CN113753024B - Method, device, equipment and storage medium for eliminating steady-state deviation of vehicle - Google Patents

Method, device, equipment and storage medium for eliminating steady-state deviation of vehicle Download PDF

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Publication number
CN113753024B
CN113753024B CN202011333990.2A CN202011333990A CN113753024B CN 113753024 B CN113753024 B CN 113753024B CN 202011333990 A CN202011333990 A CN 202011333990A CN 113753024 B CN113753024 B CN 113753024B
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deviation
steady
current
vehicle
state deviation
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CN113753024A (en
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窦凤谦
边学鹏
石平
张亮亮
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Beijing Jingdong Qianshi Technology Co Ltd
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Beijing Jingdong Qianshi 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
    • 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
    • B60W30/02—Control of vehicle driving stability
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • 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
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0004—In digital systems, e.g. discrete-time systems involving sampling
    • B60W2050/0005—Processor details or data handling, e.g. memory registers or chip architecture
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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

Abstract

The embodiment of the invention discloses a method, a device, equipment and a storage medium for eliminating steady-state deviation of a vehicle, wherein the method comprises the following steps: acquiring the current position deviation and the historical position deviation of the current running vehicle; determining a steady state deviation of the current running vehicle according to the current position deviation and the historical position deviation; and determining a target compensation angle according to the steady-state deviation and the current vehicle speed, and generating a control signal to control the current running vehicle to run based on the target compensation angle. The method provided by the embodiment of the invention determines the steady-state deviation by combining the historical position deviation and the current position deviation, determines the target compensation angle according to the steady-state deviation and the current vehicle speed, and controls the vehicle to run based on the target compensation angle, thereby accurately and reasonably eliminating the steady-state deviation in the running process of the vehicle.

Description

Method, device, equipment and storage medium for eliminating steady-state deviation of vehicle
Technical Field
The embodiment of the invention relates to the field of vehicle control, in particular to a method, a device, equipment and a storage medium for eliminating steady-state deviation of a vehicle.
Background
With the development of unmanned technology, unmanned vehicles are increasingly widely used. Motion control of an unmanned vehicle can be generally classified into longitudinal control and lateral control. The longitudinal control realizes the speed and acceleration control of the vehicle, the transverse control realizes the steering control of the vehicle, and the two control devices are combined to realize the track tracking of the unmanned vehicle.
In the process of implementing the present invention, the inventor finds that at least the following technical problems exist in the prior art: the wheels may have an angular steady state deviation due to mechanical problems during shipping or long-term driving. The steady-state deviation can cause interference to transverse control, so that the vehicle cannot well track the planned track, and when the steady-state deviation is large to a certain extent, the safety of the vehicle running can be influenced very bad.
Disclosure of Invention
The embodiment of the invention provides a method, a device, equipment and a storage medium for eliminating steady-state deviation of a vehicle, which are used for accurately eliminating the steady-state deviation in the running process of the vehicle and improving the running safety of the vehicle.
In a first aspect, an embodiment of the present invention provides a method for eliminating a steady-state deviation of a vehicle, including:
acquiring the current position deviation and the historical position deviation of the current running vehicle;
determining a steady state deviation of the current running vehicle according to the current position deviation and the historical position deviation;
and determining a target compensation angle according to the steady-state deviation and the current vehicle speed, and generating a control signal to control the current running vehicle to run based on the target compensation angle.
In a second aspect, an embodiment of the present invention further provides a device for eliminating a steady-state deviation of a vehicle, including:
the position deviation acquisition module is used for acquiring the current position deviation and the historical position deviation of the current running vehicle;
the steady-state deviation determining module is used for determining the steady-state deviation of the current running vehicle according to the current position deviation and the historical position deviation;
and the steady-state deviation elimination module is used for determining a target compensation angle according to the steady-state deviation and the current vehicle speed and generating a control signal to control the current running vehicle to run based on the target compensation angle.
In a third aspect, an embodiment of the present invention further provides a computer apparatus, including:
one or more processors;
a storage means for storing one or more programs;
the one or more programs, when executed by the one or more processors, cause the one or more processors to implement the vehicle steady state bias elimination method as provided by any embodiment of the present invention.
