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WO2019184264A1 - 一种车辆停车控制方法及装置 - Google Patents

一种车辆停车控制方法及装置 Download PDF

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Publication number
WO2019184264A1
WO2019184264A1 PCT/CN2018/105466 CN2018105466W WO2019184264A1 WO 2019184264 A1 WO2019184264 A1 WO 2019184264A1 CN 2018105466 W CN2018105466 W CN 2018105466W WO 2019184264 A1 WO2019184264 A1 WO 2019184264A1
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WIPO (PCT)
Prior art keywords
vehicle
acceleration
speed
determining
mode
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Application number
PCT/CN2018/105466
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English (en)
French (fr)
Inventor
丁峰
孔楚凡
吴楠
Original Assignee
北京图森未来科技有限公司
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Publication date
Application filed by 北京图森未来科技有限公司 filed Critical 北京图森未来科技有限公司
Priority to AU2018416898A priority Critical patent/AU2018416898B2/en
Priority to EP18912575.0A priority patent/EP3778325B1/en
Publication of WO2019184264A1 publication Critical patent/WO2019184264A1/zh
Priority to US17/039,217 priority patent/US11603092B2/en
Priority to US18/182,589 priority patent/US20230211775A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/182—Conjoint control of vehicle sub-units of different type or different function including control of braking systems including control of parking brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/16—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger operated by remote control, i.e. initiating means not mounted on vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/3275—Systems with a braking assistant function, i.e. automatic full braking initiation in dependence of brake pedal velocity
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
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    • B60T8/72—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration responsive to a difference between a speed condition, e.g. deceleration, and a fixed reference
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/0205—Diagnosing or detecting failures; Failure detection models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/14—Traffic control systems for road vehicles indicating individual free spaces in parking areas
    • G08G1/141—Traffic control systems for road vehicles indicating individual free spaces in parking areas with means giving the indication of available parking spaces
    • G08G1/143—Traffic control systems for road vehicles indicating individual free spaces in parking areas with means giving the indication of available parking spaces inside the vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/10—Automatic or semi-automatic parking aid systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
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    • B60—VEHICLES IN GENERAL
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/30—Wheel torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects

Definitions

  • the present invention relates to the field of automatic driving, and in particular to a vehicle parking control method and apparatus.
  • Autonomous vehicles are one of the development trends of future vehicles, especially through trucks.
  • the long-distance transportation of trucks by drivers is easy for traffic accidents due to fatigue driving, and a truck is usually equipped with at least two or three drivers. higher cost.
  • the driver can be liberated and the labor cost can be reduced, and the problem of traffic accidents caused by the driver's fatigue driving, drunk driving, drug driving or distracting driving can be avoided, and the accident rate can be reduced.
  • the following three links are indispensable: perception, decision and control, and how the truck can accurately control the truck to stop at the designated position due to its nonlinear dynamic characteristics with large inertia and hysteresis. Carrying out cargo loading and unloading at a specified location becomes a technical problem to be solved by those skilled in the art.
  • the way to control vehicle parking is mainly as follows: determining the target speed of the vehicle from the current position to the determined target position within the preset time period; calculating the speed error of the current speed of the vehicle and the target speed; using a pre-designed PID (ie The proportional-integral-derivative algorithm performs feedback control on the speed error of the vehicle to obtain a braking force for braking the vehicle, and controls the vehicle to stop by applying the braking force to the vehicle.
  • the present invention provides a vehicle stop control method and apparatus to solve the technical problem that the prior art cannot accurately control vehicle parking and poor comfort.
  • a vehicle parking control method is provided, and the following steps are performed according to a preset time period until the vehicle stops at an end point:
  • a target position and a target speed when the vehicle reaches the target position according to a current speed of the vehicle, a distance between the current position and the end point, the target position being located on the road where the vehicle is located and located in front of the vehicle;
  • Braking control is performed on the vehicle according to a vehicle braking strategy corresponding to the deceleration motion mode.
  • a vehicle parking control apparatus includes:
  • control unit configured to trigger the target position determining unit, the deceleration motion mode determining unit, and the brake control unit according to a preset time period until the vehicle stops at the end point;
  • a target position determining unit configured to determine a target position and a target speed when the vehicle reaches the target position according to a current speed of the vehicle, a distance between the current position and the end point, where the target position is located on the road where the vehicle is located and located in front of the vehicle;
  • a deceleration motion mode determining unit configured to determine a deceleration motion mode of the vehicle according to the current speed of the vehicle and the target speed;
  • a brake control unit configured to perform braking control on the vehicle according to a vehicle braking strategy corresponding to the deceleration motion mode.
  • a third aspect provides a computer server, including a memory, and one or more processors communicatively coupled to the memory;
  • an autonomous vehicle is provided, and the aforementioned computer server is disposed on the self-driving vehicle.
  • FIG. 1 is a flow chart of a vehicle parking control method according to an embodiment of the present invention.
  • FIG. 2 is a schematic diagram of determining a target location point according to an embodiment of the present invention.
  • FIG. 3 is a flow chart of braking control of a vehicle in a deceleration mode according to an embodiment of the present invention
  • FIG. 4 is a flow chart of braking control of a vehicle in a low speed taxi mode according to an embodiment of the present invention
  • FIG. 5 is a flowchart of braking control of a vehicle in a parking mode according to an embodiment of the present invention
  • FIG. 6 is a second flowchart of a vehicle parking control method according to an embodiment of the present invention.
  • FIG. 7 is a schematic structural view of a vehicle parking control device according to an embodiment of the present invention.
  • the vehicle stop control method and apparatus provided by the embodiments of the present invention may be disposed on a computer server, which may be a DSP (Digital Signal Processing) or an FPGA (Field-Programmable Gate Array). Hardware devices such as controllers, desktop computers, mobile computers, PADs, and microcontrollers.
  • the computer server can be installed on all types of self-driving vehicles and advanced assisted driving vehicles, such as trucks, trucks, buses, passenger cars, trailers, water trucks, bicycles, etc., to control the self-driving vehicle or advanced assisted driving. The vehicle is parked accurately.
  • FIG. 1 is a flowchart of a vehicle parking control method according to an embodiment of the present invention
  • the following steps 101 to 103 are performed according to a preset time period until the vehicle stops at the end point, where:
  • Step 101 Determine a target position and a target speed when the vehicle reaches the target position according to a current speed of the vehicle, a distance between the current position and the end point, where the target position is located on the road where the vehicle is located and located in front of the vehicle.
  • the current speed and current position of the vehicle can be obtained by sensors installed on the vehicle, for example, by positioning sensors (for example, GPS (Global Positioning System), GNSS (Global Navigation Satellite System). ), IMU, etc.)
  • Obtain the position of the vehicle for example, the speed of the vehicle can be obtained by the speed sensor.
  • the distance between the current position and the end point of the vehicle can be calculated from the coordinate information of the current position and the coordinate information of the end point.
  • Step 102 Determine a deceleration motion mode of the vehicle according to the current speed of the vehicle and the target speed.
  • Step 103 Perform braking control on the vehicle according to a vehicle braking strategy corresponding to the deceleration motion mode.
  • each vehicle braking strategy may be a program code that can be called.
  • step 103 invokes a piece of program code corresponding to the type to brake control the vehicle based on the determined type.
  • step 101 can be implemented by, but not limited to, any one of the following manners (method A1 to mode A2):
  • Mode A1 First, assuming that the vehicle travels from the current position to the end point to perform a uniform deceleration motion, and the speed at the time when the vehicle reaches the end point is 0, the physical formula related to the uniform deceleration motion in physics is used, according to the current speed and current position of the vehicle. The distance from the end point is calculated as the acceleration of the vehicle from the current position to the end point. The second step is to take the road between the starting point and the end point as the starting point of the vehicle. The value of n can be flexibly set according to actual needs.
