CN106696956B - Have the modified track of vehicle follow-up mechanism of tracking error and method - Google Patents
Have the modified track of vehicle follow-up mechanism of tracking error and method Download PDFInfo
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- CN106696956B CN106696956B CN201510768097.5A CN201510768097A CN106696956B CN 106696956 B CN106696956 B CN 106696956B CN 201510768097 A CN201510768097 A CN 201510768097A CN 106696956 B CN106696956 B CN 106696956B
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- 238000000034 method Methods 0.000 title claims abstract description 26
- 238000012937 correction Methods 0.000 claims abstract description 79
- 238000012986 modification Methods 0.000 claims description 5
- 230000004048 modification Effects 0.000 claims description 5
- 230000001133 acceleration Effects 0.000 claims description 4
- 230000005484 gravity Effects 0.000 claims description 4
- 238000006073 displacement reaction Methods 0.000 claims description 2
- 238000010586 diagram Methods 0.000 description 11
- 238000004364 calculation method Methods 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
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Classifications
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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
- B60W30/02—Control of vehicle driving stability
- B60W30/045—Improving turning performance
-
- 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
- B60W30/10—Path keeping
-
- 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
-
- 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
- B60W40/114—Yaw movement
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- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
A kind of modified track of vehicle follow-up mechanism of tool tracking error and method, this method include mainly：A prediction locus is established according to vehicle instant messages；Judge a vehicle yaw rate threshold value according to vehicle instant messages；Calculate the steering angle corresponding to the vehicle yaw rate threshold value；Estimate the lateral calibration corrections corresponding to the steering angle, wherein, when lateral error correction amount is not more than the error amount of target trajectory and prediction locus, Vehicular turn is controlled with the steering angle corresponding to the lateral error correction amount, it is on the contrary, when error amount of the lateral error correction amount more than target trajectory and prediction locus, Vehicular turn is controlled with the steering angle corresponding to the error amount.The present invention is using the error amount as an error correction threshold, in the case of being less than the amendment threshold, the deflection amplitude of vehicle is controlled according to the calibration corrections, it avoids Vehicular turn amplitude excessive and accident occurs, enable vehicle be adapted to different kinds of roads situation and track the target trajectory and smooth-ride.
Description
Technical Field
The present invention relates to a vehicle trajectory tracking device and method, and more particularly, to a vehicle trajectory tracking device and method with path error correction.
Background
An Advanced-Driver Assistance System (ADAS) is one of the main bases of an automatic driving vehicle, and various aspects such as obstacle identification and sensing, auxiliary driving decision, workshop and in-vehicle communication are all important subsystems in the Advanced driving Assistance System, and vehicle information, surrounding road condition information and the like are obtained mainly through various sensors, and then information analysis and processing are performed by an electronic control unit to generate corresponding control signals.
Please refer to fig. 9, which is a schematic diagram of a control logic of a conventional vehicle trajectory tracking, illustrating that a controller 100 in the advanced driving assistance system can compare an error between a target trajectory 200 and an actual trajectory according to a known target trajectory 200 and a fed-back actual trajectory, and estimate a steering angle according to the error, so as to control the vehicle to properly adjust a moving path according to the steering angle, so as to expect the vehicle to track the target trajectory 200 as much as possible for movement.
Referring to fig. 10 again, when the vehicle automatically adjusts its own driving path according to the control logic of fig. 9, a motion situation such as the first corrected path 310 or the second corrected path 320 may actually occur. The first modified path 310 represents a significant difference between the vehicle and the target trajectory 200 when changing paths (e.g., turning) during the modification process because the modification is too slow. The other case is a second correction path 320, which represents that the target trajectory 200 is corrected again after the offset is over-head due to the excessive amplitude during the correction process.
The first correction path 310 or the second correction path 320 as described in fig. 10 may be generated because the controller 100 only compares the error amount between the target trajectory 200 and the actual trajectory, and does not consider the dynamic change of the vehicle itself during the correction process. When the vehicle moves like the first corrected path 310 or the second corrected path 320, the deviation is significant and frequent in a short time, and there is a risk of discomfort to the passengers or overturn of the vehicle.
