort level, a x represents the real-time longitudinal acceleration, and a y represents the real-time lateral acceleration.
With reference to the first aspect, in an implementation manner, before the step when the target comfort level is detected to be outside the target comfort level range, the method further includes:
acquiring a target vehicle body type of the own vehicle and a current target driving mode;
And determining a target comfort level range according to the target vehicle body type, the target driving mode and a preset comfort level mapping relation, wherein the comfort level mapping relation comprises the corresponding relation among the vehicle type, the driving mode and the comfort level range.
With reference to the first aspect, in an implementation manner, the determining the target driving force according to the real-time vehicle speed and the real-time steering wheel angle of the vehicle includes:
screening out target driving force adjustment amounts corresponding to the real-time vehicle speed and the real-time steering wheel rotation angle based on a preset driving force mapping relation, wherein the driving force mapping relation comprises the corresponding relation between the driving force adjustment amounts and the vehicle speed and the steering wheel rotation angle;
And periodically updating the real-time driving force of the vehicle in a descending way based on the target driving force adjustment quantity so as to obtain the target driving force.
With reference to the first aspect, in an embodiment, the method further includes:
Executing the step of longitudinally controlling the own vehicle based on the target longitudinal acceleration when the real-time steering wheel angle is detected to be not smaller than a first steering wheel angle threshold;
And when the real-time steering wheel turning angle is detected to be not larger than a second steering wheel turning angle threshold value, the real-time longitudinal acceleration is not updated, and the second steering wheel turning angle threshold value is smaller than the first steering wheel turning angle threshold value.
With reference to the first aspect, in an embodiment, the method further includes:
acquiring a target vehicle body type of the own vehicle and a current target driving mode;
And determining a second steering wheel steering angle threshold according to the target vehicle body type, the target driving mode and a preset steering angle mapping relation, wherein the steering angle mapping relation comprises a corresponding relation among a vehicle type, a driving mode and the steering wheel steering angle threshold.
In a second aspect, an embodiment of the present application provides a vehicle longitudinal control apparatus including:
the data acquisition module is used for acquiring real-time longitudinal acceleration and real-time transverse acceleration of the self-vehicle;
A comfort level determination module for determining a target comfort level based on the real-time longitudinal acceleration and the real-time lateral acceleration;
the driving force determining module is used for determining a target driving force according to the real-time speed of the bicycle and the real-time steering wheel angle when the target comfort level is detected to be outside the target comfort level range;
And the longitudinal control module is used for updating the real-time longitudinal acceleration through the target driving force to obtain target longitudinal acceleration and longitudinally controlling the vehicle based on the target longitudinal acceleration.
With reference to the second aspect, in one embodiment, the comfort level determining module is specifically configured to:
Substituting the real-time longitudinal acceleration and the real-time lateral acceleration into a first calculation formula to obtain target comfort level, wherein the first calculation formula is as follows:
Where c represents the target comfort level, a x represents the real-time longitudinal acceleration, and a y represents the real-time lateral acceleration.
In combination with the second aspect, in one implementation manner, the data acquisition module is further configured to acquire a target vehicle body type of the own vehicle and a target driving mode where the own vehicle is currently located, and the comfort level determination module is further configured to determine a target comfort level range according to the target vehicle body type, the target driving mode and a preset comfort level mapping relationship, where the comfort level mapping relationship includes a correspondence relationship among a vehicle type, a driving mode and the comfort level range.
With reference to the second aspect, in one embodiment, the driving force determination module is specifically further configured to:
screening out target driving force adjustment amounts corresponding to the real-time vehicle speed and the real-time steering wheel rotation angle based on a preset driving force mapping relation, wherein the driving force mapping relation comprises the corresponding relation between the driving force adjustment amounts and the vehicle speed and the steering wheel rotation angle;
And periodically updating the real-time driving force of the vehicle in a descending way based on the target driving force adjustment quantity so as to obtain the target driving force.
