CN112477876A - Method and device for controlling vehicle to run on curve - Google Patents

Method and device for controlling vehicle to run on curve Download PDF

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Publication number
CN112477876A
CN112477876A CN202011309837.6A CN202011309837A CN112477876A CN 112477876 A CN112477876 A CN 112477876A CN 202011309837 A CN202011309837 A CN 202011309837A CN 112477876 A CN112477876 A CN 112477876A
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vehicle
acceleration
control
curve
calculating
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CN112477876B (en
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吕传龙
郑艺强
马俊彦
王俊敏
关书伟
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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
    • B60W40/10—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
    • B60W40/109—Lateral acceleration
    • 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
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Human Computer Interaction (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

The application provides a method and a device for controlling the curve running of a vehicle, wherein the method comprises the following steps: calculating a first acceleration formed by a vehicle actuator using a first control amount while the vehicle is traveling along a curved path; judging whether the first acceleration is within a preset acceleration interval or not; the preset acceleration interval is an acceleration interval which enables passengers to be in a comfortable riding state; if not, calculating to obtain a correction control quantity according to the curve path, the current kinematic state of the vehicle and a preset acceleration interval; the corrected control amount is employed as an actual control amount for controlling the vehicle actuator. The hierarchical control idea reduces the development difficulty of related processing algorithms in the first control unit, so that the position and path tracking precision requirement of a straight road condition can be designed as far as possible, the requirement on riding comfort of a vehicle when the vehicle runs on a curve path can be considered, the robustness and safety of the control of the whole system are improved, and the riding experience of a user is also improved.

Description

Method and device for controlling vehicle to run on curve
Technical Field
The application relates to the technical field of automatic driving control, in particular to a method and a device for controlling vehicle to run on a curve.
Background
When the vehicle is in an automatic driving state of a certain level, a driving path of automatic driving is established according to the global road network data and macroscopic traffic information, and a control strategy of a designated execution layer is determined based on the driving path and the vehicle state so as to control an execution mechanism of the vehicle to execute and track the driving path according to the control strategy. When a road is a curved road or a vehicle runs to an intersection and needs to change roads, the pre-planned running path is a curved running path, and the vehicle can generate lateral acceleration when running along the curved running path.
Too high a lateral acceleration will cause a reduction in the ride comfort of the vehicle occupants and even discomfort. In order to improve the experience of automatic driving, the automatic driving needs to consider the problem of too high lateral acceleration caused by the running of a curve. At present, aiming at a curve driving scene, in order to improve the riding comfort of passengers in a vehicle as much as possible, the following control strategies can be adopted.
(1) The path planning unit plans a driving path with smaller curvature as much as possible; however, this method can improve the path planning of the partial road only in rare cases, subject to the limits of the actual road width and other traffic participants in the road.
(2) On the basis of the driving path planned by the path planning unit, the tracking capacity of the driving path is reduced, so that the actual driving path of the vehicle is allowed to have larger transverse deviation relative to the pre-specified driving path, and the executing mechanism of the vehicle can improve the over-bending capacity with small curvature radius by reducing the steering of the steering wheel. However, this method may change the overall control strategy of the automatic driving, and when entering a curve with a large curvature radius, the tracking is insufficient, and the control accuracy is reduced.
Disclosure of Invention
In order to solve the technical problem or at least partially solve the technical problem, the application provides a method and a device for controlling the curve running of a vehicle.
In one aspect, the present application provides a method for controlling a vehicle to travel around a curve, including:
calculating a first acceleration formed by a vehicle actuator using a first control amount while the vehicle is traveling along a curved path;
judging whether the first acceleration is within a preset acceleration interval or not; the preset acceleration interval is an acceleration interval which enables passengers to be in a comfortable riding state;
if not, calculating to obtain a correction control quantity according to the curve path, the current kinematic state of the vehicle and the preset acceleration interval;
the corrected control amount is adopted as an actual control amount for controlling the vehicle actuator.
Optionally, calculating a correction control amount according to the curve path, the current kinematic state of the vehicle, and the preset acceleration interval, where the calculation includes:
and calculating to obtain the correction control quantity according to the curve path, the current kinematic state of the vehicle, the preset acceleration interval and the transverse position deviation threshold value.
Optionally, the calculating the control compensation amount according to the curve path, the current kinematic state of the vehicle, the preset acceleration interval and a lateral position deviation threshold value includes:
calculating to obtain an optional control quantity according to the curve path, the preset acceleration interval, the current kinematic state of the vehicle and the transverse position deviation threshold;
and selecting the selectable control quantity with the minimum cost as the correction control quantity according to the current kinematic state of the vehicle.
Optionally, calculating a correction control amount according to the curve path, the current kinematic state of the vehicle, and the preset acceleration interval, where the calculation includes:
calculating to obtain a control compensation quantity according to the curve path, the first control quantity, the current kinematic state of the vehicle and the preset acceleration interval;
and correcting the first control quantity by adopting the control compensation quantity to obtain the corrected control quantity.
Optionally, the first acceleration is a lateral acceleration of the vehicle.
Optionally, calculating a first acceleration formed by the vehicle actuator using a first control amount while the vehicle is traveling along the curved path comprises:
calculating centripetal acceleration and motion acceleration corresponding to transverse displacement when the first control quantity is adopted to control the vehicle actuating mechanism;
and calculating the sum of the centripetal acceleration and the motion acceleration to obtain the transverse acceleration.
Optionally, the method further comprises: if so, the first control quantity is adopted as an actual control quantity for controlling the vehicle actuator.