In a fourth aspect, an embodiment of the present invention further provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements a vehicle steady-state deviation elimination method as provided by any embodiment of the present invention.
The embodiment of the invention obtains the current position deviation and the historical position deviation of the current running vehicle; determining a steady state deviation of the current running vehicle according to the current position deviation and the historical position deviation; the method comprises the steps of determining a target compensation angle according to a steady-state deviation and a current vehicle speed, generating a control signal based on the target compensation angle to control the current running vehicle to run, determining the steady-state deviation by combining a historical position deviation and the current position deviation, determining the target compensation angle according to the steady-state deviation and the current vehicle speed, and controlling the running of the vehicle based on the target compensation angle, so that the steady-state deviation in the running process of the vehicle is accurately and reasonably eliminated.
Drawings
FIG. 1 is a flow chart of a method for eliminating steady-state deviation of a vehicle according to an embodiment of the invention;
FIG. 2 is a flow chart of a method for eliminating steady-state deviation of a vehicle according to a second embodiment of the present invention;
FIG. 3a is a block diagram of a vehicle steady-state deviation elimination system according to a third embodiment of the invention;
FIG. 3b is a flowchart of a method for eliminating steady-state deviation of a vehicle according to a third embodiment of the present invention;
FIG. 3c is a schematic diagram of a steady state deviation measurement according to a third embodiment of the present invention;
FIG. 3d is a schematic diagram of a path tracking bias according to a third embodiment of the present invention;
fig. 4 is a schematic structural diagram of a steady-state deviation eliminating device for a vehicle according to a fourth embodiment of the present invention;
fig. 5 is a schematic structural diagram of a computer device according to a fifth embodiment of the present invention.
Detailed Description
The invention is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present invention are shown in the drawings.
Example 1
Fig. 1 is a flowchart of a method for eliminating steady-state deviation of a vehicle according to an embodiment of the invention. The embodiment is applicable to a case when steady-state deviation elimination is performed on an unmanned vehicle in running. The method may be performed by a vehicle steady state bias elimination device, which may be implemented in software and/or hardware, for example, the vehicle steady state bias elimination device may be configured in a computer device. As shown in fig. 1, the method includes:
s110, acquiring the current position deviation and the historical position deviation of the current running vehicle.
In this embodiment, the position deviation of the current running vehicle may be a deviation between the actual position of the current running vehicle and the planned position in the planned trajectory. Alternatively, the calculation of the positional deviations may each take the center of the rear axle of the currently running vehicle as the reference point.
Specifically, the current position deviation may be understood as a deviation between an actual position of the current running vehicle at the current time and a planned position at the current time in the planned track, and the historical position deviation may be understood as a deviation between an actual position of the current running vehicle at the historical time and a planned position at a corresponding historical time in the planned track. The historical time may be multiple times, and a specific setting manner of the historical time may be set according to an actual application scenario, which is not limited herein. Alternatively, a time point within a set period from the current time may be acquired as the history time, and a travel time point within a set distance from the current position may also be acquired as the history time.
S120, determining the steady state deviation of the current running vehicle according to the current position deviation and the historical position deviation.
In this embodiment, steady state deviation refers to a phenomenon of cornering of the front wheels of the vehicle due to mechanical or structural problems. It is considered that the running of the vehicle is continuous, i.e. the historical running state of the vehicle affects the running state at the present moment. In this embodiment, the steady-state deviation of the current running vehicle is determined and corrected in combination with the historical running state and the current running state of the vehicle, so that the running of the vehicle is closer to the planned path, and the safety of the current running vehicle is improved.
Alternatively, the characteristic values of the current position deviation and the historical position deviation may be calculated, and the calculated characteristic values are used as the steady-state deviation of the current running vehicle. For example, the average value of the current position deviation and the historical position deviation may be directly taken as the steady state deviation, or the average value may be taken as the steady state deviation after the weighted summation of the current position deviation and the historical position deviation.