With reference to the second aspect, in one embodiment, the longitudinal control module is further configured to:
Executing the step of longitudinally controlling the own vehicle based on the target longitudinal acceleration when the real-time steering wheel angle is detected to be not smaller than a first steering wheel angle threshold;
And when the real-time steering wheel turning angle is detected to be not larger than a second steering wheel turning angle threshold value, the real-time longitudinal acceleration is not updated, and the second steering wheel turning angle threshold value is smaller than the first steering wheel turning angle threshold value.
In combination with the second aspect, in one implementation manner, the data acquisition module is further configured to acquire a target vehicle body type of the self-vehicle and a target driving mode where the self-vehicle is currently located, and the longitudinal control module is further configured to determine a second steering wheel corner threshold according to the target vehicle body type, the target driving mode and a preset corner mapping relationship, where the corner mapping relationship includes a correspondence relationship among a vehicle type, a driving mode and the steering wheel corner threshold.
In a third aspect, an embodiment of the present application provides a vehicle longitudinal control apparatus, including a processor, a memory, and a vehicle longitudinal control program stored on the memory and executable by the processor, wherein the vehicle longitudinal control program, when executed by the processor, implements the steps of the vehicle longitudinal control method as described above.
In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium having a vehicle longitudinal control program stored thereon, wherein the vehicle longitudinal control program, when executed by a processor, implements the steps of a vehicle longitudinal control method as described above.
The technical scheme provided by the embodiment of the application has the beneficial effects that:
When the target comfort level is detected to be out of the range of the target comfort level, the current riding comfort level is poorer, the target driving force is determined according to the real-time speed and the real-time steering wheel angle of the self-vehicle, the real-time longitudinal acceleration is updated through the target driving force to adjust the riding comfort level, and finally the self-vehicle is effectively longitudinally controlled based on the updated target longitudinal acceleration, so that the riding comfort level can be improved. Therefore, the longitudinal control of the intelligent driving cruising is automatically adjusted from the riding comfort dimension, so that the control of the intelligent driving is more close to and accords with manual driving, and the riding comfort can be effectively improved.
Drawings
FIG. 1 is a schematic flow chart of an embodiment of a vehicle longitudinal control method according to the present application;
FIG. 2 is a schematic diagram of a refinement flow chart of step S30 in FIG. 1 according to the present application;
fig. 3 is a diagram showing a driving force map involved in an embodiment of the present application;
FIG. 4 is a schematic diagram of functional modules of an embodiment of a vehicle longitudinal control apparatus according to the present application;
fig. 5 is a schematic hardware configuration diagram of a vehicle longitudinal control apparatus according to an embodiment of the present application.
Detailed Description
In order that those skilled in the art will better understand the present application, a technical solution in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
For the purpose of making the objects, technical solutions and advantages of the present application more apparent, the embodiments of the present application will be described in further detail with reference to the accompanying drawings.
In a first aspect, an embodiment of the present application provides a vehicle longitudinal control method.
In an embodiment, referring to fig. 1, fig. 1 is a schematic flow chart of an embodiment of a vehicle longitudinal control method according to the present application. As shown in fig. 1, the vehicle longitudinal control method includes:
and S10, acquiring real-time longitudinal acceleration and real-time transverse acceleration of the vehicle.
It should be appreciated that, for example, there are longitudinal and lateral accelerations during acceleration of the vehicle that directly affect the ride comfort of the driver and passengers, and that, based on real vehicle verification, the magnitude of the longitudinal acceleration has a greater impact on passenger motion sickness, while the magnitude of the lateral acceleration affects passenger lateral oscillations, i.e., the subjective perception of vehicle runaway by the passenger, is greater. Therefore, the present embodiment will acquire the real-time longitudinal acceleration and the real-time lateral acceleration during running of the bicycle to quantify real-time riding comfort by the real-time longitudinal acceleration and the real-time lateral acceleration. It should be noted that, the longitudinal acceleration and the lateral acceleration in this embodiment may be directly obtained by an existing sensor (such as an on-board inertial measurement unit IMU) of the vehicle.
And step S20, determining target comfort level based on the real-time longitudinal acceleration and the real-time transverse acceleration.
