CN112455451A - Method, apparatus, medium, and electronic device for controlling vehicle to travel on curved road - Google Patents

Method, apparatus, medium, and electronic device for controlling vehicle to travel on curved road Download PDF

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CN112455451A
CN112455451A CN202011413464.7A CN202011413464A CN112455451A CN 112455451 A CN112455451 A CN 112455451A CN 202011413464 A CN202011413464 A CN 202011413464A CN 112455451 A CN112455451 A CN 112455451A
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speed
vehicle
target
determining
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CN112455451B (en
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张英瀚
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Beijing Rockwell Technology Co Ltd
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Beijing Rockwell Technology Co Ltd
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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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/072—Curvature of the road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0098—Details of control systems ensuring comfort, safety or stability not otherwise provided for
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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 present disclosure relates to a method, an apparatus, a medium, and an electronic device for controlling a vehicle to travel on a curve, so as to improve accuracy of longitudinal speed control and driving safety of the vehicle while passing through the curve. The method comprises the following steps: under the condition that a vehicle runs on a curve or is about to enter the curve, acquiring first road information within a first preset distance in front of a first position where the vehicle is located from a high-precision map, wherein the first road information at least comprises first road curvature information; determining a first theoretical turning speed of the vehicle according to the first road curvature information; determining a target running speed according to the first theoretical bending speed; and controlling the vehicle to travel from the first position to the second position according to the target travel speed.

Description

Method, apparatus, medium, and electronic device for controlling vehicle to travel on curved road
Technical Field
The present disclosure relates to the field of vehicle technologies, and in particular, to a method, an apparatus, a medium, and an electronic device for controlling a vehicle to travel on a curve.
Background
At present, most of automatic driving schemes realize the curve speed limiting scene based on pure visual information, but in the actual situation, under the large curvature scene of the curve, the vision is difficult to obtain the far ahead road information, and the crossing curve speed of the vehicle is influenced by the fact that the lane line is easy to jump and lose or the detection effect of special weather is poor. The speed limitation is carried out under the large curvature scene by utilizing pure visual information, and the problems that the signal quality error is serious and the road curvature information cannot be obtained exist. Therefore, under the large-curvature scenes such as a curve and the like, the road curvature information at the far front position is difficult to measure, so that the longitudinal speed of the vehicle is out of control within a reasonable range when the vehicle passes through the curve, traffic accidents are caused, and driving safety is not facilitated.
Disclosure of Invention
The invention aims to provide a method, a device, a medium and electronic equipment for controlling a vehicle to run on a curve, so that first road information within a first preset distance in front of a first position where the vehicle is located at present is obtained from a high-precision map, a first theoretical turning speed is determined according to the first road information, the vehicle is controlled to run according to the first theoretical turning speed, and the accuracy and the running safety of longitudinal vehicle speed control of the vehicle when the vehicle passes through the curve are improved.
In order to achieve the above object, a first aspect of the present disclosure provides a method of controlling a vehicle to travel on a curve, including:
under the condition that a vehicle runs on a curve or is about to enter the curve, acquiring first road information within a first preset distance in front of a first position where the vehicle is located from a high-precision map, wherein the first road information at least comprises first road curvature information;
determining a first theoretical turning speed of the vehicle according to the first road curvature information;
determining a target running speed according to the first theoretical bending speed;
and controlling the vehicle to travel from the first position to the second position according to the target travel speed.
Optionally, the determining a target driving speed according to the first theoretical turning speed includes:
determining a first driving speed corresponding to the first road information according to the first theoretical bending speed;
acquiring a first target driving speed of the vehicle from a third position to the first position, wherein the vehicle passes through the third position, the first position and the second position in sequence in the driving process;
and determining the target running speed of the vehicle according to the first running speed and the first target running speed.
Optionally, the determining a target travel speed of the vehicle from the first travel speed and the first target travel speed comprises:
determining a target travel speed of the vehicle by the following formula:
target_v2_prev＝k*target_v+(1-k)*target_v1_prev
wherein, target _ v2-prev is said target speed of travel, target _ v is said first speed of travel, target _ v is said target speed of travel1Andprev is the first target running speed, k is a preset weight parameter, and the value range of k is 0 to 1.
Optionally, the obtaining a first target driving speed of the vehicle from a third position to the first position includes:
when the distance between the third position and the entrance of the curve is smaller than or equal to a second preset distance, acquiring second road information of the vehicle in the first preset distance in front of the third position, wherein the second road information at least comprises second road curvature information;
determining a second theoretical turning speed of the vehicle according to the second road curvature information;
and determining a second running speed corresponding to the second road information according to the second theoretical turning speed, and determining the second running speed as the first target running speed.
Optionally, the first road information and the second road information both include road information of a plurality of location points, and the first road curvature information and the second road curvature information are curvature radii.
Optionally, each of the position points in the first road information corresponds to one of the first theoretical turning speeds, and the first driving speed is the smallest of the first theoretical turning speeds, and each of the position points in the second road information corresponds to one of the second theoretical turning speeds, and the second driving speed is the smallest of the second theoretical turning speeds.