In another aspect, the present application provides a control apparatus for curve traveling of a vehicle, including:
an acceleration calculation unit for calculating a first acceleration formed by the vehicle actuator using a first control amount while the vehicle is traveling on a curved path;
the judging unit is used for judging whether the first acceleration is located in a preset acceleration interval or not; the preset acceleration interval is an acceleration interval which enables passengers to be in a comfortable riding state;
the control quantity calculating unit is used for calculating to obtain a correction control quantity according to the curve path, the current kinematic state of the vehicle and the preset acceleration interval under the condition that the judging unit judges that the first acceleration is positioned outside the preset acceleration interval;
a control amount determining unit for adopting the corrected control amount as an actual control amount for controlling the vehicle actuator.
Optionally, the control amount calculation unit calculates the correction control amount according to the curve path, the current kinematic state of the vehicle, the preset acceleration interval, and a lateral position deviation threshold.
Optionally, the control amount calculation unit includes:
the selectable amount calculating operator unit is used for calculating to obtain a selectable control amount according to the curve path, the preset acceleration interval, the current kinematic state of the vehicle and the transverse position deviation threshold value;
and the correction quantity screening subunit is used for selecting the selectable control quantity with the minimum cost as the correction control quantity according to the current kinematic state of the vehicle.
Optionally, the control amount calculation unit includes:
the compensation amount operator unit is used for calculating to obtain a control compensation amount according to the curve path, the first control amount, the current kinematic state of the vehicle and the preset acceleration interval;
and the correction amount operator unit is used for correcting the first control amount by adopting the control compensation amount to obtain the correction control amount.
Optionally, the first acceleration is a lateral acceleration of the vehicle; the acceleration calculation unit includes:
the acceleration operator unit is used for calculating centripetal acceleration and motion acceleration corresponding to transverse displacement of the vehicle actuator controlled by the first control quantity;
and the acceleration summation subunit is used for solving the sum of the centripetal acceleration and the motion acceleration to obtain the transverse acceleration.
Optionally, the control amount determination unit is further configured to adopt the first control amount as an actual control amount for controlling the vehicle actuator in a case where the determination unit determines that the first acceleration is within a preset acceleration interval.
According to the control method and the control device for controlling the vehicle to run on the curve, the corrected control quantity is generated to be used as the real control quantity only when the control quantity output by the first control unit is determined to be incapable of ensuring that the first acceleration is in the preset acceleration interval. The hierarchical control idea reduces the development difficulty of related processing algorithms in the first control unit, so that the position and path tracking precision requirement of a straight road condition can be designed as far as possible, the requirement on riding comfort of a vehicle when the vehicle runs on a curve path can be considered, the robustness and safety of the control of the whole system are improved, and the riding experience of a user is also improved.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and together with the description, serve to explain the principles of the application.
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, and it is obvious for those skilled in the art to obtain other drawings without inventive exercise.
FIG. 1 is a schematic diagram of an autonomous vehicle for implementing a method of an embodiment of the present application;
FIG. 2 is a flowchart of a method for controlling the vehicle to run around a curve according to an embodiment of the present application;
FIG. 3 is a schematic structural diagram of an apparatus for determining a control quantity of an actuator according to an embodiment of the present application;
FIG. 4 is a schematic structural diagram of an intelligent driving control system provided in an embodiment of the present application;
wherein: 01-environmental perception sensor, 02-vehicle positioning sensor, 03-processor, 04-actuator; 11-acceleration calculating unit, 12-judging unit, 13-correction control quantity calculating unit, 14-control quantity determining unit; 21-processor, 22-memory, 23-communication interface, 24-bus system.
Detailed Description
In order that the above-mentioned objects, features and advantages of the present application may be more clearly understood, the solution of the present application will be further described below. It should be noted that the embodiments and features of the embodiments of the present application may be combined with each other without conflict.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application, but the present application may be practiced in other ways than those described herein; it is to be understood that the embodiments described in this specification are only some embodiments of the present application and not all embodiments.
The embodiment of the application provides a method and a device for controlling vehicle curve running, under the condition that an existing first control unit is not modified, the kinematics state of the vehicle in running is controlled by adopting a first control quantity output by the first control unit, and whether the vehicle enters the kinematics state which can lead passengers to have poor comfort or not is determined; if the vehicle enters a kinematic state that makes the comfort of passengers poor, the correction control amount is recalculated according to the acceleration constraint condition, and the correction control amount is used as the actual control amount for controlling the vehicle actuator.
It should be noted that when the method provided by the embodiment of the present application is executed, the vehicle should be in a certain automatic driving state, that is, the vehicle can automatically control the vehicle to perform some driving tasks to some extent, and the driver does not directly control the vehicle actuator to operate the vehicle. The aforementioned automatic driving state may be any level of the assisted driving (L1), the conditional automatic driving (L2 or L3), the highly automatic driving (L4), or the fully automatic driving (L5).
FIG. 1 is a schematic diagram of an autonomous vehicle for implementing a method according to an embodiment of the present application. As shown in fig. 1, in the application of the embodiment of the present application, the autonomous vehicle includes a sensor 01 for sensing environment, a sensor 02 for positioning the vehicle, a processor 03, and an actuator 04.
The environment sensing sensor 01 may be a camera, a millimeter wave radar, an ultrasonic radar, a laser radar, or other sensors for sensing the environment state around the vehicle.
The vehicle positioning sensor 02 is a sensor capable of positioning the position of the vehicle, such as a satellite navigation sensor or an inertial measurement sensor.
