CN112622898A - Vehicle control method and device based on lane center and vehicle - Google Patents

Vehicle control method and device based on lane center and vehicle Download PDF

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Publication number
CN112622898A
CN112622898A CN202011498266.5A CN202011498266A CN112622898A CN 112622898 A CN112622898 A CN 112622898A CN 202011498266 A CN202011498266 A CN 202011498266A CN 112622898 A CN112622898 A CN 112622898A
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lane
vehicle
virtual
field
line
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张春鑫
张成阳
孟祥雨
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Beijing Automotive Research Institute Co Ltd
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Beijing Automotive Research Institute 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/10—Path keeping
    • B60W30/12—Lane keeping
    • 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
    • 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

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  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Human Computer Interaction (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
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Abstract

The application discloses a vehicle control method, a vehicle control device and a vehicle based on a lane center, wherein the method comprises the following steps: receiving lane line information of a lane where a vehicle is located; respectively establishing a first virtual repulsive field and a second virtual repulsive field according to the lane lines on the two sides determined by the lane line information, and establishing a virtual gravitational field according to the lane center line determined by the lane line information; and superposing the first virtual repulsive field, the second virtual repulsive field and the virtual gravitational field to generate a lane central track, and controlling the vehicle to run along the lane central track according to the actual vehicle state information of the vehicle. The embodiment of the application can control the vehicle to travel in the center of the lane all the time, the comfort and the safety of the vehicle are both considered, the practicability and the safety of control are improved, therefore, the problem that the driving intention cannot be accurately identified, the steering intervention of errors is easy to occur is solved, active intervention is late, the vehicle swings left and right, the safety and the comfort cannot be achieved, and the lane center line cannot meet the vehicle traveling condition and the like is solved.

Description

Vehicle control method and device based on lane center and vehicle
Technical Field
The application relates to the technical field of automobile intelligent control, in particular to a vehicle control method and device based on a lane center and a vehicle.
Background
In the related art, there is a lane control method, for example, a first method: calculating TLC (Time to Lane Crossing) of a boundary line of a vehicle wheel contacting a Lane according to the relative position of the vehicle and the current state parameter of the vehicle, judging Lane departure if the TLC is smaller than a certain value and a turn light is started, and controlling a steering system, a braking system and the like by a vehicle ECU (Electronic Control Unit) to enable the vehicle to return to the vicinity of the center line of the Lane to run and keep following the center line of the Lane to run; for another example, the second lane method: and calculating the target steering wheel angle according to the transverse position of the vehicle-road center line to obtain continuous auxiliary steering torque so that the vehicle can follow the lane center line to run.
However, the control strategy of the first mode is simple, when the vehicle deviates from the lane, the system firstly gives a warning, if the driver does not take any measures, active steering intervention is performed, but the intention of the driver is difficult to identify, the safety and the comfort of the vehicle cannot be obtained at the same time, and the left-right swinging phenomenon of the vehicle is easy to occur; the second way uses the ADAS camera to generate the lane center line, resulting in higher equipment cost, and the lane center line generated by only relying on the perception information does not conform to the vehicle dynamics constraint, is difficult to adapt to the controller, and may cause instability or even oscillation of vehicle control.
In summary, the lane control method in the related art cannot accurately identify the driving intention, is prone to erroneous steering intervention behaviors, and actively intervenes when the vehicle is about to leave the lane, so that the vehicle swings left and right, safety and comfort cannot be achieved, and the lane center line does not meet the vehicle driving conditions.
Content of application
The present application is directed to solving, at least to some extent, one of the technical problems in the related art.
Therefore, a first objective of the present application is to provide a lane center-based vehicle control method, which can control a vehicle to always run in the center of a lane, take both comfort and safety of the vehicle into consideration, and improve practicability and safety of control.
A second object of the present application is to provide a lane center-based vehicle control apparatus.
A third object of the present application is to propose a vehicle.
In order to achieve the above object, an embodiment of a first aspect of the present application provides a lane center-based vehicle control method, including the following steps:
receiving lane line information of a lane where a vehicle is located;
respectively establishing a first virtual repulsive field and a second virtual repulsive field according to the lane lines on the two sides determined by the lane line information, and establishing a virtual gravitational field according to the lane center line determined by the lane line information; and
and superposing the first virtual repulsive field, the second virtual repulsive field and the virtual gravitational field to generate a lane central track, and controlling the vehicle to run along the lane central track according to the actual vehicle state information of the vehicle.