  • the application does not strictly limit the aliquot, and sequentially obtains the distance between the n position points and the n position points and the current position respectively; and secondly, according to the current speed of the vehicle, the distance between each position point and the current position, the acceleration Calculate the speed when the vehicle reaches each position point; finally, determine a target distance according to the current speed of the vehicle, and select a position point that matches the distance between the current position and the target distance from the n position points as the target position point, And determine the speed at which the vehicle reaches the selected position point as the target speed when the vehicle reaches the target position. .
  • n position points are respectively P1, P2, P3, ..., Pn (Pn is the end point E), and the distance between P1, P2, P3, ..., Pn and P is L/n, 2L/n, ..., L in order; the speed at which the vehicle reaches n position points is calculated.
  • V0 is multiplied by a preset coefficient k (the value of k can be flexibly set according to actual needs, for example, k is set to 1 or 2, which is not strictly limited in this application)
  • the target distance D V0*k; the position point matching the current position P and the target distance D is selected as the target position from the N position points, for example, respectively, the difference between the distance of each position point and P and the D is calculated.
  • Absolute value select the position point with the smallest absolute value as the target position point, for example, select P3 as the target position.
  • Mode A2 First, assume that the vehicle travels from the current position to the end point to make a uniform deceleration motion, and when the vehicle reaches the end point, the speed is 0, then the physical formula related to the uniform deceleration motion in physics is used, according to the current speed and current position of the vehicle.
  • the distance from the end point is calculated as the acceleration of the vehicle from the current position to the end point; then, the target distance is calculated according to the current speed of the vehicle; then, starting from the current position, the position with the length as the target distance is taken along the front of the road.
  • the target speed of the target position point is calculated according to the current speed of the vehicle, the acceleration, and the target distance.
  • the specific implementation may be as follows: determining whether the current speed is greater than a preset first speed threshold; if yes: determining that the deceleration motion mode of the vehicle is a deceleration mode; if not: determining Whether the target speed is greater than 0, if yes, determine that the deceleration motion mode of the vehicle is the low speed taxi mode; if otherwise, determine that the deceleration motion mode of the vehicle is the parking mode.
  • the deceleration mode indicates that the vehicle is gently decelerated in a state where the vehicle is normally traveling at a higher speed until the low speed; the low speed taxi mode indicates that the vehicle maintains a relatively low speed and smoothly coasts; the parking mode indicates that the vehicle needs to be stopped at the end from the low speed state.
  • the foregoing step 103 may perform the following steps 103A to 103F to perform braking control on the vehicle, as shown in FIG. 3:
  • Step 103A Calculate a speed error between the current speed and the target speed.
  • step 103A the difference between the target speed and the current speed is taken as the speed error.
  • Step 103B Calculate a first acceleration of the vehicle from the current position to the target position according to the speed error.
  • the first acceleration of the vehicle traveling from the current position to the target position is calculated according to the speed error, which may be specifically, but not limited to, the following manners (method B1 to mode B3):
  • the speed error is calculated by using a preset PID (proportional-integral-derivative) algorithm to obtain the first acceleration.
  • the mode B2 calculates the target distance and the velocity error by using a preset MPC (Model Predictive Control Model Predictive Control) algorithm to obtain the first acceleration.
  • MPC Model Predictive Control Model Predictive Control
  • the speed error is calculated by using a preset fuzzy control algorithm to obtain the first acceleration.
  • Step 103C Enter the first acceleration into the vehicle longitudinal dynamics model preset to obtain the wheel torque.
  • the working principle of the vehicle longitudinal dynamics model may be as follows: first, obtain the resistance f received by the vehicle; secondly, input the resistance f, the first acceleration a, and the mass of the vehicle into the following formula (1). Calculate the driving force F; input the driving force F, the rolling radius of the wheel into the formula (2) to calculate the wheel torque T of the wheel, where the formula (1) and the formula (2) are as follows:
  • F is the driving force
  • f is the resistance received by the vehicle
  • m is the mass of the vehicle
  • a is the first acceleration.
  • F is the driving force
  • T is the wheel torque
  • r is the rolling radius of the wheel.
  • the resistance f received by the vehicle may include the sum of any one or more of the following resistances: ground friction resistance, wind resistance, and ramp resistance.
  • Different pavement types have different friction coefficients, such as asphalt roads, cement roads, snow roads, ice roads, mud pit roads, etc., and the image recognition algorithm can be used to identify the ground image collected by the camera sensor to obtain the current road of the vehicle.
  • the type of pavement is transmitted to the vehicle longitudinal dynamics model so that the vehicle longitudinal dynamics model selects the corresponding friction coefficient according to the pavement type to calculate the ground frictional resistance.
  • the wind resistance is proportional to the windward area of the vehicle and the square of the speed.
  • the ramp information for the road can be measured by on-board sensors.
  • Step 103D Determine whether the wheel torque is greater than a preset torque threshold. If yes, execute step 103E, if otherwise, perform step 103F.
  • Step 103E Determine an engine torque according to the wheel torque and the preset gear ratio, obtain a first accelerator pedal opening degree according to the engine torque, and send an acceleration control carrying the first accelerator pedal opening degree to the throttle controller. instruction.
  • step 103E the transmission ratio c is the ratio of the wheel torque to the engine torque, and the transmission ratio is a known parameter.
  • the wheel torque T and the transmission ratio c are input into the following formula (3) to calculate the engine torque.
  • a table may be preset (represented by the first table), and the engine speed is set in the first table (the transmitter speed can be directly detected by the sensor; the wheel speed can also be calculated according to the vehicle speed, and then The first correspondence between the engine speed and the engine pedal torque and the accelerator pedal opening degree is calculated according to the wheel speed and the transmission ratio, and the step 103E can query the transmitter torque T calculated by the formula (3) from the first table. 'The value of the first accelerator pedal opening degree corresponding to the engine speed of the current vehicle. If the first accelerator pedal opening degree corresponding to T', the current vehicle's transmitter speed can not be found in the first table, the linear interpolation algorithm is used to compare the engine torque, the engine speed and the accelerator pedal opening degree in the first table. Interpolation is performed to obtain a first accelerator pedal opening degree corresponding to T', the engine speed of the current vehicle.
  • Step 103F Determine a first braking force according to the wheel torque, and send a brake control command carrying the first braking force to the brake controller.
  • the wheel torque can be input to the following formula (4) to calculate the first braking force:
  • P is the first braking force; it is the braking pipe cross-sectional area of the wheel; d is the distance between the brake caliper or the brake drum action point and the wheel center.
  • the braking strategy shown in FIG. 3 controls the throttle controller, and the value of the acceleration is adjusted, and the vehicle is still in an acceleration state, thereby enabling the vehicle to travel at a high speed.
  • the vehicle is gently slowed down to avoid the problem of emergency braking.
  • the step 103 may perform braking control on the vehicle by performing the following steps 103G to 103K, as shown in FIG. 4:
  • Step 103G Calculate a speed error between the current speed and the target speed.
  • step 103G the difference between the target speed and the current speed is taken as the speed error.
  • Step 103H Calculate a second acceleration of the vehicle traveling from the current position to the target position according to the speed error.
  • the second acceleration of the vehicle traveling from the current position to the target position is calculated according to the speed error, and may be specifically, but not limited to, any one of the following modes (method C1 to mode C2):
  • the speed error is calculated by using a preset PID (proportional-integral-derivative) algorithm to obtain the second acceleration.
