CN111409632B - Vehicle control method and device, computer equipment and storage medium - Google Patents
Vehicle control method and device, computer equipment and storage medium Download PDFInfo
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- CN111409632B CN111409632B CN201811557452.4A CN201811557452A CN111409632B CN 111409632 B CN111409632 B CN 111409632B CN 201811557452 A CN201811557452 A CN 201811557452A CN 111409632 B CN111409632 B CN 111409632B
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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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/10—Path keeping
- B60W30/12—Lane keeping
Abstract
A vehicle control method, a vehicle control apparatus, a computer device, and a computer storage medium, the method of one embodiment comprising: acquiring a real-time position of a vehicle; generating a path planning reference line according to the real-time position; determining a real-time offset value between the real-time position and the path planning reference line; and determining a control quantity according to the real-time deviation value, and determining a steering angle of a steering wheel according to the control quantity. According to the scheme, the vehicle can be kept on the path planning reference line, the vehicle control precision is effectively improved, the problem that the vehicle deviates from a lane is avoided, and the vehicle running safety is improved.
Description
Technical Field
The present application relates to the field of intelligent driving technologies, and in particular, to a vehicle control method, a vehicle control apparatus, a computer device, and a computer storage medium.
Background
When the unmanned vehicle runs on a road, each intelligent control module on the vehicle senses the road environment through the vehicle-mounted sensing system, and a running path exceeding the safe running distance is planned based on the real-time road environment and used for automatic running of the vehicle. However, in the process of automatic vehicle driving, due to factors such as control errors and execution module errors, the vehicle may not completely drive according to the planned road track, and the influence generated when the vehicle deviates from the planned driving lane to a certain extent, especially when the vehicle drives at a high speed, may be very obvious, thereby bringing about a safety hazard to the vehicle itself and vehicles driving on other lanes.
Disclosure of Invention
Based on this, it is necessary to provide a vehicle control method, a vehicle control apparatus, a computer device, and a computer storage medium.
A vehicle control method, the method comprising:
acquiring a real-time position of a vehicle;
generating a path planning reference line according to the real-time position;
determining a real-time offset value between the real-time position and the path planning reference line;
and determining a control quantity according to the real-time deviation value, and determining a steering angle of a steering wheel according to the control quantity.
A vehicle control apparatus, the apparatus comprising:
the position acquisition module is used for acquiring the real-time position of the vehicle;
the reference line planning module is used for generating a path planning reference line according to the real-time position;
an offset value determination module for determining a real-time offset value between the real-time position and the path planning reference line;
and the control quantity determining module is used for determining the control quantity according to the real-time deviation value and determining the steering angle of the steering wheel according to the control quantity.
A computer device comprising a memory storing a computer program and a processor implementing the steps of the method as described above when the processor executes the computer program.
A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the method as set forth above.
The vehicle control method, the vehicle control device, the computer equipment and the computer storage medium in the embodiments as described above generate the path planning reference line based on the real-time position after obtaining the real-time position of the vehicle, determine the real-time offset value between the real-time position and the path planning reference line, calculate the control amount by combining the real-time offset value, and determine the steering angle of the steering wheel according to the control amount, so that the setting of the steering angle of the steering wheel can be realized based on the generated path planning reference line, and accordingly, the vehicle can be controlled, so that the vehicle can be kept on the path planning reference line, the accuracy of vehicle control is effectively improved, the problem that the vehicle deviates from a lane is avoided, and the safety of vehicle driving is improved.
Drawings
FIG. 1 is a schematic flow chart diagram of a vehicle control method in one embodiment;
FIG. 2 is a diagram illustrating a state in which a vehicle travels in a lane in one embodiment;
fig. 3 is a schematic view of a state in which a vehicle travels in a lane in another embodiment;
FIG. 4 is a schematic illustration of the determination of a lateral control quantity in one embodiment;
FIG. 5 is a schematic diagram of the determination of the control amount in one embodiment;
FIG. 6 is a schematic illustration of the determination of steering wheel steering angle in one embodiment;
FIG. 7 is a block diagram showing a construction of a control apparatus of a vehicle in one embodiment;
FIG. 8 is a diagram illustrating an internal structure of a computer device according to an embodiment.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
Referring to fig. 1, a vehicle control method in one embodiment, which may be performed by an apparatus that performs vehicle control or an apparatus that provides control parameters for the apparatus that performs vehicle control, includes steps S101 to S104.
Step S101: a real-time location of the vehicle is obtained.
In one embodiment, the real-time position of the vehicle may be obtained in any possible manner, such as GPS positioning, GPS positioning in combination with satellite positioning, and so forth.
In one embodiment, after the real-time position of the vehicle is obtained, a body coordinate system can be established based on the real-time position and the direction of the head of the vehicle, and a relative map is generated based on the body coordinate system. When a vehicle body coordinate system is established, the center of a rear axle of a vehicle can be used as the origin of the coordinate system, the direction opposite to the vehicle head is the positive direction of a first coordinate axis, and the direction after the direction opposite to the vehicle head rotates anticlockwise/clockwise by 90 degrees is the positive direction of a second coordinate axis. After the relative map is generated, the real-time position is projected onto the relative map, so that the relative position of the vehicle on the relative map is obtained.
Step S102: and generating a path planning reference line according to the real-time position.
In one embodiment, the path planning reference line may be a lane centerline. Accordingly, the path planning reference line may be generated in various possible ways.
For example, in one of the ways, when generating the path planning reference line according to the real-time position, the following way can be adopted: acquiring surrounding environment information, and extracting lane line information from the surrounding environment information; and then generating the path planning reference line according to the real-time position and the lane line information. In one embodiment, the surrounding environment information may include information captured by an in-vehicle camera device, and when the vehicle driving environment is located in a road environment where a lane line is drawn, the information captured by the in-vehicle camera device includes lane line information, so that the lane line information may be extracted from the information (e.g., image) captured by the in-vehicle camera device. The way of extracting the lane line from the image may be performed in any possible way, and is not particularly limited in the embodiment of the present application.