According to the vehicle control method based on the lane center, the virtual repulsion field and the virtual attraction field are respectively established by the lane lines on the two sides and the lane center line, so that the vehicle is controlled to run along the lane center track obtained by superposing the virtual repulsion field and the virtual attraction field, the vehicle is always run in the lane center, the comfort and the safety of the vehicle are effectively considered, and the practicability and the safety of control are improved.
In addition, the lane center-based vehicle control method according to the above-described embodiment of the present application may further have the following additional technical features:
optionally, in an embodiment of the present application, after superimposing the first virtual repulsive field, the second virtual repulsive field, and the virtual gravitational field, the method further includes:
acquiring the current position of the vehicle;
and when the current position is detected not to be in the central position of the lane, calculating the driving track of the closest point of the current position and the center line of the lane to obtain the transverse offset so as to control the vehicle to drive to the central position of the lane.
Optionally, in an embodiment of the present application, the first virtual repulsive field and the second virtual repulsive field are:
Figure BDA0002842844810000021
wherein, Urep1(q) and Urep2(q) the first virtual repulsive field and the second virtual repulsive field, respectively, δ is a repulsive scale factor, ρ (q) is a distance between the vehicle and a lane line, ρ0Representing a lane line distance threshold.
Optionally, in an embodiment of the present application, the virtual gravitational field is:
Figure BDA0002842844810000022
wherein, Uatt(q) is the virtual gravitational field, η is a gravitational scale factor, and λ (q) represents the distance of the vehicle from the lane centerline.
Optionally, in an embodiment of the present application, after receiving lane line information of a lane in which the vehicle is located, the method further includes:
detecting whether a unilateral lane line is lost;
and when the unilateral line loss is detected, generating a virtual lost unilateral line according to the detected unilateral line.
In order to achieve the above object, an embodiment of a second aspect of the present application provides a lane center-based vehicle control apparatus, including:
the receiving module is used for receiving lane line information of a lane where a vehicle is located;
the building module is used for respectively building a first virtual repulsive field and a second virtual repulsive field according to the lane lines on the two sides determined by the lane line information and building a virtual gravitational field according to the lane center line determined by the lane line information; and
and the control module is used for superposing the first virtual repulsive field, the second virtual repulsive field and the virtual gravitational field to generate a lane central track and controlling the vehicle to run along the lane central track according to the actual vehicle state information of the vehicle.
According to the vehicle control device based on the lane center, the virtual repulsion field and the virtual attraction field are respectively established by the lane lines on the two sides and the lane center line, so that the vehicle is controlled to run along the lane center track obtained by superposing the virtual repulsion field and the virtual attraction field, the vehicle is always run in the lane center, the comfort and the safety of the vehicle are effectively considered, and the practicability and the safety of control are improved.
In addition, the lane center-based vehicle control apparatus according to the above-described embodiment of the present application may further have the following additional technical features:
optionally, in an embodiment of the present application, the control module is further configured to obtain a current location of the vehicle, and when it is detected that the current location is not located at a lane center position, calculate a driving trajectory of a closest point of the current location and the lane center line, and obtain a lateral offset, so as to control the vehicle to drive to the lane center position.
Optionally, in one embodiment of the present application, wherein,
the first virtual repulsive field and the second virtual repulsive field are:
Figure BDA0002842844810000031
wherein, Urep1(q) and Urep2(q) the first virtual repulsive field and the second virtual repulsive field, respectively, δ is a repulsive scale factor, ρ (q) is a distance between the vehicle and a lane line, ρ0Represents a lane line distance threshold;
the virtual gravitational field is as follows:
Figure BDA0002842844810000032
wherein, Uatt(q) is the virtual gravitational field, η is a gravitational scale factor, and λ (q) represents the distance of the vehicle from the lane centerline.
Optionally, in an embodiment of the present application, the method further includes:
the detection module is used for detecting whether a unilateral lane line is lost or not after receiving lane line information of a lane where a vehicle is located;
and the generating module is used for generating a virtual lost unilateral line according to the detected unilateral line when the unilateral line is detected to be lost.
To achieve the above object, an embodiment of a third aspect of the present application provides a vehicle, including: the vehicle control device based on the lane center according to the above embodiment.