  • the method C2 calculates a target distance and a speed error by using a preset MPC (Model Predictive Control) algorithm to obtain the second acceleration.
  • MPC Model Predictive Control
  • the speed error is calculated by using a preset fuzzy control algorithm to obtain the second acceleration.
  • Step 103I Determine whether the second acceleration is greater than 0. If yes, execute step 103J, if otherwise, perform step 103K.
  • Step 103J Determine, according to the second acceleration, a second accelerator pedal opening degree corresponding to the second acceleration from the second correspondence between the preset acceleration and the accelerator pedal opening degree; and send the second throttle to the throttle controller Acceleration control command for pedal opening degree.
  • a table may be preset (represented by a second table), and a second correspondence between the acceleration and the accelerator pedal opening degree is set in the second table, and the step 103J can be found from the second table.
  • the second accelerator pedal corresponding to the second acceleration If the same acceleration as the second acceleration value can be found in the second table, the accelerator pedal opening degree corresponding to the acceleration is determined as the second accelerator pedal opening degree corresponding to the second acceleration; if in the second table If the acceleration corresponding to the second acceleration value cannot be found, the accelerator pedal opening degree corresponding to the acceleration closest to the second acceleration value in the second table is determined as the second accelerator pedal opening degree corresponding to the second acceleration. Or, if the second acceleration is between the values of the two adjacent accelerations, the second acceleration corresponding to the second acceleration is obtained by interpolating the two adjacent accelerations and their corresponding two accelerator pedal opening degrees. The second accelerator pedal opening degree.
  • Step 103K Determine, according to the second acceleration, a second braking force corresponding to the second acceleration from a third correspondence between the preset acceleration and the braking force; and send a brake control command carrying the second braking force to the brake controller .
  • a table may be preset (represented by a third table), and a third correspondence between the second acceleration and the braking force is set in the third table, and the step 103K can be found from the third table.
  • the braking force corresponding to the acceleration is determined as the second braking force corresponding to the second acceleration; if the third table cannot be found and The second acceleration takes the same acceleration, and the braking force corresponding to the acceleration closest to the second acceleration value in the third table is determined as the second braking force corresponding to the second acceleration; or, if the second acceleration is located Between the values of the two adjacent accelerations, the second braking force corresponding to the second acceleration is obtained by interpolating the two adjacent accelerations and their corresponding two braking forces.
  • the braking strategy shown in FIG. 4 adopts different braking modes according to the positive or negative value of the acceleration: if the acceleration is greater than 0, it is still in the acceleration state, then Control the throttle controller to adjust the value of the acceleration and gradually reduce the speed; if the acceleration is less than 0, it means that it is in the deceleration state. At this time, obtain a braking force corresponding to the acceleration to brake the vehicle and gradually brake; through this strategy, Ensure that the vehicle can smoothly slide in low speed taxi mode.
  • step 103 may specifically include the following steps 103L to 103N, as shown in FIG. 5:
  • Step 103L Determine a third acceleration of the vehicle from the current position to the end point according to the current speed, the distance between the current position and the end point according to the uniform deceleration motion.
  • Step 103L first, assuming that the vehicle travels from the current position to the end point to perform a uniform deceleration motion, and the speed at the time when the vehicle reaches the end point is 0, the physical formula related to the uniform deceleration motion in physics is used, according to the current speed and current position of the vehicle. The distance from the end point is calculated as the third acceleration of the vehicle from the current position to the end point for the uniform deceleration motion.
  • Step 103M Determine, according to the third acceleration, a third braking force corresponding to the third acceleration from a third correspondence between the preset acceleration and the braking force.
  • a table may be preset (represented by a fourth table), and a fourth correspondence between acceleration and braking force is set in the fourth table, and the fourth table may be obtained from step 103M. A third braking force corresponding to the third acceleration is found.
  • the braking force corresponding to the acceleration is determined as the third braking force corresponding to the third acceleration; if the fourth table cannot be found and The third acceleration takes the same acceleration, and the braking force corresponding to the acceleration closest to the third acceleration value in the fourth table is determined as the third braking force corresponding to the third acceleration; or, if the third acceleration is located Between the values of the two adjacent accelerations, the third braking force corresponding to the third acceleration is obtained by interpolating the two adjacent accelerations and their corresponding two braking forces.
  • Step 103N Send a brake control command carrying a third braking force to the brake controller.
  • the braking strategy shown in FIG. 5 can determine an acceleration according to the current speed of the vehicle and the distance between the current position and the end point; and acquire a braking force corresponding to the acceleration to control The vehicle stops at the end accurately at low speeds.
  • the braking force corresponding to the acceleration in the third table is smaller than the braking force corresponding to the acceleration in the fourth table.
  • step 103 may include the foregoing steps 103A to 103N.
  • the vehicle is braked by using different vehicle braking strategies in different deceleration motion modes, for example, determining a deceleration motion mode.
  • the corresponding vehicle braking strategy includes steps 103A to 103F; when the motion mode is reduced to the low speed taxi mode, the corresponding vehicle braking strategy includes steps 103G to 103K; and when the deceleration motion mode is the parking mode, corresponding The vehicle braking strategy includes steps 103L to 103N.
  • the vehicle can be controlled to enter the three motion states of the deceleration mode, the low speed taxi mode and the parking mode from the state of high speed running, and adopt appropriate braking strategies to control the vehicle to be gentle in the three motion states.
  • the speed is reduced, so that the speed of the vehicle is a smooth and reduced process, and when it is judged that the vehicle meets the parking mode (the current vehicle speed is low speed and the target speed is 0), the vehicle is controlled to perform uniform deceleration according to the current speed of the vehicle and the distance from the end point. To control the precise stop of the vehicle at the end point at low speeds.
  • the second embodiment of the present invention provides a vehicle parking control device.
  • the structure of the device is as shown in FIG. 7, and the device includes:
  • the control unit 1 is configured to trigger the target position determining unit 2, the deceleration motion mode determining unit 3 and the brake control unit 4 according to a preset time period until the vehicle stops at the end point;
  • the target position determining unit 2 is configured to determine a target position and a target speed when the vehicle reaches the target position according to a current speed of the vehicle, a distance between the current position and the end point, where the target position is located on the road where the vehicle is located and located in front of the vehicle ;
  • a deceleration motion mode determining unit 3 configured to determine a deceleration motion mode of the vehicle according to the current speed of the vehicle and the target speed;
  • the brake control unit 4 is configured to perform braking control on the vehicle according to a vehicle braking strategy corresponding to the deceleration motion mode.
  • target location determining unit 2 can be implemented by any one of the modes A1 to A2 provided in the foregoing Embodiment 1, and details are not described herein again.
  • the deceleration motion mode determining unit 3 is specifically configured to:
  • the brake control unit 4 is specifically configured to:
  • the deceleration motion mode determining unit 3 determines the deceleration mode, the following steps are performed (the following steps are respectively corresponding to the steps 103A to 103F in the first embodiment, and the technical details are not described herein again):
  • the first braking force is determined based on the wheel torque, and a brake control command carrying the first braking force is transmitted to the brake controller.
  • the brake control unit 4 is specifically configured to:
  • the deceleration motion mode determining unit 3 determines the low speed taxi mode, the following steps are performed (the following steps are in one-to-one correspondence with the steps 103G to 103K in the first embodiment, and the technical details are not described herein again):
  • the second braking force corresponding to the second acceleration is determined from the second correspondence between the preset acceleration and the braking force; and the braking control command carrying the second braking force is sent to the brake controller .