Disclosure of Invention
The invention aims to provide a vehicle track tracking method with path error correction, which can maintain the stable steering of a vehicle and avoid accidents such as vehicle overturn and the like.
In order to achieve the above object, the present invention provides a vehicle trajectory tracking method with path error correction, comprising:
capturing vehicle instant information and a target track;
establishing a predicted track according to the vehicle instant information;
judging a vehicle yaw rate threshold value according to the vehicle instant information;
calculating a steering angle corresponding to the vehicle yaw rate threshold value;
estimating a lateral error correction corresponding to the steering angle;
judging whether the lateral error correction quantity is smaller than or equal to an error value between the target track and the predicted track;
when the lateral error correction is smaller than or equal to the error value of the target track and the predicted track, controlling the vehicle to steer by using the steering angle corresponding to the lateral error correction;
when the lateral error correction is larger than the error value of the target track and the predicted track, the steering angle corresponding to the error value is used for controlling the vehicle to steer.
In order to better achieve the above object, the present invention further provides a vehicle trajectory tracking device with path error correction, comprising:
the sensors are used for respectively sensing various vehicle instant messages;
a track prediction unit for establishing a predicted track according to the vehicle instant messages; and
a track correction unit, which calculates a lateral error correction according to the vehicle instant messages and judges whether the lateral error correction is larger than an error value, wherein the error value is the error between the target track and the predicted track; when the lateral error correction is smaller than or equal to the error value, outputting a steering angle corresponding to the lateral error correction; when the lateral error correction is larger than the error value, outputting a steering angle corresponding to the error value;
when the track correction unit calculates the error correction amount, a vehicle yaw rate threshold value is judged according to vehicle instant information, a steering angle corresponding to the vehicle yaw rate threshold value is calculated, and the lateral error correction amount is estimated according to the steering angle.
The invention has the technical effects that:
the invention takes the error value of the predicted track and the target track as a reasonable error correction threshold, and estimates an error correction quantity by referring to the real-time information of the vehicle, and can control the deflection amplitude of the vehicle according to the error correction quantity on the premise of not exceeding the correction threshold, thereby avoiding the accident caused by overlarge steering amplitude of the vehicle and leading the vehicle to track the target track according to various road conditions and run stably.
The invention is described in detail below with reference to the drawings and specific examples, but the invention is not limited thereto.
Drawings
FIG. 1 is a schematic diagram of the control logic of the present invention;
FIG. 2 is a schematic diagram of a vehicle trajectory tracking path according to the present invention;
FIG. 3 is a flow chart of a method of the present invention;
FIG. 4 is a schematic diagram of the calculation of the estimated predicted trajectory according to the present invention;
FIG. 5 is a schematic view of the present invention utilizing a bicycle model to calculate steering angle;
FIG. 6 is a diagram illustrating the correction of lateral error according to the present inventionA schematic diagram of controlling vehicle travel;
FIG. 7 is a schematic diagram illustrating the invention controlling vehicle travel based on the target and predicted trajectory error value E;
FIG. 8 is a block diagram of the apparatus of the present invention;
FIG. 9 is a schematic diagram of the control logic for conventional vehicle trajectory tracking;
fig. 10 is a schematic diagram of a conventional vehicle trajectory tracking path.
Wherein the reference numerals
10 sensor
20 track prediction unit
30 track correction unit
100 controller
200 target trajectory
310 first correction path
320 second correction path
TP predicted trajectory
TG target trajectory
TE planned trajectory
Detailed Description
The invention will be described in detail with reference to the following drawings, which are provided for illustration purposes and the like:
referring to fig. 1 and 2, the present invention establishes a predicted trajectory TP according to vehicle instant information, compares the predicted trajectory TP with an obtained target trajectory TG to obtain an error value e, and calculates a lateral error correction amount according to the vehicle instant informationTo determine whether the error value "" or the lateral error correction quantity should be appliedThe corresponding steering angle controls the vehicle to change the path.
