CN111674403A - Control method for passing in and out of curve by lane centering auxiliary function of automatic driving system - Google Patents
Control method for passing in and out of curve by lane centering auxiliary function of automatic driving system Download PDFInfo
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- CN111674403A CN111674403A CN202010396494.5A CN202010396494A CN111674403A CN 111674403 A CN111674403 A CN 111674403A CN 202010396494 A CN202010396494 A CN 202010396494A CN 111674403 A CN111674403 A CN 111674403A
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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
- B60W60/00—Drive control systems specially adapted for autonomous road vehicles
- B60W60/001—Planning or execution of driving tasks
- B60W60/0011—Planning or execution of driving tasks involving control alternatives for a single driving scenario, e.g. planning several paths to avoid obstacles
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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
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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
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/30—Road curve radius
Abstract
The invention provides a method for controlling an automatic driving system to enter and exit a curve by a lane centering auxiliary function, which comprises the following steps: acquiring lane curvature of a lane on which a vehicle runs, judging whether the absolute value of the lane curvature is continuously increased or decreased, and if the absolute value of the lane curvature is not continuously increased or decreased, ignoring; if the absolute value of the lane curvature is continuously increasing or decreasing, calculating a vehicle lateral offset value according to a formula I; the formula I is as follows: the method comprises the following steps that a vehicle transverse deviation value = K [ the rate of change of lane curvature ] cube/6 of a pre-aiming distance, wherein K is a proportionality coefficient, the change rate of the lane curvature is the derivation of the lane curvature relative to the pre-aiming distance, and the pre-aiming distance is the straight-line distance of the vehicle which is predicted by a lane centering auxiliary function to move forwards according to a planned path. The invention improves the safety and comfort of automatic driving.
Description
Technical Field
The invention relates to the field of automatic driving, in particular to a control method for curve passing in and out.
Background
The lane centering assist function is a function for assisting a driver in driving in the middle of a lane by automatically controlling a steering wheel by a system. The traditional control method is mainly used for directly carrying out transverse control through path prediction or road deviation calculation, and when a vehicle enters and exits a curve, because the curvature of a lane can change rapidly and the system response is delayed, the traditional control method often causes that the driving track of the vehicle deviates to the roadside of a certain side due to untimely change of control force, the vehicle approaches the outer side of the lane when entering the curve, and approaches the inner side of the lane when exiting the curve, so that safety accidents are easily caused. Especially, when the sensor passes through a plurality of steep S-shaped bends, the current sensor cannot output the parameters of the whole S-shaped curve in advance, the curvature changes rapidly, sudden change of control force often occurs during system control, discomfort is caused, even the sensor often presses the line directly to deviate, and finally the system quits, so the control effect is poor.
Disclosure of Invention
In view of the shortcomings of the prior art, the invention aims to provide a control method for an automatic driving system lane centering auxiliary function to enter and exit a curve, which has high safety and comfort.
In order to achieve the purpose, the implementation mode of the invention adopts the following technical scheme:
a method of controlling an autonomous driving system lane centering assist function into and out of a curve, the method comprising: acquiring lane curvature of a lane on which a vehicle runs, judging whether the absolute value of the lane curvature is continuously increased or decreased, and if the absolute value of the lane curvature is not continuously increased or decreased, ignoring; if the absolute value of the lane curvature is continuously increasing or decreasing, calculating a vehicle lateral offset value according to a formula I;
the formula I is as follows: the lateral offset of the vehicle K rate of change of lane curvature x cube of the pre-heading distance 6,
and K is a proportionality coefficient, the proportionality coefficient is calibrated in advance according to different vehicles, the change rate of the lane curvature is the derivation of the lane curvature relative to the pre-aiming distance, and the pre-aiming distance is the straight-line distance of the forward driving of the vehicle predicted by the lane centering auxiliary function according to a planned path.
Further, after the lane curvature of a lane on which the vehicle runs is obtained, judging whether the absolute value of the lane curvature is larger than a first threshold value or not, and if not, ignoring; if so, judging whether the absolute value of the lane curvature continuously increases or decreases.