The processor 03 is configured to determine the position of the vehicle according to the vehicle position information determined by the vehicle positioning sensor 02 and the high-precision map information, determine the environmental state according to the environmental perception sensor 01, specify a planned path based on the position of the vehicle, the environmental state and the high-precision map, and formulate a control quantity for controlling the actuator 04 based on the planned path.
The executing mechanism 04 is used for executing actions according to the control quantity to realize the movement of the vehicle and the change of the kinematic state; in specific application, the actuating mechanism 04 comprises a power output mechanism, a steering mechanism, a brake mechanism and the like.
The control method for vehicle curve driving provided by the embodiment of the application is a method applied to the processor 03 to obtain an actual control quantity for controlling the actuator 04.
FIG. 2 is a flowchart of a method for controlling a vehicle to drive around a curve according to an embodiment of the present application. As shown in fig. 2, the method for determining the control amount according to the embodiment of the present application includes steps S101 to S104.
S101: a first control is used to control a first acceleration formed by a vehicle actuator while the vehicle is traveling along a curved path.
It should be noted that the method of determining the actuator control amount provided in the embodiment of the present application is used to calculate the actuator control amount for the vehicle traveling along the curved path. The curve path is a path that is classified as a curve from among planned paths generated by the controller during automatic driving. The curved path may be a curved path specified for a curved road in normal road driving, a curved path planned for a road intersection when entering another road from a certain road, or a path such as a path during lane change from a currently driving lane to another lane.
In a specific application, a condition for determining whether the vehicle travel path is a curve path (for example, a path having a curvature radius smaller than a certain radius is used as the curve path) may be set in advance, and it may be determined whether the vehicle travels along the curve path using the condition.
In the embodiment of the present application, the first control amount is a control amount output by the first control unit. The first control unit is a control unit for outputting the control quantity of all the driving paths of the vehicle, and is a control unit comprehensively formulated for meeting the precision control requirements of various road conditions. The first control unit strictly defines the travel path of the vehicle as the path planned by the path planning unit (or ensures that the lateral deviation of the path is small) when the first control amount is specified based on the planned curve path. Since the first control amount is a control amount formulated under a strict restriction on the vehicle running path, the vehicle may be in a kinematic state in which the first acceleration is large when the vehicle is controlled to travel on these curves using the first control amount.
In the embodiment of the application, the first acceleration when the first control quantity is adopted to control the vehicle actuating mechanism is calculated, the subsequent kinematic state of the vehicle is calculated by combining the dynamic state of the vehicle determined by the first control quantity control vehicle on the basis of the current kinematic state of the vehicle, and the first acceleration parameter in the kinematic state is obtained.
In a specific application of the embodiment of the present application, the first acceleration may be a lateral acceleration of the vehicle; the lateral acceleration of the vehicle is an acceleration in a direction perpendicular to the vehicle traveling direction. In a specific application, the lateral acceleration of the vehicle can be determined by the method of steps S1011-S1013.
S1011: and calculating the transverse displacement, the course angle and the longitudinal speed when the first control quantity is adopted to control the vehicle actuating mechanism.
S1012: and calculating corresponding motion acceleration according to the transverse displacement, and calculating centripetal acceleration according to the course angle and the longitudinal speed.
According to the lateral dynamics of the vehicle, the lateral acceleration can be decomposed into a motion acceleration corresponding to the lateral displacement and a centripetal acceleration corresponding to the turning of the vehicle. Therefore, the motion acceleration and the centripetal acceleration can be respectively solved, and the transverse acceleration is calculated by utilizing the motion acceleration and the centripetal acceleration.
According to the corresponding relation among the displacement, the speed and the acceleration, the acceleration is the second derivative of the displacement, so that the second derivative of the transverse displacement can be used as the motion acceleration; according to the calculation principle of the centripetal acceleration, the centripetal acceleration can be calculated by adopting the change rate of the heading angle and the longitudinal speed.
S1013: and obtaining the sum of the acceleration corresponding to the transverse displacement and the centripetal acceleration to obtain the transverse acceleration.
In summary, the lateral acceleration can be expressed by the formula
Figure BDA0002789449680000081
Wherein, ayIs the lateral acceleration, y is the lateral displacement, VxIs the longitudinal velocity and psi is the heading angle.
In other applications of the embodiment of the present application, the first acceleration may also be a sum of a lateral acceleration and a longitudinal acceleration of the vehicle, wherein the longitudinal acceleration may be obtained by a second-order derivation according to a displacement in a longitudinal direction of the vehicle.
After S101 is completed, the subsequent operation may be performed after the first acceleration under the condition of the first control amount is determined.
S102: judging whether the first acceleration is within a preset acceleration interval or not; if not, S103 is executed.
In the embodiment of the present application, the preset acceleration interval is an acceleration interval that enables the passenger to be in a riding comfort state. In a specific application, the preset acceleration interval can be set to be different for different types of vehicles. For example, for a vehicle (e.g., a sports car) with good suspension performance and good seat wrapping performance, the upper limit acceleration (i.e., the critical acceleration) in the preset acceleration interval may be set to be larger; for a special work vehicle or a vehicle (e.g., a school bus) on which a special crowd rides, the upper limit acceleration of the preset acceleration section may be set small.
In the embodiment of the application, whether the first acceleration is within a preset acceleration interval is judged, namely the calculated first acceleration is compared with the critical acceleration of the preset acceleration interval, and whether the first acceleration is smaller than the critical acceleration is judged; if the first acceleration is less than the threshold acceleration, it may be determined that the first acceleration is within a preset acceleration interval.