Optionally, the first theoretical overbending speed is obtained by the following formula:
Figure BDA0002817614430000031
wherein v isiThe first theoretical overbending velocity for position point i, a lateral acceleration, riThe curvature radius of the position point i is shown, the value range of i is 1 to n, and n is the number of the position points.
Optionally, the controlling the vehicle to travel from the first position to the second position according to the target travel speed includes:
determining a theoretical acceleration of the vehicle by using a PID control algorithm according to the speed deviation between the target running speed and the first target running speed;
and controlling the vehicle to accelerate according to the theoretical acceleration so as to drive the vehicle from the first position to the second position.
Optionally, the first road information includes road information of a plurality of location points; determining a first theoretical cornering speed of the vehicle according to the first road curvature information, comprising:
determining a first theoretical bending speed of each position point according to the curvature radius of each position point;
determining a target driving speed according to the first theoretical turning speed comprises the following steps:
and sequentially determining the target driving speeds of other position points according to the first theoretical bending speed of the last position point.
Optionally, the sequentially determining the target traveling speeds of the other location points according to the first theoretical turning speed of the last location point includes:
determining a first theoretical turning speed of a last position point as a target driving speed of the last position point, taking the target driving speed of the last position point as an initial target driving speed, and executing the following operations:
for each location point except the last location point, determining a suggested speed of the location point by the following formula, and regarding the maximum one of the suggested speed of the location point and the first theoretical turning speed as the target traveling speed of the location point:
v'i-1 2-vi 2＝2·algt·Δxi-1,i
wherein, v'i-1Suggested velocity, v, for the i-1 st position pointiTarget running speed, Δ x, for the i-th position pointi-1,iAnd (3) the actual distance between the (i-1) th position point and the ith position point, algt is the longitudinal acceleration of the vehicle, the value range of i is 1-n, and n is the number of the position points.
Optionally, the first road information is obtained from a high-precision map.
The second aspect of the present disclosure also provides an apparatus for controlling a vehicle to travel on a curve, comprising:
the vehicle tracking system comprises a first acquisition module, a second acquisition module and a tracking module, wherein the first acquisition module is used for acquiring first road information within a first preset distance in front of a first position where a vehicle is currently located from a high-precision map under the condition that the vehicle runs on a curve or is about to run into the curve, and the first road information at least comprises first road curvature information;
the first determining module is used for determining a first theoretical bending speed of the vehicle according to the first road curvature information;
the second determining module is used for determining a target running speed according to the first theoretical bending speed;
and the control module is used for controlling the vehicle to run from the first position to the second position according to the target running speed.
Optionally, the second determining module includes:
the first determining submodule is used for determining a first driving speed corresponding to the first road information according to the first theoretical bending speed;
the first obtaining submodule is used for obtaining a first target running speed of the vehicle running from a third position to the first position, wherein the vehicle passes through the third position, the first position and the second position in sequence in the running process;
and the second determination submodule is used for determining the target running speed of the vehicle according to the first running speed and the first target running speed.
Optionally, the first road information includes road information of a plurality of location points; the first road curvature information is curvature radius;
the first determining module is used for determining a first theoretical bending speed of each position point according to the curvature radius of each position point;
and the second determining module is used for sequentially determining the target driving speeds of other position points according to the first theoretical bending speed of the last position point.
The third aspect of the present disclosure also provides a computer readable storage medium having stored thereon a computer program which, when executed by a processor, performs the steps of the method provided by the first aspect of the present disclosure.
The fourth aspect of the present disclosure also provides an electronic device, including:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to implement the steps of the method provided by the first aspect of the present disclosure.
The fifth aspect of the present disclosure also provides a vehicle including: a vehicle control unit for executing the method of controlling a vehicle to travel on a curve provided in the first aspect of the present disclosure.
According to the technical scheme, under the condition that the vehicle runs on a curve or is about to run into the curve, first road information is obtained from a high-precision map, a first theoretical bending speed of the vehicle is determined according to first road curvature information included in the first road information, a target running speed is determined according to the first theoretical bending speed, and the vehicle is controlled to run from a first position to a second position according to the target running speed. Therefore, the first road information is acquired from the high-precision map, the speed of the vehicle running on the curve is limited based on the pure visual information, the defect that the road curvature information cannot be accurately acquired due to the influence of the external weather environment is overcome, and the accuracy of determining the first theoretical bending speed is improved. And the vehicle is controlled to run based on the accurate first theoretical bending speed, so that the accuracy of longitudinal speed control of the vehicle when the vehicle passes through the bend is improved, and the running safety of the vehicle is improved.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 is a flow chart illustrating a method of driving a vehicle on a curve according to an exemplary embodiment.
FIG. 2 is a schematic diagram illustrating a vehicle travel path according to an exemplary embodiment.