First, referring to fig. 2, a target trajectory TG is shown by a solid line and can be established according to the prior art, and therefore, the description is omitted; the predicted trajectory TP is established in the present invention and will be further described later; the present invention calculates the lateral error correction amount based on the real-time information of the vehicleI.e. a planned trajectory TE, wherein, when controlling the vehicle to travel, the vehicle is advanced according to the predicted trajectory TP or the planned trajectory TE according to the calculation result, so as to keep the actual motion path of the vehicle as consistent as possible with the target trajectory TG. The detailed technique of the method of the present invention will be described in detail below.
Referring to fig. 3, the method of the present invention includes the following steps:
s31: the method comprises the steps of acquiring vehicle instant information and a target track TG, wherein the vehicle instant information comprises but is not limited to vehicle speed, lateral acceleration, a driver vehicle model, a driving situation and the like.
S32: and establishing a predicted track TP, and estimating the predicted track TP by using the vehicle instant information. The present embodiment is illustrated by taking the model shown in fig. 4 as an example, the center of the track of the front wheel (illustrated by a rectangular pattern) of the vehicle is represented by (x, y) its current position, and the predicted position at the next time is represented byIs shown in which D represents the length from the center of the track (x, y) to the instant center of steering, deltafRepresenting the angle of the front wheel turning angle. Therefore, the predicted positions at different times can be estimated continuously based on the historical track formed by the vehicle from the past to the present positionThus, a predicted track TP is formed, if the predicted track TP is different from the target track TG, that is, an error value e between the target track TG and the predicted track TP exists.
S33: judging vehicle yaw rate threshold value gammathAccording to the vehicle instant message, judging the vehicle yaw rate threshold value gamma corresponding to the current vehicle instant message in a table look-up modethBecause the method is determined by using a table look-up method, the existing vehicle model can be provided with a simulation program to establish a comparison table in advance, and the comparison table records the corresponding vehicle yaw rate threshold value gamma of the vehicle in different statesth. In this embodiment, the lookup table records the vehicle yaw rate threshold γ corresponding to different vehicle speedsthThat is, a table is looked up according to the instant vehicle speed of the vehicle, and the yaw rate threshold value gamma corresponding to the instant vehicle speed is judgedth。
S34: calculating steering angle, and obtaining the threshold value gamma of the yaw rate according to the table look-upthCalculating a corresponding steering angle deltafIn this embodiment, the bicycle model shown in fig. 5 is used to calculate the steering angle δ according to the following formulaf：
Wherein,representing yaw rate, L representing vehicle length, vxRepresenting longitudinal vehicle speed, vchRepresenting vehicle speed.
S35: estimating lateral error correctionWhen steering angle deltafCalculating and combining the instant speed of the vehicle to calculate the lateral error correctionThe following sequence of vehicle lateral motion state space equations can be used:
the known parameters represent the following meanings:
vchis the vehicle speed vxFor longitudinal vehicle speed vyFor sideways vehicle speed
CαfSteering stiffness C for front wheelsαrFor rear wheel steering rigidity
L is vehicle length m is vehicle mass
a is the length from the front axle to the center of gravity, b is the length from the rear axle to the center of gravity
Iz is moment of inertia and y is vehicle lateral displacement
Psi is yaw angle r is yaw rateδfIs the front wheel turning angle
Wherein the lateral error correctionI.e. in the above equation
S36: judging whether the lateral error correction e is less than or equal to the error value of the target track and the predicted track
S37: if lateral error correctionError value E less than or equal to target track and predicted track to correct lateral errorCorresponding steering angle deltafVehicle yaw is controlled. As shown in fig. 6, the error value e of the target trajectory TG and the predicted trajectory TP is larger than the calculated lateral error correction amountSo that the lateral error correction can be utilizedCorrespond toSteering angle deltafThe vehicle is controlled to follow the planned trajectory TE and to more closely approach the target trajectory TG.