After the judgment of step S102, it is estimated that the first acceleration of the vehicle exceeds the preset acceleration range if the vehicle travels along the curved road according to the first control amount, which indicates that the passenger may feel a significant decrease in the riding comfort (e.g., feel a sideslip with respect to the seat), and it is determined that the first control amount outputted by the first control unit does not meet the curved road travel requirement, and the first control amount needs to be discarded.
S103: and calculating to obtain a correction control quantity according to the curve path, the current kinematic state of the vehicle and a preset acceleration interval.
In the embodiment of the application, the correction compensation amount is obtained through calculation according to the curve path, the current kinematic state of the vehicle and the preset acceleration interval, and the process of obtaining the correction compensation amount is achieved by using the preset acceleration interval as a constraint condition and adopting an existing control amount calculation algorithm.
It is conceivable that, since the preset acceleration section is adopted as the constraint condition, the actual acceleration of the vehicle is limited within the preset acceleration section after the correction control amount obtained by this operation is applied.
In the embodiment of the application, when the correction control amount is obtained through calculation according to the curve path, the current kinematic state of the vehicle and the preset acceleration interval, another constraint condition, namely a transverse position deviation threshold value, can be introduced. The lateral position deviation threshold is the maximum deviation value that is set such that the vehicle follows the curved path in the lateral direction with respect to the planned curved path.
By setting the lateral position deviation threshold as an amplified constraint condition, the vehicle can have a certain deviation in the lateral direction with respect to the determined curve path when traveling along the curve path, and the range of possible correction control amount can be increased, and the greater the selectivity of obtaining the correction control amount.
In a specific application of the embodiment of the present application, a traversal method may be adopted to traverse all possible control quantity combination conditions and determine all selectable correction control quantities; then, one control amount is selected again among the selectable correction control amounts as a final correction control amount. For example, in practical applications, the least expensive selectable control amount may be selected as the correction control amount.
In the embodiment of the present application, the minimum cost may refer to minimizing the kinetic energy loss of the vehicle (i.e., minimizing the speed loss), minimizing the time loss of the vehicle passing through the curved path, or minimizing both the kinetic energy loss and the time loss of the vehicle.
In another specific application of the embodiment of the present application, when the minimum cost, the critical acceleration and the curve path are used as constraint conditions, a particle swarm optimization algorithm or other mathematical algorithms known in the art may be used to determine possible combinations of control quantities until a final corrected control quantity is determined through the set number of cycles.
S104: the corrected control amount is employed as an actual control amount for controlling the vehicle actuator.
According to specific practical conditions, possible actuating mechanisms in the vehicle over-bending process comprise a power mechanism, a brake mechanism and a steering mechanism, and corresponding actual control quantities may comprise actual control quantities of the power mechanism, the brake mechanism and the steering mechanism; for example, the actual control amount may be a change in the output rotation angle of the steering mechanism, a change in the output torque of the power mechanism, or a change in the braking force of the brake mechanism, relative to the first control amount.
In the embodiment of the present application, the method determined in steps S101 to S104 is adopted, and when the first control amount output by the first control unit is determined such that the vehicle is in the first excessive acceleration state while traveling on the curve path, the first control amount is discarded, and the corrected control amount is calculated as the control amount of the actual control actuator based on the curve path, the current kinematic state of the vehicle, and the preset acceleration interval. When the corrected control quantity is used for controlling the execution action, the execution mechanism enables the vehicle to form a kinematic state with the acceleration smaller than a certain acceleration value, and the kinematic state enables the driver and the passengers not to feel the acceleration intensity of the vehicle, so that the comfort of the driver and the passengers when the vehicle runs on a curve can be ensured.
In this embodiment, the foregoing steps S101 to S103 may be executed by a second control unit; the second control unit is an auxiliary control unit as the first control unit. If the second control unit calculates the first acceleration and determines that the first acceleration is within the preset acceleration interval, it does not calculate and outputs the correction compensation amount.
The foregoing steps S103 and S104 are steps performed in the case where the first acceleration exceeds the preset acceleration interval, and if it is determined in step S102 that the first control amount output by the first control unit does not cause the first acceleration to be excessively large when the vehicle travels on the curved path, step S105 may be directly performed.
S105: the first control amount is employed as an actual control amount for controlling the vehicle actuator.
According to the control method for controlling the vehicle to run at the curve, a layered control thought is constructed, and only when the control quantity output by the first control unit is determined and the first acceleration cannot be guaranteed in the preset acceleration interval, the corrected control quantity is generated to serve as the real control quantity. The hierarchical control idea reduces the development difficulty of related processing algorithms in the first control unit, so that the position and path tracking precision requirement of a straight road condition can be designed as far as possible, the requirement on riding comfort of a vehicle when the vehicle runs on a curve path can be considered, the robustness and safety of the control of the whole system are improved, and the riding experience of a user is also improved.
In a specific application of the embodiment of the present application, the process of calculating the compensation amount according to the curve path, the current kinematic state of the vehicle, and the preset acceleration interval in step S103 may be as in steps S1031 to S1033.
S1031: and calculating to obtain the optimized control quantity according to the curve path, the preset acceleration interval and the current kinematic state of the vehicle.
In the embodiment of the application, a curve path and critical acceleration can be used as target constraint conditions, and whether the acceleration of the vehicle is in a preset acceleration interval or not in the control quantity combination can be judged according to the current kinematic state of the vehicle and various possible control quantity combinations; if the controlled variable is not in the preset acceleration interval, discarding the controlled variable combination; and the remaining control amounts are combined as optional control amounts.