FIG. 3 is a flow chart illustrating a method of driving a vehicle on a curve according to another exemplary embodiment.
FIG. 4 is a block diagram illustrating an apparatus for controlling a vehicle to travel on a curve according to an exemplary embodiment.
FIG. 5 is a block diagram illustrating an electronic device in accordance with an example embodiment.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
In order to solve the driving safety problem caused by the fact that speed limitation is only carried out on a vehicle running on a curve based on pure visual information in the related art, the disclosure provides a method, a device, a medium and electronic equipment for controlling the vehicle to run on the curve, so as to improve the driving safety.
FIG. 1 is a flow chart illustrating a method of driving a vehicle on a curve according to an exemplary embodiment. As shown in fig. 1, the method may include the following steps.
In step 101, in the case where the vehicle is driving on a curve or is about to enter the curve, first road information within a first preset distance in front of a first position where the vehicle is currently located is acquired from a high-precision map, wherein the first road information at least includes first road curvature information.
In one possible embodiment, the road information within a first preset distance ahead of the vehicle may be detected in real time as the vehicle travels on or is about to enter a curve. However, considering that the range that can be detected by the detection means on the vehicle may be affected by the degree of curve of the road when the vehicle is traveling on a curve with a large curvature, so that the detection means may not detect the road information of the curve with a large curvature, in another possible embodiment,
in the present disclosure, the road information for each curve may be stored in advance in a high-precision map. When the vehicle runs on a curve or is about to enter the curve, the first road information within a first preset distance in front of the current first position can be acquired from the high-precision map. Wherein the first preset distance may be 0.2km, and so on. Thus, the influence of weather or the curvature of the curve can be avoided when the road information is acquired, and even if the vehicle runs on the curve with larger curvature or the weather is bad, the more accurate road information can be acquired.
It is to be noted that, in one mode, whether the vehicle is traveling on a curve or is about to travel into a curve may be determined by the positional relationship of the vehicle with the entrance of the curve, the exit of the curve. For example, assuming that the vehicle is located between the curve entrance position and the curve exit position, the vehicle is considered to be traveling on a curve. Further illustratively, assuming that the vehicle is located outside of the curve entry location and the curve exit location, and the distance of the vehicle from the curve entry is less than a preset threshold and less than the distance thereof from the curve exit, the vehicle is considered to be about to enter the curve.
In another approach, it may be determined by a navigation system on the vehicle whether the vehicle is driving on a curve or is about to drive into a curve. Navigation systems are a mature technology, and this disclosure specifically limits this.
In the present disclosure, the first road information includes at least first road curvature information. In addition, the first road information may further include specific location information of the road, for example, latitude and longitude information of the road in a geodetic coordinate system, and the like.
In one embodiment, the first road information includes road information of a plurality of location points, and the first road curvature information is a curvature radius. In this embodiment, when the vehicle travels to the first position, the radius of curvature of a plurality of position points at a first preset distance ahead of the first position where the vehicle is currently located may be acquired from within the high-precision map.
For example, assuming that the first preset distance is 0.2km, when the vehicle travels to the first position, the first road information of a plurality of position points located within 0.2km ahead of the vehicle is acquired from the high-precision map. For example, five location points may be acquired within 0.2km ahead of the first location, along with longitude and latitude information and radius of curvature for each location point. Thus, the acquired first road information may be represented as B ═ B1(LongitudeB1，LattitudeB1，rB1)，B2(LongitudeB2，LattitudeB2，rB2)，B3(LongitudeB3，LattitudeB3，rB3)，B4(LongitudeB4，LattitudeB4，rB4)，B5(LongitudeB5，LattitudeB5，rB5)}. Wherein longituudeiIs a position point BiLongitude information of (1), latttiudeiIs a position point BiDimension information of riIs a position point BiI ranges from 1 to n, and n is 5. The first road information of each position point is stored in a high-precision map in advance.
In step 102, a first theoretical overbending speed of the vehicle is determined based on the first road curvature information.
Wherein the first theoretical overbending speed may be obtained according to a radius of curvature of each location point. In a possible embodiment, the corresponding relationship between the curvature radius and the first theoretical bending speed is preset, so that after the curvature radius is obtained, the first theoretical bending speed corresponding to the curvature radius can be found. In another possible embodiment, the first theoretical turning speed of the vehicle at each position point can be calculated by the following formula (1):
Figure BDA0002817614430000081
wherein v isiThe first theoretical overbending velocity at position point i, a lateral acceleration, riIs the radius of curvature of location point i. In the present disclosure, the lateral acceleration a is a more comfortable parameter for the driver to drive on a curve, and is usually 2m/s2。
In step 103, a target driving speed is determined based on the first theoretical turning speed.
In step 104, the vehicle is controlled to travel from the first position to a second position according to the target travel speed.
