CN114415649A - Automatic driving low-speed motion control method and device - Google Patents
Automatic driving low-speed motion control method and device Download PDFInfo
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- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0231—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means
- G05D1/0238—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means using obstacle or wall sensors
- G05D1/024—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means using obstacle or wall sensors in combination with a laser
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- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
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- G05D1/02—Control of position or course in two dimensions
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- G05D1/02—Control of position or course in two dimensions
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- G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
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- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
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- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0276—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle
- G05D1/0278—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle using satellite positioning signals, e.g. GPS
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Abstract
The invention provides a control method for automatically driving low-speed motion, which comprises the following steps: calculating a first target rotation angle from a first control period to a D control period through a first control algorithm according to the current absolute position and the planned path of the vehicle; wherein D is related to vehicle latency; calculating a second target corner of the vehicle in the D +1 control period through a first control algorithm according to the absolute position of the vehicle in the D +1 control period and the planned path until calculating an Nth target corner of the vehicle in the D + N-1 control period; wherein N is related to the safe distance and the speed of the vehicle; when an obstacle exists in any one of the first envelope curve, the second envelope curve and the Nth envelope curve, searching according to a target corner of a control cycle corresponding to the envelope curve with the obstacle and a preset angle step length to determine a safe corner; and in a control period corresponding to the envelope curve with the obstacle, driving according to the safe steering angle. Thus, the obtained envelope curve is more real, and the tracking deviation is reduced.
Description
Technical Field
The invention relates to the field of data processing, in particular to a method and a device for controlling automatic driving low-speed movement.
Background
During the driving process of the unmanned vehicle, safety problems are always well concerned. Because the direct operation of a driver is lacked, the driving safety and stability characteristics of the vehicle mostly depend on the algorithm, the intelligent degree of the unmanned vehicle is directly determined by the quality of the algorithm, and the most fundamental purpose of developing the unmanned vehicle is to reduce the cost of manpower and material resources on the premise of ensuring the safety, so that a set of safety algorithm considering the whole scene is necessary.
In the prior art, the automatic driving low-speed motion control method comprises the following steps: and according to the relative position relation between the current vehicle and the planned path, the transverse controller of the unmanned vehicle calculates a target turning angle of the wheels and drives according to the target turning angle.
However, although the method of considering only the fixed steering angle can improve the traveling safety of the low-speed vehicle, the method does not sufficiently consider characteristics such as a delay time of the vehicle and an optimal tracking of the road, and thus has the following disadvantages.
The first disadvantage is that if the delay of the vehicle is 300ms, the target corner calculated based on the current path cannot be timely transmitted to the vehicle bottom layer execution mechanism due to the delay, and the judgment angle in the prior art is predicted based on the target corner, so that the parking logic is triggered to a great extent.
And secondly, the safety angle searched based on the fixed corner forces the tracking deviation (the distance from the actual driving path of the vehicle to the target path) of the vehicle to be too large in a specific state, so that the tracking cost is increased, and the passable width of the road is increased. If a road with limited traffic width is encountered, the vehicle cannot pass smoothly by the method in the prior art, see fig. 1. If the tracking deviation in fig. 1 is too large, the vehicle cannot pass smoothly on certain road sections.
Disclosure of Invention
An embodiment of the present invention provides an automatic driving low-speed motion control method and an automatic driving low-speed motion control device, so as to solve the problems of the prior art that a parking logic is erroneously triggered due to no consideration of a vehicle delay and a tracking deviation is too large.
To solve the above problem, in a first aspect, the present invention provides an automatic driving low-speed motion control method, including:
calculating a first target rotation angle from a first control period to a D control period through a first control algorithm according to the current absolute position and the planned path of the vehicle; wherein D is related to vehicle latency;
calculating the absolute position of the vehicle in the D +1 control period according to the first target corner;
calculating a second target corner of the vehicle in the D +1 control period through a first control algorithm according to the absolute position of the vehicle in the D +1 control period and the planned path until calculating an Nth target corner of the vehicle in the D + N-1 control period; wherein N is related to the safe distance and the speed of the vehicle;
calculating a first envelope curve of the vehicle in each control period from the first control period to the D control period according to the first target steering angle and the absolute position of the vehicle at the first target steering angle, and calculating a second envelope curve of the vehicle in the D +1 control period according to the second target steering angle and the absolute position of the vehicle at the second target steering angle until calculating an N envelope curve of the vehicle in the D + N-1 control period according to the N target steering angle and the absolute position of the vehicle at the N target steering angle;
when an obstacle exists in any one of the first envelope curve, the second envelope curve and the Nth envelope curve, searching according to a target corner of a control cycle corresponding to the envelope curve with the obstacle and a preset angle step length to determine a safe corner;
and in a control period corresponding to the envelope curve with the obstacle, driving according to the safe steering angle.