S38: if lateral error correctionGreater than the target and predicted trajectory error value e, with a steering angle δ corresponding to the error value ef_newVehicle yaw is controlled. As shown in fig. 7, the calculated lateral error correction amountIf the error value "" is exceeded, the error correction quantity is assumed to be still usedCorresponding steering angle deltafThe vehicle is controlled to advance along the planned track TE, so that the vehicle can obviously deflect over the target track TG, and the target track TG does not need to be corrected again, and the steering angle delta cannot be adoptedf. Conversely, in this case, the corresponding steering angle δ will be inversely calculated based on the target and predicted trajectory error value ef_newAt the steering angle deltaf_newVehicle yaw is controlled.
Referring to fig. 8, a block diagram of a vehicle track following device with path error correction according to the present invention, which is installed in a vehicle and can perform the method shown in fig. 3, the device includes:
a plurality of sensors 10 for respectively sensing various vehicle instant messages, wherein the types of the sensors 10 may include one or more combinations of different types such as a vehicle speed sensor, an acceleration sensor, a lens, a positioning device (GPS), an Inertial Measurement Unit (IMU), and the like;
a track prediction unit 20, which establishes a predicted track TP according to the vehicle instant information; and
a track correction unit 30 for calculating a lateral error correction amount according to the vehicle instant informationAnd determining the lateral error correctionWhether greater than an error value "" to determine the output corresponding to the lateral error correction quantitySteering angle delta offOr error magnitude alpha corresponding steering angle deltaf_newAnd enabling the vehicle to change the path according to the output steering angle.
The track correction sheet 30 can perform the detailed process of steps S33-S38, and thus is not described herein again. The trajectory prediction unit 20 and the trajectory modification unit 30 may be integrated into the same unit or implemented by a single microprocessor.
In summary, the present invention establishes a predicted trajectory TP according to the real-time information of the vehicle, and compares the predicted trajectory TP with a target trajectory TG obtained to obtain an error value e representing the maximum allowable amount of vehicle steering, so that when the vehicle steering angle does not exceed the maximum allowable amount, smooth vehicle running can be ensured, dangerous situations such as vehicle rollover can be avoided, and passengers can enjoy a more comfortable feeling. The invention refers to the vehicle instant information to estimate an error correction quantity, and can control the vehicle according to the error correction quantity on the premise that the vehicle turning angle does not exceed the maximum allowable quantity, so that the moving route of the vehicle is closer to a target track.
The present invention may be embodied in other specific forms without departing from the spirit or essential attributes thereof, and it should be understood that various changes and modifications can be effected therein by one skilled in the art without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (10)
1. A method for tracking a vehicle trajectory with path error correction, comprising:
capturing vehicle instant information and a target track;
establishing a predicted track according to the vehicle instant information;
judging a vehicle yaw rate threshold value according to the vehicle instant information;
calculating a steering angle corresponding to the vehicle yaw rate threshold value;
estimating a lateral error correction corresponding to the steering angle;
judging whether the lateral error correction quantity is smaller than or equal to an error value between the target track and the predicted track;
when the lateral error correction is smaller than or equal to the error value of the target track and the predicted track, controlling the vehicle to steer by using the steering angle corresponding to the lateral error correction;
when the lateral error correction is larger than the error value of the target track and the predicted track, the steering angle corresponding to the error value is used for controlling the vehicle to steer.
2. The method of claim 1, wherein in the step of determining the threshold value of yaw rate, the corresponding threshold value of yaw rate is determined in a pre-established lookup table according to the vehicle instant message.
3. The method of claim 2, wherein the lookup table records vehicle yaw rate thresholds corresponding to different vehicle speeds, and the lookup table is performed by using an instantaneous vehicle speed to obtain the corresponding yaw rate threshold.
4. The method for tracking vehicle with path error correction according to any one of claims 1 to 3, wherein in the step of calculating the steering angle corresponding to the threshold value of the yaw rate of the vehicle, the steering angle is calculated according to the following formula:
wherein,representing yaw rate, L representing vehicle length, vxRepresenting longitudinal vehicle speed, vchRepresenting vehicle speed, δfIs the steering angle.