According to the vehicle of the embodiment of the application, the virtual repulsion field and the virtual attraction field are respectively established by the lane lines on the two sides and the lane central line, so that the vehicle is controlled to run along the lane central track obtained by superposing the virtual repulsion field and the virtual attraction field, the vehicle is always driven in the center of the lane, the comfort and the safety of the vehicle are effectively considered, and the practicability and the safety of control are improved.
Additional aspects and advantages of the present application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the present application.
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The foregoing and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
fig. 1 is a flowchart of a lane center-based vehicle control method according to an embodiment of the present application;
FIG. 2 is a schematic view of a lane keeping state according to one embodiment of the present application;
FIG. 3 is a flow chart of a lane center based vehicle control method according to one embodiment of the present application;
FIG. 4 is a schematic diagram of a lane center based vehicle control method according to one embodiment of the present application;
FIG. 5 is a diagram illustrating a force analysis at a point in accordance with one embodiment of the present application;
fig. 6 is an exemplary diagram of a lane center-based vehicle control apparatus according to an embodiment of the present application.
Detailed Description
Reference will now be made in detail to embodiments of the present application, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application and should not be construed as limiting the present application.
The following describes a lane center-based vehicle control method, a lane center-based vehicle control device, and a vehicle according to an embodiment of the present application with reference to the drawings. In order to solve the problems that the driving intention cannot be accurately identified, the wrong steering intervention is easy to occur, the active intervention is late, the vehicle swings left and right, the safety and the comfort cannot be obtained simultaneously, and the lane center line does not meet the driving conditions of the vehicle, the application provides a vehicle control method based on the lane center, in the method, a virtual repulsion field and a virtual attraction field are respectively established by the lane lines at two sides and the lane center line, so that the vehicle is controlled to run along the lane center track obtained by overlapping the virtual repulsion field and the virtual attraction field, the vehicle always runs in the lane center, the comfort and the safety of the vehicle are effectively considered, the practicability and the safety of the control are improved, and therefore the problems that the driving intention cannot be accurately identified, the wrong steering intervention is easy to occur, the active intervention is late, the vehicle swings left and right are solved, the safety and the comfort can not be obtained at the same time, and the center line of the lane can not meet the driving conditions of the vehicle.
Before describing the lane center-based vehicle control method, apparatus and vehicle proposed according to the embodiments of the present application, the technical background of the embodiments of the present application will be briefly described.
Specifically, the method of the embodiment of the application is a lane keeping strategy based on an improved artificial potential field method, the artificial potential field method is a relatively common method for local path planning, and it is assumed that an unmanned vehicle moves under a virtual force field. The basic idea is to construct an artificial potential field comprising repulsive and attractive poles, the undesired entry areas and obstacles being defined as repulsive poles and the target and proposed entry areas as attractive poles, so that the unmanned vehicle in the potential field is subjected to the combined action of its target gravitational field and the repulsive field around the obstacle, advancing towards the target. However, the traditional artificial potential field method has the problem of local optimal solution: when the unmanned vehicle is far away from the target point, the attraction force becomes extremely large, and the unmanned vehicle may collide with the obstacle; when an obstacle exists near the target point, the repulsive force is far larger than the attractive force, and the unmanned vehicle is difficult to reach the target; at some point the repulsive force is equal to the attractive force and the unmanned vehicle may not be able to advance or oscillate.
The application is based on the fact that the designed functions of the gravitational field and the repulsive field are used for solving the local optimal problem, and provides a vehicle control method based on a lane center.
Specifically, fig. 1 is a schematic flowchart of a vehicle control method based on a lane center according to an embodiment of the present disclosure.
As shown in fig. 1, the lane center-based vehicle control method includes the steps of:
in step S101, lane line information of a lane in which the vehicle is located is received.
Optionally, in an embodiment of the present application, after receiving lane line information of a lane in which the vehicle is located, the method further includes: detecting whether a unilateral lane line is lost; and when the unilateral line loss is detected, generating a virtual lost unilateral line according to the detected unilateral line.
As shown in fig. 2, the embodiment of the present application can deal with not only straight line and curve conditions, but also temporary loss of lane lines, effectively improve reliability and practicability of control, effectively ensure accuracy of control, and ensure safety of vehicles, and the specific content will be described in detail below.