In another mode, when generating the path planning reference line according to the real-time position, the following mode may be adopted: acquiring lane line information of a lane where the real-time position is located from map data according to the real-time position; and generating the path planning reference line according to the real-time position and the lane line information. In this case, when the map data includes lane line information of each lane, it is possible to specify the lane line information of the lane where the real-time position is located, by combining the position information of each lane line information and the real-time position.
In another mode, when generating the path planning reference line according to the real-time position, the following mode may be adopted: and determining a lane line according to the determined driving path based on the departure place and the destination of the vehicle, and generating a path planning reference line by combining the real-time position and the determined lane line. At this time, based on the driving path, which road sections the vehicle needs to drive can be planned, and even which lane of the road sections the vehicle needs to drive can be planned, so that the lane line can be determined based on the driving path, and the path planning reference line can be generated by combining the real-time position and the lane line. The path planning reference line can be generated by combining lane lines corresponding to a driving path with a certain length from a real-time position. The specific way of determining the driving route based on the departure point and the destination of the vehicle and the lane line based on the formal route may be performed in any possible way, and is not particularly limited in this embodiment.
When the path planning reference line is generated according to the real-time position and the lane line information, any possible mode can be adopted. In one embodiment, the vehicle may be projected onto two closest lane lines (i.e., the determined lane lines), two lane line projection points are obtained, midpoints of the two lane line projection points are determined, and then the midpoints are connected to form the path planning reference line. That is, each point in the path planning reference line is a midpoint of the point between two lane line projection points, where the two lane line projection points are intersections of a tangent vertical line of the point and the two lane lines, and the tangent vertical line is a line perpendicular to a tangent of the point on the path planning reference line.
In the above process, when the relative map is generated, after the lane line information is extracted, the lane line information may be projected onto the relative map to obtain the relative lane line information of the lane line on the relative map. Subsequent processing such as generating a path planning reference line may be performed on the relative map based on the relative lane line information.
In another mode, when generating the path planning reference line according to the real-time position, the following mode may be adopted: determining a road section identification corresponding to the real-time position based on the real-time position; acquiring a road section central line corresponding to the road section identification; and generating the path planning reference line based on the real-time position and the road section central line. Therefore, in a road section or an area where no lane line is drawn, or in an unavailable area where the lane line is damaged or blocked, the center line of the road section in the area can be recorded in advance. And during recording, controlling the vehicle to run on the road section of the relevant area, acquiring and recording the position information of the vehicle in real time during the running process, and generating a road section central line based on the recorded position information of the vehicle. It can be understood that, in order to improve the accuracy of the recorded road segment center line, the road segment center line may be generated by combining the results of multiple recordings, and a certain error correction process may be performed, which is not described herein again.
The method comprises the steps of determining a road section where a vehicle is located according to pre-recorded road section center lines of all road sections and by combining real-time positions of the vehicle and geographic positions of all road sections when the vehicle is driven, acquiring the road section center line corresponding to a road section identifier of the road section when the road section where the vehicle is located is the road section recorded with the corresponding road section center line, and generating a path planning reference line according to the real-time positions and the road section center line. The road section central line can be regarded as the lane central line when being recorded, so that the road section central line with a certain length from the real-time position can be used as the path reference line when the path planning central line is generated. In one embodiment, after generating the path planning reference line, two lane lines may be generated based on the generated path planning reference line. The real-time position of the vehicle is in a position area between two lane lines, and the road section central line is the lane central line of the two lane lines. The way of generating two lane lines based on the path planning reference line may be performed in any possible way, and the embodiment of the present application is not particularly limited.
In the above process, in the case that the relative map is generated, after the segment center line is acquired, the segment center line may be projected to the relative map, so as to obtain the relative segment center line information of the segment center line on the relative map. Subsequent processes of generating a path planning reference line, generating a lane line and the like can be performed on a relative map based on relative road section center line information.
After the path planning reference line is generated according to the real-time position, the generated path planning reference line can be further subjected to filtering smoothing processing, so that signal distortion caused by interference of a sensor, a positioning module and the like can be removed, and the smoothness of the obtained real-time reference line can be ensured. When the filtering smoothing process is performed, any smoothing processing algorithm may be used, for example, a five-point cubic smoothing algorithm or a point-by-point filtering algorithm, and the embodiment of the present application is not particularly limited.
Step S103: determining a real-time offset value between the real-time position and the path planning reference line.
In one embodiment, the determination of the real-time position and path planning reference line may be performed in the following manner.
First, a reference point is determined that projects the real-time location to a path planning reference line. Specifically, after the projection point of the real-time position projected to the path planning reference line is determined, a point in the path planning reference line, which is closest to the projection point, may be determined as the reference point.
Secondly, the distance between the real-time position and the reference point is determined as a real-time offset value between the real-time position and the path planning reference line.
Step S104: and determining a control quantity according to the real-time deviation value, and determining a steering angle of a steering wheel according to the control quantity.
The determination of the control quantity from the real-time offset value can be performed in various possible ways. The control amount in the present embodiment may include only a control amount for performing lateral control (referred to as a lateral control amount in the present embodiment) or may include a control amount determined based on the curvature (referred to as a curvature control amount in the present embodiment).
In one embodiment, only the lateral control amount may be included. At this time, when determining the control amount from the real-time offset value, the method may include: and determining a horizontal control quantity according to the real-time offset value, wherein the control quantity comprises the horizontal control quantity.