By adopting the technical scheme, under the condition that the vehicle runs on a curve or is about to run into the curve, the first road information is obtained from the high-precision map, the first theoretical bending speed of the vehicle is determined according to the first road curvature information included in the first road information, the target running speed is determined according to the first theoretical bending speed, and the vehicle is controlled to run from the first position to the second position according to the target running speed. Therefore, the first road information is acquired from the high-precision map, the speed of the vehicle running on the curve is limited based on the pure visual information, the defect that the road curvature information cannot be accurately acquired due to the influence of the external weather environment is overcome, and the accuracy of determining the first theoretical bending speed is improved. And the vehicle is controlled to run based on the accurate first theoretical bending speed, so that the accuracy of longitudinal speed control of the vehicle when the vehicle passes through the bend is improved, and the running safety of the vehicle is improved.
In one embodiment, the above step 103 may be implemented as follows:
first, according to a first theoretical bending speed, a first running speed corresponding to first road information is determined.
The first theoretical turning speed with the smallest value may be determined from the first theoretical turning speeds at the plurality of position points, and then the first theoretical turning speed with the smallest value may be determined as the first travel speed corresponding to the first road information.
For example, it is assumed that the five position points B are calculated according to the above formula (1)1To B5The first theoretical bending speeds respectively corresponding to the first theoretical bending speeds are respectively recorded as v1To v5After that, v is1To v5The smallest one of the first road information is used as the first travel speed corresponding to the first road information.
Then, a first target travel speed at which the vehicle travels from the third position to the first position is acquired.
Then, a target travel speed of the vehicle is determined based on the first travel speed and the first target travel speed.
It should be noted that the first position, the second position, and the third position in the present disclosure are not fixed position points, and the first position, the second position, and the third position all change as the vehicle travels, but the correlation relationship among the first position, the second position, and the third position is still the third position, the first position, and the second position that the vehicle sequentially passes through in the traveling process. In the present disclosure, the first position, the second position, and the third position each refer to a position at which the vehicle acquires the road information.
In one embodiment, the first location, the second location, and the third location may be determined based on the distance. For example, a location a third predetermined distance from the third location is denoted as the first location, and a location a third predetermined distance from the first location is denoted as the second location. And in the running process of the vehicle, when the vehicle runs to the third position, acquiring second road information within a first preset distance from the front of the third position. Then, the vehicle continues to drive forwards, and when the vehicle drives to a position (namely, the first position) which is a third preset distance away from the third position, the first road information within a first preset distance away from the front of the first position is acquired again. Then, a target driving speed is determined according to the method shown in fig. 1, and the vehicle is controlled to drive from the first position to a position (i.e., a second position) which is a third preset distance away from the first position according to the target driving speed.
In another embodiment, the first location, the second location, and the third location may be determined as a function of time. For example, a position reached after the vehicle travels from the third position for a preset period of time is recorded as a first position, and first road information within a first preset distance in front of the first position is acquired. Then, the target running speed is determined according to the method shown in fig. 1, the vehicle is controlled to run again for a preset time period from the first position according to the target running speed, and the position reached after the preset time period of running is recorded as the second position.
The third position may be a position where the vehicle first acquires the second road information of the curve in the current driving process, or may be determined according to a previous position where the vehicle previously acquired the road information when driving in the curve.
In one embodiment, the third position is determined based on a previous position from which the road information was previously obtained. In this embodiment, the third position may be determined according to either of the above two embodiments. In addition, the first target running speed may be obtained by referring to the manner of obtaining the target running speed, and details of the manner of obtaining the target running speed are not described herein again.
In another embodiment, the third position is a position where the vehicle first acquires the second road information of the curve in the current driving process, and the specific implementation manner of acquiring the first target driving speed when the vehicle drives from the third position to the first position in fig. 1 may be:
first, when the distance between the third position and the entrance of the curve is smaller than or equal to a second preset distance, second road information of the vehicle in the first preset distance in front of the third position is obtained, and the second road information at least comprises second road curvature information.
The second road information within the first preset distance in front of the third position of the vehicle can be obtained by referring to the mode of obtaining the first road information within the first preset distance in front of the first position, and the description is omitted here.
Then, a second theoretical turning speed of the vehicle is determined based on the second road curvature information. Wherein, the second theoretical bending speed may be determined according to the above-mentioned manner of determining the first theoretical bending speed, which is not described herein again.
And finally, determining a second running speed corresponding to the second road information according to the second theoretical turning speed, and determining the second running speed as the first target running speed. Wherein the second traveling speed may be determined at the smallest of the second theoretical turning speeds.
In the present disclosure, since the vehicle passes through the third position, the first position and the second position in sequence during the driving process, the first target driving speed of the vehicle, which is obtained in the above manner and is driven from the third position to the first position, is the current actual driving speed of the vehicle.
In practical applications, the difference between the first target driving speed and the first driving speed corresponding to the calculated first road information may be large, and if the vehicle speed is directly switched from the first target driving speed to the first driving speed, the vehicle may bump, and the riding experience may be affected. Therefore, after the first driving speed is determined, the current actual driving speed of the vehicle, that is, the first target driving speed at which the vehicle drives from the third position to the first position, needs to be further obtained. Then, a target travel speed of the vehicle is determined based on the first travel speed and the first target travel speed.
