CN111768649B - Control method, device and computer readable storage medium for vehicle - Google Patents
Control method, device and computer readable storage medium for vehicle Download PDFInfo
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- CN111768649B CN111768649B CN201910195706.0A CN201910195706A CN111768649B CN 111768649 B CN111768649 B CN 111768649B CN 201910195706 A CN201910195706 A CN 201910195706A CN 111768649 B CN111768649 B CN 111768649B
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/165—Anti-collision systems for passive traffic, e.g. including static obstacles, trees
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
- H04W4/02—Services making use of location information
- H04W4/025—Services making use of location information using location based information parameters
- H04W4/027—Services making use of location information using location based information parameters using movement velocity, acceleration information
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
- H04W4/30—Services specially adapted for particular environments, situations or purposes
- H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
Abstract
The present disclosure relates to a control method, apparatus and computer-readable storage medium for a vehicle, and relates to the technical field of artificial intelligence. The method comprises the following steps: responding to the target vehicle entering a first target area, and calculating a first control quantity according to the lane where the target vehicle is located and the current motion state information; according to the first control quantity, controlling the target vehicle to run at a first target speed at a uniform speed in a first target area; calculating a second control amount according to the extending direction of the target lane and the current motion state information of the target vehicle in response to the target vehicle leaving the first target area; and controlling the target vehicle to drive towards the target lane at a second target speed at a uniform speed according to the second control quantity. The technical scheme of the disclosure can improve the control efficiency.
Description
Technical Field
The present disclosure relates to the field of artificial intelligence, and in particular, to a vehicle control method, a vehicle control device, and a computer readable storage medium.
Background
Along with the development of artificial intelligence technology, intelligent automobiles have communication and cooperative motion capabilities, and intelligent information exchange among people, automobiles and roads can be realized. Therefore, the intelligent automobile can automatically analyze the safety and dangerous state of the running of the automobile, and can reach the destination according to the wish of a person.
The crossroad is used as an important pivot point of the road traffic network and is an essential source of urban traffic jam. Therefore, how to safely and efficiently pass through the intersection is an important technical problem to be solved by the intelligent automobile.
Related art a control scheme of vehicles at intersections is planned based on a management scheme of signal lamps.
Disclosure of Invention
The inventors of the present disclosure found that the above-described related art has the following problems: the signal lamp control scheme based on the fixed rule has poor flexibility, resulting in low control efficiency for the vehicle.
In view of this, the present disclosure proposes a control solution for a vehicle, which can improve control efficiency.
According to some embodiments of the present disclosure, there is provided a control method of a vehicle, including: responding to the entering of a target vehicle into a first target area, and calculating a first control quantity according to the lane where the target vehicle is and the current movement state information; according to the first control quantity, controlling the target vehicle to run at a first target speed at a uniform speed in the first target area; calculating a second control amount according to the extending direction of a target lane and the current motion state information of the target vehicle in response to the target vehicle leaving the first target area; and controlling the target vehicle to drive to the target lane at a second target speed at a uniform speed according to the second control quantity.
In some embodiments, the second control amount is calculated in response to the target vehicle exiting the first target area into a second target area; and controlling the target vehicle to drive to the target lane at a second target speed at a uniform speed through the third target area in response to the target vehicle leaving the second target area and entering the third target area.
In some embodiments, the first control amount and the second control amount are calculated with the goal of ensuring that the target vehicle does not collide with road edges and other vehicles.
In some embodiments, a first optimization problem model is constructed from a first constraint on minimizing control completion time as an objective function, the first constraint comprising: a vehicle kinematics equation; avoid other vehicles and avoid collision with the road edge; running forward along the lane; at the control completion timing, the speed of the target vehicle is a first target speed, the acceleration is 0, and the target vehicle does not enter the third target area; and solving the first optimization problem model by using an optimization method, and determining the first control quantity.