On the basis of the scheme, considering that the steady-state deviation of the unmanned vehicle is easy to judge when the vehicle regularly runs, in order to ensure the accuracy of the steady-state deviation, a part of the regular running scenes of the vehicle can be preset as steady-state deviation determination scenes, such as straight-line running scenes, steady turning scenes and the like. And determining and correcting the steady-state deviation when the driving scene of the vehicle is a preset steady-state deviation determination scene. That is, determining a steady state deviation of the currently traveling vehicle based on the current position deviation and the historical position deviation includes: acquiring the driving scene characteristics of the current driving vehicle, and judging whether the current driving scene of the current driving vehicle is a steady-state deviation determination scene according to the driving scene characteristics; when the current driving scene is a steady-state deviation determination scene, taking the mean value of the current position deviation and the historical position deviation as the steady-state deviation. Alternatively, the current driving scene of the vehicle may be determined according to the driving scene characteristics of the vehicle, and when the current driving scene is a preset steady state deviation determination scene, the steady state deviation is determined according to the obtained current position deviation and the obtained historical position deviation, and when the current driving scene is not a preset steady state deviation determination scene, the current position deviation and the historical position deviation are not processed. The driving scene feature of the current driving scene may be a speed feature, a driving track feature, etc. of the current driving vehicle at a set time point.
Preferably, the method for obtaining the driving scene feature of the current driving vehicle, judging whether the current driving scene of the current driving vehicle is a steady state deviation determination scene according to the driving scene feature includes: acquiring curvature parameters of a running path of a current running vehicle, and judging whether the current running scene is a straight running scene or not according to the curvature parameters; when the current driving scene is a straight driving scene, the current driving scene is judged to be a steady-state deviation determination scene. In general, the steady-state deviation of the vehicle is most easily determined when the vehicle is traveling straight, and therefore the steady-state deviation can be determined and corrected when the currently traveling vehicle is traveling straight. Specifically, determining whether the vehicle is traveling straight may be determined based on a curvature parameter of a traveling path of the vehicle. For example, a historical curvature parameter of a running track of a current running vehicle at a historical moment and a current curvature parameter of the running track of the current running vehicle at the current moment are obtained, and whether the current running vehicle runs in a straight line or not is judged according to the historical curvature parameter and the current curvature parameter. In one embodiment, a curvature threshold may be preset, and when the average value of the historical curvature parameter and the current curvature parameter is smaller than the preset curvature threshold, and both the historical curvature threshold parameter and the current curvature parameter are smaller than the preset curvature threshold, the current running scene of the current running vehicle is determined to be a straight running scene; otherwise, continuing to collect the running data of the current running vehicle to judge.
S130, determining a target compensation angle according to the steady-state deviation and the current vehicle speed, and generating a control signal to control the current running vehicle to run based on the target compensation angle.
In consideration of the fact that the influence of the vehicle speed on the compensation angle is large, in the embodiment, the correction of the steady-state deviation is performed by combining the steady-state deviation of the current running vehicle and the current vehicle speed, so that the correction of the steady-state deviation is more reasonable. The target compensation angle may be determined according to a preset compensation angle determination model (such as a neural network model), or may be determined according to a preset calibration table.
It can be understood that after the target compensation angle is determined, the determined target compensation angle needs to be considered in the subsequent vehicle control, so that the accuracy and the safety of the driving process are ensured. For example, assuming that the target compensation angle is 2 °, and the front wheel is determined to deflect by 5 ° according to the path plan, a control instruction of 7 ° of front wheel deflection is generated to control the front wheel deflection.
In one embodiment of the present invention, before determining the target compensation angle according to the steady state deviation and the current vehicle speed, the method further includes: acquiring running information of a current running vehicle running in a straight line within a set distance; and constructing a compensation rotation angle calibration table according to the driving position deviation, the driving speed and the front wheel rotation angle in the driving information. Optionally, a compensation angle calibration table may be pre-constructed, so as to determine the target compensation angle according to the pre-constructed compensation angle calibration table when the unmanned vehicle is driving. Optionally, constructing the compensation angle calibration table requires that the vehicle travel a certain distance along a set straight line, measuring left deviation or right deviation of the vehicle relative to the set straight line, determining compensation angles under different travel speeds of different deviations, and constructing the compensation angle calibration table.