Further, if the absolute value of the lane curvature is continuously increasing or decreasing, then further judging whether the absolute value of the change rate of the lane curvature is larger than a second threshold value, and if not, ignoring; if yes, calculating the vehicle lateral offset value according to the formula I.
Further, whether the absolute value of the lane curvature is continuously increased or decreased is judged, and whether the absolute value of the change rate of the lane curvature is continuously larger than a second threshold value is judged, and if the absolute value of the lane curvature is not continuously increased or decreased or the absolute value of the change rate of the lane curvature is not continuously larger than the second threshold value, the absolute value of the lane curvature is ignored; if the absolute value of the lane curvature is continuously increasing or decreasing and the absolute value of the rate of change of the lane curvature is continuously greater than the second threshold value, then a vehicle lateral offset value is calculated as equation one.
Further, after the vehicle lateral deviation value is calculated, a torque value is calculated by using a PID controller, the steering wheel torsion bar torque calculated by the centering auxiliary function is compensated, and the torque value is used for compensating the steering wheel torsion bar torque and has a limit, wherein the limit is 0.5 Newton.
Further, the lane curvature is obtained by a sensor arranged at the front part of the vehicle, the sensor comprises a camera and an information processing unit, the camera shoots an image of a lane outside the vehicle, the image is sent to the information processing unit to calculate the lane curvature, and the information processing unit further calculates the change rate of the lane curvature according to the lane curvature and the pre-aiming distance.
Further, whether the absolute value of the lane curvature continuously increases or decreases is judged, whether the absolute value of the lane curvature continuously increases or decreases within a preset time is judged, and the preset time is 0.2 second.
Further, the determining whether the absolute value of the lane curvature continuously increases or decreases within a preset time is determining whether the absolute value of the lane curvature of each of the consecutive periods continuously increases or decreases, and the preset time is the number of the consecutive periods and the interval of the periods.
Further, the first threshold value is 0.00005 m negative first power.
Further, the second threshold value is 0.000001 m to the inverse square.
According to the method, the lane curvature of the lane on which the vehicle runs is judged, if the absolute value of the lane curvature is continuously increased or decreased, the fact that the vehicle runs in or out of a curve or runs in an S-curve at the moment is indicated, the vehicle transverse offset value is calculated based on the lane curvature, then the vehicle transverse offset value is used for calculating the torque value through the PID controller, and the steering wheel torsion bar torque calculated by the lane centering auxiliary function conventionally is compensated, so that the vehicle does not lean to one side but runs in the center as much as possible, therefore, the line pressing and even the safety accident cannot be easily caused, the lane centering auxiliary function cannot be suddenly exited due to deviation, and the safety and the comfort of automatic driving are improved. And further, the change rate of the lane curvature is judged in a matching manner, and if the absolute value of the change rate of the lane curvature is larger, the calculation is carried out according to a formula, and the torque of the steering wheel torsion bar is compensated. Because the vehicle is more likely to deviate if the absolute value of the rate of change of the lane curvature is larger, indicating that the width of the curve is larger, it is more desirable to compensate for the steering wheel torsion bar torque to keep the vehicle as centered as possible. Of course, if the absolute value of the lane curvature is not continuously increasing or decreasing, or if the absolute value of the rate of change of the lane curvature is small, it is ignored. Since the vehicle is supposed to be traveling on a straight road or in a curve, the conventional lane centering assistance function has been able to make the vehicle travel smoothly.
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Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
An embodiment of the present invention provides a method for controlling an automatic driving system to enter and exit a curve with a lane centering aid function, the method comprising: acquiring lane curvature of a lane on which a vehicle runs, judging whether the absolute value of the lane curvature is continuously increased or decreased, and if the absolute value of the lane curvature is not continuously increased or decreased, ignoring; if the absolute value of the lane curvature is continuously increasing or decreasing, calculating a vehicle lateral offset value according to a formula I;
the formula I is as follows: the lateral offset of the vehicle K rate of change of lane curvature x cube of the pre-heading distance 6,
and K is a proportionality coefficient, the proportionality coefficient is calibrated in advance according to different vehicles, the change rate of the lane curvature is the derivation of the lane curvature relative to the pre-aiming distance, and the pre-aiming distance is the straight-line distance of the forward driving of the vehicle predicted by the lane centering auxiliary function according to a planned path.