In one example, when determining the lateral control amount according to the real-time offset value, the real-time offset value may be directly used as a reference deviation value, and then the lateral control amount may be determined according to the reference deviation value. In some examples, the reference deviation value may be directly used as the lateral control amount.
In another example, when determining the lateral control amount based on the real-time offset value, it may be that after acquiring an offset value (referred to as a history offset value in the present embodiment) corresponding to the last vehicle control, a difference value (referred to as a first difference value in the present embodiment) between the real-time offset value and the history offset value is determined, that is, a value obtained by subtracting the history offset value from the real-time offset value, a reference deviation value is determined based on the real-time offset value and the first difference value, and the lateral control amount is determined based on the reference deviation value. In some examples, the reference deviation value may be directly used as the lateral control amount. In some embodiments, when the first difference is less than or equal to 0, it indicates that the previous lateral control has achieved the control effect, and therefore, the real-time offset value may be directly used as the reference offset value; when the first difference is greater than 0, it indicates that the previous lateral control effect is not good, and therefore, the sum of the real-time offset value and the difference may be used as the reference offset value.
In another example, when determining the lateral control amount according to the real-time offset value, the real-time offset value may be compared with an error tolerance range, when the real-time offset value is out of the error tolerance range, a difference value (referred to as a second difference value in the embodiment of the present application) between the real-time offset value and the error tolerance range is calculated, the second difference value is used as a reference deviation value, and the lateral control amount is determined according to the reference deviation value. In some examples, the reference deviation value may be directly used as the lateral control amount. In some embodiments, when the second difference is within the error allowable range, the lateral control amount may be set to 0 directly, or the last determined lateral control amount may be determined as the lateral control amount currently under control.
In another example, when determining the lateral control amount based on the real-time offset value, it may be that after acquiring an offset value (referred to as a historical offset value in the present embodiment) corresponding to the last vehicle control, a difference value (referred to as a first difference value in the present embodiment) between the real-time offset value and the historical offset value is determined, that is, a value obtained by subtracting the historical offset value from the real-time offset value, and a pending reference deviation value is determined based on the real-time offset value and the first difference value. And then comparing the undetermined reference deviation value with the error allowable range, when the undetermined reference deviation value is out of the error allowable range, calculating a difference value (referred to as a third difference value in the embodiment of the application) between the undetermined reference deviation value and the error allowable range, taking the third difference value as a reference deviation value, and determining the lateral control quantity according to the reference deviation value. In some embodiments, when the first difference is less than or equal to 0, the real-time offset value is taken as the undetermined reference deviation value; and when the first difference is larger than 0, taking the sum of the real-time deviation value and the difference as the undetermined reference deviation value. In some embodiments, when the value of the to-be-determined reference deviation is within the error tolerance, the lateral control amount may be directly set to 0, or the last determined lateral control amount may be determined as the lateral control amount currently under control.
In one embodiment, the control amount may include a lateral control amount and a curvature control amount. At this time, the embodiment of the present application may further include the steps of: determining a reference point for projecting the real-time position to the path planning reference line, and determining the curvature of the reference point on the path planning reference line; a curvature control amount is calculated from the curvature. The method for determining the reference point may be the same as the above-mentioned method for determining the reference point, that is, after the projection point of the real-time position projected onto the path planning reference line is determined, the point in the path planning reference line closest to the projection point is determined as the reference point. In some embodiments, when the curvature control amount is calculated based on the curvature, the curvature control amount may be calculated based on a curvature threshold value when the curvature is greater than or equal to the curvature threshold value, and the curvature control amount may be directly set to zero when the curvature is less than or equal to the curvature threshold value. In this case, the control amount may be determined directly based on the lateral control amount.
At this time, when determining the control amount from the real-time offset value, the method may include: determining a horizontal control quantity according to the real-time offset value; determining the control amount according to the curvature control amount and the lateral control amount.
In some embodiments, when determining the steering angle of the steering wheel according to the control amount, the following may be adopted, and specifically may be included: determining a steering angle of the steering wheel to be determined according to the control quantity; obtaining the current vehicle speed, and determining a steering angle safety range according to the current vehicle speed; and determining the steering angle of the steering wheel based on the comparison relationship between the steering angle of the steering wheel to be determined and the safety range of the steering angle.
When determining the steering angle of the steering wheel based on the comparison relationship between the steering angle of the undetermined steering wheel and the safety range of the steering angle, the method may include: when the steering angle of the steering wheel to be determined exceeds the safe range of the steering angle, determining the maximum value of the safe range of the steering angle of the steering wheel as the steering angle of the steering wheel; and when the steering angle of the steering wheel to be determined is within the safe range of the steering angle, determining the steering angle of the steering wheel to be determined as the steering angle of the steering wheel.
In some embodiments, after the path planning reference line and the real-time offset value are determined, a planned path for vehicle driving may also be generated according to the real-time offset value and the path planning reference line. In some embodiments, the planned vehicle driving path may be a curve segment of a predetermined length from a real-time position on a reference line of the path plan. On the other hand, during the running process, the generated vehicle running planned path can be adjusted according to the control quantity.
In some embodiments, it may further include: acquiring surrounding environment information and extracting obstacle information from the surrounding environment information, wherein the acquired obstacle information may include: obstacle position, obstacle size, and obstacle movement speed; and adjusting the vehicle driving planned path according to the obstacle information.
When the vehicle driving planned path is adjusted according to the obstacle information, when the obstacle is positioned at the edge of a lane where the real-time position is positioned, the position of the vehicle driving planned path is adjusted in the lane so as to ensure the safe distance between the vehicle and the obstacle; and when the obstacle is positioned in front of the vehicle running planned path and the distance between the obstacle and the vehicle is less than the distance threshold value, shortening the length of the vehicle running planned path to a second length, wherein the second length is less than the preset length, and the second length can be the length of the distance between the real-time position and the obstacle.