In a specific application of the embodiment of the present application, a traversal method may be adopted to traverse all possible control quantity combination conditions and determine all selectable control quantities; then, one of the selectable control amounts is selected again as a final optimum control amount. For example, in practical applications, the least expensive selectable control amount may be selected as the optimal control amount.
In the embodiment of the present application, the minimum cost may refer to minimizing the kinetic energy loss of the vehicle (i.e., minimizing the speed loss), minimizing the time loss of the vehicle passing through the curved path, or minimizing both the kinetic energy loss and the time loss of the vehicle.
In another specific application of the embodiment of the present application, when the minimum cost, the critical acceleration and the curve path are used as constraint conditions, a particle swarm optimization algorithm or other mathematical algorithms known in the art may be used to determine possible control quantity combinations until a final optimized control quantity is determined through the set number of cycles.
S1032: and obtaining a control compensation amount according to the optimized control amount and the first control amount.
After the optimal control amount is determined, the control compensation amount may be determined according to a difference between the optimal control amount and the first control amount.
S1033: and correcting the first control quantity by using the control compensation quantity to obtain a corrected control quantity.
In the embodiment of the application, a processing unit for mixing the control compensation quantity and the first control quantity is specially arranged; the processing unit obtains the corrected control quantity by caching the first control quantity, waiting for the corresponding control compensation quantity and correcting the first control quantity by using the compensation quantity.
As shown in the foregoing steps S1031 to S1033, in order to adapt to the overall software architecture and reduce the abnormal problem that may occur in practical applications, in the embodiment of the present application, the first control amount output by the first control unit is not directly discarded, and an appropriate control amount that enables the vehicle to be in the preset acceleration interval on the curve path is newly formulated, but the first control amount is appropriately modified by formulating the compensation amount on the basis of the first control amount.
Fig. 3 is a schematic structural diagram of an apparatus for determining a control quantity of an actuator according to an embodiment of the present application. As shown in fig. 3, the means for determining the actuator control amount includes an acceleration calculation unit 11, a determination unit 12, a correction control amount calculation unit 13, and a control amount determination unit 14.
The acceleration calculation unit 11 is used to calculate a first acceleration that the vehicle actuator forms when traveling along a curved path, using a first control amount.
The curve path is a path that is classified as a curve from among planned paths generated by the controller during automatic driving. The curved path may be a curved path specified for a curved road in normal road driving, a curved path planned for a road intersection when entering another road from a certain road, or a path such as a path during lane change from a currently driving lane to another lane. In a specific application, a condition for determining whether the vehicle travel path is a curve path (for example, a path having a curvature radius smaller than a certain radius is used as the curve path) may be set in advance, and it may be determined whether the vehicle travels along the curve path using the condition.
In the embodiment of the present application, the first control amount is a control amount output by the first control unit. The first control unit is a controller for outputting the control amount of all the driving paths of the vehicle, and is a control unit comprehensively formulated for adapting to various road conditions.
The first control unit strictly defines the travel path of the vehicle as the path planned by the path planning unit (or ensures that the lateral deviation of the path is small) when the first control amount is specified based on the planned curve path. Since the first control amount is a control amount formulated under a strict restriction on the vehicle running path, the vehicle may be in a kinematic state in which the first acceleration is large when the vehicle is controlled to travel on these curves using the first control amount.
In the embodiment of the application, the first acceleration when the first control quantity is adopted to control the vehicle actuating mechanism is calculated, the subsequent kinematic state of the vehicle is calculated by combining the dynamic state of the vehicle determined by the first control quantity control vehicle on the basis of the current kinematic state of the vehicle, and the first acceleration parameter in the kinematic state is obtained.
In a specific application, the acceleration calculating unit 11 may include a sub-acceleration calculating unit and an acceleration summing unit.
The sub-acceleration unit is used for calculating the motion acceleration and centripetal acceleration corresponding to the transverse displacement when the first control quantity is adopted to control the vehicle actuating mechanism; the acceleration summation unit is used for solving the sum of the motion acceleration and the centripetal acceleration to obtain the transverse acceleration.
According to the lateral dynamics of the vehicle, the lateral acceleration can be decomposed into a motion acceleration corresponding to the lateral displacement and a centripetal acceleration corresponding to the turning of the vehicle. Therefore, the motion acceleration and the centripetal acceleration can be respectively solved, and the transverse acceleration is calculated by utilizing the motion acceleration and the centripetal acceleration.
According to the corresponding relation among the displacement, the speed and the acceleration, the acceleration is the second derivative of the displacement, so that the second derivative of the transverse displacement can be used as the motion acceleration; according to the calculation principle of the centripetal acceleration, the centripetal acceleration can be calculated by adopting the change rate of the heading angle and the longitudinal speed.
In summary, the lateral acceleration can be expressed by the formula
Figure BDA0002789449680000131
Wherein, ayIs the lateral acceleration, y is the lateral displacement, VxIs the longitudinal velocity and psi is the heading angle.
In other applications of the embodiment of the present application, the first acceleration may also be a sum of a lateral acceleration and a longitudinal acceleration of the vehicle, wherein the longitudinal acceleration may be obtained by a second-order derivation according to a displacement in a longitudinal direction of the vehicle.
The judging unit 12 is configured to judge whether the first acceleration is within a preset acceleration interval. In the embodiment of the application, the preset acceleration interval is an acceleration interval which enables passengers to be in a comfortable riding state.