In this embodiment, the riding comfort of the vehicle under the current working condition is quantized based on the real-time longitudinal acceleration and the real-time lateral acceleration, that is, the real-time longitudinal acceleration and the real-time lateral acceleration are numerically calculated according to the influence of the longitudinal acceleration and the lateral acceleration on the riding comfort to obtain the target comfort at the current moment, so that the comfort of the current driver under the current working condition is reflected through the target comfort.
Further, in an embodiment, the determining the target comfort level based on the real-time longitudinal acceleration and the real-time lateral acceleration includes:
Substituting the real-time longitudinal acceleration and the real-time lateral acceleration into a first calculation formula to obtain target comfort level, wherein the first calculation formula is as follows:
Where c represents the target comfort level, a x represents the real-time longitudinal acceleration, and a y represents the real-time lateral acceleration.
For example, in the present embodiment, it is determined through comprehensive real vehicle verification that the influence of the longitudinal acceleration a x and the lateral acceleration a y on the driving comfort satisfies the following relationship: i.e. the ride comfort is characterized by the comfort level c, which has a good effect. Therefore, after the real-time longitudinal acceleration a x and the real-time lateral acceleration a y of the bicycle under the current working condition are determined, the target comfort level c for quantifying the comfort of the driver and the passengers can be accurately calculated by substituting the real-time longitudinal acceleration a x and the real-time lateral acceleration a y into the above relation.
And step S30, when the target comfort level is detected to be outside the target comfort level range, determining a target driving force according to the real-time speed of the bicycle and the real-time steering wheel angle.
It should be noted that, for example, the target comfort level c calculated in the present embodiment is an acceleration value, so the target comfort level range is an acceleration range, and the target comfort level range is characterized by an acceleration range that makes the driver feel comfortable, and the specific value setting thereof may be determined according to the actual requirement or determined through calibration of experiments, which is not limited herein, for example, the target comfort level range is set to [0,2m/s 2 ]. Therefore, if the target comfort level is detected to be within the target comfort level range, the current riding comfort level is indicated to be better, the longitudinal control adjustment is not needed, and if the target comfort level is detected to be outside the target comfort level range, the current riding comfort level is indicated to be worse, the longitudinal control adjustment is needed at the moment, and the comfort level is returned to the comfort range, so that the adjustment of the riding comfort level is realized.
It will be appreciated that while cruising acceleration is taking place, the longitudinal acceleration a x is determined by the driving force F1, i.e. a x =f1/m, m representing the mass of the vehicle, while the lateral acceleration a y is determined by the current vehicle speed V and the steering wheel angle, i.e. a y＝F2/m＝V2/R, where F2 represents the centrifugal force and R represents the turning radius of the vehicle and its magnitude is directly related to the steering wheel angle, and that based on the above formula it is found that adjusting the driving force F1 directly affects the value of the comfort c. Therefore, the embodiment determines the target driving force through the real-time speed and the real-time steering wheel angle of the bicycle so as to adjust the longitudinal acceleration through the target driving force, thereby realizing the adjustment of comfort level.
Further, in an embodiment, before the step when the target comfort level is detected to be out of the target comfort level range, the method further includes:
acquiring a target vehicle body type of the own vehicle and a current target driving mode;
And determining a target comfort level range according to the target vehicle body type, the target driving mode and a preset comfort level mapping relation, wherein the comfort level mapping relation comprises the corresponding relation among the vehicle type, the driving mode and the comfort level range.
By way of example, it should be appreciated that different body types often have different performance requirements and thus often have different comfort requirements, such as a car that is more comfortable, and a sport utility vehicle SUV that is more comfortable than an off-road performance, and thus less comfortable than a car. In addition, the comfort requirements for different driving modes are often different, for example, the comfort mode is more focused on providing a smooth and soft driving feel, so that the comfort requirements are high, while the sport mode is aimed at exciting the strong power of the vehicle, so that the comfort requirements are relatively low.