It is to be understood that, in the case where the relative map is established as described above, the subsequent processing described above may be performed after the obstacle information is converted into the obstacle coordinate information in the relative map.
Based on the embodiments described above, the following description is given with reference to a specific application example. In some application embodiments, the scheme of the application embodiment can be applied to the vehicle control process of the unmanned vehicle.
In the scheme of the embodiment of the application, in the process of controlling the vehicle, a coordinate system is established based on the real-time vehicle body position of the vehicle, and a relative map is generated in real time, and when the relative map is generated in real time, the relative map can be generated based on the current position and the direction of the vehicle head, wherein the center of the rear axle of the vehicle is the origin of the coordinate system, the direction of the vehicle head facing to the vehicle is the positive direction of a first coordinate axis (such as an x axis), and the direction of the vehicle head facing to the direction after rotating 90 degrees anticlockwise/clockwise, for example, the left side of the direction of the vehicle head facing to the vehicle is the positive direction of a second coordinate axis (such as a y axis).
According to the embodiment of the application, in the execution process, the sensing module of the vehicle detects and provides the surrounding environment information of the vehicle in real time, the sensing module can comprise a camera, a laser radar and the like, and the real-time position coordinates of the vehicle, the obstacle information obtained through radar detection, the lane line information obtained through shooting by the camera device and the like can be obtained through the positioning module. On the other hand, during the driving process of the vehicle, a path planning reference line (which may also be referred to as a real-time reference line) is generated in real time, and the path planning reference line can be used as a reference for planning a driving path on one hand and also as a reference for determining whether lateral control is required on the other hand. The generated path-planning reference line may include, in addition to information including coordinates (x, y) of the path-planning reference line, a curvature of the path-planning reference line, which may refer to a curvature of the path-planning reference line with respect to a vehicle body position coordinate system in a case where a relative map is generated based on the vehicle body position.
In generating the real-time reference line in real time, in some embodiments, the real-time reference line may be generated in combination with the lane line information after obtaining the lane line information, and the real-time reference line is located in the middle of the lane line. Wherein the lane line information of the lane can be extracted from the image captured by the image capturing device. The camera device needs to acquire lane line information with the position of the vehicle not less than a preset length. When the real-time reference line is generated, after two lane line projection points for projecting the vehicle onto the left lane line and the right lane line are determined, a data point located in the middle of the lane line is calculated according to the coordinate values of the two lane line projection points, and a real-time reference line with a length not less than a predetermined length is sequentially generated according to the data point. The specific value of the predetermined length may be determined in connection with technical requirements and may be set, for example, to 200 meters.
In some embodiments, based on the real-time position of the vehicle, lane line information of a lane where the real-time position is located is extracted from the map data, and the real-time reference line is located in the middle of the lane line. For example, a real-time reference line is generated in association with a travel path between a departure point and a destination of the vehicle. And selecting a driving path based on the formal path between the departure place and the destination in combination with the real-time position of the vehicle and the driving path between the real-time position and the destination, and segmenting according to the selected driving path to generate a real-time reference line with the length not less than the preset length.
In the case of generating the relative map, the real-time reference line on the relative map and the lane line on the relative map may be generated in real time in combination with the above-described relative map, and the obstacle information obtained by the detection may also be converted into relative coordinate position information on the relative map and displayed on the relative map.
In some embodiments, a path planning reference line may also be created offline, and the path planning reference line matched with the real-time position of the vehicle is used as the generated path planning reference line. Thus, in certain scenarios, such as mines, docks, etc., where there is generally no significant lane line, the reference line may be recorded by one or more previous runs of the vehicle. During the specific recording, the vehicle position information output by the positioning module of the vehicle can be collected in real time in the vehicle driving process, and a path planning reference line is generated according to the collected vehicle position information, and the path planning reference line can correspond to a road section identifier or other identifiers for identifying areas. When the reference line recorded under the line is taken as a real-time reference line, two lane lines can be further generated on two sides of the real-time reference line at equal intervals, in this case, a certain difference may exist between the two generated lane lines and a lane where the vehicle actually runs, or no lane line is drawn in the environment where the vehicle actually runs, so that the method can be preferably applied to a relevant area where the lane line is not obvious or the lane line is not drawn.
After the real-time reference line is generated, the generated real-time reference line may be further subjected to a filtering process to remove signal distortion due to interference of the sensor, the positioning module, and the like, and may ensure smoothness of the obtained real-time reference line. The specific filtering process may be performed in any possible manner, such as a five-point cubic smoothing algorithm or a point-by-point filtering algorithm.
During the running process of the vehicle, a vehicle running planned path which is a curve line segment with a preset length in front of the vehicle from the real-time position of the vehicle is generated based on the generated path planning reference line. The predetermined length may be the same as the length of the path planning reference line, for example, 200 meters each. In general, when the vehicle is in an ideal state of lane keeping during driving, the vehicle driving planned path is located on the path planning reference line, as shown in fig. 2. At this time, the vehicle runs in the middle of the lane, which is an ideal state for keeping the lane during the running process of the vehicle, and the real-time offset value between the vehicle and the real-time reference line is 0, so that the lateral position of the vehicle does not need to be adjusted.
On the other hand, when the surrounding environment information provided by the sensing module of the vehicle includes obstacle information on a lane, for example, a running vehicle, the planned vehicle running path needs to be adjusted according to the position, size, speed, etc. of the provided obstacle. For example, when the obstacle is at the edge of the lane, the position of the planned path of vehicle travel is adjusted in the lane to ensure the safe distance between the vehicle and the obstacle. When the obstacle is located in front of the planned path for vehicle driving and the distance between the obstacle and the vehicle is less than the distance threshold (e.g., the predetermined length), the length of the planned path for vehicle driving is shortened to a second length, which may be the length of the distance between the real-time position of the vehicle and the obstacle.