In some embodiments, a second optimization problem model is constructed based on a second constraint on minimizing control completion time as an objective function, the second constraint comprising: a vehicle kinematics equation; avoid other vehicles and avoid collision with the road edge; at the control starting moment, the target vehicle is positioned at the edge of the third target area, the speed is a first target speed, and the acceleration is 0; at the control completion timing, the speed of the target vehicle is a second target speed, the acceleration is 0, and the traveling direction of the target vehicle coincides with the extending direction of the target lane; and solving the second optimization problem model by using an optimization method, and determining the second control quantity.
In some embodiments, in response to the target vehicle entering the first target area, assigning an evasion priority to the target vehicle; and improving the avoidance priorities of other vehicles in the first target area, the second target area and the third target area so that the avoidance priorities of the other vehicles are higher than those of the target vehicles, and ensuring that the target vehicles do not collide with the other vehicles.
In some embodiments, the first target area, the second target area, and the third target area are all circular areas with a center of the road intersection as a circle point, and a radius of the second target area is larger than a radius of the third target area and smaller than a radius of the first target area.
In some embodiments, the first control amount and the second control amount include a plurality of positions, speeds, accelerations, front wheel yaw angles, front wheel yaw angular velocities, attitude angles of the target vehicle at respective times within a control completion time.
According to other embodiments of the present disclosure, there is provided a control device of a vehicle including: a calculating unit, configured to calculate a first control amount according to a lane in which a target vehicle is located and current movement state information in response to the target vehicle entering a first target area, and calculate a second control amount according to an extension direction of the target lane and the current movement state information of the target vehicle in response to the target vehicle leaving the first target area; and the control unit is used for controlling the target vehicle to travel at a first target speed at a constant speed in the first target area according to the first control quantity, and controlling the target vehicle to travel at a second target speed at a constant speed towards the target lane according to the second control quantity.
According to still further embodiments of the present disclosure, there is provided a control device of a vehicle including: a memory; and a processor coupled to the memory, the processor configured to execute the control method of the vehicle in any of the above embodiments based on instructions stored in the memory device.
According to still further embodiments of the present disclosure, there is provided a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the control method of the vehicle in any of the above embodiments.
In the above embodiment, the vehicle is controlled to travel at a constant speed according to the information such as the current movement state and the position of the vehicle, and the control amount is generated according to the direction of the target lane on the basis of this so as to control the vehicle to travel toward the target lane. In this way, the control strategy can be flexibly planned for the running state and the running target of each vehicle without following a fixed running limit, thereby improving the control efficiency of the vehicle.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description, serve to explain the principles of the disclosure.
The disclosure may be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings in which:
FIG. 1 illustrates a flow chart of some embodiments of a control method of a vehicle of the present disclosure;
FIG. 2 illustrates a flow chart of some embodiments of a collision avoidance method of the present disclosure;
FIG. 3 illustrates a schematic diagram of some embodiments of takeover region partitioning of the present disclosure;
FIG. 4 illustrates a flow chart of some embodiments of step 110 of FIG. 1;
FIG. 5 illustrates a flow chart of some embodiments of step 130 of FIG. 1;
FIG. 6 illustrates a block diagram of some embodiments of a control device of a vehicle of the present disclosure;
FIG. 7 illustrates a block diagram of further embodiments of a control device of a vehicle of the present disclosure;
fig. 8 shows a block diagram of still further embodiments of a control device of a vehicle of the present disclosure.
Detailed Description
Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. It should be noted that: the relative arrangement of the components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present disclosure unless it is specifically stated otherwise.
Meanwhile, it should be understood that the sizes of the respective parts shown in the drawings are not drawn in actual scale for convenience of description.
The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the disclosure, its application, or uses.
Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but should be considered part of the specification where appropriate.
In all examples shown and discussed herein, any specific values should be construed as merely illustrative, and not a limitation. Thus, other examples of the exemplary embodiments may have different values.
It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further discussion thereof is necessary in subsequent figures.
Fig. 1 illustrates a flow chart of some embodiments of a control method of a vehicle of the present disclosure.