In a specific application, the preset acceleration interval can be set to be different for different types of vehicles. For example, for a vehicle (e.g., a sports car) with good suspension performance and good seat wrapping performance, the upper limit acceleration (i.e., the critical acceleration) in the preset acceleration interval may be set to be larger; for special work vehicles, the upper limit acceleration of the preset acceleration interval may be set small.
In the embodiment of the present application, the determining unit 12 determines whether the first acceleration is within a preset acceleration interval, and compares the calculated first acceleration with a critical acceleration of the preset acceleration interval to determine whether the first acceleration is smaller than the critical acceleration; if the first acceleration is less than the threshold acceleration, it may be determined that the first acceleration is within a preset acceleration interval.
If the judging unit judges that the first acceleration is not within the preset acceleration interval any more, the following steps can be estimated: if the vehicle is driven on a curve path according to the first control amount and the first acceleration of the vehicle exceeds the preset acceleration interval range, the passenger in the vehicle may feel that the riding comfort is obviously reduced (for example, the passenger feels sideslip relative to the seat), and at the moment, the first control amount output by the first control unit is judged not to meet the curve driving requirement, and the first control amount needs to be abandoned.
The correction control amount calculation unit 13 is configured to calculate a correction compensation amount according to the curve path, the current kinematic state of the vehicle, and the preset acceleration interval when the determination unit 12 determines that the first acceleration is outside the preset acceleration interval.
If the determination unit 12 estimates that the passenger may feel a significant decrease in the riding comfort (e.g., feel a slip with respect to the seat) if the first acceleration of the vehicle exceeds the preset acceleration section range if the vehicle is driven on the curve path in accordance with the first control amount, it is determined that the first control amount output by the first control unit does not completely fit the curve path, and the first control amount needs to be discarded.
In the embodiment of the present application, the correction control amount calculation unit 13 calculates the correction compensation amount according to the curve path, the current kinematic state of the vehicle, and the preset acceleration interval, and is a process of obtaining the correction compensation amount by using the preset acceleration interval as a constraint condition and using an existing control amount calculation algorithm.
It is conceivable that, since the preset acceleration section is adopted as the constraint condition, the actual acceleration of the vehicle is limited within the preset acceleration section after the correction control amount obtained by this operation is applied.
In the embodiment of the application, when the correction control amount is obtained through calculation according to the curve path, the current kinematic state of the vehicle and the preset acceleration interval, another constraint condition, namely a transverse position deviation threshold value, can be introduced. The lateral position deviation threshold is the maximum deviation value that is set such that the vehicle follows the curved path in the lateral direction with respect to the planned curved path.
It is conceivable that by setting the lateral position deviation threshold as an enlarged constraint condition, the vehicle can be caused to deviate in the lateral direction from the curve path that has been determined while traveling along the curve path, and the correction control amount possible range can be increased, and the greater the selectivity of obtaining the correction control amount.
In a specific application of the embodiment of the present application, the correction control amount calculation unit may include a selectable amount calculation unit and a correction amount screening subunit.
The optional control quantity sub-operator unit is used for calculating to obtain an optional control quantity according to the curve path, the preset acceleration interval, the current kinematic state of the vehicle and the transverse position deviation threshold value.
In the embodiment of the application, the searchable control amount sub-unit may determine all the selectable control amounts by traversing all the possible control amount combination conditions.
And the correction quantity screening subunit is used for selecting the selectable control quantity with the minimum cost as the correction control quantity according to the current kinematic state of the vehicle.
In the embodiment of the present application, the minimum cost may refer to minimizing the kinetic energy loss of the vehicle (i.e., minimizing the speed loss), minimizing the time loss of the vehicle passing through the curved path, or minimizing both the kinetic energy loss and the time loss of the vehicle.
In a specific application of the embodiment of the present application, when the minimum cost, the critical acceleration and the curve path are used as constraint conditions, a particle swarm optimization algorithm or other mathematical algorithms known in the art may be used to determine possible combinations of control quantities until a final corrected control quantity is determined through a set number of cycles.
In another specific application of the embodiment of the present application, the control amount calculation unit may include a compensation amount operator unit and a correction amount operator unit. And the compensation amount operator unit is used for calculating to obtain a control compensation amount according to the curve path, the first control amount, the current kinematic state of the vehicle and a preset acceleration interval.
In the embodiment of the application, the compensation amount operator unit can take the curve path and the critical acceleration as target constraint conditions, and judge whether the acceleration of the vehicle in the control amount combination is within a preset acceleration interval according to the current kinematic state of the vehicle and various possible control amount combinations as input; if the controlled variable is not in the preset acceleration interval, discarding the controlled variable combination; and the remaining control amounts are combined as optional control amounts.
In a specific application of the embodiment of the present application, a traversal method may be adopted to traverse all possible control quantity combination conditions and determine all selectable control quantities; then, one of the selectable control amounts is selected again as a final optimum control amount. For example, in practical applications, the least expensive selectable control amount may be selected as the optimal control amount.
In the embodiment of the present application, the minimum cost may refer to minimizing the kinetic energy loss of the vehicle (i.e., minimizing the speed loss), minimizing the time loss of the vehicle passing through the curved path, or minimizing both the kinetic energy loss and the time loss of the vehicle.
After determining the optimal control amount, the compensation amount operator unit may determine the control compensation amount according to a difference between the optimal control amount and the first control amount.
And the correction amount operator unit is used for correcting the first control amount by adopting the control compensation amount to obtain a correction control amount.
