CN108819949A - 用于车辆的、自动的运动控制的方法 - Google Patents
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Abstract
在用于车辆的、自动的运动控制的方法中,基于环境状态数据和行驶状态数据来确定至少一个轨迹,并且,随后借助数学的车辆模型、以所述轨迹为基础计算用于前方时间段的行驶状态量。
Description
本发明涉及一种用于车辆的、自动的运动控制的方法,其中,基于环境状态数据和行驶状态数据来确定轨迹。
背景技术
已知的是,借助车辆自身的传感机构来确定关于纵向动力学和横向动力学的行驶状态量(如,车辆速度和加速度量),以及,借助环境传感机构和/或导航系统来确定车辆在道路上的、当前的位置。以此为出发点,能够计算轨迹,车辆应当沿着所述轨迹在道路上运动,并且,能够操控在车辆中的执行器(例如,发动机、转向执行机构和制动执行机构),使得车辆自动地沿着所述轨迹运动。所述轨迹必须满足所定义的条件,例如不得发生具有几何形状的限制的碰撞,并且,鉴于在车辆中的加速度必须考虑到安全方面和舒适方面。
发明内容
根据本发明的方法能够被用于车辆的、自动的运动控制,其中,基于环境状态数据和行驶状态数据来确定一个或者过个轨迹(运动轨道),车辆应当通过操控在车辆中的一个或者多个执行器自动地沿着所述轨迹运动。自动的运动控制包括在无任何驾驶员干预的情况下车辆的、完全自动化的行驶和部分自动化的行驶,就部分自动化的行驶而言,至少一个控制功能由执行器接管,并且至少一个控制功能由驾驶员接管;例如,车辆速度能够自动化地被调节,并且转向运动能够由驾驶员接管。
就所述方法而言,首先在第一步骤中确定轨迹,沿着所述轨迹,车辆应当沿着所确定的路段运动。所述轨迹对在道路上的运动轨道进行定义;此外,轨迹也能够包括附加的信息,尤其是关于运动学的行驶状态量(如,速度、加速度或者突然的运动变化(Ruck))。基于环境状态量和行驶状态量来确定轨迹,所述环境状态量和行驶状态量在轨迹确定的瞬间或者在所定义的时间段中是已知的,所述时间段在所述轨迹确定之前。
环境数据例如来源于导航系统(包括车辆位置确定系统)和/或在车辆中的环境传感机构(例如,摄像系统、激光雷达系统、超声系统或者雷达系统)。行驶状态数据在车辆自身的传感机构中被确定,并且,包括尤其是在车辆纵向、车辆横向和/或车辆竖向方向上的位置、速度水平和/或加速度水平的、运动学的量。
在确定轨迹之后,在随后的第二步骤中计算行驶状态量,所述行驶状态量以先前所确定的轨迹为基础、从数学的车辆模型中得出。为此,在数学的车辆模型中模拟车辆沿着轨迹的运动,并且,在车辆沿着轨迹运动期间计算行驶状态量。为前方时间段或者与前方时间段对应地为车辆沿着轨迹的、不同的位置预测性地进行模拟,在车辆在这上行驶之前。
参照所定义的计算规则,从在前面的时间段中的、所计算出的行驶状态量中确定用于轨迹的评估标准。评估标准或者导致接受所述轨迹,使得:这个轨迹能够被考虑以用于调节在车辆中的一个或者多个执行器,并且,部分自动的或者全自动的、沿着所述轨迹的、运动的车辆能够被实现。
评估标准也可能导致轨迹的拒绝(Ablehnen)或者修正。在这种情况下,例如处于安全性或者舒适性的原因,不能够实现原始的轨迹,使得为了满足所定义的(尤其是在安全性或舒适性方面的)标准另选替代的或者经修正的轨迹。
这个方法的优点在于,时间上在实际在轨迹上行驶之前,借助数学的车辆模型能够确定对车辆的影响。因此,所述方法着眼于未来并且计算在驶离轨迹时对车辆的影响。这实现了,也预测复杂的并且行驶动态临界的行驶状态,并且,如有必要采取补救措施,例如,如果在行驶在轨迹上时确定了车辆的突然转向(Ausbrechen)或者打滑(Schleudern)。作为补救措施,修正了轨迹,另选替代的轨迹或者采取其他的措施,尤其是在出现安全性临界或者舒适性临界的状态之前,例如通过对车辆的、提早的制动或者通过干预转向系统来自动地影响行驶状态量。
除了车辆在车道上的、空间上的运动轨道,轨迹也能够包括配属的行驶状态量,所述行驶状态量关于纵向动力学、横向动力学和/或竖向动力学。就这点而言,对轨迹的干预包括改变运动轨道和车辆的行驶状态量(例如,车辆速度或者转向角度)。