In another embodiment, a schematic diagram of a driving state of the vehicle in the lane is shown in fig. 3, in which the vehicle has a certain offset value to the left in the diagram, and in this case, control needs to be performed based on the offset value so that the vehicle keeps driving in the lane.
In the vehicle control process, after the real-time position of the vehicle is obtained, under the condition that a relative map is generated, the real-time position is converted to the relative map to obtain the relative position of the vehicle, the relative position of the vehicle is projected to the real-time reference line, the real-time offset value between the vehicle and the real-time reference line is calculated according to the real-time position, the transverse control quantity is calculated based on the real-time offset value to adjust the transverse position of the vehicle, the lane keeping function of the vehicle is realized, when the vehicle is in a large-angle turning state, the curvature control quantity can be simultaneously calculated by combining the curvature to control, the vehicle is ensured to be kept in a lane where the reference line is located at all times, and the lane keeping function is realized.
Referring to fig. 4, in one embodiment, when determining the lateral control amount, the real-time position of the vehicle is first projected onto the real-time reference line, the reference line data point closest to the projected point is obtained, the difference between the real-time position and the reference line data point is calculated, and the difference is used as the real-time offset value between the vehicle and the real-time reference line. Then, according to the magnitude of the real-time offset value, a feedback control amount (referred to as a lateral control amount in the embodiment of the present application) is calculated by using a closed-loop PID (proportional, integral, differential) control manner or an LQR (linear quadratic regulator) optimal controller algorithm. The obtained feedback control amount can be mainly used for lane keeping control when the vehicle travels straight or in a curve with a small curve.
Referring to fig. 4, first, a certain value is selected as an allowable deviation error range in consideration of a possible positioning error of the positioning module. The specific value of the deviation from the allowable error range is set based on the acceptance degree of the error in the practical technical application.
Considering that the offset value caused by the high-speed running of the vehicle exceeds the adjustment value during the actual control execution, the difference (denoted as the first difference in the embodiment of the present application) between the real-time offset value obtained this time and the historical offset value corresponding to the last vehicle control (or the last control cycle) may be compared, and if the first difference is less than or equal to 0, the adjustment is effective, and the current real-time offset value may be continuously used as the input amount. If the first difference is greater than 0, it indicates that the adjustment has not been effective, and the previous adjustment amount cannot offset the offset caused by the vehicle itself, so the first difference needs to be added on the basis of the real-time offset value. In the embodiment of the present application, for convenience of description, a sum of the real-time offset value when the first difference is smaller than or equal to 0 and the first difference when the first difference is greater than 0 is referred to as an undetermined reference deviation value.
And then comparing the value of the to-be-determined reference deviation with the deviation error allowable range. And if the undetermined reference deviation value exceeds the deviation error allowable range, taking a difference value (denoted as a third difference value in the embodiment of the application) between the undetermined reference deviation value and the deviation error allowable range as a reference deviation value, and determining the lateral control quantity according to the reference deviation value. If the undetermined reference deviation value is within the deviation error range, no adjustment is carried out, if the reference deviation value is set to be 0, or the last horizontal control quantity is kept unchanged, so that the phenomenon that the automobile vibrates left and right near the reference line due to excessive adjustment during PID adjustment is avoided.
In addition, considering the safety of the lateral adjustment of the vehicle in high-speed running, a maximum adjustment amount of allowable control needs to be set, and if the reference deviation value is larger than the maximum adjustment amount, the maximum adjustment amount is used as the reference deviation value, so that the lateral control amount is determined, and the situation that the driving safety is influenced by the output adjustment amount when the vehicle deviates far from the real-time reference line is avoided.
On the other hand, a feedforward control amount (referred to as a curvature control amount in the embodiment of the present application) required for lane keeping is also calculated from the curvature of the reference line data point projected by the vehicle to the real-time reference line. The calculation method of the curvature control quantity can adopt modes such as a PID feedforward control algorithm and the like. The curvature control quantity is mainly used for ensuring that the vehicle can keep running in a lane when the vehicle turns around or turns around by combining with the transverse control quantity. When the curvature control amount is determined, when the curvature of the reference line data point exceeds a set curvature threshold, it may be determined that the vehicle is in a curve or turning around, and a PID feedforward control algorithm is used to calculate the control amount according to the curvature of the reference line data point, and a specific manner of calculating the control amount may not be specifically limited. When the curvature of the reference line data point is smaller than the set curvature threshold, the curvature control amount may be directly set to 0.
Referring to fig. 5, after the lateral control amount and the curvature control amount are obtained, the final control amount may be determined by combining the lateral control amount and the curvature control amount. In some embodiments, the final control amount may be the sum of the lateral control amount and the curvature control amount. After the control quantity is determined, the vehicle driving planned path can be further adjusted based on the control quantity. By combining the lateral control amount and the curvature control amount, lateral control of the vehicle is ensured on the one hand, while lane-keeping control of the vehicle is ensured at the time of turning and turning around.
After the control quantity is determined, the steering angle of the steering wheel can be determined based on the control quantity, and the steering angle of the steering wheel is output to the steering actuating mechanism of the steering wheel, so that the steering wheel is driven to rotate to realize the transverse movement of the vehicle, and the control execution process is completed.
In some embodiments, the steering angle of the steering mechanism of the automobile can be directly calculated according to the control quantity, and the steering angle can be converted into an executable electric signal to control the rotation of the steering angle. In some embodiments, referring to fig. 6, in order to ensure safety, when determining the final steering wheel steering angle, the vehicle speed needs to be fully considered, and after obtaining the current vehicle speed, a steering angle safety range needs to be determined based on the current vehicle speed, that is, when the vehicle speed is too fast, the steering wheel steering angle needs to be limited within a certain range. If the steering angle calculated according to the control amount is within the safe range of the steering angle, the steering angle can be directly output to be converted into an executable electric signal. If the steering angle calculated from the control amount is within the safe steering angle range, the maximum value (maximum value or minimum value, generally, the maximum value) of the safe steering angle range is output as the steering angle finally output, and the steering angle is converted into the executable electrical signal, so that the safety problem caused by the fact that the steering angle is too large due to the fact that the executable electrical signal is too large is avoided.