For example, the target traveling speed of the vehicle may be determined by the following equation (2):
target_v2_prev＝k*target_v+(1-k)*target_v1_prev (2)
wherein, target _ v2Let _prevbe the target running speed, target _ v be the first running speed, target _ v1Andprev is the first target running speed, k is a preset weight parameter, and the value range of k is 0 to 1.
Illustratively, FIG. 2 is a schematic view of a vehicle travel path shown in accordance with an exemplary embodiment. As shown in fig. 2, when the vehicle travels to the point of the third position A3, second road information within a first preset distance in front of the third position A3 is acquired, and the second road information may be recorded as B '═ B'1(LongitudeB’1，LattitudeB’1，r’B’1)，B’2(LongitudeB’2，LattitudeB’2，r’B’2) After that, position point B 'is calculated using the above formula (1)'1、B’2Respective second theoretical overbending speed, and B'1、B’2The smallest of the respective second theoretical turning speeds is determined as the first target running speed. The vehicle continues to travel forward at the first target travel speed. When the vehicle travels to a position (point A1 in FIG. 2) which is a third preset distance away from a third position A3, first road information is acquired and recorded as B ═ B'1(LongitudeB’1，LattitudeB’1，r’B’1)，B’2(LongitudeB’2，LattitudeB’2，r’B’2)，B1(Longitude1，Lattitude1，r1)，B2(Longitude2，Lattitude2，r2)}. And similarly calculating a first theoretical bending speed of each position point, taking the minimum theoretical bending speed as a first running speed corresponding to the first road information, determining a target running speed of the vehicle according to the formula (2), and controlling the vehicle to continuously run for a third preset distance from the first position A1 to reach a second position A2 according to the target running speed.
In one embodiment, the driving speed of the vehicle is directly switched from the first target driving speed to the target driving speed after the target driving speed is determined, and then the vehicle is controlled to drive from the first position to the second position according to the target driving speed.
In another embodiment, vehicle travel may be controlled via a PID control algorithm. Illustratively, a theoretical acceleration of the vehicle is determined using a PID control algorithm based on a speed deviation of the target travel speed and the first target travel speed; and controlling the vehicle to accelerate according to the theoretical acceleration so as to enable the vehicle to travel from the first position to the second position.
Wherein, the PID control algorithm is shown as formula (3):
Figure BDA0002817614430000121
wherein a (t) is the current theoretical acceleration of the vehicle, ve(t) is the speed deviation between the target travel speed and the first target travel speed, KP、TI、TDThe three parameters of PID control are proportional gain, integral parameter and differential parameter.
In this way, the target running speed of the vehicle from the first position to the second position is determined based on the first running speed and the first target running speed at which the vehicle is currently running, so that the vehicle can be ensured to smoothly run through a curve, and the riding comfort of a user is improved.
In addition, in an embodiment of the method for controlling the vehicle to travel on the curve provided by the disclosure, the vehicle may be controlled to travel from the first position to the second position only based on the first theoretical turning speed corresponding to the first road information acquired this time.
Illustratively, FIG. 3 is a flow chart illustrating another method of controlling a vehicle traveling in a curve according to an exemplary embodiment. As shown in fig. 3, the method may include the following steps.
In step 201(101), in the case where the vehicle is traveling on a curve or is about to enter a curve, first road information within a first preset distance in front of a first position where the vehicle is currently located is acquired from a high-precision map, the first road information including at least first road curvature information.
The first road information comprises road information of a plurality of position points, and the second road curvature information is curvature radius.
In step 202, a first theoretical overbending speed for each location point is determined based on the radius of curvature for each location point.
In step 203, the target driving speeds of other position points are determined in sequence according to the first theoretical turning speed of the last position point.
In the present disclosure, the target travel speeds of other position points (position points located before the last position point in the first road information) may be sequentially determined by using the first theoretical bending speed of the last position point in a backward-pushing manner.
In one possible embodiment, the first theoretical turning speed of the last position point is determined as the target driving speed of the last position point, the target driving speed of the last position point is used as the initial target driving speed, and the following operations are performed:
for each position point except the last position point, determining a suggested speed of the position point by the following formula (4), and regarding the maximum one of the suggested speed of the position point and the first theoretical turning speed as the target traveling speed of the position point:
v'i-1 2-vi 2＝2·algt·Δxi-1,i (4)
wherein, v'i-1Suggested velocity, v, for the i-1 st position pointiTarget running speed, Δ x, for the i-th position pointi-1,iAnd (3) the actual distance between the (i-1) th position point and the ith position point, algt is the longitudinal acceleration of the vehicle, the value range of i is 1-n, and n is the number of the position points.