Correspondingly, determining the target compensation angle according to the steady-state deviation and the current vehicle speed comprises the following steps: and taking the compensation rotation angle corresponding to the steady-state deviation and the current vehicle speed in the compensation rotation angle calibration table as a target compensation angle. And searching a compensation rotation angle corresponding to the steady-state deviation and the current vehicle speed in a compensation rotation angle calibration table as a target compensation angle.
The embodiment of the invention obtains the current position deviation and the historical position deviation of the current running vehicle; determining a steady state deviation of the current running vehicle according to the current position deviation and the historical position deviation; the method comprises the steps of determining a target compensation angle according to a steady-state deviation and a current vehicle speed, generating a control signal based on the target compensation angle to control the current running vehicle to run, determining the steady-state deviation by combining a historical position deviation and the current position deviation, determining the target compensation angle according to the steady-state deviation and the current vehicle speed, and controlling the running of the vehicle based on the target compensation angle, so that the steady-state deviation in the running process of the vehicle is accurately and reasonably eliminated.
Example two
Fig. 2 is a flowchart of a method for eliminating steady-state deviation of a vehicle according to a second embodiment of the present invention. The embodiment is further optimized based on the scheme. As shown in fig. 2, the method includes:
s210, acquiring the current position deviation and the historical position deviation of the current running vehicle.
S220, determining the steady state deviation of the current running vehicle according to the current position deviation and the historical position deviation.
S230, comparing the steady-state deviation with a set deviation threshold, and determining a target compensation angle according to the steady-state deviation and the current vehicle speed when the steady-state deviation is smaller than the set deviation threshold.
In this embodiment, in order to correct the steady-state deviation more accurately and reasonably, a determination condition of the steady-state deviation may be added, so as to determine the state of the vehicle more accurately. Alternatively, the determination condition of the steady state deviation may be to determine whether the steady state deviation is smaller than a preset deviation threshold. When the steady-state deviation is smaller than a preset deviation threshold, indicating that the steady-state deviation of the vehicle can be eliminated through compensation, determining a target compensation angle according to the steady-state deviation and the current vehicle speed to eliminate the steady-state deviation; when the steady-state deviation is not smaller than the preset deviation threshold, the steady-state deviation of the vehicle cannot be eliminated through compensation, and the front wheels need to be manually corrected in structure to eliminate the steady-state deviation of the vehicle. The deviation threshold can be set according to actual requirements.
S240, generating a control signal based on the target compensation angle to control the running of the current running vehicle.
S250, when the steady-state deviation is not smaller than the set deviation threshold, deviation alarm information is generated.
When the steady state deviation is not smaller than the set deviation threshold, deviation alarm information is generated, so that a worker can carry out structural correction according to the front wheels of the vehicle according to the deviation alarm information, and the running safety of the vehicle is ensured.
The embodiment of the invention adds the judging condition of the steady-state deviation on the basis of the embodiment, compares the steady-state deviation with the set deviation threshold, determines the target compensation angle according to the steady-state deviation and the current vehicle speed when the steady-state deviation is smaller than the set deviation threshold, and compensates based on the target compensation angle, so that the elimination of the steady-state deviation of the vehicle is more reasonable.
Example III
This embodiment provides a preferred embodiment on the basis of the above-described embodiments.
The vehicle steady-state deviation elimination method provided by the present embodiment may be executed by a steady-state deviation elimination system. Fig. 3a is a block diagram of a vehicle steady-state deviation eliminating system according to a third embodiment of the present invention. As shown in fig. 3a, the vehicle steady-state deviation elimination system comprises a historical deviation module, a steady-state deviation judgment module, a steady-state deviation control module, a safety alarm module, a steady-state deviation compensation calibration table module and the like.
Fig. 3b is a flowchart of a method for eliminating steady-state deviation of a vehicle according to a third embodiment of the present invention, where, as shown in fig. 3b, the method for eliminating steady-state deviation of a vehicle includes:
s310, constructing a steady-state deviation compensation calibration table.
The most straightforward way to eliminate the steady state deviation is to give the front wheel steering angle a certain compensation angle (i.e. the target compensation angle), where the compensation angle is directly related to the magnitude of the steady state deviation.