In this embodiment, different comfort ranges are constructed for different vehicle body types and driving modes to form a comfort mapping relationship, so that a comfort range corresponding to a target vehicle body type of a vehicle and a current target driving mode can be queried as a target comfort range through the comfort mapping relationship, thereby further improving accuracy of longitudinal control.
Further, referring to fig. 2, the determining the target driving force according to the real-time speed and the real-time steering wheel angle of the own vehicle includes:
Step 301, screening out target driving force adjustment amounts corresponding to the real-time vehicle speed and the real-time steering wheel rotation angle based on a preset driving force mapping relation, wherein the driving force mapping relation comprises the corresponding relation between the driving force adjustment amounts and the vehicle speed and the steering wheel rotation angle;
Step S302, based on the target driving force adjustment quantity, the real-time driving force of the vehicle is periodically updated in a descending mode to obtain the target driving force.
For example, in the present embodiment, in order to ensure smooth adjustment of the longitudinal control, when the longitudinal acceleration adjustment is performed, the adjustment is performed in a decreasing manner by a certain adjustment amount in a certain period, instead of being performed once. It can be understood that the driving comfort is essentially related to the vehicle speed, the steering wheel angle and the driving force, and the embodiment will realize the adjustment of the longitudinal acceleration by adjusting the target driving force, so that the corresponding relationship between the vehicle speed, the steering wheel angle and the driving force adjustment amount in a single period can be calibrated to form a driving force mapping relationship (the steering wheel angle in the unit of °and the vehicle speed in the unit of km/h and the driving force adjustment amount in the unit of N in fig. 3) as shown in fig. 3, then the target driving force adjustment amount in a single period corresponding to the real-time vehicle speed and the real-time steering wheel angle is determined according to the driving force mapping relationship, and then the real-time driving force of the vehicle is updated in a decreasing manner according to the target driving force adjustment amount, so as to obtain the target driving force, and the adjustment of the longitudinal acceleration can be realized through the target driving force. It should be understood that the larger the vehicle speed, the larger the steering wheel angle, the larger the driving force adjustment amount in a single cycle.
For example, referring to fig. 3, assuming that the real-time vehicle speed in the current period is 70km/h and the real-time steering wheel angle is 60 °, the corresponding target driving force adjustment amount is 1.5N, the real-time driving force in the current period is reduced and adjusted based on the 1.5N, that is, the difference between the real-time driving force and the 1.5N is used as the target driving force, and further the real-time longitudinal acceleration in the current period is reduced and adjusted according to the target driving force, then, in the next period, the real-time driving force in the next period is continuously reduced and adjusted based on the 1.5N to form a new target driving force, and the real-time driving force in the next period is reduced and adjusted based on the new target driving force, so as to reciprocate until the target comfort degree returns to the target comfort degree range.
And S40, updating the real-time longitudinal acceleration through the target driving force to obtain a target longitudinal acceleration, and longitudinally controlling the vehicle based on the target longitudinal acceleration.
In this embodiment, after determining the target driving force in the current period, the real-time longitudinal acceleration in the current period is updated based on the target driving force to obtain a new longitudinal acceleration (i.e., the target longitudinal acceleration), that is, the target longitudinal acceleration a x =the target driving force F1/m, and because the target driving force is smaller than the original real-time driving force, the target longitudinal acceleration is also smaller than the original real-time longitudinal acceleration, so that the target comfort c is reduced when the vehicle is longitudinally controlled by the target longitudinal acceleration in the current period, thereby realizing adjustment of riding comfort.
Therefore, the longitudinal control of the intelligent driving cruising is automatically adjusted from the riding comfort dimension, so that the control of the intelligent driving is more close to and accords with manual driving, and the riding comfort can be effectively improved; in addition, the embodiment controls the state of the vehicle based on the parameters of the existing sensor of the vehicle, and provides a better personification intelligent control scheme without increasing the cost of the whole vehicle.
Further, in an embodiment, the method further comprises:
Executing the step of longitudinally controlling the own vehicle based on the target longitudinal acceleration when the real-time steering wheel angle is detected to be not smaller than a first steering wheel angle threshold;
And when the real-time steering wheel turning angle is detected to be not larger than a second steering wheel turning angle threshold value, the real-time longitudinal acceleration is not updated, and the second steering wheel turning angle threshold value is smaller than the first steering wheel turning angle threshold value.