The lane curvature is used for representing the degree of curvature of a lane on which a vehicle is traveling, that is, the change of the lane turning left or right, and is represented by positive and negative values for distinguishing left from right. Therefore, in theory, when the absolute value of the curvature of the lane is equal to 0, it indicates that the lane is a straight lane; if the value is greater than 0, the lane is a curve. If the vehicle enters a curve from a straight road, the absolute value of the lane curvature will continuously increase from 0; if the vehicle continues to travel in a curve, the absolute value of the lane curvature will continue to remain greater than 0 but will not continue to increase or decrease; if the vehicle is exiting a curve into a straight lane, the absolute value of the lane curvature will continue to decrease to 0; if the vehicle is traveling in an S-curve, the absolute value of the lane curvature will continue to increase and continue to decrease repeatedly at intervals. Therefore, the lane curvature of the lane on which the vehicle runs is judged, and if the absolute value of the lane curvature is not continuously increased or decreased, the lane curvature is ignored; if the absolute value of the lane curvature is continuously increasing or decreasing, a vehicle lateral offset value is calculated based on the lane curvature according to formula one.
The derivation process of the formula one is as follows.
In the field of automatic driving, the relationship between the lateral offset value of the vehicle and the pre-aiming distance is generally expressed by the following formula two:
the formula II is as follows: x ═ C3 ═ Z3+C2*Z2+C1*Z+C0，
Wherein, X is a vehicle transverse deviation value, Z is a pre-aiming distance, and C3, C2, C1 and C0 are preset parameters.
Carrying out secondary derivation on a second formula, wherein the left side of the second formula is the curvature of the lane; and (4) carrying out three-time derivation on a second formula, wherein the left side of the second formula is the change rate of the lane curvature. And carrying out derivation on the formula two for three times to obtain a formula three.
The formula III is as follows: cd 6C 3,
wherein Cd is the change rate of the lane curvature, and the relationship between the change rate of the lane curvature and the lateral offset value of the vehicle is mainly a cubic term C3 xZ in a formula II3。
And the conversion is carried out according to the formula three, wherein C3 is Cd/6,
so the theoretical relationship of equation one is obtained: x ═ k ═ Cd ═ Z3And/6, wherein K is a proportionality coefficient, and is calibrated into different values in advance according to different vehicle types, because the external dimensions and the speed control of the vehicle types are different.
According to the formula I, after the transverse deviation value of the vehicle is calculated, the torque value is calculated through the PID controller, the torque of the steering wheel torsion bar calculated by the centering auxiliary function is compensated, so that the vehicle does not deviate from a certain side edge and runs centered as much as possible, therefore, the line pressing and even the safety accident are not easy to cause, the lane centering auxiliary function is not suddenly withdrawn due to deviation, and the safety and the comfort of automatic driving are improved.
And to further enhance comfort, the torque value is used to compensate for the steering wheel torsion bar torque with a limit, which in one embodiment is 0.5 newtons.
The lane curvature is obtained by a sensor arranged at the front part of the vehicle, the sensor comprises a camera and an information processing unit, the camera shoots an image of a lane outside the vehicle, the image is sent to the information processing unit to calculate the lane curvature, and the information processing unit further calculates the change rate of the lane curvature according to the lane curvature and the pre-aiming distance.
And determining whether the absolute value of the lane curvature continuously increases or decreases is determining whether the absolute value of the lane curvature continuously increases or decreases within a predetermined time, in one embodiment, the predetermined time is 0.2 seconds.
More specifically, the determining whether the absolute value of the lane curvature continuously increases or decreases within a preset time is determining whether the absolute value of the lane curvature of each of the consecutive periods continuously increases or decreases, and the preset time is the number of the consecutive periods and the interval of the periods. The interval of the period is also the interval of the lane curvature acquired by the sensor, namely, the sensor acquires one lane curvature according to the period and is used for judging and further controlling, so that the timeliness of the control method is improved. And whether to continuously increase or decrease, for example, if the absolute value of the lane curvature of the second period is greater than the absolute value of the lane curvature of the first period, and the absolute value of the lane curvature of the third period is greater than the absolute value of the lane curvature of the second period, the increase is continuously performed. Otherwise, the same reasoning can be applied. In one embodiment, the period interval is 0.02 seconds, and the number of the continuous periods is 10.