  • the brake control unit 4 is specifically configured to:
  • the deceleration motion mode determining unit determines the parking mode, the following steps are performed (the following steps are in one-to-one correspondence with the steps 103L to 103N in the first embodiment, and the technical details are not described herein again):
  • a brake control command carrying a third braking force is sent to the brake controller.
  • the control unit 1 determines that the vehicle stops at the end point, and does not trigger the target position determining unit 2 and the deceleration motion.
  • the brake control unit 4 can perform the steps that need to be performed in the above different deceleration motion modes.
  • the vehicle parking control device provided in the second embodiment of the present invention may be disposed in a computer server.
  • the various vehicle parking control methods provided in the first embodiment may be implemented by a computer program controlled by a computer program. Therefore, in accordance with the embodiments of the present invention, a computer server may be provided.
  • the computer server can include a memory and one or more processors communicatively coupled to the memory; wherein the memory stores instructions executable by the one or more processors, the instructions being Executing one or more processors to enable the one or more processors to implement the method as described in the first embodiment above.
  • a non-volatile computer storage medium is further provided, where the computer storage medium stores computer executable instructions, which can execute the method described in Embodiment 1 above. .
  • a computer program product comprising computer executable instructions executable to perform the method described in the first embodiment above.
  • an autonomous driving vehicle is further provided, and the aforementioned computer server is disposed in the self-driving vehicle.
  • each functional unit in each embodiment of the present invention may be integrated into one processing module, or each unit may exist physically separately, or two or more units may be integrated into one module.
  • the above integrated modules can be implemented in the form of hardware or in the form of software functional modules.
  • the integrated modules, if implemented in the form of software functional modules and sold or used as stand-alone products, may also be stored in a computer readable storage medium.
  • embodiments of the present invention can be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment, or a combination of software and hardware. Moreover, the invention can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage and optical storage, etc.) including computer usable program code.
  • the computer program instructions can also be stored in a computer readable memory that can direct a computer or other programmable data processing device to operate in a particular manner, such that the instructions stored in the computer readable memory produce an article of manufacture comprising the instruction device.
  • the apparatus implements the functions specified in one or more blocks of a flow or a flow and/or block diagram of the flowchart.
  • These computer program instructions can also be loaded onto a computer or other programmable data processing device such that a series of operational steps are performed on a computer or other programmable device to produce computer-implemented processing for execution on a computer or other programmable device.