The correction amount sub-unit may be a processing unit for implementing mixing of the control compensation amount and the first control amount; the processing unit obtains the corrected control quantity by caching the first control quantity, waiting for the corresponding control compensation quantity and correcting the first control quantity by using the compensation quantity.
In order to adapt to the whole software architecture and reduce the abnormal problem which may occur in practical application, in the embodiment of the application, the first control quantity output by the first control unit is not directly discarded, a suitable control quantity which enables the vehicle to be in a preset acceleration interval on the curve path is newly formulated, and on the basis of the first control quantity, the compensation quantity is formulated, and the first control quantity is appropriately corrected by the compensation quantity.
The control amount determining unit 14 is configured to adopt the corrected control amount as a control amount for controlling the vehicle actuator.
According to the device for determining the control quantity of the actuating mechanism, when the first control quantity output by the first control unit is determined so that the first acceleration is overlarge when the vehicle runs on the curve path, the correction control quantity which can ensure that the first acceleration is located in the preset acceleration interval when the vehicle runs on the curve is calculated based on the curve path, the current kinematic state of the vehicle and the preset acceleration interval.
The control device for controlling the vehicle to run on the curve is used as a supplement to the first control unit, and only when the control quantity output by the first control unit is determined to be incapable of ensuring that the first acceleration is in the preset acceleration interval, the correction control quantity is generated. The hierarchical control idea reduces the development difficulty of related processing algorithms in the first control unit, so that the position and path tracking precision requirement of a straight road condition can be designed as far as possible, the requirement on riding comfort of a vehicle when the vehicle runs on a curve path can be considered, the robustness and safety of the control of the whole system are improved, and the riding experience of a user is also improved.
In a specific application, if the apparatus provided in the embodiment of the present application determines that the first acceleration of the vehicle is within the preset acceleration interval under the first control amount, the control amount determination unit 14 therein adopts the first control amount as the control amount for controlling the vehicle actuator.
Besides the control method and the control device for the vehicle to drive in the curve, the embodiment of the application also provides an intelligent driving control system.
Fig. 4 is a schematic structural diagram of an intelligent driving control system provided in an embodiment of the present application. As shown in fig. 4, the intelligent driving control system includes at least one processor 21, at least one memory 22, and at least one communication interface 23.
The memory 22 in this embodiment may be either volatile memory or nonvolatile memory, or a combination of the two. In some embodiments, memory 22 stores the following elements: executable units or data structures, or a subset thereof, or an expanded set thereof: an operating system and an application program. The operating system includes various system programs, such as a framework layer, a core library layer, a driver layer, and the like, and is used for implementing various basic tasks and processing hardware-based tasks. And the application programs comprise application programs of various application tasks. The program for implementing the control method for vehicle curve running according to the embodiment of the present application may be included in an application program.
In the embodiment of the present application, the processor 21 executes each step of the control method for driving a curve of the vehicle by calling a program or an instruction (specifically, a program or an instruction stored in an application program) stored in the memory 22.
In the embodiment of the present application, the processor 21 may be a general-purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf programmable gate array (FPGA) or other programmable logic device, a discrete gate or transistor logic device, or a discrete hardware component. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The steps of the control method for vehicle curve driving provided by the embodiment of the application can be directly embodied as the execution of a hardware decoding processor, or the execution of the hardware decoding processor and a software unit in the decoding processor is combined. The software elements may be located in ram, flash, rom, prom, or eprom, registers, among other storage media that are well known in the art. The storage medium is located in a memory 22, and the processor 21 reads the information in the memory 22 and performs the steps of the method in combination with its hardware.
The communication interface 23 is used for implementing information transmission between the intelligent driving control system and the external device, for example, to obtain various vehicle sensor data, and generate and issue corresponding control instructions to the vehicle actuator.
The memory and processor components of the intelligent driving control system are coupled together by a bus system 24, and the bus system 24 is used to implement the connection communication between these components. In the embodiment of the present application, the bus system may be a CAN bus, and may also be another type of bus. The bus system 224 includes a power bus, a control bus, and a status signal bus in addition to a data bus. For clarity of illustration, the various buses are labeled as bus system 24 in fig. 4.
The embodiment of the present application further provides a non-transitory computer-readable storage medium, where the non-transitory computer-readable storage medium stores a program or an instruction, and the program or the instruction enables a computer to execute the steps of the foregoing embodiment of the method for controlling a vehicle to travel in a curve, which is not described herein again to avoid repeated descriptions.
On the basis of the foregoing embodiments, embodiments of the present application further provide a vehicle, which includes a vehicle sensor, the foregoing intelligent driving control system, and an execution mechanism.
The vehicle sensor comprises one or more of an acceleration sensor, a rotating speed sensor, a torque output sensor and a position sensor so as to obtain corresponding signals to be provided for the intelligent driving control system, so that the intelligent driving control system can establish a driving path and a control quantity according to the signals.
In the case that the intelligent driving control system is installed in a vehicle, the processor in the intelligent driving control system may be directly a vehicle processor or a power domain processor of the vehicle. The vehicle in the embodiment of the application comprises subsystems or mechanisms such as a frame and a suspension system which complete corresponding functions besides the intelligent driving control system; this is done and described in detail in the embodiments of the present application.
It should be noted that the vehicle mentioned in the embodiments of the present application may be a four-wheel or more motor vehicle such as a car, or may be a two-wheel or three-wheel motorcycle; in some applications, the vehicle may also be a balance car or the like.