In a possible implementation manner, the step D relating to vehicle delay specifically includes:
according to the formula
Calculating the number of control cycles related to the delay time;
wherein D is the number of control cycles related to the delay time, T is the delay time of the vehicle, the unit is millisecond, and F is the operation frequency of the control node.
In a possible implementation manner, the step of correlating N with the vehicle safe distance and the vehicle speed specifically includes:
according to the formula
Calculating the number of control cycles;
wherein distance _ safe is the safe distance of the vehicle, V is the vehicle speed, and F is the operation frequency of the control node.
In a possible implementation manner, the calculating an absolute position of the vehicle in the D +1 th control period according to the first target steering angle specifically includes:
calculating the relative position of the vehicle in the D +1 control period relative to the D control period according to the first target steering angle and the absolute position of the vehicle in the D control period corresponding to the first target steering angle;
and calculating the absolute position of the vehicle in the D +1 control period according to the absolute position of the vehicle in the D control period and the relative position.
In one possible implementation manner, the first envelope line, the second envelope line, and the nth envelope line are rectangular frames formed by taking an absolute position of the vehicle in a corresponding control period as a center of a rectangular frame, and taking four corner points determined according to a target corner, a vehicle length, and a vehicle width of the corresponding control period as four corner points of the rectangle.
In one possible implementation manner, before the driving according to the safe steering angle in the control cycle corresponding to the envelope where the obstacle exists, the method further includes:
comparing the safe corner with a limit corner;
and when the safe corner is not larger than the limit corner, the safe corner is sent to a bottom layer controller, the bottom layer controller generates a steering angle according to the safe corner and sends the steering angle to a steering system, and the steering system controls the steering of the vehicle according to the steering angle.
In one possible implementation, the method further includes:
when the safe corner is larger than the limit corner, a parking instruction is generated;
and sending the parking instruction to a bottom controller, and controlling the vehicle to stop running by the power system after the bottom controller sends the parking instruction to the power system.
In a second aspect, the present invention provides an autonomous driving low-speed motion control apparatus, comprising:
the calculation unit is used for calculating a first target rotation angle from a first control period to a D control period through a first control algorithm according to the current absolute position and the planned path of the vehicle; wherein D is related to vehicle latency;
the calculating unit is further used for calculating the absolute position of the vehicle in the D +1 control period according to the first target turning angle;
the calculation unit is further used for calculating a second target corner of the vehicle in the D +1 control period through a first control algorithm according to the absolute position of the vehicle in the D +1 control period and the planned path until the Nth target corner of the vehicle in the D + N-1 control period is calculated; wherein N is related to the safe distance and the speed of the vehicle;
the calculating unit is further used for calculating a first envelope curve of the vehicle in each of a first control period to a D control period according to the first target steering angle and the absolute position of the vehicle at the first target steering angle, and calculating a second envelope curve of the vehicle in a D +1 control period according to the second target steering angle and the absolute position of the vehicle at the second target steering angle until the N envelope curve of the vehicle in the D + N-1 control period is calculated according to the N target steering angle and the absolute position of the vehicle at the N target steering angle;
a determining unit, configured to search according to a preset angle step length for a target corner of a control cycle corresponding to an envelope where an obstacle exists when the obstacle exists in any one of the first envelope, the second envelope, and the nth envelope, and determine a safe corner;
and the control unit is used for driving according to the safe steering angle in a control period corresponding to the envelope curve with the obstacle.
In a third aspect, the invention provides an apparatus comprising a memory for storing a program and a processor for performing the method of any of the first aspects.
In a fourth aspect, the present invention provides a computer program product comprising instructions which, when run on a computer, cause the computer to perform the method according to any one of the first aspect.
In a fifth aspect, the invention provides a computer readable storage medium having stored thereon a computer program which, when executed by a processor, performs the method of any of the first aspects.