  • the instructions provide steps for implementing the functions specified in one or more of the flow or in a block or blocks of a flow diagram.

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Abstract

一种车辆停车控制方法及装置。停车控制方法包括：按照预置的时间周期执行以下步骤直到车辆停止在终点：根据车辆的当前速度、当前位置与终点的距离，确定目标位置以及车辆到达所述目标位置时的目标速度，所述目标位置位于车辆所在道路上且位于车辆前方（101）；根据所述车辆的当前速度和所述目标速度确定车辆的减速运动模式（102）；根据所述减速运动模式对应的车辆制动策略对所述车辆进行制动控制（103）。该方法能够解决现有技术不能精准控制车辆停车以及舒适度较差的技术问题。

Description

一种车辆停车控制方法及装置
本申请要求在2018年3月30日提交中国专利局、申请号为201810292560.7、发明名称为“一种车辆停车控制方法及装置”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及自动驾驶领域，特别涉及一种车辆停车控制方法及装置。
背景技术
自动驾驶车辆是未来车辆的发展趋势之一，尤其是通过卡车进行货物运输，驾驶员驾驶卡车进行长途运输容易因为疲劳驾驶而出现交通事故，而且一辆卡车一般至少配备2～3名驾驶员，成本较高。通过实现车辆的自动驾驶不仅可以解放驾驶员，降低人力成本，而且还可以避免由于驾驶员疲劳驾驶、酒驾、毒驾或分心驾驶等问题导致交通事故的问题，降低事故率。
实现车辆的自动驾驶，不可或缺的包括以下三个环节：感知、决策和控制，而卡车由于其具有大惯性和滞后性的非线性动态特性，如何能够精准的控制卡车停止在指定位置，以便在指定位置进行货物装卸载，则成为本领域技术人员亟待解决的技术难题。
目前，控制车辆停车的方式主要如下：确定车辆在预置时长内从当前位置行驶到决策得到的目标位置的目标速度；计算车辆当前速度与目标速度的速度误差；采用预先设计好的PID(即比例-积分-微分)算法对车辆的速度误差进行反馈控制以得到对车辆进行制动的制动力，通过对车辆施加所述制动力来控制车辆停车。
然而，由于自动驾驶卡车具有大惯性和滞后性的非线性动态特性，尤其是在卡车低速行驶过程中，采用现有的车辆停车控制方案很难控制卡车从当前速度调整到目标速度，需要通过PID算法不断的来回调整，而来回振荡调整，不仅使得卡车行驶不平滑导致舒适度较差，而且容易由于误差积累而导致不能精准控制卡车停止在指定位置。
发明内容
鉴于上述问题，本发明提供一种车辆停止控制方法及装置，以解决现有技术不能精准控制车辆停车以及舒适度较差的技术问题。
本发明实施例，第一方面，提供一种车辆停车控制方法，按照预置的时间周期执行以下步骤直到车辆停止在终点：
根据车辆的当前速度、当前位置与终点的距离，确定目标位置以及车辆到达所述目标位置时的目标速度，所述目标位置位于车辆所在道路上且位于车辆前方；
根据所述车辆的当前速度和所述目标速度确定车辆的减速运动模式；
根据所述减速运动模式对应的车辆制动策略对所述车辆进行制动控制。
本发明实施例，第二方面，提供一种车辆停车控制装置，该装置包括：
控制单元，用于按照预置的时间周期触发目标位置确定单元、减速运动模式确定单元和制动控制单元，直到车辆停止在终点；
目标位置确定单元，用于根据车辆的当前速度、当前位置与终点的距离，确定目标位置以及车辆到达所述目标位置时的目标速度，所述目标位置位于车辆所在道路上且位于车辆的前方；
减速运动模式确定单元，用于根据所述车辆的当前速度和所述目标速度确定车辆的减速运动模式；
制动控制单元，用于根据所述减速运动模式对应的车辆制动策略对所述车辆进行制动控制。
本发明实施例，第三方面，提供一种计算机服务器，包括存储器，以及与所述存储器通信连接的一个或多个处理器；
所述存储器中存储有可被所述一个或多个处理器执行的指令，所述指令被所述一个或多个处理器执行，以使所述一个或多个处理器实现前述车辆停车控制方法。
本发明实施例，第四方面，还提供一种自动驾驶车辆，该自动驾驶车辆上设置有前述计算机服务器。
本发明的其它特征和优点将在随后的说明书中阐述，并且，部分地从说明书中变得显而易见，或者通过实施本发明而了解。本发明的目的和其他优点可通过在所写的说明书、权利要求书、以及附图中所特别指出的结构来实现和获得。
下面通过附图和实施例，对本发明的技术方案做进一步的详细描述。
附图说明
附图用来提供对本发明的进一步理解，并且构成说明书的一部分，与本发明的实施例一起用于解释本发明，并不构成对本发明的限制。显而易见地，下面描述中的附图仅仅是本发明一些实施例，对于本领域普通技术人员而言，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。在附图中：
图1为本发明实施例中车辆停车控制方法的流程图之一；
图2为本发明实施例确定目标位置点的示意图；
图3为本发明实施例中减速模式下对车辆进行制动控制的流程图；
图4为本发明实施例中低速滑行模式下对车辆进行制动控制的流程图；
图5为本发明实施例中停车模式下对车辆进行制动控制的流程图；
图6为本发明实施例中车辆停车控制方法的流程图之二；
图7为本发明实施例中车辆停车控制装置的结构示意图。
具体实施方式
为了使本技术领域的人员更好地理解本发明中的技术方案，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都应当属于本发明保护的范围。
本发明实施例提供的车辆停止控制方法及装置可以设置在计算机服务器上，该计算机服务器可以为DSP(Digital Signal Processing，数字信号处理器)、FPGA(Field-Programmable Gate Array，现场可编程门阵列)控制器、台式电脑、移动电脑、PAD、单片机等硬件设备。该计算机服务器可以设置在所有类型的自动驾驶车辆和高级辅助驾驶车辆上，例如卡车、货车、大巴、乘用车、拖车、洒水车、自行车等等，以控制所述自动驾驶车辆或高级辅助驾驶车辆精准停车。
实施例一
参见图1，为本发明实施例中车辆停车控制方法的流程图，按照预置的时间周期执行以下步骤101～步骤103直到车辆停止在终点，其中：
步骤101、根据车辆的当前速度、当前位置与终点的距离，确定目标位置以及车辆到达所述目标位置时的目标速度，所述目标位置位于车辆所在道路上且位于车辆的前方。
本发明实施例中，可以通过安装在车辆上的传感器获取车辆当前速度、当前位置，例如通过定位传感器(例如GPS(Global Positioning System，全球定位系统)、GNSS(Global Navigation Satellite System，全球卫星导航系统)、IMU等)获取车辆的位置，例如可通过速度传感器得到车辆的行驶速度。根据当前位置的坐标信息和终点的坐标信息即可计算得到车辆当前位置与终点之间的距离。
步骤102、根据所述车辆的当前速度和所述目标速度确定车辆的减速运动模式。
步骤103、根据所述减速运动模式对应的车辆制动策略对所述车辆进行制动控制。
本发明实施例中，预先设置有不同类型的减速运动模式分别对应的车辆制动策略，每个车辆制动策略可以是一段可被调用的程序代码。例如，在步骤102确定出减速运动模式的类 型后，步骤103根据确定的类型，调用与该类型对应的一段程序代码对车辆进行制动控制。
前述步骤101具体实现可通过但不仅限于以下任意一种方式(方式A1～方式A2)实现：
方式A1：首先，假设车辆从当前位置行驶到终点做匀减速运动，并且在车辆到达终点时的速度为0，则采用物理学中与匀减速运动相关的物理公式，根据车辆当前速度、当前位置与终点的距离计算得到车辆从当前位置到终点做匀减速运动的加速度；其次，以车辆当前位置为起点，将起点与终点之间的道路进行n(n的取值可根据实际需求灵活设置，本申请不作严格限定)等份，依次得到n个位置点以及n个位置点分别与当前位置之间的距离；再其次，根据车辆当前速度、每个位置点与当前位置的距离、所述加速度计算得到车辆到达每个位置点时的速度；最后，根据车辆当前速度确定一个目标距离，并从n个位置点中选取一个与当前位置的距离与目标距离相匹配的位置点作为目标位置点，并将车辆到达选取的位置点时的速度确定为车辆到达目标位置时的目标速度。