既能够在安全性方面也能够在舒适性方面确定用于轨迹的评估标准。在安全性方面必须确保,车辆稳定并且能够掌控地行驶,尤其是在考虑到当前的环境条件(例如,车道特性)的情况下。在舒适性方面,有利的是,例如避免车辆的、增大的、摇摆运动,通过借助行驶机构执行器来进行对行驶机构的干预的方式。
此外,可能的时,为不同的行驶行为(例如,舒适性取向的或者运动型的驾驶方式)确定不同的参数化。与此对应地,例如能够在车辆中适配弹簧率/阻尼率。
稳定性方面或者安全性方面能够配属于主动安全的领域和被动安全的领域。来自主动安全领域的稳定性方面涉及具有执行器的车辆单元,通过所述执行器能够直接干预车辆的行驶状态。在被动安全领域中,例如仍在出现安全临界的情形之前,在车辆中执行措施以用于改善安全性,例如,操作安全带张紧器、释放安全气囊、关闭窗户或者使制动衬片靠近制动盘。由此,例如能够减少事故后果。
有利地,尤其是在离散的时间间隔中,借助数学的车辆模型连续地进行对至少一个轨迹的确定以及随后的检查。这实现了,在每次重新计算轨迹和在车辆模型中检查或者模拟时执行校正。如有必要,能够有利的是,根据当前的道路走向来确定轨迹的长度,例如,通过即将到来的弯道来完整地确定行程走向,并且随后在数学的车辆模型中模拟行驶状态量,所述行驶状态量在行驶在轨迹上时出现。
如有必要,轨迹能够被分成部分区段,对于每个部分区段分别利用数学的车辆模型执行模拟。
数学的车辆模型例如根据多体系统的方法来建立。
在数学的车辆模型中所模拟的行驶状态量是所定义的计算规则的基础,所述计算规则用于针对轨迹的评估标准。此外,如有必要也可能的是,前方时间段的(为所述前方时间段计算出了这些行驶状态量)、所计算出的行驶状态量被提供给在车辆中的一个或者多个车辆单元,例如出于记录的目的被存储。
在有利的实施中,车辆单元包括一个或者多个执行器,所述执行器影响所述行驶状态,基于所计算出的行驶状态量通过以下方式来操控执行器:车辆遵遵循所期望的轨迹。除了或者替代于行驶状态量地,也可能的是,直接为车辆单元提供轨迹,例如以便直接从轨迹中生成操控信号,所述操控信号用于相应的执行器。
车辆单元例如是车辆的制动系统、转向系统和/或驱动系统,尤其是内燃机和/或电动机。在制动系统的情况下,优选涉及液压作用的或者机电的单元。在转向系统的情况下,执行器优选是机电的单元、例如电动机。
不同的方法步骤在控制装置中运行,(尤其是来自传感器信号或者在车辆中的导航装置的)环境状态数据和行驶状态数据被供应至所述控制装置。在控制装置中,能够确定轨迹并且能够基于数学的车辆模型来执行模拟。控制信号也在所述控制装置中或者在另外的控制装置中生成,所述控制信号用于操控执行器,所述另外的控制装置直接配属于执行器或者相关的车辆单元。
控制装置能够是驾驶员辅助系统的组成部分,例如适用于执行自动的驾驶操作的辅助系统,所述辅助系统用于影响转向系统、制动系统和/或驱动单元。
另外的优点和有利的实施能够从另外的权利要求、附图描述和附图中获悉。附图示出:
图1在俯视图中示出在车道上的车辆,所述车道是弯道;
图2示出沿着通过弯道的轨迹、在多个位置中的车辆;
图3示出对应于图2的、然而具有被改变的轨迹的视图,所述轨迹由车辆留下;
图4示出具有经修正的轨迹、另外的视图,所述轨迹由车辆追踪。
在附图中,同样的部件设有同样的附图标记。
图1示出车道1,所述车道描述弯道,其中,车辆2在弯道开始处被示出。车辆2位于通过中心线3所划分的车道1的右侧。图1示出车辆2在弯道开始处、在时刻t0时的初始状况。对于自动化的行驶功能,从当前的行驶状态以及车道走向出发(其借助环境传感机构和/或导航系统被检测,所述导航系统包括在车辆中的位置确定系统),在车辆2的控制装置中确定轨迹,车辆2应当沿着所述轨迹部分或者完全自动地行驶通过车道1的弯道。
在图2中示出了轨迹4。在图2中,车辆2以不同的时间间隔Δt以及与此对应地以在轨迹4上的、不同的位置被示出。轨迹4在右边的车道侧至少大致居中地在车道1的中心线3和右边的车道边缘之间延伸。轨迹3包括运动轨道,所述运动轨道用于车辆2通过车道1的弯道,附加地,所述轨迹然而也能够包含信息,所述信息关于在车辆纵向方向、车辆横向方向和/或车辆竖向方向上的速度、加速度和(如有必要)突然的运动变化。