As shown in fig. 1, the method includes: step 110, calculating a first control amount; step 120, controlling the vehicle to run at a constant speed; step 130, calculating a second control amount; and 140, controlling the vehicle to drive towards the target lane at a constant speed.
In step 110, in response to the target vehicle entering the first target area, a first control amount is calculated based on the lane in which the target vehicle is located and current movement state information.
In some embodiments, a control device of the vehicle, such as a central management system, may be provided for controlling the travel of the vehicle. For example, a control device take-over area (take-over area includes a first target area) may be provided at an intersection where a plurality of lanes intersect, and after the target vehicle enters the take-over area, the control device takes over the driving behavior of the target vehicle and controls it.
In some embodiments, the motion state information of the target vehicle at time t may include the current position of the target vehicle (e.g., the coordinates x (t), y (t) of the rear wheel axle of the target vehicle), the velocity v (t), the acceleration a (t), the front wheel yaw angleInformation such as the yaw rate ω (t) of the front wheel and the attitude angle θ (t).
In some embodiments, the first control amount is calculated while ensuring that the target vehicle does not collide with the road edge and other vehicles. For example, it may be ensured by the embodiment in fig. 2 that the target vehicle does not collide with other vehicles in the take over area.
Fig. 2 illustrates a flow chart of some embodiments of the collision avoidance method of the present disclosure.
As shown in fig. 2, the method includes: step 210, assigning evasion priority to the target vehicle; and step 210, increasing the evasion priority of other vehicles.
In step 210, in response to the target vehicle entering the first target area, an evasion priority is assigned to the target vehicle. For example, after the target vehicle enters the first target area, a unique identifier is assigned to the target vehicle (e.g., k-1 vehicles are already present in the entire receiving area, the identifier of the target vehicle may be set to k), and then the avoidance priority of the target vehicle is set to 1 (the greater the value of the avoidance priority, the higher the priority may be set).
In step 220, the avoidance priorities of the other vehicles in the first, second and third target areas are increased, so that the avoidance priorities of the other vehicles are higher than the avoidance priorities of the target vehicles, so as to ensure that the target vehicles do not collide with the other vehicles. For example, the avoidance priority of an existing k-1 car may be increased by 1.
In some embodiments, the take-over region may be further divided into a first target region, a second target region, and a third target region. The first target area, the second target area and the third target area are all round areas taking the center of a road intersection as a round point, and the radius of the second target area is larger than that of the third target area and smaller than that of the first target area. For example, the takeover region of an intersection may be divided according to the schematic diagram in fig. 3.
Fig. 3 illustrates a schematic diagram of some embodiments of takeover region partitioning of the present disclosure.
As shown in fig. 3, a takeover region is provided at the intersection of the road 31 and the road 32, and the takeover region is divided into a first target region, a second target region, and a third target region.
In some embodiments, the lane in which the target vehicle is currently located may be lane 311 and the target lane after the target vehicle passes through the intersection may be lane 321. In order to control the target vehicle to smoothly enter the lane 321 from the lane 311, the target vehicle may be controlled to travel at a constant speed in the first target area, a control strategy for causing the target vehicle to enter the lane 321 may be planned in the second target area, and the target vehicle may be controlled to enter the lane 321 in the third target area. For example, the first control amount may be calculated by the steps in fig. 4 to control the target vehicle to travel at a constant speed.
Fig. 4 shows a flow chart of some embodiments of step 110 in fig. 1.
As shown in fig. 4, step 110 includes: step 1110, constructing a first optimization problem model; and step 1120, determining a first control amount.
In step 1110, a first optimization problem model is constructed based on the first constraint with the minimized control-completion time as an objective function. For example, the first constraint includes: a vehicle kinematics equation; avoid other vehicles and avoid collision with the road edge; running along the front direction of the lane; at the control completion timing, the speed of the target vehicle is the first target speed, the acceleration is 0, and the target vehicle does not enter the third target area.