In the present disclosure, the maximum value of the longitudinal acceleration algt is usually preset to be 3m/s2Minimum value of-3 m/s2. For any purposeTwo adjacent position points, if the first theoretical bending speed of the position point is larger than that of the position point after the position point, the algt is 3m/s2Otherwise, algt is-3 m/s2. It is worth noting that in practical application, the specific value of the longitudinal acceleration can be changed according to practical requirements, and the longitudinal acceleration is only 3m/s in the present disclosure2Or-3 m/s2The description is given for the sake of example.
In this embodiment, first, the recommended speed of the position point (denoted as the (n-1) th position point) immediately before the last position point (denoted as the (n) th position point) is derived based on the target running speed of the last position point, and the maximum one of the derived recommended speed and the first theoretical turning speed of the (n-1) th position point is taken as the target running speed of the (n-1) th position point. And then, the recommended speed of the (n-2) th position point is deduced backwards according to the target running speed of the (n-1) th position point, the maximum one of the deduced recommended speed and the first theoretical bending speed of the (n-2) th position point is used as the target running speed of the (n-2) th position point, and the like is repeated until the recommended speed of the 1 st position point is deduced according to the target running speed of the 2 nd position point, and the target running speed of the 1 st position point is determined according to the recommended speed and the first theoretical bending speed of the 1 st position point.
According to the scheme, the target running speed of each position point can be determined. In addition, the larger one of the recommended speed and the first theoretical turning speed calculated according to the formula is used as the target running speed, so that the defect that the vehicle runs unstably due to the fact that the target running speeds of any two adjacent position points are different greatly can be avoided, and running safety is improved.
After the target travel speed for each location point is determined in the above manner, step 204 is performed.
In step 204(104), the vehicle is controlled to travel from the first position to the second position according to the target travel speed.
After the target running speed of each position point is determined, the vehicle is controlled to run according to the target running speed of each position point. For example, during the running process, the vehicle can be controlled to run at a constant acceleration with the target running speed of the 1 st position point as the starting speed and the longitudinal acceleration algt as the acceleration.
By adopting the technical scheme, the target running speed of each position point on the curve is accurately calculated by using an accurate algorithm, and the vehicle is controlled to run according to the target running speed, so that the defect that the vehicle cannot be accurately controlled when the vehicle is controlled to run only by pure vision in the related technology is effectively avoided, and the running safety of the vehicle on the curve is improved.
Based on the same inventive concept, the disclosure also provides a device for controlling the vehicle to run on the curve. FIG. 4 is a block diagram illustrating an apparatus for controlling a vehicle to travel on a curve according to an exemplary embodiment. As shown in fig. 4, the apparatus 300 for controlling a vehicle to travel on a curved road may include:
a first obtaining module 301, configured to obtain, from a high-precision map, first road information within a first preset distance in front of a first position where a vehicle is currently located when the vehicle is traveling on a curve or is about to enter the curve, where the first road information at least includes first road curvature information;
a first determining module 302, configured to determine a first theoretical turning speed of the vehicle according to the first road curvature information;
a second determining module 303, configured to determine a target driving speed according to the first theoretical turning speed;
and the control module 304 is used for controlling the vehicle to travel from the first position to the second position according to the target travel speed.
Optionally, the second determining module 303 includes:
the first determining submodule is used for determining a first driving speed corresponding to the first road information according to the first theoretical bending speed;
the first obtaining submodule is used for obtaining a first target running speed of the vehicle running from a third position to the first position, wherein the vehicle passes through the third position, the first position and the second position in sequence in the running process;
and the second determination submodule is used for determining the target running speed of the vehicle according to the first running speed and the first target running speed.
Optionally, the second determining submodule is configured to: determining a target travel speed of the vehicle by the following formula:
target_v2_prev＝k*target_v+(1-k)*target_v1_prev
wherein, target _ v2-prev is said target speed of travel, target _ v is said first speed of travel, target _ v is said target speed of travel1Andprev is the first target running speed, k is a preset weight parameter, and the value range of k is 0 to 1.
Optionally, the first obtaining sub-module is configured to:
when the distance between the third position and the entrance of the curve is smaller than or equal to a second preset distance, acquiring second road information of the vehicle in the first preset distance in front of the third position, wherein the second road information at least comprises second road curvature information;
determining a second theoretical turning speed of the vehicle according to the second road curvature information;
and determining a second running speed corresponding to the second road information according to the second theoretical turning speed, and determining the second running speed as the first target running speed.
Optionally, the first road information and the second road information both include road information of a plurality of location points, and the first road curvature information and the second road curvature information are curvature radii.
Optionally, each of the position points in the first road information corresponds to one of the first theoretical turning speeds, and the first driving speed is the smallest of the first theoretical turning speeds, and each of the position points in the second road information corresponds to one of the second theoretical turning speeds, and the second driving speed is the smallest of the second theoretical turning speeds.
Optionally, the first theoretical overbending speed is obtained by the following formula:
Figure BDA0002817614430000171
wherein v isiThe first theoretical overbending velocity for position point i, a lateral acceleration, riThe curvature radius of the position point i is shown, the value range of i is 1 to n, and n is the number of the position points.