在车辆的控制装置中确定轨迹4,其中,随后,借助数学的车辆模型计算用于前方时间段的行驶状态量,所述车辆模型也被储存在控制装置中,所述行驶状态量在沿着轨迹4行驶车辆模型时得出。因此,在车辆模型中预测性地模拟车辆沿着轨迹4的行驶,由此得出车辆2在不同的、沿着轨迹4或者在轨迹4的、不同的位置处的时间点上的行驶状态量。
这些提前计算出的行驶状态量能够是确定评估标准的基础,利用所述评估标准来评估轨迹4。参照评估标准能够确定,在不同的视角(如,车辆安全性或者驾驶舒适性)下,是否能够在轨迹上行驶,或者必须修正轨迹或者转移到替代的轨迹上。
在图3中示出了这种状况:车辆2由于其速度和/或外部的情况(例如,减小的摩擦系数)不能够完全遵循通过弯道的轨迹4。大约在弯道的中间,车辆2离开轨迹并且径向向外地朝向外部的车道边缘的方向运动。车辆2的这种行驶行为能够在数学的车辆模型中被预先模拟,随后舍弃了根据图3的轨迹,并且取而代之地另选了根据图4的、经修正的或者替代的轨迹。
根据图4的轨迹示出了来自图3的轨迹的修改方案,并且,被如此构建,使得车辆2在给定的情况下或者就当前的或者所预测的行驶速度而言能够在整个弯道走向上遵循轨迹4。图4也示出了先前所执行的模拟。与此相应地,在到达在轨迹上的临界点之前能够基于经修改的轨迹,车辆实际上沿着所述经修改的轨迹运动。对于部分自动或者全自动地行驶通过沿着轨迹4的弯道来说,在不同的车辆单元中的执行器被对应地操控,尤其是在制动系统中、在转向系统中和在驱动单元中。
在实际地行驶通过沿着轨迹4的弯道时,能够持续地以时间离散的间距执行检查。在此,从车辆的、当前的行驶状态以及当前的位置出发,持续地确定新的轨迹,所述新的轨迹紧接着在数学的车辆模型中是模拟的基础,从所述模拟中(如先前描述地)确定行驶状态量并且确定评估标准,所述评估标准用于新计算出的轨迹。如果评估标准在所定义的预先给定之内,新计算出的轨迹能够被继续使用,所述轨迹如有必要也能够与先前所计算出的轨迹一致。反之,如果评估标准在所定义的界限之外,如所预先描述地,新计算出的轨迹必须被修正或者被弃用。只有当在模拟中的轨迹导致可接受的行驶状态量时,新计算出的轨迹才能够是在车辆中的执行器的操控的基础。
Claims (11)
1.用于车辆的、自动的运动控制的方法,其中,基于环境状态数据和行驶状态数据来确定至少一个轨迹(4),并且,随后借助数学的车辆模型、以所述轨迹(4)为基础计算用于前方时间段的行驶状态量,其中,从所述前方时间段的、所计算出的所述行驶状态量中确定用于所述轨迹(4)的评估标准。
2.根据权利要求1所述的方法,其特征在于,基于所述环境状态数据和行驶状态数据确定多个轨迹(4),并且,随后借助所述数学的车辆模型选择所述轨迹(4)中的一个。
3.根据权利要求1或者2所述的方法,其特征在于,利用所述数学的车辆模型确定所修改的轨迹(4)。
4.根据权利要求1至3中任一项所述的方法,其特征在于,为一个或者多个车辆单元提供所述前方时间段的、所计算出的所述行驶状态量和/或所修改的轨迹(4)。
5.根据权利要求4所述的方法,其特征在于,所述车辆单元包括至少一个执行器,所述执行器影响所述行驶状态,以所述前方时间段的、所计算出的所述行驶状态量和/或所述轨迹(4)为基础来操控所述执行器。
6.根据权利要求5所述的方法,其特征在于,能够通过所述执行器来影响所述车辆(2)的纵向动力学、横向动力学和/或竖向动力学。
7.根据权利要求1至6中任一项所述的方法,其特征在于,连续地基于环境状态数据和行驶状态数据来确定至少一个轨迹(4),并且,随后借助所述数学的车辆模型、以所述轨迹(4)为基础来计算用于前方时间段的行驶状态量。
8.根据权利要求1至7中任一项所述的方法,其特征在于,借助所述数学的车辆模型在整个时间段内执行模拟,所述车辆(2)需要所述时间段以用于驶过所述轨迹(4)。
9.控制装置,所述控制装置用于执行根据权利要求1至8中任一项所述的方法。
10.在车辆(2)中的驾驶员辅助系统,所述驾驶员辅助系统具有根据权利要求9所述的控制装置。
11.具有根据权利要求10所述的驾驶员辅助系统的车辆。
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