Referring to fig. 7, a vehicle control apparatus provided in one embodiment includes: a position acquisition module 701, a reference line planning module 702, an offset value determination module 703, and a control amount determination module 704.
A position obtaining module 701, configured to obtain a real-time position of the vehicle.
In one embodiment, the position acquisition module 701 may obtain the real-time position of the vehicle in any possible manner, such as GPS positioning, GPS positioning combined with satellite positioning, and so on.
In one embodiment, the vehicle control apparatus may further include: and the relative map generation module is used for establishing a vehicle body coordinate system according to the real-time position and the vehicle head direction of the vehicle and generating a relative map based on the vehicle body coordinate system. When a vehicle body coordinate system is established, the center of a rear axle of a vehicle can be used as the origin of the coordinate system, the direction opposite to the vehicle head is the positive direction of a first coordinate axis, and the direction after the direction opposite to the vehicle head rotates anticlockwise/clockwise by 90 degrees is the positive direction of a second coordinate axis. After the relative map is generated, the real-time position is projected onto the relative map, so that the relative position of the vehicle on the relative map is obtained. After the relative map is generated, all subsequent processes may be performed based on the relative map after being converted to the relative map, and detailed description in the subsequent embodiments is omitted.
And a reference line planning module 702, configured to generate a path planning reference line according to the real-time position.
In one embodiment, the reference line planning module 702 extracts lane line information from the surrounding environment information; and then generating a path planning reference line according to the real-time position and the lane line information. The surrounding environment information may include information obtained by shooting with an in-vehicle camera.
In one embodiment, the reference line planning module 702 obtains lane line information of a lane where the real-time position is located from the map data according to the real-time position; and generating a path planning reference line according to the real-time position and the lane line information.
In one embodiment, the reference line planning module 702 determines a lane line according to a driving path determined based on a departure location and a destination of the vehicle, and generates a path planning reference line by combining the real-time location and the determined lane line.
In one embodiment, the reference line planning module 702 determines a road segment identifier corresponding to the real-time location based on the real-time location; acquiring a road section central line corresponding to the road section identification; and generating a path planning reference line based on the real-time position and the road section central line.
After the reference line planning module 702 generates the path planning reference line, the generated path planning reference line may be further subjected to filtering and smoothing processing to remove signal distortion caused by interference of the sensor, the positioning module, and the like, and to ensure smoothness of the obtained real-time reference line. When the filtering smoothing process is performed, any smoothing processing algorithm may be used, for example, a five-point cubic smoothing algorithm or a point-by-point filtering algorithm, and the embodiment of the present application is not particularly limited.
An offset value determining module 703 is configured to determine a real-time offset value between the real-time position and the path planning reference line.
In one embodiment, the offset value determining module 703 determines the distance between the real-time position and the reference point as the real-time offset value between the real-time position and the path planning reference line after determining the real-time position projected to the reference point of the path planning reference line. Specifically, after the real-time position is projected to the projection point of the path planning reference line, a point in the path planning reference line, which is closest to the projection point, may be determined as the reference point.
And a control quantity determining module 704, configured to determine a control quantity according to the real-time offset value, and determine a steering angle of a steering wheel according to the control quantity.
In one embodiment, the control amount determining module 704 determines the lateral control amount according to the real-time offset value, and the control amount includes the lateral control amount.
In some embodiments, the control amount determination module 704 may directly use the real-time offset value as the lateral control amount.
In some embodiments, the control amount determination module 704 determines a reference deviation value based on the real-time offset value and the first difference value after acquiring the offset value corresponding to the last vehicle control (referred to as a historical offset value in the present embodiment), and determines the lateral control amount based on the reference deviation value. In some examples, the reference deviation value may be directly used as the lateral control amount. In some embodiments, when the first difference is less than or equal to 0, it indicates that the previous lateral control has achieved the control effect, and therefore, the real-time offset value may be directly used as the reference offset value; when the first difference is greater than 0, it indicates that the previous lateral control effect is not good, and therefore, the sum of the real-time offset value and the difference may be used as the reference offset value.
In some embodiments, the control amount determining module 704 compares the real-time offset value with the allowable error range, calculates a difference (referred to as a second difference in this embodiment) between the real-time offset value and the allowable error range when the real-time offset value is outside the allowable error range, uses the second difference as a reference offset value, and determines the lateral control amount according to the reference offset value.
In some embodiments, the control amount determination module 704 determines a difference (referred to as a first difference in this embodiment) between the real-time offset value and the historical offset value after acquiring the offset value corresponding to the last vehicle control (referred to as the historical offset value in this embodiment), that is, the real-time offset value minus the historical offset value, and determines the pending reference deviation value based on the real-time offset value and the first difference. And then comparing the undetermined reference deviation value with the error allowable range, when the undetermined reference deviation value is out of the error allowable range, calculating a difference value (referred to as a third difference value in the embodiment of the application) between the undetermined reference deviation value and the error allowable range, taking the third difference value as a reference deviation value, and determining the lateral control quantity according to the reference deviation value.
In some embodiments, the control amount may include a lateral control amount and a curvature control amount.
At this time, the control quantity determining module 704 further determines a reference point for projecting the real-time position to the path planning reference line, and determines a curvature of the reference point on the path planning reference line; a curvature control amount is calculated from the curvature, and the control amount is determined from the curvature control amount and the lateral control amount.