In some embodiments, the control start time is t 0 Control the termination time to be t f The objective function is to make the control complete time t f -t 0 Minimum. For example, a bicycle model-based vehicle kinematics equation may be employed:
L w is the front-rear wheel axle distance of the target vehicle.
For example, the positions of the four vertices of the target vehicle at the time t are a (t), B (t), C (t) and D (t), and the positions of the road edges are a, B, so that collision with the road edge can be avoided by the following formula:
a＜A(t)＜b；
a＜B(t)＜b；
a＜C(t)＜b；
a＜D(t)＜b。
for example, if the position of the center line of the lane where the target vehicle is located is c, driving forward along the lane where the target vehicle is located may be expressed as y (t) =c. The motion state information a (t 0 )、ω(t 0 )、v(t 0 )、x(t 0 )、y(t 0 ) And θ (t) 0 ). The first target speed is v 1 According to the constraint condition, the motion state information of the target vehicle at the moment of control completion is as follows:
solving the first optimization problem model by using an optimization method to obtain [ t ] 0 ，t f ]The motion states a (t), ω (t), v (t), and the like of the target vehicle at the respective times during the period,x (t), y (t) and θ (t). Wherein a plurality of motion states, v (t), can be selected>Is the first control amount.
The first optimization problem model belongs to the shortest time optimal control problem and can be solved by a numerical optimization method. The driving task related to the first optimization problem model is simpler, can be solved in a short time (millisecond level), and can ignore the error problem caused by time consumption of solving. For example, after the solution is completed, the motion trajectory of the target vehicle within the first target area may be recorded.
After the first control amount is determined, control of the target vehicle may continue through steps 120-140 in fig. 1.
In step 120, the target vehicle is controlled to travel at a first target speed at a uniform speed within the first target area according to the first control amount. The control target vehicle runs at a constant speed, so that the time of the target vehicle entering the third target area can be estimated in advance, and the control strategy is accurately planned, so that the control accuracy is improved.
In step 130, in response to the target vehicle leaving the first target area, a second control amount is calculated based on the direction of extension of the target lane and current movement state information of the target vehicle. For example, a second control amount is calculated in response to the target vehicle exiting the first target area into the second target area.
In some embodiments, the second control amount may be calculated by the steps in fig. 5.
Fig. 5 shows a flow chart of some embodiments of step 130 in fig. 1.
As shown in fig. 5, step 130 includes: step 1310, constructing a second optimization problem model; and step 1320, determining a second control amount.
In step 1310, a second optimization problem model is constructed based on the second constraint with the minimized control completion time as an objective function. For example, the second constraint includes: a vehicle kinematics equation; avoid other vehicles and avoid collision with the road edge; at the control starting moment, the target vehicle is positioned at the edge of the third target area, the speed is the first target speed, and the acceleration is 0; at the control completion timing, the speed of the target vehicle is the second target speed, the acceleration is 0, and the traveling direction of the target vehicle coincides with the extending direction of the target lane.
In some embodiments, the control start time is t' 0 The control termination time is t' f The objective function is to make the control complete time t' f -t′ 0 Minimum. Given control start timing (when the target vehicle leaves the second target area and enters the third target area), movement state information of the target vehicle:
at the control termination timing, the movement state information of the target vehicle is:
v 2 for a second target speed, θ d According to the extending direction of the target lane.
Solving the second optimization problem model by using an optimization method to obtain [ t ]' 0 ，t′ f ]The motion states a (t), ω (t), v (t), and the like of the target vehicle at the respective times during the period,x (t), y (t) and θ (t). Wherein a plurality of motion states, v (t), can be selected>Is the second control amount.
The second optimization problem model belongs to the shortest time optimal control problem and can be solved by adopting a numerical optimization method. The second optimization problem model involves a relatively complex driving task and requires significant solution time (in seconds) to complete the solution. Therefore, the second target area is set as the buffer area and used for calculating the control quantity of the target vehicle in the third target area, so that the control delay problem can be effectively solved, and the control efficiency and accuracy are improved.