In addition, in practice, during traveling, it is impossible to keep the vehicle straight by one hundred percent, but the vehicle tends to be biased to the left or to the right. Therefore, even if the vehicle is running on a straight road, the sensor obtains a lane curvature that is not 0, but tends to have an absolute value of the lane curvature slightly larger than 0. Therefore, further, after the lane curvature of the lane on which the vehicle runs is obtained, whether the absolute value of the lane curvature is larger than a first threshold value or not is judged, and if not, the absolute value is ignored, and the vehicle is considered to be deviated left or right in an inevitable small amplitude; if so, judging whether the absolute value of the lane curvature continuously increases or decreases. In one embodiment, the first threshold is 0.00005 meters negative first power.
Furthermore, when the vehicle enters or exits a curve, the lane centering auxiliary function can enable the vehicle to run stably, and when the change amplitude of the lane curvature is large, namely the amplitude of the curve is large, the vehicle is easy to deviate, so that after the absolute value of the lane curvature is continuously increased or decreased, whether the absolute value of the change rate of the lane curvature is larger than a second threshold value is further judged, and if not, the absolute value is ignored; if yes, calculating the vehicle lateral offset value according to the formula I. Thus, the comfort of automatic driving can be further improved. In one embodiment, the second threshold is 0.000001 meters squared.
Optionally, while determining whether the absolute value of the lane curvature continuously increases or decreases, and determining whether the absolute value of the rate of change of the lane curvature continuously exceeds a second threshold, if the absolute value of the lane curvature does not continuously increase or decrease, or the absolute value of the rate of change of the lane curvature does not continuously exceed the second threshold, ignoring; if the absolute value of the lane curvature is continuously increasing or decreasing and the absolute value of the rate of change of the lane curvature is continuously greater than the second threshold value, then a vehicle lateral offset value is calculated as equation one. Thus, the comfort of automatic driving can be further improved.
In summary, according to the present invention, by determining the lane curvature of the lane on which the vehicle is traveling, if the absolute value of the lane curvature is continuously increasing or decreasing, that is, if the vehicle is traveling in or out of a curve or in an S-curve, a lateral offset value of the vehicle is calculated based on the lane curvature, and then the lateral offset value of the vehicle is used to calculate a torque value by using a PID controller, and the steering wheel torsion bar torque conventionally calculated by the lane centering assist function is compensated, so that the vehicle is not biased to one side, but travels in the center as much as possible, and thus, a safety accident is not easily pressed or even caused, and the lane centering assist function is not suddenly exited due to deviation, thereby improving the safety and comfort of automatic driving. And further, the change rate of the lane curvature is judged in a matching manner, and if the absolute value of the change rate of the lane curvature is larger, the calculation is carried out according to a formula, and the torque of the steering wheel torsion bar is compensated. Because the vehicle is more likely to deviate if the absolute value of the rate of change of the lane curvature is larger, indicating that the width of the curve is larger, it is more desirable to compensate for the steering wheel torsion bar torque to keep the vehicle as centered as possible. Of course, if the absolute value of the lane curvature is not continuously increasing or decreasing, or if the absolute value of the rate of change of the lane curvature is small, it is ignored. Since the vehicle is supposed to travel on a straight road or in a curve, the conventional lane centering assistance function can make the vehicle travel smoothly. The invention tracks and judges whether the vehicle enters or exits a curve or runs on a curve with a steeply changing curvature (such as an S-curve) by the curvature and the curvature change rate of the lane line. Under these conditions, because the curvature of the lane changes dramatically, the conventional method often causes uncomfortable steering wheel shake or even directly exits the function under these conditions. The invention leads in control only under the road conditions by pre-judging the road conditions, so that the curve passing is smoother and safer, and the vehicle does not interfere when running on a straight road and a curve with stable curvature.