It is understood that, in the actual implementation process, as shown in fig. 3, when the lane keeping system of the vehicle starts to operate, the vehicle control operation based on the lane center is executed, for example, the parameters may be initialized first, whether the system state is normal or not is detected, and then the lane line information from the sensing layer is received, which may include the lane line state, such as a straight line, a curve, and a single lane line missing, and may also include the lane line type including a dashed line and a solid line. Meanwhile, the CAN signal on the whole vehicle is received to obtain vehicle state information, such as Steering wheel angle and Steering torque, which CAN be read from an EPS (Electric Power Steering) of the vehicle. The control execution layer of the embodiment of the application can also be an EPS system, and the steering torque of the driver detected by the torque sensor is replaced by the virtual steering torque of the driver to control the steering wheel to rotate. And if the program does not receive the lane line information or the vehicle state information, keeping a waiting state until the data are received, and continuing to execute the next program.
In step S102, a first virtual repulsive field and a second virtual repulsive field are respectively established according to the lane lines on both sides determined by the lane line information, and a virtual gravitational field is established according to the lane center line determined by the lane line information.
Optionally, in an embodiment of the present application, the first virtual repulsive field and the second virtual repulsive field are:
Figure BDA0002842844810000061
wherein, Urep1(q) and Urep2(q) is a first virtual repulsive field and a second virtual repulsive field respectively, delta is a repulsive scale factor, rho (q) is the distance between the vehicle and the lane line, and rho0Representing a lane line distance threshold.
As shown in fig. 3, as a possible implementation manner, the conventional artificial potential field method is widely applied to robot motion planning, so that a target point generates an attraction force for a robot, and an obstacle generates a repulsion force for the robot. In particular, currently lane keeping functions are usually applied to urban structured roads where lane lines are regular and clearly visible, so that the default state is to establish left and right lane line repulsive force fields U, respectivelyrep1(q) and Urep2(q)：
Figure BDA0002842844810000062
Delta is a repulsive force scale factor, rho (q) represents the distance between the unmanned vehicle and the lane line, and rho0Representing a threshold lane line distance beyond which no repulsive force effect is produced. The total repulsive force field is the superposition of two repulsive force fields:
Urep(q)＝Urep1(q)+Urep2(q)，
here, a case where the one-side lane line is lost will be described in detail. Specifically, in the case of a single-side lane line being lost, ρ (q) is infinite, the repulsive force on the side without the lane line almost disappears, and in order to keep an unmanned vehicle still running in the center of the lane, the embodiment of the present application may generate a virtual lane line that is bilaterally symmetric with the detected lane line with respect to the center position of the vehicle, and the repulsive force field is:
Urep2(q)＝-Urep1(q)，
repulsive force Frep(q) is the gradient of the repulsive field:
Figure BDA0002842844810000063
ρ(q)＞ρ0。
optionally, in an embodiment of the present application, the virtual gravitational field is:
Figure BDA0002842844810000071
wherein, UattAnd (q) is a virtual gravitational field, eta is a gravitational scale factor, and lambda (q) represents the distance between the vehicle and the center line of the lane.
As shown in fig. 3, as a possible implementation, the target point in the conventional artificial potential field method is removed, and the lane center line is used to establish the gravitational potential field. For example, first, a rough, non-vehicle-dynamics-conforming centerline is generated from a Voronoi Diagram, also called a Thiessen polygon, which is a set of continuous polygons made up of perpendicular bisectors connecting straight lines of two adjacent points, each polygon having a generator within it, the distance from a point within the polygon to that generator being shorter than the distance to the other generators, and the distances from points on the boundary to the generators that generate the boundary being equal. The lane lines on the left and right sides are discretized, and a pre-center line is generated according to the characteristics of the Voronoi Diagram, as shown in fig. 4.
Establishing a virtual lane center line gravitational field Uatt(q)：
Figure BDA0002842844810000072
η is the gravitational scale factor and λ (q) represents the distance of the unmanned vehicle from the lane centerline. Likewise, the force of attraction Fatt(q) is the gradient of the gravitational field:
Figure BDA0002842844810000073
in step S103, the first virtual repulsive field, the second virtual repulsive field, and the virtual gravitational field are superimposed to generate a lane center trajectory, and the vehicle is controlled to travel along the lane center trajectory according to the actual vehicle state information of the vehicle.