Fig. 3c is a schematic diagram of steady-state deviation measurement according to a third embodiment of the present invention, where, as shown in fig. 3c, performing steady-state deviation angle compensation requires that the vehicle travel a certain distance s along a set straight line, and measuring the deviation e_l (left deviation) or e_r (right deviation) of the vehicle relative to the set straight line. In order to meet the zero offset requirement of the vehicle, the requirements of |e_l|be less than or equal to e are met max Or |e_r|is less than or equal to e max ，e max For setting the deviation threshold, i.e. the set allowed vehicle zero deviation maximum. When the vehicle is subjected to zero offset correction, the zero offset value of the vehicle is only required to be smaller than the set zero offset maximum value. The compensation method has no problem when the vehicle speed is low, but for a vehicle running at a high speed, when the steady state deviation is constant, the influence of the vehicle speed on the compensation angle is very large. To more accurately eliminate steady state deviations, a calibration table of speed, steady state deviation, and output angle needs to be constructed. In the process of constructing the calibration table, the state quantity is the vehicle speed v and the position deviation e, and the calibrated quantity is the compensated front wheel rotation angle delta, and the example is shown in table 1.
TABLE 1
After the calibration table is determined, a specific steady state deviation is obtained and then the vehicle speed information is combined, so that the table can be checked. In a specific table look-up process, two-dimensional linear interpolation is required for the deviation and the speed to obtain a more accurate compensation angle.
S320, calculating steady-state deviation.
In the process of vehicle control, the calculation of the deviation takes the center of the rear axle of the vehicle as a reference point. The deviation of the vehicle lateral control includes a real-time position deviation and a history deviation. Fig. 3d is a schematic diagram of a path tracking deviation according to a third embodiment of the present invention. As shown in fig. 3d, the lateral deviations of the track traces recorded to have traveled are e_h1, e_h2, e_h … … e_hn, respectively, and the lateral trace deviation at the current time of the vehicle is e_n. For convenience of storage, the deviation of the historical travel track is recorded only for a certain time Δt.
S330, judging the steady state deviation.
After the lateral position deviation of the vehicle in Δt time is obtained, it is necessary to determine the acquired deviation. Since steady-state deviations of the vehicle are most easily determined when the vehicle is traveling straight, it is possible to determine the approximate curvature of the trajectory over which these deviations travel to estimate the degree of tortuosity of the historical trajectory.
From the above, the historical deviation of the acquisition over Δt time is e_h 1 、e_h 2 、e_h 3 ……e_h n Acquiring curvature kappa of corresponding path point 1 、κ 2 、κ 2 ……κ n The average curvature of the history trace isThe maximum curvature in the historical track points is κ max When determining whether the history track is a straight path, the average curvature value and the maximum curvature of the reference straight path are set to +.>And kappa (kappa) max_ref If at the same time satisfyIt can be determined that the historical track is a section that can be used as a test steady state deviation, otherwise it is necessary to continue to collect data and make a determination.
After determining that the historical track is a road segment that can be used as a test steady state deviation, the steady state deviation of the vehicle can be determined byObtained.
S340, correcting steady-state deviation.
In the present embodiment, a safety threshold value of steady-state deviation is set to be e max When the steady state deviatesLess than the safety threshold e max And when the compensation is performed, the compensation can be performed, the target compensation angle is determined by searching the calibration plate, and the calibration is performed based on the target compensation angle.
S350, safety alarming.
When the steady state deviatesNot less than the safety threshold e max And generating alarm information to prompt a worker to structurally correct the front wheels of the vehicle so as to ensure the running safety of the vehicle.
According to the embodiment of the invention, the vehicle steady-state deviation is monitored by combining the historical driving state with the current driving state of the unmanned vehicle, and the corresponding control method is designed to eliminate the steady-state deviation, so that the control precision of the unmanned vehicle is improved, and the control requirements of the unmanned vehicle under different road conditions are met.