In some embodiments, after the second optimization problem model is solved, the planned movement track of the target vehicle may be recorded. After the second control amount is determined, the target vehicle may be controlled through step 140 in fig. 1.
In step 140, the target vehicle is controlled to travel at a second target speed toward the target lane at a constant speed according to the second control amount. For example, in response to the target vehicle exiting the second target area into the third target area, the target vehicle is controlled to travel through the third target area toward the target lane at a uniform speed of the second target speed.
In some embodiments, after the target vehicle leaves the take-over area, the identification, the movement track and the avoidance priority of the target vehicle are logged off. To this end, the target vehicle is disconnected from the takeover of the control device.
In the above embodiment, the vehicle is controlled to travel at a constant speed according to the information such as the current movement state and the position of the vehicle, and the control amount is generated according to the direction of the target lane on the basis of this so as to control the vehicle to travel toward the target lane. In this way, the control strategy can be flexibly planned for the running state and the running target of each vehicle without following a fixed running limit, thereby improving the control efficiency of the vehicle.
Fig. 6 illustrates a block diagram of some embodiments of a control device of a vehicle of the present disclosure.
As shown in fig. 6, the control device 6 of the vehicle includes a calculation unit 61 and a control unit 62.
The calculation unit 61 calculates a first control amount from the lane in which the target vehicle is located and the current movement state information in response to the target vehicle entering the first target area. The calculation unit 61 calculates a second control amount based on the extending direction of the target lane and the current movement state information of the target vehicle in response to the target vehicle leaving the first target area.
For example, the first control amount and the second control amount include a plurality of items of position, speed, acceleration, front wheel yaw angle, front wheel yaw angular velocity, attitude angle of the target vehicle at each moment in time of completion of control.
The control unit 62 controls the target vehicle to travel at a first target speed at a uniform speed in the first target area, according to the first control amount. The control unit 62 controls the target vehicle to travel at a constant speed toward the target lane at the second target speed, according to the second control amount.
In some embodiments, the calculation unit 61 calculates the first control amount and the second control amount on the premise that the target vehicle is not collided with the road edge and other vehicles.
For example, the computing unit 61 assigns an evasion priority to the target vehicle in response to the target vehicle entering the first target area. The computing unit 61 increases the avoidance priorities of the other vehicles in the first, second, and third target areas such that the avoidance priorities of the other vehicles are higher than the avoidance priorities of the target vehicles to ensure that the target vehicles do not collide with the other vehicles.
In some embodiments, the computing unit 61 constructs the first optimization problem model based on the first constraint with the minimized control-completion time as an objective function. The first constraint includes: a vehicle kinematics equation; avoid other vehicles and avoid collision with the road edge; running along the front direction of the lane; at the control completion timing, the speed of the target vehicle is the first target speed, the acceleration is 0, and the target vehicle does not enter the third target area. The calculation unit 61 solves the first optimization problem model, determining the first control amount.
In some embodiments, the calculation unit 61 calculates the second control amount in response to the target vehicle exiting the first target area into the second target area. The control unit 62 controls the target vehicle to travel through the third target region toward the target lane at a constant speed of the second target speed in response to the target vehicle exiting the second target region to enter the third target region.
For example, the calculation unit 61 constructs a second optimization problem model based on the second constraint condition with the minimized control-completion time as an objective function. The second constraint includes: a vehicle kinematics equation; avoid other vehicles and avoid collision with the road edge; at the control starting moment, the target vehicle is positioned at the edge of the third target area, the speed is the first target speed, and the acceleration is 0; at the control completion timing, the speed of the target vehicle is the second target speed, the acceleration is 0, and the traveling direction of the target vehicle coincides with the extending direction of the target lane; and solving a second optimization problem model, and determining a second control quantity.
In some embodiments, the first target area, the second target area, and the third target area are all circular areas with a round dot centered at the intersection. The radius of the second target area is greater than the radius of the third target area and less than the radius of the first target area.