Optionally, the control module 304 is configured to:
determining a theoretical acceleration of the vehicle by using a PID control algorithm according to the speed deviation between the target running speed and the first target running speed;
and controlling the vehicle to accelerate according to the theoretical acceleration so as to drive the vehicle from the first position to the second position.
Optionally, the first road information includes road information of a plurality of location points; the first road curvature information is curvature radius; the first determining module 302 is configured to:
determining a first theoretical bending speed of each position point according to the curvature radius of each position point;
the second determining module 303 includes:
and the third determining submodule is used for sequentially determining the target driving speeds of other position points according to the first theoretical bending speed of the last position point.
Optionally, the third determining sub-module is configured to:
determining a first theoretical turning speed of a last position point as a target driving speed of the last position point, taking the target driving speed of the last position point as an initial target driving speed, and executing the following operations:
for each location point except the last location point, determining a suggested speed of the location point by the following formula, and regarding the maximum one of the suggested speed of the location point and the first theoretical turning speed as the target traveling speed of the location point:
v'i-1 2-vi 2＝2·algt·Δxi-1,i
wherein, v'i-1Suggested velocity, v, for the i-1 st position pointiTarget running speed, Δ x, for the i-th position pointi-1,iAnd (3) the actual distance between the (i-1) th position point and the ith position point, algt is the longitudinal acceleration of the vehicle, the value range of i is 1-n, and n is the number of the position points.
With regard to the apparatus in the above-described embodiment, the specific manner in which each module performs the operation has been described in detail in the embodiment related to the method, and will not be elaborated here.
FIG. 5 is a block diagram illustrating an electronic device in accordance with an example embodiment. As shown in fig. 5, the electronic device 400 may include: a processor 401 and a memory 402. The electronic device 400 may also include one or more of a multimedia component 403, an input/output (I/O) interface 404, and a communications component 405.
The processor 401 is configured to control the overall operation of the electronic device 400, so as to complete all or part of the steps in the method for controlling the vehicle to travel on a curved road. The memory 402 is used to store various types of data to support operation at the electronic device 400, such as instructions for any application or method operating on the electronic device 400 and application-related data, such as contact data, transmitted and received messages, pictures, audio, video, and so forth. The Memory 402 may be implemented by any type of volatile or non-volatile Memory device or combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic Memory, flash Memory, magnetic disk or optical disk. The multimedia components 403 may include a screen and an audio component. Wherein the screen may be, for example, a touch screen and the audio component is used for outputting and/or inputting audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may further be stored in the memory 402 or transmitted through the communication component 405. The audio assembly also includes at least one speaker for outputting audio signals. The I/O interface 404 provides an interface between the processor 401 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 405 is used for wired or wireless communication between the electronic device 400 and other devices. Wireless Communication, such as Wi-Fi, bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, etc., or a combination of one or more of them, which is not limited herein. The corresponding communication component 405 may therefore include: Wi-Fi module, Bluetooth module, NFC module, etc.
In an exemplary embodiment, the electronic Device 400 may be implemented by one or more Application Specific Integrated Circuits (ASICs), Digital Signal Processors (DSPs), Digital Signal Processing Devices (DSPDs), Programmable Logic Devices (PLDs), Field Programmable Gate Arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components for performing the above-described method of controlling a vehicle to travel on a curve.
In another exemplary embodiment, a computer readable storage medium comprising program instructions which, when executed by a processor, implement the steps of the above-described method of controlling a vehicle to travel on a curve is also provided. For example, the computer readable storage medium may be the memory 402 described above comprising program instructions executable by the processor 401 of the electronic device 400 to perform the method described above for controlling a vehicle to travel in a curve.
In another exemplary embodiment, a computer program product is also provided, which comprises a computer program executable by a programmable apparatus, the computer program having code portions for performing the above-mentioned method of controlling a vehicle to travel on a curve when executed by the programmable apparatus.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, various possible combinations will not be separately described in this disclosure.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims (16)

1. A method of controlling a vehicle traveling on a curve, comprising:
under the condition that a vehicle runs on a curve or is about to enter the curve, acquiring first road information within a first preset distance in front of a first position where the vehicle is located from a high-precision map, wherein the first road information at least comprises first road curvature information;
determining a first theoretical turning speed of the vehicle according to the first road curvature information;
determining a target running speed according to the first theoretical bending speed;
and controlling the vehicle to travel from the first position to the second position according to the target travel speed.
2. The method of claim 1, wherein determining a target travel speed based on the first theoretical overbending speed comprises:
determining a first driving speed corresponding to the first road information according to the first theoretical bending speed;
acquiring a first target driving speed of the vehicle from a third position to the first position, wherein the vehicle passes through the third position, the first position and the second position in sequence in the driving process;
and determining the target running speed of the vehicle according to the first running speed and the first target running speed.