Example IV
Fig. 4 is a schematic structural diagram of a vehicle steady-state deviation eliminating device according to a fourth embodiment of the present invention. The vehicle steady state deviation elimination device may be implemented in software and/or hardware, for example, the vehicle steady state deviation elimination device may be configured in a computer device. As shown in fig. 4, the apparatus includes a position deviation acquisition module 410, a steady state deviation determination module 420, and a steady state deviation elimination module 430, wherein:
a position deviation obtaining module 410, configured to obtain a current position deviation and a historical position deviation of a current running vehicle;
a steady state deviation determining module 420 for determining a steady state deviation of the current traveling vehicle based on the current position deviation and the historical position deviation;
the steady-state deviation elimination module 430 is configured to determine a target compensation angle according to the steady-state deviation and the current vehicle speed, and generate a control signal to control the current running vehicle to run based on the target compensation angle.
According to the embodiment of the invention, the current position deviation and the historical position deviation of the current running vehicle are obtained through the position deviation obtaining module; the steady-state deviation determining module determines the steady-state deviation of the current running vehicle according to the current position deviation and the historical position deviation; the steady-state deviation elimination module determines a target compensation angle according to the steady-state deviation and the current vehicle speed, generates a control signal based on the target compensation angle to control the current running vehicle to run, determines the steady-state deviation by combining the historical position deviation and the current position deviation, determines the target compensation angle according to the steady-state deviation and the current vehicle speed, controls the running of the vehicle based on the target compensation angle, and achieves accurate and reasonable elimination of the steady-state deviation in the running process of the vehicle.
Optionally, based on the above scheme, the steady-state deviation determining module 420 is specifically configured to:
acquiring the driving scene characteristics of the current driving vehicle, and judging whether the current driving scene of the current driving vehicle is a steady-state deviation determination scene according to the driving scene characteristics;
when the current driving scene is a steady-state deviation determination scene, taking the mean value of the current position deviation and the historical position deviation as the steady-state deviation.
Optionally, based on the above scheme, the steady-state deviation determining module 420 is specifically configured to:
acquiring curvature parameters of a running path of a current running vehicle, and judging whether the current running scene is a straight running scene or not according to the curvature parameters;
when the current driving scene is a straight driving scene, the current driving scene is judged to be a steady-state deviation determination scene.
Optionally, on the basis of the above scheme, the device further includes a calibration table construction module, configured to:
acquiring running information of a current running vehicle in a straight running mode within a set distance before a target compensation angle is determined according to the steady-state deviation and the current vehicle speed;
and constructing a compensation rotation angle calibration table according to the driving position deviation, the driving speed and the front wheel rotation angle in the driving information.
Optionally, based on the above scheme, the steady-state deviation elimination module 430 is specifically configured to:
and taking the compensation rotation angle corresponding to the steady-state deviation and the current vehicle speed in the compensation rotation angle calibration table as a target compensation angle.
Optionally, based on the above scheme, the steady-state deviation elimination module 430 is specifically configured to:
and comparing the steady-state deviation with a set deviation threshold, and determining a target compensation angle according to the steady-state deviation and the current vehicle speed when the steady-state deviation is smaller than the set deviation threshold.
Optionally, based on the above scheme, the steady-state deviation elimination module 430 is further configured to:
and when the steady-state deviation is not smaller than the set deviation threshold value, generating deviation alarm information.
The vehicle steady state deviation eliminating device provided by the embodiment of the invention can execute the vehicle steady state deviation eliminating method provided by any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the executing method.
Example five
Fig. 5 is a schematic structural diagram of a computer device according to a fifth embodiment of the present invention. Fig. 5 illustrates a block diagram of an exemplary computer device 512 suitable for use in implementing embodiments of the present invention. The computer device 512 shown in fig. 5 is merely an example, and should not be construed as limiting the functionality and scope of use of embodiments of the present invention.
As shown in FIG. 5, computer device 512 is in the form of a general purpose computing device. Components of computer device 512 may include, but are not limited to: one or more processors 516, a system memory 528, a bus 518 that connects the various system components (including the system memory 528 and the processor 516).
Bus 518 represents one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, a processor 516, or a local bus using any of a variety of bus architectures. By way of example, and not limitation, such architectures include Industry Standard Architecture (ISA) bus, micro channel architecture (MAC) bus, enhanced ISA bus, video Electronics Standards Association (VESA) local bus, and Peripheral Component Interconnect (PCI) bus.
Computer device 512 typically includes a variety of computer system readable media. Such media can be any available media that is accessible by computer device 512 and includes both volatile and nonvolatile media, removable and non-removable media.