It is noted that, in this document, relational terms such as "first" and "second," and the like, may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The foregoing are merely exemplary embodiments of the present application and are presented to enable those skilled in the art to understand and practice the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (15)

1. A method for controlling the curve running of a vehicle, comprising:
calculating a first acceleration formed by a vehicle actuator using a first control amount while the vehicle is traveling along a curved path;
judging whether the first acceleration is within a preset acceleration interval or not; the preset acceleration interval is an acceleration interval which enables passengers to be in a comfortable riding state;
if not, calculating to obtain a correction control quantity according to the curve path, the current kinematic state of the vehicle and the preset acceleration interval;
the corrected control amount is adopted as an actual control amount for controlling the vehicle actuator.
2. The method for controlling curve running of a vehicle according to claim 1, wherein calculating a correction control amount based on the curve path, the current kinematic state of the vehicle, and the preset acceleration interval includes:
and calculating to obtain the correction control quantity according to the curve path, the current kinematic state of the vehicle, the preset acceleration interval and the transverse position deviation threshold value.
3. The control method of curve traveling of a vehicle according to claim 2, characterized in that:
calculating the control compensation amount according to the curve path, the current kinematic state of the vehicle, the preset acceleration interval and the transverse position deviation threshold value, wherein the step of calculating the control compensation amount comprises the following steps:
calculating to obtain an optional control quantity according to the curve path, the preset acceleration interval, the current kinematic state of the vehicle and the transverse position deviation threshold;
and selecting the selectable control quantity with the minimum cost as the correction control quantity according to the current kinematic state of the vehicle.
4. The method for controlling curved road running of a vehicle according to any one of claims 1 to 3, wherein calculating a correction control amount based on the curved road path, the current kinematic state of the vehicle, and the preset acceleration interval includes:
calculating to obtain a control compensation quantity according to the curve path, the first control quantity, the current kinematic state of the vehicle and the preset acceleration interval;
and correcting the first control quantity by adopting the control compensation quantity to obtain the corrected control quantity.
5. A control method of curve running of a vehicle according to any one of claims 1 to 3, characterized in that: the first acceleration is a lateral acceleration of the vehicle.
6. A method for controlling the curve traveling of a vehicle according to claim 5, wherein calculating a first acceleration formed by the vehicle actuator using a first control amount while the vehicle is traveling along the curved path comprises:
calculating centripetal acceleration and motion acceleration corresponding to transverse displacement when the first control quantity is adopted to control the vehicle actuating mechanism;
and calculating the sum of the centripetal acceleration and the motion acceleration to obtain the transverse acceleration.
7. A control method of curve running of a vehicle according to any one of claims 1 to 3, further comprising:
if so, the first control quantity is adopted as an actual control quantity for controlling the vehicle actuator.
8. A control device for curve running of a vehicle, characterized by comprising:
an acceleration calculation unit for calculating a first acceleration formed by the vehicle actuator using a first control amount while the vehicle is traveling on a curved path;
the judging unit is used for judging whether the first acceleration is located in a preset acceleration interval or not; the preset acceleration interval is an acceleration interval which enables passengers to be in a comfortable riding state;
the correction control quantity calculating unit is used for calculating to obtain a correction control quantity according to the curve path, the current kinematic state of the vehicle and the preset acceleration interval under the condition that the judging unit judges that the first acceleration is positioned outside the preset acceleration interval;
a control amount determining unit for adopting the corrected control amount as an actual control amount for controlling the vehicle actuator.
9. The apparatus for controlling curved road traveling of a vehicle according to claim 8,
and the correction control quantity calculating unit calculates and obtains the correction control quantity according to the curve path, the current kinematic state of the vehicle, the preset acceleration interval and the transverse position deviation threshold value.
10. The control device for curve traveling of a vehicle according to claim 9, wherein the correction control amount calculation unit includes:
the selectable amount calculating operator unit is used for calculating to obtain a selectable control amount according to the curve path, the preset acceleration interval, the current kinematic state of the vehicle and the transverse position deviation threshold value;
and the correction quantity screening subunit is used for selecting the selectable control quantity with the minimum cost as the correction control quantity according to the current kinematic state of the vehicle.
11. The vehicular curve running control apparatus according to any one of claims 8 to 10, wherein the control amount calculation unit includes:
the compensation amount operator unit is used for calculating to obtain a control compensation amount according to the curve path, the first control amount, the current kinematic state of the vehicle and the preset acceleration interval;
and the correction amount operator unit is used for correcting the first control amount by adopting the control compensation amount to obtain the correction control amount.
12. The control apparatus for curve traveling of a vehicle according to any one of claims 8 to 10, characterized in that the first acceleration is a lateral acceleration of the vehicle; the acceleration calculation unit includes:
the acceleration operator unit is used for calculating centripetal acceleration and motion acceleration corresponding to transverse displacement of the vehicle actuator controlled by the first control quantity;
and the acceleration summation subunit is used for solving the sum of the centripetal acceleration and the motion acceleration to obtain the transverse acceleration.
13. The control apparatus for curve traveling of a vehicle according to any one of claims 8 to 10, characterized in that:
the control amount determining unit is further configured to adopt the first control amount as an actual control amount for controlling the vehicle actuator in a case where the judging unit judges that the first acceleration is within a preset acceleration interval.
14. An intelligent driving control system, comprising:
a memory for storing programs or instructions;
the processor is used for calling the program or the instruction stored in the memory and generating a filtering dynamic parameter based on the acquired vehicle sensor signal; and a control method for running a curve of the vehicle according to any one of claims 1 to 7.
15. A vehicle comprising a vehicle sensor and the intelligent driving control system of claim 14.
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