3. The method of claim 2, wherein determining the target travel speed of the vehicle from the first travel speed and the first target travel speed comprises:
determining a target travel speed of the vehicle by the following formula:
target_v2_prev＝k*target_v+(1-k)*target_v1_prev
wherein, target _ v2-prev is said target speed of travel, target _ v is said first speed of travel, target _ v is said target speed of travel1Andprev is the first target running speed, k is a preset weight parameter, and the value range of k is 0 to 1.
4. The method of claim 2, wherein the obtaining the first target travel speed for the vehicle to travel from a third location to the first location comprises:
when the distance between the third position and the entrance of the curve is smaller than or equal to a second preset distance, acquiring second road information of the vehicle in the first preset distance in front of the third position, wherein the second road information at least comprises second road curvature information;
determining a second theoretical turning speed of the vehicle according to the second road curvature information;
and determining a second running speed corresponding to the second road information according to the second theoretical turning speed, and determining the second running speed as the first target running speed.
5. The method of claim 4, wherein the first road information and the second road information each include road information for a plurality of location points, and wherein the first road curvature information and the second road curvature information are each a radius of curvature.
6. The method according to claim 5, wherein each of the position points in the first road information corresponds to one of the first theoretical turning speeds, and the first traveling speed is a minimum of the first theoretical turning speeds, and wherein each of the position points in the second road information corresponds to one of the second theoretical turning speeds, and the second traveling speed is a minimum of the second theoretical turning speeds.
7. The method of claim 5, wherein the first theoretical overbending speed is obtained by the following equation:
Figure FDA0002817614420000021
wherein v isiThe first theoretical overbending velocity for position point i, a lateral acceleration, riThe curvature radius of the position point i is shown, the value range of i is 1 to n, and n is the number of the position points.
8. The method of claim 1, wherein said controlling the vehicle to travel from the first position to the second position based on the target travel speed comprises:
determining a theoretical acceleration of the vehicle by using a PID control algorithm according to the speed deviation between the target running speed and the first target running speed;
and controlling the vehicle to accelerate according to the theoretical acceleration so as to drive the vehicle from the first position to the second position.
9. The method of claim 1, wherein the first road information includes road information for a plurality of location points; the first road curvature information is curvature radius; determining a first theoretical cornering speed of the vehicle according to the first road curvature information, comprising:
determining a first theoretical bending speed of each position point according to the curvature radius of each position point;
determining a target driving speed according to the first theoretical turning speed comprises the following steps:
and sequentially determining the target driving speeds of other position points according to the first theoretical bending speed of the last position point.
10. The method of claim 9, wherein determining the target travel speeds of the other location points in turn based on the first theoretical turning speed of the last location point comprises:
determining a first theoretical turning speed of a last position point as a target driving speed of the last position point, taking the target driving speed of the last position point as an initial target driving speed, and executing the following operations:
for each location point except the last location point, determining a suggested speed of the location point by the following formula, and regarding the maximum one of the suggested speed of the location point and the first theoretical turning speed as the target traveling speed of the location point:
v'i_1 2-vi 2＝2·algt·Δxi-1,i
wherein, v'i-1Suggested velocity, v, for the i-1 st position pointiIs the target running speed of the i-th position point,Δxi-1,iand (3) the actual distance between the (i-1) th position point and the ith position point, algt is the longitudinal acceleration of the vehicle, the value range of i is 1-n, and n is the number of the position points.
11. An apparatus for controlling a vehicle to travel on a curve, comprising:
the vehicle tracking system comprises a first acquisition module, a second acquisition module and a tracking module, wherein the first acquisition module is used for acquiring first road information within a first preset distance in front of a first position where a vehicle is currently located from a high-precision map under the condition that the vehicle runs on a curve or is about to run into the curve, and the first road information at least comprises first road curvature information;
the first determining module is used for determining a first theoretical bending speed of the vehicle according to the first road curvature information;
the second determining module is used for determining a target running speed according to the first theoretical bending speed;
and the control module is used for controlling the vehicle to run from the first position to the second position according to the target running speed.
12. The apparatus of claim 11, wherein the second determining module comprises:
the first determining submodule is used for determining a first driving speed corresponding to the first road information according to the first theoretical bending speed;
the first obtaining submodule is used for obtaining a first target running speed of the vehicle running from a third position to the first position, wherein the vehicle passes through the third position, the first position and the second position in sequence in the running process;
and the second determination submodule is used for determining the target running speed of the vehicle according to the first running speed and the first target running speed.
13. The apparatus according to claim 11, wherein the first road information includes road information of a plurality of location points; the first road curvature information is curvature radius;
the first determining module is used for determining a first theoretical bending speed of each position point according to the curvature radius of each position point;
and the second determining module is used for sequentially determining the target driving speeds of other position points according to the first theoretical bending speed of the last position point.
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 according to any one of claims 1 to 10.
15. An electronic device, comprising:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to carry out the steps of the method of any one of claims 1 to 10.
16. A vehicle, characterized by comprising: vehicle control unit for carrying out a method of controlling a vehicle to travel on a curve according to any one of claims 1-10.
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