The system memory 528 may include computer system readable media in the form of volatile memory, such as Random Access Memory (RAM) 530 and/or cache memory 532. The computer device 512 may further include other removable/non-removable, volatile/nonvolatile computer system storage media. By way of example only, storage 534 may be used to read from or write to a non-removable, non-volatile magnetic media (not shown in FIG. 5, commonly referred to as a "hard disk drive"). Although not shown in fig. 5, a magnetic disk drive for reading from and writing to a removable non-volatile magnetic disk (e.g., a "floppy disk"), and an optical disk drive for reading from or writing to a removable non-volatile optical disk (e.g., a CD-ROM, DVD-ROM, or other optical media) may be provided. In such cases, each drive may be coupled to bus 518 through one or more data media interfaces. Memory 528 may include at least one program product having a set (e.g., at least one) of program modules configured to carry out the functions of embodiments of the invention.
A program/utility 540 having a set (at least one) of program modules 542 may be stored in, for example, memory 528, such program modules 542 including, but not limited to, an operating system, one or more application programs, other program modules, and program data, each or some combination of which may include an implementation of a network environment. Program modules 542 generally perform the functions and/or methods in the described embodiments of the invention.
The computer device 512 may also communicate with one or more external devices 514 (e.g., keyboard, pointing device, display 524, etc.), one or more devices that enable a user to interact with the computer device 512, and/or any devices (e.g., network card, modem, etc.) that enable the computer device 512 to communicate with one or more other computing devices. Such communication may occur through an input/output (I/O) interface 522. Also, the computer device 512 may communicate with one or more networks such as a Local Area Network (LAN), a Wide Area Network (WAN) and/or a public network, such as the Internet, through a network adapter 520. As shown, network adapter 520 communicates with other modules of computer device 512 via bus 518. It should be appreciated that although not shown, other hardware and/or software modules may be used in connection with computer device 512, including, but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, data backup storage systems, and the like.
The processor 516 executes various functional applications and data processing by running programs stored in the system memory 528, for example, to implement a vehicle steady-state deviation elimination method provided by an embodiment of the present invention, the method comprising:
acquiring the current position deviation and the historical position deviation of the current running vehicle;
determining a steady state deviation of the current running vehicle according to the current position deviation and the historical position deviation;
and determining a target compensation angle according to the steady-state deviation and the current vehicle speed, and generating a control signal to control the current running vehicle to run based on the target compensation angle.
Of course, those skilled in the art will understand that the processor may also implement the technical solution of the method for eliminating the steady-state deviation of the vehicle provided by any embodiment of the present invention.
Example six
The sixth embodiment of the present invention also provides a computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements the method for eliminating steady-state deviation of a vehicle provided by the embodiment of the present invention, the method comprising:
acquiring the current position deviation and the historical position deviation of the current running vehicle;
determining a steady state deviation of the current running vehicle according to the current position deviation and the historical position deviation;
and determining a target compensation angle according to the steady-state deviation and the current vehicle speed, and generating a control signal to control the current running vehicle to run based on the target compensation angle.
Of course, the computer-readable storage medium provided by the embodiments of the present invention, on which the computer program stored, is not limited to the above-described method operations, but may also perform the related operations of the vehicle steady-state deviation elimination method provided by any of the embodiments of the present invention.
The computer storage media of embodiments of the invention may take the form of any combination of one or more computer-readable media. The computer readable medium may be a computer readable signal medium or a computer readable storage medium. The computer readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples (a non-exhaustive list) of the computer-readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In this document, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.
The computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, either in baseband or as part of a carrier wave. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device.
Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.
Computer program code for carrying out operations of the present invention may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, smalltalk, C ++ and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any kind of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or may be connected to an external computer (for example, through the Internet using an Internet service provider).
Note that the above is only a preferred embodiment of the present invention and the technical principle applied. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, while the invention has been described in connection with the above embodiments, the invention is not limited to the embodiments, but may be embodied in many other equivalent forms without departing from the spirit or scope of the invention, which is set forth in the following claims.