For example, to avoid the vehicle control irregularity caused by the frequent entry or exit of the longitudinal control logic under certain working conditions, the present embodiment adds a hysteresis scheme to the longitudinal control logic. Specifically, a steering wheel angle threshold (i.e., a first steering wheel angle threshold) is set first for controlling the activation state of the longitudinal control logic, and the specific value thereof can be determined according to the actual requirement, for example, the first steering wheel angle threshold is set to 10 degrees, then whether the longitudinal control logic is activated is determined according to the magnitude relation between the real-time steering wheel angle and the first steering wheel angle threshold, if the real-time steering wheel angle is greater than or equal to the first steering wheel angle threshold, the longitudinal control logic is required to be activated, that is, the step of performing or directly performing the longitudinal control on the vehicle based on the target longitudinal acceleration is performed from the step S10, and if the real-time steering wheel angle is less than the first steering wheel angle threshold, the step of not performing the longitudinal control logic is not required to be performed, that is, the step S10 to S40 is not performed or the step of performing the longitudinal control on the vehicle based on the target longitudinal acceleration is not performed.
In addition, the embodiment sets a steering wheel angle threshold (i.e. a second steering wheel angle threshold) for controlling the exit state of the longitudinal control logic, wherein the specific value of the exit state can be determined according to the actual requirement, but the second steering wheel angle threshold must be smaller than the first steering wheel angle threshold, for example, the second steering wheel angle threshold is set to be 5 degrees, in the process of longitudinally controlling the vehicle based on the target longitudinal acceleration, whether the longitudinal control logic exits is determined according to the magnitude relation between the real-time steering wheel angle and the second steering wheel angle threshold, if the real-time steering wheel angle is smaller than or equal to the second steering wheel angle threshold, the step S10 to the step S40 are not executed or the step of longitudinally controlling the vehicle based on the target longitudinal acceleration is not executed any more, and if the real-time steering wheel angle is larger than the second steering wheel angle threshold, the step S10 to the step S40 is executed or the step of longitudinally controlling the vehicle based on the target longitudinal acceleration is executed continuously if the real-time steering wheel angle is not required to be updated.
Further, in an embodiment, the method further comprises:
acquiring a target vehicle body type of the own vehicle and a current target driving mode;
And determining a second steering wheel steering angle threshold according to the target vehicle body type, the target driving mode and a preset steering angle mapping relation, wherein the steering angle mapping relation comprises a corresponding relation among a vehicle type, a driving mode and the steering wheel steering angle threshold.
For example, it should be understood that the influence of frequent entry or exit of the longitudinal control logic on different vehicle body types and driving modes may be different, so this embodiment will construct different steering wheel corner thresholds for different vehicle body types and driving modes to form a corner mapping relationship, so that the steering wheel corner threshold corresponding to the target vehicle body type of the own vehicle and the current target driving mode can be queried through the corner mapping relationship to serve as the second steering wheel corner threshold, so as to further improve the smoothness of vehicle control.
In a second aspect, an embodiment of the present application further provides a vehicle longitudinal control device.
In an embodiment, referring to fig. 4, fig. 4 is a schematic functional block diagram of a vehicle longitudinal control device according to an embodiment of the application. As shown in fig. 4, the vehicle longitudinal control device includes:
the data acquisition module is used for acquiring real-time longitudinal acceleration and real-time transverse acceleration of the self-vehicle;
A comfort level determination module for determining a target comfort level based on the real-time longitudinal acceleration and the real-time lateral acceleration;
the driving force determining module is used for determining a target driving force according to the real-time speed of the bicycle and the real-time steering wheel angle when the target comfort level is detected to be outside the target comfort level range;
And the longitudinal control module is used for updating the real-time longitudinal acceleration through the target driving force to obtain target longitudinal acceleration and longitudinally controlling the vehicle based on the target longitudinal acceleration.