In the above embodiment, the vehicle is controlled to travel at a constant speed according to the information such as the current movement state and the position of the vehicle, and the control amount is generated according to the direction of the target lane on the basis of this so as to control the vehicle to travel toward the target lane. In this way, a control strategy can be planned for the running state and running target of each vehicle without following a fixed running limit, thereby improving the control efficiency of the vehicle.
Fig. 7 shows a block diagram of further embodiments of a control device of a vehicle of the present disclosure.
As shown in fig. 7, the control device 7 of the vehicle of this embodiment includes: a memory 71 and a processor 72 coupled to the memory 71, the processor 72 being configured to execute the method of controlling the vehicle in any one of the embodiments of the present disclosure based on instructions stored in the memory 71.
The memory 71 may include, for example, a system memory, a fixed nonvolatile storage medium, and the like. The system memory stores, for example, an operating system, application programs, boot Loader (Boot Loader), database, and other programs.
Fig. 8 shows a block diagram of still further embodiments of a control device of a vehicle of the present disclosure.
As shown in fig. 8, the control device 8 of the vehicle of this embodiment includes: a memory 810 and a processor 820 coupled to the memory 810, the processor 820 being configured to execute the method of controlling the vehicle of any of the preceding embodiments based on instructions stored in the memory 810.
Memory 810 may include, for example, system memory, fixed nonvolatile storage media, and the like. The system memory stores, for example, an operating system, application programs, boot loader (BootLoader), and other programs.
The control device 8 of the vehicle may further include an input-output interface 830, a network interface 840, a storage interface 850, and the like. These interfaces 830, 840, 850 and the memory 810 and the processor 820 may be connected by, for example, a bus 860. The input/output interface 830 provides a connection interface for input/output devices such as a display, a mouse, a keyboard, a touch screen, and the like. Network interface 640 provides a connection interface for various networking devices. Storage interface 850 provides a connection interface for external storage devices such as SD cards, U-discs, and the like.
It will be appreciated by those skilled in the art that embodiments of the present disclosure may be provided as a method, system, or computer program product. Accordingly, the present disclosure may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present disclosure may take the form of a computer program product embodied on one or more computer-usable non-transitory storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) having computer-usable program code embodied therein.
Heretofore, a control method of a vehicle, a control device of a vehicle, and a computer-readable storage medium according to the present disclosure have been described in detail. In order to avoid obscuring the concepts of the present disclosure, some details known in the art are not described. How to implement the solutions disclosed herein will be fully apparent to those skilled in the art from the above description.
The methods and systems of the present disclosure may be implemented in a number of ways. For example, the methods and systems of the present disclosure may be implemented by software, hardware, firmware, or any combination of software, hardware, firmware. The above-described sequence of steps for the method is for illustration only, and the steps of the method of the present disclosure are not limited to the sequence specifically described above unless specifically stated otherwise. Furthermore, in some embodiments, the present disclosure may also be implemented as programs recorded in a recording medium, the programs including machine-readable instructions for implementing the methods according to the present disclosure. Thus, the present disclosure also covers a recording medium storing a program for executing the method according to the present disclosure.
Although some specific embodiments of the present disclosure have been described in detail by way of example, it should be understood by those skilled in the art that the above examples are for illustration only and are not intended to limit the scope of the present disclosure. It will be appreciated by those skilled in the art that modifications may be made to the above embodiments without departing from the scope and spirit of the disclosure. The scope of the present disclosure is defined by the appended claims.