Claims (9)

1. A vehicle steady-state deviation elimination method, characterized by comprising:
acquiring a current position deviation and a historical position deviation of a current running vehicle, wherein the current position deviation is the deviation between the actual position of the current running vehicle at the current moment and the planned position at the current moment in a planned track, and the historical position deviation is the deviation between the actual position of the current running vehicle at the historical moment and the planned position at the corresponding historical moment in the planned track;
determining a steady state deviation of the current running vehicle according to the current position deviation and the historical position deviation;
determining a target compensation angle according to the steady-state deviation and the current vehicle speed, and generating a control signal to control the current running vehicle to run based on the target compensation angle;
wherein, the determining the target compensation angle according to the steady state deviation and the current vehicle speed comprises:
and taking a compensation corner corresponding to the steady-state deviation and the current vehicle speed in a compensation corner calibration table as the target compensation angle, wherein the compensation corner calibration table is constructed by measuring left deviation or right deviation of the vehicle relative to set straight running and determining compensation angles under different running speeds of different deviations.
2. The method of claim 1, wherein said determining a steady state deviation of a currently traveling vehicle from said current position deviation and said historical position deviation comprises:
acquiring the driving scene characteristics of the current driving vehicle, and judging whether the current driving scene of the current driving vehicle is a steady-state deviation determination scene or not according to the driving scene characteristics;
and when the current driving scene is a steady-state deviation determination scene, taking the average value of the current position deviation and the historical position deviation as the steady-state deviation.
3. The method according to claim 2, wherein the acquiring the driving scene feature of the current driving vehicle, and determining whether the current driving scene of the current driving vehicle is a steady-state deviation determination scene according to the driving scene feature, includes:
acquiring curvature parameters of a running path of the current running vehicle, and judging whether the current running scene is a straight running scene or not according to the curvature parameters;
and when the current driving scene is a straight driving scene, judging that the current driving scene is a steady state deviation determining scene.
4. The method of claim 1, wherein the constructing of the compensation angle calibration table comprises:
acquiring running information of the current running vehicle in a straight running mode within a set distance;
and constructing a compensation rotation angle calibration table according to the running position deviation, the running speed and the front wheel rotation angle in the running information.
5. The method of claim 1, further comprising, prior to determining a target compensation angle based on the steady state deviation and a current vehicle speed:
and comparing the steady-state deviation with a set deviation threshold, and determining a target compensation angle according to the steady-state deviation and the current vehicle speed when the steady-state deviation is smaller than the set deviation threshold.
6. The method as recited in claim 5, further comprising:
and generating deviation alarm information when the steady-state deviation is not smaller than the set deviation threshold value.
7. A vehicle steady-state deviation elimination device, characterized by comprising:
the position deviation acquisition module is used for acquiring the current position deviation and the historical position deviation of the current running vehicle, wherein the current position deviation is the deviation between the actual position of the current running vehicle at the current moment and the planned position at the current moment in the planned track, and the historical position deviation is the deviation between the actual position of the current running vehicle at the historical moment and the planned position at the corresponding historical moment in the planned track;
the steady-state deviation determining module is used for determining the steady-state deviation of the current running vehicle according to the current position deviation and the historical position deviation;
the steady-state deviation elimination module is used for determining a target compensation angle according to the steady-state deviation and the current vehicle speed and generating a control signal to control the current running vehicle to run based on the target compensation angle;
the steady-state deviation elimination module is specifically used for:
and taking a compensation corner corresponding to the steady-state deviation and the current vehicle speed in a compensation corner calibration table as a target compensation angle, wherein the compensation corner calibration table is constructed by measuring left deviation or right deviation of the vehicle relative to the set straight running and determining compensation angles under different running speeds of different deviations.
8. A computer device, the device comprising:
one or more processors;
a storage means for storing one or more programs;
the one or more programs, when executed by the one or more processors, cause the one or more processors to implement the vehicle steady state bias elimination method of any of claims 1-6.
9. A computer-readable storage medium, on which a computer program is stored, characterized in that the program, when executed by a processor, implements the vehicle steady-state deviation elimination method according to any one of claims 1-6.
CN202011333990.2A 2020-11-24 2020-11-24 Method, device, equipment and storage medium for eliminating steady-state deviation of vehicle Active CN113753024B (en)

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