Further, in an embodiment, the comfort level determining module is specifically configured to:
Substituting the real-time longitudinal acceleration and the real-time lateral acceleration into a first calculation formula to obtain target comfort level, wherein the first calculation formula is as follows:
Where c represents the target comfort level, a x represents the real-time longitudinal acceleration, and a y represents the real-time lateral acceleration.
Further, in an embodiment, the data acquisition module is further configured to acquire a target vehicle body type of the self-vehicle and a target driving mode where the self-vehicle is currently located, and the comfort level determination module is further configured to determine a target comfort level range according to the target vehicle body type, the target driving mode and a preset comfort level mapping relationship, where the comfort level mapping relationship includes a correspondence relationship among a vehicle type, a driving mode and the comfort level range.
Further, in an embodiment, the driving force determining module is specifically further configured to:
screening out target driving force adjustment amounts corresponding to the real-time vehicle speed and the real-time steering wheel rotation angle based on a preset driving force mapping relation, wherein the driving force mapping relation comprises the corresponding relation between the driving force adjustment amounts and the vehicle speed and the steering wheel rotation angle;
And periodically updating the real-time driving force of the vehicle in a descending way based on the target driving force adjustment quantity so as to obtain the target driving force.
Further, in an embodiment, the longitudinal control module is further configured to:
Executing the step of longitudinally controlling the own vehicle based on the target longitudinal acceleration when the real-time steering wheel angle is detected to be not smaller than a first steering wheel angle threshold;
And when the real-time steering wheel turning angle is detected to be not larger than a second steering wheel turning angle threshold value, the real-time longitudinal acceleration is not updated, and the second steering wheel turning angle threshold value is smaller than the first steering wheel turning angle threshold value.
Further, in an embodiment, the data acquisition module is further configured to acquire a target vehicle body type of the self-vehicle and a current target driving mode, and the longitudinal control module is further configured to determine a second steering wheel steering angle threshold according to the target vehicle body type, the target driving mode and a preset steering angle mapping relationship, where the steering angle mapping relationship includes a correspondence relationship among a vehicle type, a driving mode and the steering wheel steering angle threshold.
The function implementation of each module in the vehicle longitudinal control device corresponds to each step in the vehicle longitudinal control method embodiment, and the function and implementation process of each module are not described herein in detail.
In a third aspect, an embodiment of the present application provides a vehicle longitudinal control apparatus, which may be a personal computer (personal computer, PC), a notebook computer, a server, or the like, having a data processing function.
Referring to fig. 5, fig. 5 is a schematic hardware configuration diagram of a vehicle longitudinal control apparatus according to an embodiment of the present application. In an embodiment of the application, the vehicle longitudinal control device may include a processor, a memory, a communication interface, and a communication bus.
The communication bus may be of any type for implementing the processor, memory, and communication interface interconnections.
The communication interfaces include input/output (I/O) interfaces, physical interfaces, logical interfaces, and the like for interconnecting devices inside the vehicle longitudinal control apparatus, and interfaces for interconnecting the vehicle longitudinal control apparatus with other apparatuses (e.g., other computing apparatuses or user apparatuses). The physical interface may be an ethernet interface, an optical fiber interface, an ATM interface, etc., and the user device may be a Display screen (Display), a Keyboard (Keyboard), etc.
The memory may be various types of storage media such as random access memory (randomaccess memory, RAM), read-only memory (ROM), nonvolatile RAM (non-volatileRAM, NVRAM), flash memory, optical memory, hard disk, programmable ROM (PROM), erasable PROM (erasable PROM, EPROM), electrically erasable PROM (ELECTRICALLY ERASABLE PROM, EEPROM), and the like.
The processor may be a general-purpose processor, and the general-purpose processor may call a vehicle longitudinal control program stored in the memory and execute the vehicle longitudinal control method provided by the embodiment of the present application. For example, the general purpose processor may be a central processing unit (central processing unit, CPU). The method executed when the vehicle longitudinal control program is called may refer to various embodiments of the vehicle longitudinal control method of the present application, and will not be described herein.