In some embodiments, the control amount determination module 704 calculates the curvature control amount according to the curvature threshold value when the curvature is greater than or equal to the curvature threshold value, and directly sets the curvature control amount to zero when the curvature is less than or equal to the curvature threshold value.
In some embodiments, when the control amount determining module 704 determines the steering angle of the steering wheel according to the control amount, the steering angle of the steering wheel to be determined is determined according to the control amount; obtaining the current vehicle speed, and determining a steering angle safety range according to the current vehicle speed; and determining the steering angle of the steering wheel based on the comparison relationship between the steering angle of the steering wheel to be determined and the safety range of the steering angle. When the steering angle of the to-be-determined steering wheel is within the safety range of the steering angle, the control quantity determining module 704 determines the maximum value of the safety range of the steering angle of the steering wheel as the steering angle of the steering wheel.
In some embodiments, the apparatus further comprises a path planning module for generating a planned path for vehicle travel according to the real-time offset value and the path planning reference line. In some embodiments, the planned vehicle driving path may be a curve segment of a predetermined length from a real-time position on a reference line of the path plan. On the other hand, during the running process, the generated vehicle running planned path can be adjusted according to the control quantity.
In some embodiments, the path planning module further extracts obstacle information from the ambient environment information sensed by the sensing module, and the acquired obstacle information may include: obstacle position, obstacle size, and obstacle movement speed; and adjusting the vehicle driving planned path according to the obstacle information.
When the vehicle driving planned path is adjusted according to the obstacle information, when the obstacle is positioned at the edge of a lane where the real-time position is positioned, the position of the vehicle driving planned path is adjusted in the lane so as to ensure the safe distance between the vehicle and the obstacle; and when the obstacle is positioned in front of the vehicle running planned path and the distance between the obstacle and the vehicle is less than the distance threshold value, shortening the length of the vehicle running planned path to a second length, wherein the second length is less than the preset length, and the second length can be the length of the distance between the real-time position and the obstacle.
One embodiment provides a computer device that may be any device that can be used in and control a vehicle, or that may be deployed in a vehicle as part of a vehicle system. The internal structure of a computer device in one embodiment may be as shown in fig. 8. The computer device comprises a processor and a memory which are connected through a system bus, and also comprises a network interface, a display screen and an input device which are connected through the system bus.
Wherein the processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device comprises a nonvolatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of an operating system and computer programs in the non-volatile storage medium. The network interface of the computer device is used for communicating with an external terminal through a network connection. The computer program is executed by a processor to implement a vehicle control method. The display screen of the computer equipment can be a liquid crystal display screen or an electronic ink display screen, and the input device of the computer equipment can be a touch layer covered on the display screen, a key, a track ball or a touch pad arranged on the shell of the computer equipment, an external keyboard, a touch pad or a mouse and the like.
Those skilled in the art will appreciate that the architecture shown in fig. 8 is merely a block diagram of some of the structures associated with the disclosed aspects and is not intended to limit the computing devices to which the disclosed aspects apply, as particular computing devices may include more or less components than those shown, or may combine certain components, or have a different arrangement of components.
Accordingly, in an embodiment, there is also provided a computer comprising a memory and a processor, the memory having stored therein a computer program, the processor when executing the computer program implementing the steps of the method in any of the embodiments as described above.
It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by a computer program, which can be stored in a non-volatile computer-readable storage medium or embedded system, and can include the processes of the embodiments of the methods described above when executed. Any reference to memory, storage, database, or other medium used in the embodiments provided herein may include non-volatile and/or volatile memory, among others. Non-volatile memory can include read-only memory (ROM), Programmable ROM (PROM), Electrically Programmable ROM (EPROM), Electrically Erasable Programmable ROM (EEPROM), embedded system devices, or flash memory. Volatile memory can include Random Access Memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms such as Static RAM (SRAM), Dynamic RAM (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDRSDRAM), Enhanced SDRAM (ESDRAM), Synchronous Link DRAM (SLDRAM), Rambus Direct RAM (RDRAM), direct bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).
Thus, in an embodiment, there is also provided a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, carries out the steps of the method as described above.
The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (14)
1. A vehicle control method, the method comprising:
acquiring a real-time position of a vehicle;
generating a path planning reference line according to the real-time position;
determining a real-time offset value between the real-time position and the path planning reference line;
determining a control quantity according to the real-time deviation value, and determining a steering angle of a steering wheel according to the control quantity;
the determining the steering angle of the steering wheel according to the control quantity comprises the following steps:
determining a steering angle of the steering wheel to be determined according to the control quantity;
obtaining a current vehicle speed, and determining a steering angle safety range according to the current vehicle speed;
when the steering angle of the steering wheel to be determined exceeds the safe range of the steering angle, determining the maximum value of the safe range of the steering angle of the steering wheel as the steering angle of the steering wheel;
when the steering angle of the steering wheel to be determined is within the safe range of the steering angle, determining the steering angle of the steering wheel to be determined as the steering angle of the steering wheel;
the generating of the path planning reference line according to the real-time position comprises:
establishing a body coordinate system based on the real-time position and the direction of the head of the vehicle, and generating a relative map based on the body coordinate system, wherein the center of the rear axle of the vehicle is the origin of the coordinate system, the direction opposite to the head is the positive direction of a first coordinate axis, and the direction opposite to the head after rotating 90 degrees anticlockwise/clockwise is the positive direction of a second coordinate axis;
and after the real-time position is projected to the relative map to obtain a vehicle relative position, taking the vehicle relative position as the real-time position, and generating the path planning reference line by combining the relative map.
2. The method of claim 1, wherein the path-planning reference line is a lane centerline, and generating the path-planning reference line according to the real-time position comprises:
acquiring surrounding environment information, and extracting lane line information from the surrounding environment information;
and generating the path planning reference line according to the real-time position and the lane line information.