如图2所示，假设车辆当前位置为P、当前速度为V0、P与终点E的距离为L，将L平均分成n等份，得到n个位置点分别为P1、P2、P3、…、Pn(Pn即为终点E)，且P1、P2、P3、…、Pn与P之间的距离依次为L/n、2L/n、…、L；计算得到车辆达到n个位置点时的速度依次为V1、V2、V3、…、Vn；将V0乘以一个预置的系数k(k的取值可根据实际需求灵活设置，例如将k设置为1或2，本申请不作严格限定)得到目标距离D＝V0*k；从N个位置点中选取与当前位置P的距离与目标距离D相匹配的位置点作为目标位置，例如分别计算各位置点与P的距离与D的差值的绝对值，选取绝对值最小的位置点作为目标位置点，例如选取P3作为目标位置。
方式A2：首先，假设车辆从当前位置行驶到终点做匀减速运动，并且在车辆到达终点时的速度为0，则采用物理学中与匀减速运动相关的物理公式，根据车辆当前速度、当前位置与终点的距离计算得到车辆从当前位置到终点做匀减速运动的加速度；其次，根据车辆当前速度计算得到目标距离；然后，以当前位置为起点，沿着道路前方截取长度为目标距离的位置点作为目标位置点；最后，根据车辆当前速度、所述加速度和目标距离，计算得到目标位置点的目标速度。
本发明实施例中，前述步骤102中，具体实现可如下：判断所述当前速度是否大于预置的第一速度阈值；若是则：确定车辆的减速运动模式为减速模式；若否则：判断所述目标速度是否大于0，若是则确定车辆的减速运动模式为低速滑行模式；若否则确定车辆的减速运动模式为停车模式。减速模式下表示在车辆以较高速度正常行驶的状态下进行平缓减速，直到低速；低速滑行模式表示车辆保持一个相对较低的速度平稳滑行；停车模式表示需要将车辆从低速状态停止在终点。
在本发明实施例中，若所述减速运动模式为减速模式，前述步骤103具体可执行以下步 骤103A～步骤103F对车辆进行制动控制，如图3所示：
步骤103A、计算当前速度与目标速度的速度误差。
在步骤103A中，将目标速度与当前速度的差值作为速度误差。
步骤103B、根据所述速度误差计算车辆从当前位置行驶到目标位置的第一加速度。
该步骤103B中，根据所述速度误差计算车辆从当前位置行驶到目标位置的第一加速度，具体可通过但不仅限于以下方式(方式B1～方式B3)实现：
方式B1、采用预置的PID(比例-积分-微分)算法对所述速度误差进行计算，得到所述第一加速度。
方式B2、采用预置的MPC(Model Predictive Control模型预测控制)算法对目标距离和速度误差进行计算，得到所述第一加速度。
方式B3、采用预置的模糊控制算法对速度误差进行计算，得到所述第一加速度。
步骤103C、将所述第一加速度输入预置的车辆纵向动力学模型中，得到车轮转矩。
本发明实施例中，车辆纵向动力学模型的工作原理可如下：首先，获取车辆受到的阻力f；其次，将阻力f、第一加速度a、车辆的质量输入到以下公式(1)中即可计算得到驱动力F；将驱动力F、车轮的滚动半径输入到公式(2)中即可计算得到车轮的车轮转矩T，其中公式(1)和公式(2)如下：
F＝f+ma     式(1)
式(1)中，F为驱动力，f为车辆受到的阻力，m为车辆的质量，a为第一加速度。
T＝F/r       式(2)
式(2)中，F为驱动力，T为车轮转矩，r为车轮的滚动半径。
本发明实施例中，车辆受到的阻力f可以包含以下任意一种或多种阻力的和值：地面摩擦阻力、风阻和坡道阻力等。不同的路面类型对应的摩擦系数不同，例如柏油路、水泥路、积雪道路、冰面道路、泥坑道路等，可以通过图像识别算法对摄像传感器采集到的地面图像进行识别以得到车辆当前所在道路的路面类型，并将该路面类型传输给车辆纵向动力学模型，以便车辆纵向动力学模型根据该路面类型选取相应的摩擦系数计算地面摩擦阻力。风阻与车辆的迎风面积、速度平方成正比。道路的坡道信息可通过车载传感器测量得到。
步骤103D、判断所述车轮转矩是否大于预置的转矩阈值，若是则执行步骤103E，若否则执行步骤103F。
步骤103E、根据车轮转矩和预置的传动比确定出发动机转矩，根据所述发动机转矩得到第一油门踏板开合度，并向油门控制器发送携带有第一油门踏板开合度的加速控制指令。
步骤103E中，传动比c为车轮转矩与发动机转矩的比值，该传动比为一个已知参数，将车轮转矩T和传动比c输入下式(3)中即可计算得到发动机转矩T’：
T’＝T/c      式(3)
本发明实施例中，可以预先设置一个表格(后续用第一表格表示)，在第一表格中设置有发动机转速(可直接通过传感器检测得到发送机转速；也可以根据车速计算得到车轮转速，再根据车轮转速和传动比计算得到发动机转速)、发动机转矩与油门踏板开合度取值的第一对应关系，步骤103E可从第一表格中查询与式(3)计算得到的发送机转矩T’、当前车辆的发动机转速对应的第一油门踏板开合度的取值。如果能在第一表格不能查找到与T’、当前车辆的发送机转速对应的第一油门踏板开合度，则：采用线性插值算法对第一表格中发动机转矩、发动机转速和油门踏板开合度进行插值，以得到与T’、当前车辆的发动机转速对应的第一油门踏板开合度。
步骤103F、根据所述车轮转矩确定出第一制动力，并向刹车控制器发送携带有所述第一制动力的制动控制指令。
本发明实施例中，可以将车轮转矩输入到以下公式(4)计算得到第一制动力：
P＝T/(Sd)         式(4)
P为第一制动力；为车轮的制动管路截面积；d为制动卡钳或制动鼓作用点与车轮中心的距离。
本发明实施例中，在车辆为减速模式下，图3所示的制动策略控制的是油门控制器，调小加速度的取值，车辆仍然处于加速状态，从而能够实现在车辆高速行驶的过程中通过逐步降低加速度的取值来使车辆平缓的进行降速，避免紧急刹车的问题。
优选地，若所述减速运动模式为低速滑行模式，所述步骤103可通过执行以下步骤103G～步骤103K来对车辆进行制动控制，如图4所示：
步骤103G、计算当前速度与目标速度的速度误差。
步骤103G中，将目标速度与当前速度的差值作为速度误差。
步骤103H、根据所述速度误差计算车辆从当前位置行驶到目标位置的第二加速度。
该步骤103H中，根据所述速度误差计算车辆从当前位置行驶到目标位置的第二加速度，具体可通过但不仅限于以下任意一种方式(方式C1～方式C2)实现：
方式C1、采用预置的PID(比例-积分-微分)算法对所述速度误差进行计算，得到所述第二加速度。
方式C2、采用预置的MPC(Model Predictive Control，模型预测控制)算法对目标距离和速度误差进行计算，得到所述第二加速度。
方式C3、采用预置的模糊控制算法对速度误差进行计算，得到所述第二加速度。
步骤103I、判断所述第二加速度是否大于0，若是则执行步骤103J，若否则执行步骤103K。
步骤103J、根据第二加速度，从预置的加速度和油门踏板开合度的第二对应关系中，确 定出第二加速度对应的第二油门踏板开合度；并向油门控制器发送携带有第二油门踏板开合度的加速控制指令。
在一个示例中，可以预先设置一个表格(后续用第二表格表示)，在第二表格中设置有加速度与油门踏板开合度的第二对应关系，步骤103J中可从第二表格中查找到与第二加速度对应的第二油门踏板开合度。如果能在第二表格中查找到与第二加速度取值相同的加速度，则将该加速度对应的油门踏板开合度确定为与第二加速度对应的第二油门踏板开合度；若在第二表格中不能查找到与第二加速度取值相同的加速度，则：将第二表格中与第二加速度取值最接近的加速度对应的油门踏板开合度确定为与第二加速度对应的第二油门踏板开合度；或者，若第二加速度位于相邻两个加速度的取值之间，则通过对该相邻的两个加速度及其对应的两个油门踏板开合度进行插值，得到与第二加速度对应的第二油门踏板开合度。
步骤103K、根据第二加速度，从预置加速度和制动力的第三对应关系中，确定出第二加速度对应的第二制动力；向刹车控制器发送携带有第二制动力的制动控制指令。
在一个示例中，可以预先设置一个表格(后续用第三表格表示)，在第三表格中设置有第二加速度与制动力的第三对应关系，步骤103K中可从第三表格中查找到与第二加速度对应的第二制动力。如果能在第三表格中查找到与第二加速度取值相同的加速度，则将该加速度对应的制动力确定为与第二加速度对应的第二制动力；若在第三表格中不能查找到与第二加速度取值相同的加速度，则：将第三表格中与第二加速度取值最接近的加速度对应的制动力确定为与第二加速度对应的第二制动力；或者，若第二加速度位于相邻两个加速度的取值之间，则通过对该相邻的两个加速度及其对应的两个制动力进行插值，得到与第二加速度对应的第二制动力。