It should be understood by those skilled in the art that, as shown in fig. 3, the embodiment of the present application may establish a virtual repulsive field based on the lane lines on the left and right sides, and establish a virtual gravitational field based on the lane center line, so as to generate a lane center track in the center of the lane, which is smoothed by a cubic polynomial, and further control the vehicle to travel along the lane center track, that is, to always keep traveling near the lane center line when traveling in the lane.
As shown in fig. 3, as a possible implementation manner, the total potential field at a certain point on the path is the superposition of the attraction potential field and the repulsion potential field, and the resultant force applied to the unmanned vehicle is equal to the sum of all repulsion and attraction at this point:
U(q)＝Uatt(q)+Urep(q)，
F(q)＝Fatt(q)+Frep(q)，
in order to avoid the situation that the repulsion force and the attraction force are equal in magnitude and opposite in direction at a certain point, the unmanned vehicle can not advance or vibrate due to the fact that the unmanned vehicle falls into the local optimal solution, and the inertia force F is increasedin(q) as a perturbation, jump out of local optima:
Fin(q)＝αλ(q)，
α is the inertial force scale factor. As shown in fig. 5, the resultant force is the superposition of the repulsive force, the attractive force and the inertial force, and the force analysis at a certain point is shown in the figure.
Optionally, in an embodiment of the present application, after superimposing the first virtual repulsive field, the second virtual repulsive field, and the virtual gravitational field, the method further includes: acquiring the current position of a vehicle; and when the current position is detected not to be in the central position of the lane, calculating the driving track of the closest point of the current position and the center line of the lane to obtain the transverse offset so as to control the vehicle to drive to the central position of the lane.
It can be understood that when the lane keeping system is switched in by manual driving, the vehicle may not be in the center of the lane, and the vehicle is directly controlled to run along the center line of the lane, so that the problems of potential driving safety hazards and poor riding comfort exist. For example, because the vehicle does not deviate from the center of the lane far during normal manual driving, a connecting straight line track of the closest point of the current position of the vehicle and the center line of the lane can be calculated, and then the lateral offset is calculated by adopting a variable ratio step length method:
p1＝p0×R，
Figure BDA0002842844810000081
the finally generated lane center line track is subjected to cubic polynomial smoothing processing and output to a control layer, steering torque of a steering wheel is controlled through an EPS system, so that an unmanned vehicle always keeps running at the center of a lane, compared with a lane keeping strategy using an ADAS camera in the related technology, the lane center line is calculated from the angle of track planning, the cost of using equipment is reduced, the planned track is more in accordance with the requirement of a controller, the real-time system state detection and the track planning guiding the vehicle to the center position of the lane are realized, the vehicle always runs near the center of the lane in the lane keeping process instead of active intervention when the vehicle is about to leave the lane, wrong steering intervention is avoided, and the driving safety and riding comfort are improved.
According to the vehicle control method based on the lane center, the virtual repulsion field and the virtual attraction field are respectively established by the lane lines at two sides and the lane center line, so that the vehicle is controlled to run along the lane center track obtained by overlapping the virtual repulsion field and the virtual attraction field, the vehicle is always driven in the lane center, the lane keeping strategy is designed from the aspect of track planning based on an improved manual potential field method, a low-cost scheme is considered, the virtual potential field is established by utilizing the sensing information, the feasible driving track at the center position of the lane is planned, the unmanned vehicle can be kept to always run in the lane center, meanwhile, the safety and comfort requirements are met, the comfort and the safety of the vehicle are effectively considered, the practicability and the safety of the control are improved, the problem that the driving intention cannot be accurately identified is solved, the wrong intervention steering is easy to occur is solved, and the active intervention is late, the vehicle swings left and right, safety and comfort cannot be achieved at the same time, the center line of the lane cannot meet the driving conditions of the vehicle, and the like.
Next, a lane center-based vehicle control apparatus proposed according to an embodiment of the present application is described with reference to the drawings.
Fig. 6 is a block diagram schematically illustrating a lane center-based vehicle control apparatus according to an embodiment of the present application.
As shown in fig. 6, the lane center-based vehicle control apparatus 10 includes: a receiving module 100, a building module 200 and a control module 300.
Specifically, the receiving module 100 is configured to receive lane line information of a lane in which the vehicle is located.
The building module 200 is configured to respectively build a first virtual repulsive field and a second virtual repulsive field according to the lane lines on the two sides determined by the lane line information, and build a virtual gravitational field according to the lane center line determined by the lane line information.