3. The method of claim 1, wherein the path-planning reference line is a lane centerline, and generating the path-planning reference line according to the real-time position comprises:
acquiring lane line information of a lane where the real-time position is located from map data according to the real-time position;
and generating the path planning reference line according to the real-time position and the lane line information.
4. The method of claim 1, wherein the path-planning reference line is a lane centerline, and generating the path-planning reference line according to the real-time position comprises:
determining a road section identification corresponding to the real-time position based on the real-time position;
acquiring a road section central line corresponding to the road section identification;
and generating the path planning reference line based on the real-time position and the road section central line.
5. The method of claim 1, wherein determining a real-time offset value between the real-time location and the path-planning reference line comprises:
determining a reference point for projecting the real-time position to the path planning reference line;
and determining the distance between the real-time position and the reference point as a real-time offset value between the real-time position and the path planning reference line.
6. The method of claim 1, wherein determining a control amount based on the real-time offset value comprises:
and determining a horizontal control quantity according to the real-time offset value, wherein the control quantity comprises the horizontal control quantity.
7. The method of claim 1, further comprising the step of:
determining a reference point for projecting the real-time position to the path planning reference line, and determining the curvature of the reference point on the path planning reference line; calculating a curvature control amount according to the curvature;
determining a control quantity according to the offset value, comprising: determining a horizontal control quantity according to the real-time deviation value; determining the control amount according to the curvature control amount and the lateral control amount.
8. The method of claim 6 or 7, wherein determining the lateral control amount based on the real-time offset value comprises:
and taking the real-time deviation value as a reference deviation value, and determining a transverse control quantity according to the reference deviation value.
9. The method of claim 6 or 7, wherein determining the lateral control amount based on the real-time offset value comprises:
acquiring a corresponding historical deviation value during last vehicle control;
determining a first difference between the real-time offset value and the historical offset value;
determining a reference deviation value based on the real-time deviation value and the first difference value;
and determining a transverse control quantity according to the reference deviation value.
10. The method of claim 6 or 7, wherein determining the lateral control amount based on the real-time offset value comprises:
comparing the real-time offset value to an error tolerance range;
when the real-time offset value is out of the error allowable range, calculating a second difference value between the real-time offset value and the error allowable range, and taking the second difference value as a reference deviation value;
and determining a transverse control quantity according to the reference deviation value.
11. The method of claim 6 or 7, wherein determining the lateral control amount based on the real-time offset value comprises:
acquiring a corresponding historical deviation value during last vehicle control;
determining a first difference between the real-time offset value and the historical offset value;
determining a pending reference deviation value based on the real-time deviation value and the first difference value;
comparing the undetermined reference deviation value with an error allowable range;
and when the undetermined reference deviation value is out of the error allowable range, calculating a third difference value between the undetermined reference deviation value and the error allowable range, taking the third difference value as a reference deviation value, and determining a transverse control quantity according to the reference deviation value.
12. A vehicle control apparatus, the apparatus comprising:
the position acquisition module is used for acquiring the real-time position of the vehicle;
the reference line planning module is used for establishing a vehicle body coordinate system based on the real-time position and the vehicle head direction of the vehicle and generating a relative map based on the vehicle body coordinate system, wherein the rear axle center of the vehicle is the coordinate system origin, the vehicle head facing direction is the positive direction of a first coordinate axis, and the vehicle head facing direction is the positive direction of a second coordinate axis after rotating anticlockwise/clockwise for 90 degrees; after the real-time position is projected to the relative map to obtain a vehicle relative position, the vehicle relative position is used as the real-time position, and a path planning reference line is generated by combining the relative map;
an offset value determination module for determining a real-time offset value between the real-time position and the path planning reference line;
the control quantity determining module is used for determining a control quantity according to the real-time deviation value and determining a steering angle of the steering wheel to be determined according to the control quantity; obtaining a current vehicle speed, and determining a steering angle safety range according to the current vehicle speed; when the steering angle of the steering wheel to be determined exceeds the safe range of the steering angle, determining the maximum value of the safe range of the steering angle of the steering wheel as the steering angle of the steering wheel; and when the steering angle of the steering wheel to be determined is within the safe range of the steering angle, determining the steering angle of the steering wheel to be determined as the steering angle of the steering wheel.
13. A computer device comprising a memory and a processor, the memory storing a computer program, wherein the processor implements the steps of the method of any one of claims 1 to 11 when executing the computer program.
14. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out the steps of the method of any one of claims 1 to 11.
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| CN113971846B (en) * | 2020-07-22 | 2023-05-09 | 宇通客车股份有限公司 | Positioning failure detection method and device for automatic driving vehicle |
| CN112339753A (en) * | 2020-10-20 | 2021-02-09 | 高深智图(广州)科技有限公司 | Lane keeping auxiliary system based on laser radar positioning technology |
| KR102290564B1 (en) * | 2020-11-25 | 2021-08-18 | 한국전자기술연구원 | Method for filtering the driving route based on Distributed Kalman filter for stabilization of route tracking of autonomous vehicles |
| CN114572240B (en) * | 2020-11-30 | 2023-11-14 | 北京百度网讯科技有限公司 | Vehicle running control method, device, vehicle, electronic device and storage medium |
| CN113191342A (en) * | 2021-07-01 | 2021-07-30 | 中移(上海)信息通信科技有限公司 | Lane positioning method and electronic equipment |
| CN113830174B (en) * | 2021-09-28 | 2022-12-09 | 广州文远知行科技有限公司 | Steering angle correction method, device and equipment and readable storage medium |
| CN114249078A (en) * | 2021-12-10 | 2022-03-29 | 广东智源机器人科技有限公司 | Track identification positioning method |
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