本发明实施例中，在车辆为低速滑行模式下，图4所示的制动策略根据加速度的取值的正或负来采取不同的制动方式：若加速度大于0表示还处于加速状态，则控制油门控制器调小加速度的取值，逐渐降低速度；若加速度小于0表示处于减速状态，此时获取一个与加速度对应的制动力对车辆进行适量的制动，逐渐刹车；通过该种策略可以确保车辆能够在低速滑行模式下平稳滑行。
优选地，若减速运动模式为停车模式，步骤103具体可包括以下步骤103L～步骤103N，如图5所示：
步骤103L、按照匀减速运动，根据当前速度、当前位置与终点的距离确定车辆从当前位置行驶到终点的第三加速度。
步骤103L，首先，假设车辆从当前位置行驶到终点做匀减速运动，并且在车辆到达终点时的速度为0，则采用物理学中与匀减速运动相关的物理公式，根据车辆当前速度、当前位 置与终点的距离计算得到车辆从当前位置到终点做匀减速运动的第三加速度。
步骤103M、根据第三加速度，从预置的加速度和制动力的第三对应关系中，确定出第三加速度对应的第三制动力。
本发明实施例中，在一个示例中，可以预先设置一个表格(后续用第四表格表示)，在第四表格中设置有加速度与制动力的第四对应关系，步骤103M中可从第四表格中查找到与第三加速度对应的第三制动力。如果能在第四表格中查找到与第三加速度取值相同的加速度，则将该加速度对应的制动力确定为与第三加速度对应的第三制动力；若在第四表格中不能查找到与第三加速度取值相同的加速度，则：将第四表格中与第三加速度取值最接近的加速度对应的制动力确定为与第三加速度对应的第三制动力；或者，若第三加速度位于相邻两个加速度的取值之间，则通过对该相邻的两个加速度及其对应的两个制动力进行插值，得到与第三加速度对应的第三制动力。
步骤103N、向刹车控制器发送携带有第三制动力的制动控制指令。
本发明实施例中，在车辆为停车模式下，图5所示的制动策略能够根据车辆当前速度和当前位置与终点的距离确定一个加速度；并获取一个与该加速度对应的制动力，以控制车辆在低速的情况下精准的停止在终点。
本发明实施例中，对于相同取值的加速度，在第三表格中与该加速度对应的制动力小于第四表格中与该加速度对应的制动力。
本发明实施例一中，步骤103可包括前述步骤103A～步骤103N，如图6所示，在不同的减速运动模式下采用不同的车辆制动策略对车辆进行制动控制，例如确定减速运动模式为减速模式时，对应的车辆制动策略包括步骤103A～步骤103F；减去运动模式为低速滑行模式时，对应的车辆制动策略包括步骤103G～步骤103K；减速运动模式为停车模式时，对应的车辆制动策略包括步骤103L～步骤103N。
采用本发明技术方案，可以控制车辆从高速行驶的状态下依次进入减速模式、低速滑行模式和停车模式这三个运动状态，并对该三个运动状态下采取相适应的制动策略控制车辆平缓降速，使得车辆的速度为一个平滑降低的过程，并且在判断车辆满足停车模式(当前车速为低速，且目标速度为0)时，根据车辆当前速度和与终点的距离控制车辆做匀减速运动，以在低速的情况下控制车辆精准的停止在终点。
实施例二
基于前述实施例一提供的一种车辆停车控制方法的相同构思，本发明实施例二提供一种车辆停车控制装置，该装置的结构如图7所示，所述装置包括：
控制单元1，用于按照预置的时间周期触发目标位置确定单元2、减速运动模式确定单元 3和制动控制单元4，直到车辆停止在终点；
目标位置确定单元2，用于根据车辆的当前速度、当前位置与终点的距离，确定目标位置以及车辆到达所述目标位置时的目标速度，所述目标位置位于车辆所在道路上且位于车辆的前方；
减速运动模式确定单元3，用于根据所述车辆的当前速度和所述目标速度确定车辆的减速运动模式；
制动控制单元4，用于根据所述减速运动模式对应的车辆制动策略对所述车辆进行制动控制。
目标位置确定单元2具体实现可通过但不仅限于前述实施例一提供的方式A1～方式A2中的任意一种方式实现，在此不再赘述。
优选地，在一个示例中，所述减速运动模式确定单元3，具体用于：
判断所述当前速度是否大于预置的第一速度阈值；
若是则：确定车辆的减速运动模式为减速模式；
若否则：判断所述目标速度是否大于0，若是则确定车辆的减速运动模式为低速滑行模式；若否则确定车辆的减速运动模式为停车模式。
优选地，在一个示例中，所述制动控制单元4具体用于：
若所述减速运动模式确定单元3确定为减速模式，则执行以下步骤(以下步骤分别与实施例一中的步骤103A～步骤103F一一对应，技术细节在此不再赘述)：
计算当前速度与目标速度的速度误差；
根据所述速度误差计算车辆从当前位置行驶到目标位置的第一加速度；
将第一加速度输入至预置的车辆纵向动力学模型中，得到车轮转矩；
判断所述车轮转矩是否大于预置的转矩阈值；
若是则：根据车轮转矩和预置的传动比确定出发动机转矩，根据所述发动机转矩得到第一油门踏板开合度，并向油门控制器发送携带有第一油门踏板开合度的加速控制指令；
若否则：根据所述车轮转矩确定出第一制动力，并向刹车控制器发送携带有所述第一制动力的制动控制指令。
优选地，在一个示例中，所述制动控制单元4，具体用于：
若所述减速运动模式确定单元3确定为低速滑行模式，则执行以下步骤(以下步骤与实施例一中的步骤103G～步骤103K一一对应，技术细节在此不再赘述)：
计算当前速度与目标速度的速度误差；
根据所述速度误差计算车辆从当前位置行驶到目标位置的第二加速度；
判断第二加速度是否大于0；
若是则：根据第二加速度，从预置加速度和油门踏板开合度的第一对应关系中，确定出第二加速度对应的第二油门踏板开合度；并向油门控制器发送携带有第二油门踏板开合度的加速控制指令；
若否则：根据第二加速度，从预置加速度和制动力的第二对应关系中，确定出第二加速度对应的第二制动力；向刹车控制器发送携带有第二制动力的制动控制指令。
优选地，在一个示例中，所述制动控制单元4，具体用于：
若所述减速运动模式确定单元确定为停车模式，则执行以下步骤(以下步骤与实施例一中的步骤103L～步骤103N一一对应，技术细节在此不再赘述)：
按照匀减速运动，根据当前速度、当前位置与终点的距离确定车辆从当前位置行驶到终点的第三加速度；
根据第三加速度，从预置的加速度和制动力的第三对应关系中，确定出与第三加速度对应的第三制动力；
向刹车控制器发送携带有第三制动力的制动控制指令。
本发明实施例中，控制单元1在制动控制单元4采用停车模式对应的车辆制动策略对车辆进行制动控制后，确定车辆停止在终点，不再触发前述目标位置确定单元2、减速运动模式确定单元3和制动控制单元4。
本发明实施例二中，制动控制单元4可以执行以上不同减速运动模式下需要执行的步骤。
本发明实施例二提供的车辆停车控制装置可以设置在计算机服务器中。
实施例三
在本发明实施例中，上述实施例一提供的各种车辆停车控制方法可以由计算机程序控制的计算机服务器来实现，因此，与之相对应地，本发明实施例还可提供一种计算机服务器，该计算机服务器可包括存储器、以及与所述存储器通信连接的一个或多个处理器；其中，所述存储器中存储有可被所述一个或多个处理器执行的指令，所述指令被所述一个或多个处理器执行，以使所述一个或多个处理器能够实现如上述实施例一中描述的方法。
同时，本发明的一个实施例中，还提供了一种非易失性计算机存储介质，所述计算机存储介质存储有计算机可执行指令，该计算机可执行指令可以执行上述实施例一中描述的方法。
又或者，本发明的一个实施例中，还提供一种计算机程序产品，所述计算机程序产品包括计算机可执行指令，该计算机可执行指令可以执行上述实施例一中描述的方法。
实施例四
本发明实施例中，还提供一种自动驾驶车辆，该自动驾驶车辆中设置有前述计算机服务 器。
以上结合具体实施例描述了本发明的基本原理，但是，需要指出的是，对本领域普通技术人员而言，能够理解本发明的方法和装置的全部或者任何步骤或者部件可以在任何计算装置(包括处理器、存储介质等)或者计算装置的网络中，以硬件固件、软件或者他们的组合加以实现，这是本领域普通技术人员在阅读了本发明的说明的情况下运用它们的基本编程技能就能实现的。
本领域普通技术人员可以理解实现上述实施例方法携带的全部或部分步骤是可以通过程序来指令相关的硬件完成，所述的程序可以存储于一种计算机可读存储介质中，该程序在执行时，包括方法实施例的步骤之一或其组合。
另外，在本发明各个实施例中的各功能单元可以集成在一个处理模块中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个模块中。上述集成的模块既可以采用硬件的形式实现，也可以采用软件功能模块的形式实现。所述集成的模块如果以软件功能模块的形式实现并作为独立的产品销售或使用时，也可以存储在一个计算机可读取存储介质中。