And the control module 300 is configured to superimpose the first virtual repulsive field, the second virtual repulsive field and the virtual gravitational field to generate a lane center trajectory, and control the vehicle to travel along the lane center trajectory according to the actual vehicle state information of the vehicle.
Optionally, in an embodiment of the present application, the control module 300 is further configured to obtain a current location of the vehicle, and when it is detected that the current location is not located at the center of the lane, calculate a driving trajectory of a closest point of the current location and a center line of the lane, and obtain a lateral offset, so as to control the vehicle to drive to the center of the lane.
Optionally, in one embodiment of the present application, wherein,
the first virtual repulsive field and the second virtual repulsive field are:
Figure BDA0002842844810000091
wherein, Urep1(q) and Urep2(q) is a first virtual repulsive field and a second virtual repulsive field respectively, delta is a repulsive scale factor, rho (q) is the distance between the vehicle and the lane line, and rho0Represents a lane line distance threshold;
the virtual gravitational field is:
Figure BDA0002842844810000092
wherein, UattAnd (q) is a virtual gravitational field, eta is a gravitational scale factor, and lambda (q) represents the distance between the vehicle and the center line of the lane.
Optionally, in an embodiment of the present application, the control device 10 of the embodiment of the present application further includes: the device comprises a detection module and a generation module.
The detection module is used for detecting whether a unilateral lane line is lost or not after receiving lane line information of a lane where a vehicle is located;
and the generating module is used for generating a virtual lost unilateral line according to the detected unilateral line when the unilateral line is detected to be lost.
It should be noted that the foregoing explanation of the embodiment of the lane center-based vehicle control method is also applicable to the lane center-based vehicle control apparatus of this embodiment, and is not repeated here.
According to the vehicle control device based on the lane center provided by the embodiment of the application, the virtual repulsion field and the virtual attraction field are respectively established by the lane lines at two sides and the lane center line, so that the vehicle is controlled to run along the lane center track obtained by overlapping the virtual repulsion field and the virtual attraction field, the vehicle is always driven in the lane center, the lane keeping strategy is designed from the aspect of track planning based on the improved manual potential field method, the low-cost scheme is considered, the virtual potential field is established by utilizing the sensing information, the feasible driving track at the center position of the lane is planned, the unmanned vehicle can be kept to always run in the lane center, meanwhile, the safety and comfort requirements are met, the comfort and the safety of the vehicle are effectively considered, the practicability and the safety of the control are improved, and therefore, the problem that the driving intention cannot be accurately identified and the wrong steering intervention is easy to occur is solved, and active intervention is late, so that the vehicle swings left and right, safety and comfort cannot be achieved, the center line of the lane cannot meet the driving conditions of the vehicle, and the like.
In addition, the embodiment of the application also provides a vehicle which comprises the vehicle control device based on the lane center. The vehicle can establish a virtual repulsion field and a virtual gravitational field by lane lines at two sides and a lane central line respectively, thereby controlling the vehicle to run along a lane central track obtained by superposing the virtual repulsion field and the virtual gravitational field, leading the vehicle to run in the lane central line all the time, considering a low-cost scheme based on an improved manual potential field method, designing a lane keeping strategy from the aspect of track planning, establishing the virtual potential field by using sensing information, planning a feasible running track positioned in the lane central position, keeping unmanned vehicles to run in the lane central line all the time, simultaneously meeting the requirements of safety and comfort, effectively considering the comfort and safety of the vehicle and improving the practicability and safety of control, thereby solving the problems that the driving intention cannot be accurately identified, the wrong steering intervention is easy to occur, the active intervention is late, the vehicle swings left and right, and the safety and the comfort cannot be obtained at the same time, and the center line of the lane does not meet the driving condition of the vehicle.
In the description herein, reference to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or N embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present application, "N" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more N executable instructions for implementing steps of a custom logic function or process, and alternate implementations are included within the scope of the preferred embodiment of the present application in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of implementing the embodiments of the present application.
The logic and/or steps represented in the flowcharts or otherwise described herein, e.g., an ordered listing of executable instructions that can be considered to implement logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or N wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium could even be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, via for instance optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner if necessary, and then stored in a computer memory.
It should be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
It will be understood by those skilled in the art that all or part of the steps carried by the method for implementing the above embodiments may be implemented by hardware related to instructions of a program, which may be stored in a computer readable storage medium, and when the program is executed, the program includes one or a combination of the steps of the method embodiments.