5. The method of claim 4, wherein in the step of estimating a lateral error correction amount corresponding to the steering angle, the lateral error correction amount is estimated according to the following equation:
wherein the parameters of the above equations represent:
vchis the vehicle speed vxFor longitudinal vehicle speed vyFor sideways vehicle speed
CαfSteering stiffness C for front wheelsαrFor rear wheel steering rigidity
L is vehicle length m is vehicle mass
a is the length from the front axle to the center of gravity, b is the length from the rear axle to the center of gravity
Iz is moment of inertia and y is vehicle lateral displacement
Psi is yaw angle r is yaw rateδfIs the front wheel turning angle
Is a lateral error correction.
6. The method of claim 5, wherein in the step of establishing the predicted trajectory, the current position of the vehicle is represented as (x, y) and the predicted position at the next time is represented as (x, y)WhereinD represents the center of the tread(x, y) to a steering instant center, δfRepresenting the angle of the front wheel turning angle.
7. A vehicle trajectory tracking device with path error correction, comprising:
the sensors are used for respectively sensing various vehicle instant messages;
a track prediction unit for establishing a predicted track according to the vehicle instant messages; and
a track correction unit, which calculates a lateral error correction according to the vehicle instant messages and judges whether the lateral error correction is larger than an error value, wherein the error value is an error between a target track and the predicted track; when the lateral error correction is smaller than or equal to the error value, outputting a steering angle corresponding to the lateral error correction; when the lateral error correction is larger than the error value, outputting a steering angle corresponding to the error value;
when the track correction unit calculates the error correction amount, a vehicle yaw rate threshold value is judged according to vehicle instant information, a steering angle corresponding to the vehicle yaw rate threshold value is calculated, and the lateral error correction amount is estimated according to the steering angle.
8. The device as claimed in claim 7, wherein the sensors include one or more of a vehicle speed sensor, an acceleration sensor, a lens, a positioning device and an inertia measurer.
9. The device of claim 7, wherein the trajectory prediction unit and the trajectory modification unit are integrated into a single microprocessor.
10. The device of claim 7, wherein the vehicle real-time information comprises one or more of vehicle speed, lateral acceleration, driver vehicle model, and driving situation.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP6663835B2 (en) * | 2016-10-12 | 2020-03-13 | 本田技研工業株式会社 | Vehicle control device |
| CN107380161B (en) * | 2017-07-18 | 2018-03-09 | 吉林大学 | A kind of active steering control device for aiding in driver to realize desired ride track |
| DE102017213390A1 (en) * | 2017-08-02 | 2019-02-07 | Robert Bosch Gmbh | Method and apparatus for operating an automated mobile system |
| CN107521496B (en) * | 2017-09-08 | 2018-11-13 | 吉林大学 | A kind of transverse and longitudinal coordination control track follow-up control method of vehicle |
| GB2568548B (en) * | 2017-11-21 | 2020-07-29 | Jaguar Land Rover Ltd | Apparatus and method for controling a process |
| CN109782754B (en) * | 2018-12-25 | 2022-05-06 | 东软睿驰汽车技术（沈阳）有限公司 | Vehicle control method and device |
| CN111923906B (en) * | 2019-05-13 | 2021-11-02 | 广州汽车集团股份有限公司 | Method, device, equipment and storage medium for adjusting lane keeping control parameters |
| CN112859825A (en) * | 2019-11-26 | 2021-05-28 | 财团法人车辆研究测试中心 | Automatic driving coordination system and control method |
| CN113156927A (en) * | 2020-01-22 | 2021-07-23 | 华为技术有限公司 | Safety control method and safety control device for automatic driving vehicle |
| CN111216738B (en) * | 2020-02-19 | 2022-02-01 | 阿波罗智能技术(北京)有限公司 | Control method and device for vehicle in automatic driving, electronic equipment and vehicle |
| CN111724629B (en) * | 2020-06-23 | 2021-10-29 | 上海埃威航空电子有限公司 | AIS ship track extrapolation method for video monitoring system |
| CN111784869A (en) * | 2020-06-29 | 2020-10-16 | 广州小鹏车联网科技有限公司 | Vehicle correction method and vehicle |
| CN111858708B (en) * | 2020-07-13 | 2023-12-12 | 北京交通大学 | Method for synchronizing virtual-real interaction test of moving object under cooperative vehicle-road environment |
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