本领域内的技术人员应明白，本发明的实施例可提供为方法、系统、或计算机程序产品。因此，本发明可采用完全硬件实施例、完全软件实施例、或结合软件和硬件方面的实施例的形式。而且，本发明可采用在一个或多个其中包含有计算机可用程序代码的计算机可用存储介质(包括但不限于磁盘存储器和光学存储器等)上实施的计算机程序产品的形式。
本发明是参照根据本发明实施例的方法、设备(系统)、和计算机程序产品的流程图和/或方框图来描述的。应理解可由计算机程序指令实现流程图和/或方框图中的每一流程和/或方框、以及流程图和/或方框图中的流程和/或方框的结合。可提供这些计算机程序指令到通用计算机、专用计算机、嵌入式处理机或其他可编程数据处理设备的处理器以产生一个机器，使得通过计算机或其他可编程数据处理设备的处理器执行的指令产生用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的装置。
这些计算机程序指令也可存储在能引导计算机或其他可编程数据处理设备以特定方式工作的计算机可读存储器中，使得存储在该计算机可读存储器中的指令产生包括指令装置的制造品，该指令装置实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能。
这些计算机程序指令也可装载到计算机或其他可编程数据处理设备上，使得在计算机或其他可编程设备上执行一系列操作步骤以产生计算机实现的处理，从而在计算机或其他可编程设备上执行的指令提供用于实现在流程图一个流程或多个流程和/或方框图一个方框或多 个方框中指定的功能的步骤。
尽管已描述了本发明的上述实施例，但本领域内的技术人员一旦得知了基本创造性概念，则可对这些实施例做出另外的变更和修改。所以，所附权利要求意欲解释为包括上述实施例以及落入本发明范围的所有变更和修改。
显然，本领域的技术人员可以对本发明进行各种改动和变型而不脱离本发明的精神和范围。这样，倘若本发明的这些修改和变型属于本发明权利要求及其等同技术的范围之内，则本发明也意图包含这些改动和变型在内。

Claims (12)

  1. 一种车辆停车控制方法，其特征在于，按照预置的时间周期执行以下步骤直到车辆停止在终点：
    根据车辆的当前速度、当前位置与终点的距离，确定目标位置以及车辆到达所述目标位置时的目标速度，所述目标位置位于车辆所在道路上且位于车辆前方；
    根据所述车辆的当前速度和所述目标速度确定车辆的减速运动模式；
    根据所述减速运动模式对应的车辆制动策略对所述车辆进行制动控制。
  2. 根据权利要求1所述的方法，其特征在于，根据所述车辆的当前速度和所述目标速度确定车辆的减速运动模式，具体包括：
    判断所述当前速度是否大于预置的第一速度阈值；
    若是则：确定车辆的减速运动模式为减速模式；
    若否则：判断所述目标速度是否大于0，若是则确定车辆的减速运动模式为低速滑行模式；若否则确定车辆的减速运动模式为停车模式。
  3. 根据权利要求2所述的方法，其特征在于，根据所述减速运动模式对应的车辆制动策略对所述车辆进行制动控制，具体包括：
    若确定减速运动模式为减速模式时，则执行以下步骤：
    计算当前速度与目标速度的速度误差；
    根据所述速度误差计算车辆从当前位置行驶到目标位置的第一加速度；
    将第一加速度输入预置的车辆纵向动力学模型中，得到车轮转矩；
    判断所述车轮转矩是否大于预置的转矩阈值；
    若是则：根据车轮转矩和预置的传动比确定出发动机转矩，根据所述发动机转矩得到第一油门踏板开合度，并向油门控制器发送携带有第一油门踏板开合度的加速控制指令；
    若否则：根据所述车轮转矩确定出第一制动力，并向刹车控制器发送携带有所述第一制动力的制动控制指令。
  4. 根据权利要求2所述的方法，其特征在于，根据所述减速运动模式对应的车辆制动策略对所述车辆进行制动控制，具体包括：
    若确定减速运动模式为低速滑行模式，则执行以下步骤：
    计算当前速度与目标速度的速度误差；
    根据所述速度误差计算车辆从当前位置行驶到目标位置的第二加速度；
    判断第二加速度是否大于0；
    若是则：根据第二加速度，从预置加速度和油门踏板开合度的第一对应关系中，确定出第二加速度对应的第二油门踏板开合度，并向油门控制器发送携带有第二油门踏板开合度的 加速控制指令；
    若否则：根据第二加速度，从预置的加速度和制动力的第二对应关系中，确定出第二加速度对应的第二制动力，向刹车控制器发送携带有第二制动力的制动控制指令。
  5. 根据权利要求2所述的方法，其特征在于，根据所述减速运动模式对应的车辆制动策略对所述车辆进行制动控制，具体包括：
    若确定减速运动模式为停车模式，则执行以下步骤：
    按照匀减速运动，根据当前速度、当前位置与终点的距离确定车辆从当前位置行驶到终点的第三加速度；
    根据第三加速度，从预置加速度和制动力的第三对应关系中，确定出第三加速度对应的第三制动力；
    向刹车控制器发送携带有第三制动力的制动控制指令。
  6. 一种车辆停车控制装置，其特征在于，所述装置包括：
    控制单元，用于按照预置的时间周期触发目标位置确定单元、减速运动模式确定单元和制动控制单元，直到车辆停止在终点；
    目标位置确定单元，用于根据车辆的当前速度、当前位置与终点的距离，确定目标位置以及车辆到达所述目标位置时的目标速度，所述目标位置位于车辆所在道路上且位于车辆的前方；
    减速运动模式确定单元，用于根据所述车辆的当前速度和所述目标速度确定车辆的减速运动模式；
    制动控制单元，用于根据所述减速运动模式对应的车辆制动策略对所述车辆进行制动控制。
  7. 根据权利要求6所述的装置，其特征在于，所述减速运动模式确定单元，具体用于：
    判断所述当前速度是否大于预置的第一速度阈值；
    若是则：确定车辆的减速运动模式为减速模式；
    若否则：判断所述目标速度是否大于0，若是则确定车辆的减速运动模式为低速滑行模式；若否则确定车辆的减速运动模式为停车模式。
  8. 根据权利要求7所述的装置，其特征在于，所述制动控制单元具体用于：
    若所述减速运动模式确定单元确定为减速模式，则执行以下步骤：
    计算当前速度与目标速度的速度误差；
    根据所述速度误差计算车辆从当前位置行驶到目标位置的第一加速度；
    将第一加速度输入预置的车辆纵向动力学模型中，得到车轮转矩；
    判断所述车轮转矩是否大于预置的转矩阈值；
    若是则：根据车轮转矩和预置的传动比确定出发动机转矩，根据所述发动机转矩得到第一油门踏板开合度，并向油门控制器发送携带有第一油门踏板开合度的加速控制指令；
    若否则：根据所述车轮转矩确定出第一制动力，并向刹车控制器发送携带有所述第一制动力的制动控制指令。
  9. 根据权利要求7所述的装置，其特征在于，所述制动控制单元，具体用于：
    若所述减速运动模式确定单元确定为低速滑行模式，则执行以下步骤：
    计算当前速度与目标速度的速度误差；
    根据所述速度误差计算车辆从当前位置行驶到目标位置的第二加速度；
    判断第二加速度是否大于0；
    若是则：根据第二加速度，从预置加速度和油门踏板开合度的第一对应关系中，确定出第二加速度对应的第二油门踏板开合度；并向油门控制器发送携带有第二油门踏板开合度的加速控制指令；
    若否则：根据第二加速度，从预置加速度和制动力的第二对应关系中，确定出第二加速度对应的第二制动力；向刹车控制器发送携带有第二制动力的制动控制指令。
  10. 根据权利要求7所述的装置，其特征在于，制动控制单元，具体用于：
    若所述减速运动模式确定单元确定为停车模式，则执行以下步骤：
    按照匀减速运动，根据当前速度、当前位置与终点的距离确定车辆从当前位置行驶到终点的第三加速度；
    根据第三加速度，从预置的加速度和制动力的第三对应关系中，确定出与第三加速度对应的第三制动力；
    向刹车控制器发送携带有第三制动力的制动控制指令。
  11. 一种计算机服务器，其特征在于，包括存储器，以及与所述存储器通信连接的一个或多个处理器；
    所述存储器中存储有可被所述一个或多个处理器执行的指令，所述指令被所述一个或多个处理器执行，以使所述一个或多个处理器实现如权利要求1～5中任一项所述的车辆停车控制方法。
  12. 一种自动驾驶车辆，其特征在于，设置有如权利要求11所述的计算机服务器。
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