In addition, functional units in the embodiments of the present application may be integrated into one processing module, or each unit may exist alone physically, or two or more units are integrated into one module. The integrated module can be realized in a hardware mode, and can also be realized in a software functional module mode. The integrated module, if implemented in the form of a software functional module and sold or used as a stand-alone product, may also be stored in a computer readable storage medium.
The storage medium mentioned above may be a read-only memory, a magnetic or optical disk, etc. Although embodiments of the present application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present application, and that variations, modifications, substitutions and alterations may be made to the above embodiments by those of ordinary skill in the art within the scope of the present application.

Claims (10)

1. A lane center-based vehicle control method is characterized by comprising the following steps:
receiving lane line information of a lane where a vehicle is located;
respectively establishing a first virtual repulsive field and a second virtual repulsive field according to the lane lines on the two sides determined by the lane line information, and establishing a virtual gravitational field according to the lane center line determined by the lane line information; and
and superposing the first virtual repulsive field, the second virtual repulsive field and the virtual gravitational field to generate a lane central track, and controlling the vehicle to run along the lane central track according to the actual vehicle state information of the vehicle.
2. The method of claim 1, further comprising, after superimposing the first virtual repulsive field, the second virtual repulsive field, and the virtual gravitational field:
acquiring the current position of the vehicle;
and when the current position is detected not to be in the central position of the lane, calculating the driving track of the closest point of the current position and the center line of the lane to obtain the transverse offset so as to control the vehicle to drive to the central position of the lane.
3. The method of claim 1, wherein the first virtual repulsive field and the second virtual repulsive field are:
Figure FDA0002842844800000011
wherein, Urep1(q) and Urep2(q) the first virtual repulsive field and the second virtual repulsive field, respectively, δ is a repulsive scale factor, ρ (q) is a distance between the vehicle and a lane line, ρ0Representing a lane line distance threshold.
4. The method of claim 3, wherein the virtual gravitational field is:
Figure FDA0002842844800000012
wherein, Uatt(q) is the virtual gravitational field, η is a gravitational scale factor, and λ (q) represents the distance of the vehicle from the lane centerline.
5. The method of claim 1, after receiving lane line information of a lane in which the vehicle is located, further comprising:
detecting whether a unilateral lane line is lost;
and when the unilateral line loss is detected, generating a virtual lost unilateral line according to the detected unilateral line.
6. A lane center-based vehicle control apparatus, comprising:
the receiving module is used for receiving lane line information of a lane where a vehicle is located;
the building module is used for respectively building a first virtual repulsive field and a second virtual repulsive field according to the lane lines on the two sides determined by the lane line information and building a virtual gravitational field according to the lane center line determined by the lane line information; and
and the control module is used for superposing the first virtual repulsive field, the second virtual repulsive field and the virtual gravitational field to generate a lane central track and controlling the vehicle to run along the lane central track according to the actual vehicle state information of the vehicle.
7. The device of claim 6, wherein the control module is further configured to obtain a current location of the vehicle, and when it is detected that the current location is not located at a center position of a lane, calculate a driving trajectory of a closest point of the current location and a center line of the lane, resulting in a lateral offset, so as to control the vehicle to drive to the center position of the lane.
8. The apparatus of claim 6, wherein,
the first virtual repulsive field and the second virtual repulsive field are:
Figure FDA0002842844800000021
wherein, Urep1(q) and Urep2(q) the first virtual repulsive field and the second virtual repulsive field, respectively, δ is a repulsive scale factor, ρ (q) is a distance between the vehicle and a lane line, ρ0Represents a lane line distance threshold;
the virtual gravitational field is as follows:
Figure FDA0002842844800000022
wherein, Uatt(q) is the virtual gravitational field, η is a gravitational scale factor, and λ (q) represents the distance of the vehicle from the lane centerline.
9. The apparatus of claim 6, further comprising:
the detection module is used for detecting whether a unilateral lane line is lost or not after receiving lane line information of a lane where a vehicle is located;
and the generating module is used for generating a virtual lost unilateral line according to the detected unilateral line when the unilateral line is detected to be lost.
10. A vehicle, characterized by comprising: the lane center-based vehicle control apparatus of any one of claims 6-9.
CN202011498266.5A 2020-12-17 2020-12-17 Vehicle control method and device based on lane center and vehicle Pending CN112622898A (en)

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