Those skilled in the art will appreciate that the hardware configuration shown in fig. 5 is not limiting of the application and may include more or fewer components than shown, or may combine certain components, or a different arrangement of components.
In a fourth aspect, embodiments of the present application also provide a computer-readable storage medium.
The present application is a readable storage medium having stored thereon a vehicle longitudinal control program which, when executed by a processor, implements the steps of the vehicle longitudinal control method as described above.
The method implemented when the vehicle longitudinal control program is executed may refer to various embodiments of the vehicle longitudinal control method of the present application, and will not be described herein.
It should be noted that, the foregoing reference numerals of the embodiments of the present application are merely for describing the embodiments, and do not represent the advantages and disadvantages of the embodiments.
The terms "comprising" and "having" and any variations thereof in the description and claims of the application and in the foregoing drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those listed steps or elements but may include other steps or elements not listed or inherent to such process, method, article, or apparatus. The terms "first," "second," and "third," etc. are used for distinguishing between different objects and not necessarily for describing a sequential or chronological order, and are not limited to the fact that "first," "second," and "third" are not identical.
In describing embodiments of the present application, "exemplary," "such as," or "for example," etc., are used to indicate by way of example, illustration, or description. Any embodiment or design described herein as "exemplary," "such as" or "for example" is not necessarily to be construed as preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "such as" or "for example," etc., is intended to present related concepts in a concrete fashion.
In the description of the embodiment of the present application, "/" means or, for example, a/B may mean a or B, and "and/or" in the text is merely an association relationship describing an association object, means that three relationships may exist, for example, a and/or B, three cases where a exists alone, a and B exist together, and B exists alone, and further, in the description of the embodiment of the present application, "a plurality" means two or more.
In some of the processes described in the embodiments of the present application, a plurality of operations or steps occurring in a particular order are included, but it should be understood that the operations or steps may be performed out of the order in which they occur in the embodiments of the present application or in parallel, the sequence numbers of the operations merely serve to distinguish between the various operations, and the sequence numbers themselves do not represent any order of execution. In addition, the processes may include more or fewer operations, and the operations or steps may be performed in sequence or in parallel, and the operations or steps may be combined.
From the above description of the embodiments, it will be clear to those skilled in the art that the above-described embodiment method may be implemented by means of software plus a necessary general hardware platform, but of course may also be implemented by means of hardware, but in many cases the former is a preferred embodiment. Based on such understanding, the technical solution of the present application may be embodied essentially or in a part contributing to the prior art in the form of a software product stored in a storage medium (e.g. ROM/RAM, magnetic disk, optical disk) as described above, comprising several instructions for causing a terminal device to perform the method according to the embodiments of the present application.
The foregoing description is only of the preferred embodiments of the present application, and is not intended to limit the scope of the application, but rather is intended to cover any equivalents of the structures or equivalent processes disclosed herein or in the alternative, which may be employed directly or indirectly in other related arts.
Claims (10)
1. A vehicle longitudinal control method, characterized by comprising:
acquiring real-time longitudinal acceleration and real-time transverse acceleration of the self-vehicle;
Determining a target comfort level based on the real-time longitudinal acceleration and the real-time lateral acceleration;
When the target comfort level is detected to be outside the target comfort level range, determining a target driving force according to the real-time speed of the vehicle and the real-time steering wheel angle;
and updating the real-time longitudinal acceleration through the target driving force to obtain a target longitudinal acceleration, and longitudinally controlling the vehicle based on the target longitudinal acceleration.
2. The vehicle longitudinal control method according to claim 1, characterized in that the determining a target comfort level based on the real-time longitudinal acceleration and the real-time lateral acceleration includes:
Substituting the real-time longitudinal acceleration and the real-time lateral acceleration into a first calculation formula to obtain target comfort level, wherein the first calculation formula is as follows:
Where c represents the target comfort level, a x represents the real-time longitudinal acceleration, and a y represents the real-time lateral acceleration.