The above description is only an embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention disclosed herein are intended to be covered by the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.
Claims (10)
1. A method of controlling an autonomous driving system lane centering assist function to enter and exit a curve, the method comprising: acquiring lane curvature of a lane on which a vehicle runs, judging whether the absolute value of the lane curvature is continuously increased or decreased, and if the absolute value of the lane curvature is not continuously increased or decreased, ignoring; if the absolute value of the lane curvature is continuously increasing or decreasing, calculating a vehicle lateral offset value according to a formula I;
the formula I is as follows: vehicle lateral offset = K rate of change of lane curvature x cubic of pre-line distance/6,
and K is a proportionality coefficient, the proportionality coefficient is calibrated in advance according to different vehicles, the change rate of the lane curvature is the derivation of the lane curvature relative to the pre-aiming distance, and the pre-aiming distance is the straight-line distance of the forward driving of the vehicle predicted by the lane centering auxiliary function according to a planned path.
2. The method for controlling entry and exit of a curve by an automatic driving system lane centering auxiliary function according to claim 1, wherein after the lane curvature of a lane on which a vehicle is traveling is obtained, it is first determined whether the absolute value of the lane curvature is greater than a first threshold value, and if not, the absolute value is ignored; if so, judging whether the absolute value of the lane curvature continuously increases or decreases.
3. The method of controlling entry and exit to and from a curve by an autonomous driving system lane centering assist function of claim 1, wherein if the absolute value of the lane curvature is continuously increasing or decreasing, then further determining if the absolute value of the rate of change of the lane curvature is greater than a second threshold, and if not, ignoring; if yes, calculating the vehicle lateral offset value according to the formula I.
4. The control method of an autonomous driving system lane centering assist function entering and exiting a curve according to claim 1, wherein it is determined whether the absolute value of the lane curvature is continuously increasing or decreasing while it is determined whether the absolute value of the rate of change of the lane curvature is continuously greater than a second threshold value, and if the absolute value of the lane curvature is not continuously increasing or decreasing or the absolute value of the rate of change of the lane curvature is not continuously greater than the second threshold value, it is ignored; if the absolute value of the lane curvature is continuously increasing or decreasing and the absolute value of the rate of change of the lane curvature is continuously greater than the second threshold value, then a vehicle lateral offset value is calculated as equation one.
5. The method of controlling entry and exit of a curve by an autopilot system lane centering aid function as claimed in claim 1, 3 or 4 wherein said vehicle lateral offset value is calculated and a steering wheel torsion bar torque calculated by the centering aid function is compensated for by calculating a torque value using a PID controller, and wherein said torque value is used to compensate said steering wheel torsion bar torque with a limit of 0.5 newton.
6. The method of claim 1, wherein the lane curvature is obtained by a sensor disposed at a front portion of the vehicle, the sensor includes a camera and an information processing unit, the camera captures an image of a lane outside the vehicle, the image is transmitted to the information processing unit to calculate the lane curvature, and the information processing unit further calculates a rate of change of the lane curvature based on the lane curvature and the pre-aiming distance.
7. The method of controlling entry and exit of a curve by an automatic driving system lane centering assist function according to claim 1, wherein the determination of whether the absolute value of the lane curvature continuously increases or decreases is a determination of whether the absolute value of the lane curvature continuously increases or decreases within a preset time, and the preset time is 0.2 seconds.
8. The method of controlling an automated driving system lane centering assist function to enter and exit a curve according to claim 7, wherein the determining whether the absolute value of the lane curvature continuously increases or decreases for a predetermined time is determining whether the absolute value of the lane curvature continuously increases or decreases for each of a plurality of consecutive cycles, the predetermined time = the number of the plurality of consecutive cycles times the interval of the cycles.
9. The method of controlling entry and exit into and out of a curve by an autonomous driving system lane centering assist function as recited in claim 2, wherein the first threshold is 0.00005 meters minus one square.
10. The method of controlling entry and exit into and out of a curve by an autopilot system lane centering assist function as set forth in claim 3 or 4 wherein said second threshold is 0.000001 meters negative square.
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