Claims (10)
1. A control method of a vehicle, comprising:
setting a take-over area at a road intersection;
dividing the takeover region into a first target region, a second target region and a third target region;
responding to the entering of a target vehicle into the first target area, and calculating a first control quantity according to the lane where the target vehicle is and the current movement state information;
according to the first control quantity, controlling the target vehicle to run at a first target speed at a uniform speed in the first target area;
calculating a second control amount according to the extending direction of a target lane and the current motion state information of the target vehicle in response to the target vehicle leaving the first target area;
according to the second control quantity, controlling the target vehicle to drive to the target lane at a second target speed at a uniform speed;
the calculating the second control amount includes:
calculating the second control amount in response to the target vehicle exiting the first target area into the second target area;
the controlling the target vehicle to travel at a second target speed at a constant speed toward the target lane includes:
and controlling the target vehicle to drive to the target lane at a second target speed at a uniform speed through the third target area in response to the target vehicle leaving the second target area and entering the third target area.
2. The control method according to claim 1, wherein,
the first control amount and the second control amount are calculated on the premise of ensuring that the target vehicle does not collide with a road edge and other vehicles.
3. The control method according to claim 2, wherein the calculating the first control amount includes:
and constructing a first optimization problem model by taking the minimized control completion time as an objective function according to a first constraint condition, wherein the first constraint condition comprises:
a vehicle kinematics equation;
avoid other vehicles and avoid collision with the road edge;
running forward along the lane;
at the control completion timing, the speed of the target vehicle is a first target speed, the acceleration is 0, and the target vehicle does not enter the third target area;
and solving the first optimization problem model by using an optimization method, and determining the first control quantity.
4. The control method according to claim 2, wherein the calculating the second control amount includes:
and constructing a second optimization problem model by taking the minimized control completion time as an objective function according to a second constraint condition, wherein the second constraint condition comprises:
a vehicle kinematics equation;
avoid other vehicles and avoid collision with the road edge;
at the control starting moment, the target vehicle is positioned at the edge of the third target area, the speed is a first target speed, and the acceleration is 0;
at the control completion timing, the speed of the target vehicle is a second target speed, the acceleration is 0, and the traveling direction of the target vehicle coincides with the extending direction of the target lane;
and solving the second optimization problem model by using an optimization method, and determining the second control quantity.
5. The control method according to claim 2, wherein ensuring that the target vehicle does not collide with other vehicles includes:
assigning an evasion priority to the target vehicle in response to the target vehicle entering the first target area;
and improving the avoidance priorities of other vehicles in the first target area, the second target area and the third target area so that the avoidance priorities of the other vehicles are higher than those of the target vehicles, and ensuring that the target vehicles do not collide with the other vehicles.
6. The control method according to claim 1, wherein,
the first target area, the second target area and the third target area are all round areas taking the center of a road intersection as a round point, and the radius of the second target area is larger than that of the third target area and smaller than that of the first target area.
7. The control method according to claim 1, wherein,
the first control amount and the second control amount include a plurality of positions, speeds, accelerations, front wheel yaw angles, front wheel yaw angular velocities, attitude angles of the target vehicle at respective times within a control completion time.
8. A control device of a vehicle, comprising:
a calculation unit, configured to calculate a first control amount according to a lane in which a target vehicle is located and current movement state information in response to the target vehicle entering a first target area, calculate a second control amount according to an extension direction of the target lane and the current movement state information of the target vehicle in response to the target vehicle leaving the first target area, and provide a take over area at a road intersection, wherein the take over area is divided into the first target area, the second target area, and a third target area;
the control unit is used for controlling the target vehicle to travel at a first target speed at a constant speed in the first target area according to the first control quantity, and controlling the target vehicle to travel at a second target speed at a constant speed towards the target lane according to the second control quantity;
the calculation unit calculates the second control amount in response to the target vehicle leaving the first target area and entering the second target area;
the control unit controls the target vehicle to drive to the target lane through the third target area at a second target speed at a constant speed in response to the target vehicle leaving the second target area and entering the third target area.
9. A control device of a vehicle, comprising:
a memory; and
a processor coupled to the memory, the processor configured to execute the method of controlling the vehicle of any of claims 1-7 based on instructions stored in the memory device.
10. A computer-readable storage medium, on which a computer program is stored, which program, when being executed by a processor, implements the control method of a vehicle as claimed in any one of claims 1-7.
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