3. The vehicle longitudinal control method according to claim 1, characterized by further comprising, before the step when the target comfort level is detected to be outside a target comfort level range:
acquiring a target vehicle body type of the own vehicle and a current target driving mode;
And determining a target comfort level range according to the target vehicle body type, the target driving mode and a preset comfort level mapping relation, wherein the comfort level mapping relation comprises the corresponding relation among the vehicle type, the driving mode and the comfort level range.
4. The vehicle longitudinal control method according to claim 1, wherein the determining the target driving force based on the real-time vehicle speed and the real-time steering wheel angle of the own vehicle includes:
screening out target driving force adjustment amounts corresponding to the real-time vehicle speed and the real-time steering wheel rotation angle based on a preset driving force mapping relation, wherein the driving force mapping relation comprises the corresponding relation between the driving force adjustment amounts and the vehicle speed and the steering wheel rotation angle;
And periodically updating the real-time driving force of the vehicle in a descending way based on the target driving force adjustment quantity so as to obtain the target driving force.
5. The vehicle longitudinal control method according to claim 1, characterized in that the method further comprises:
Executing the step of longitudinally controlling the own vehicle based on the target longitudinal acceleration when the real-time steering wheel angle is detected to be not smaller than a first steering wheel angle threshold;
And when the real-time steering wheel turning angle is detected to be not larger than a second steering wheel turning angle threshold value, the real-time longitudinal acceleration is not updated, and the second steering wheel turning angle threshold value is smaller than the first steering wheel turning angle threshold value.
6. The vehicle longitudinal control method according to claim 5, characterized in that the method further comprises:
acquiring a target vehicle body type of the own vehicle and a current target driving mode;
And determining a second steering wheel steering angle threshold according to the target vehicle body type, the target driving mode and a preset steering angle mapping relation, wherein the steering angle mapping relation comprises a corresponding relation among a vehicle type, a driving mode and the steering wheel steering angle threshold.
7. A vehicle longitudinal control apparatus, characterized by comprising:
the data acquisition module is used for acquiring real-time longitudinal acceleration and real-time transverse acceleration of the self-vehicle;
A comfort level determination module for determining a target comfort level based on the real-time longitudinal acceleration and the real-time lateral acceleration;
the driving force determining module is used for determining a target driving force according to the real-time speed of the bicycle and the real-time steering wheel angle when the target comfort level is detected to be outside the target comfort level range;
And the longitudinal control module is used for updating the real-time longitudinal acceleration through the target driving force to obtain target longitudinal acceleration and longitudinally controlling the vehicle based on the target longitudinal acceleration.
8. The vehicle longitudinal control device of claim 7, wherein the comfort determination module is specifically configured to:
Substituting the real-time longitudinal acceleration and the real-time lateral acceleration into a first calculation formula to obtain target comfort level, wherein the first calculation formula is as follows:
Where c represents the target comfort level, a x represents the real-time longitudinal acceleration, and a y represents the real-time lateral acceleration.
9. A vehicle longitudinal control apparatus, characterized in that the vehicle longitudinal control apparatus comprises a processor, a memory, and a vehicle longitudinal control program stored on the memory and executable by the processor, wherein the vehicle longitudinal control program, when executed by the processor, implements the steps of the vehicle longitudinal control method according to any one of claims 1 to 6.
10. A computer-readable storage medium, characterized in that the computer-readable storage medium has stored thereon a vehicle longitudinal control program, wherein the vehicle longitudinal control program, when executed by a processor, implements the steps of the vehicle longitudinal control method according to any one of claims 1 to 6.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN202411521081.XA CN119348612A (en) | 2024-10-29 | 2024-10-29 | Vehicle longitudinal control method, device, equipment and computer readable storage medium |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202411521081.XA CN119348612A (en) | 2024-10-29 | 2024-10-29 | Vehicle longitudinal control method, device, equipment and computer readable storage medium |
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| CN119348612A true CN119348612A (en) | 2025-01-24 |
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| CN202411521081.XA Pending CN119348612A (en) | 2024-10-29 | 2024-10-29 | Vehicle longitudinal control method, device, equipment and computer readable storage medium |
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| CN (1) | CN119348612A (en) |
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