By applying the automatic driving low-speed motion control method and device provided by the application, a plurality of control periods are divided into short control periods one by one, the target corner of each short control period is dynamically predicted according to the target corner of the last short control period as a reference, the obtained envelope line is closer to the real situation, the false triggering of parking logic is reduced, the tracking cost is lower, the control precision of a vehicle is effectively improved, and the passable width of a road is reduced.
Drawings
FIG. 1 is a schematic diagram of a predicted road tracking trajectory in a prior art autopilot low speed motion control method;
FIG. 2 is a schematic flow chart of a method for controlling an automatic driving low-speed movement according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of a target steering angle of a vehicle during different control cycles according to an embodiment of the present invention;
FIG. 4 is a schematic diagram illustrating a predicted track path of a road in an automatic driving low-speed motion control method according to an embodiment of the invention;
fig. 5 is a schematic structural diagram of an automatic driving low-speed motion control device according to a second embodiment of the present invention.
Detailed Description
The present application will be described in further detail with reference to the following drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the relevant invention and not restrictive of the invention. It should be further noted that, for the convenience of description, only the portions related to the related invention are shown in the drawings.
It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present application will be described in detail below with reference to the embodiments with reference to the attached drawings.
Fig. 2 is a schematic flow chart of an automatic driving low-speed motion Control method according to an embodiment of the present invention, which may be applied to an unmanned Vehicle, and when the method is applied to the unmanned Vehicle, an execution subject of the method is an Automatic Vehicle Control Unit (AVCU), that is, a central processing Unit of the unmanned Vehicle is equivalent to a "brain" of the unmanned Vehicle. As shown in fig. 1, the present application includes the steps of:
Before step 201, the method further includes:
the vehicle is provided with sensors such as a laser radar, an Inertial Measurement Unit (IMU), an ultrasonic radar, a vision module, a Global Positioning System (GPS) and the like, the environment perception information can be obtained through the above 4 sensors, the environment perception data is obtained after fusion, and meanwhile, the differential GPS can obtain the current absolute position information of the vehicle. And the vehicle carries out global path planning according to the environment perception data, the current absolute position information and the map data to obtain a planned path.
Specifically, step 201 includes the following:
first, discretization processing may be performed on the vehicle dynamic model to obtain an approximate discretization model of the vehicle dynamic model. The steering angle of the front wheel in the lateral control parameter, which may be referred to herein as a target steering angle, may then be derived based on the approximate discretization model in the vehicle coordinate system in conjunction with the state of the vehicle under conditions of minimum control error of the vehicle according to a first control algorithm.
The state of the vehicle can be obtained according to the current absolute position and the planned path of the vehicle. The first control algorithm may be a Linear Quadratic Regulator (LQR) algorithm. According to the algorithm, the optimal control quantity can be calculated, and the optimal controller is used as the target rotation angle. The specific calculation process of the algorithm here belongs to the prior art in the field, and is not described here again.
Further, the vehicle delay is taken into consideration, and in order to reduce prediction errors caused by the delay, D can be calculated according to the delay time, and the target rotation angle is kept as the target rotation angle of the first control period in the control period 1-D under the action of the delay time.
Wherein, can be according to the formula
Calculating the number of control cycles related to the delay time; d is the number of control cycles related to the delay time, T is the delay time of the vehicle, the unit is millisecond, and F is the operation frequency of the control node.
In step 202, the absolute position of the vehicle in the D +1 control period is calculated according to the first target steering angle.
Specifically, the relative position of the vehicle in the D +1 control period with respect to the D control period is predicted with the first target steering angle of the D control period, the actual absolute position of the vehicle in the D control period, and the duration of the D to D +1 control periods.
Wherein, for the convenience of calculation, the relative position of the D +1 th period can be converted into the absolute position of the D +1 th control period in the vehicle coordinate system. Specifically, the absolute position of the vehicle in the vehicle coordinate system and the relative position of the D +1 th control period may be determined according to the D th control period, which is not described herein again.
And step 203, calculating a second target rotation angle of the vehicle in the D +1 control period through a first control algorithm according to the absolute position of the vehicle in the D +1 control period and the planned path until calculating an Nth target rotation angle of the vehicle in the D + N-1 control period.
Specifically, in the D +1 control period, after the absolute position of the vehicle in the control period is predicted, the second target steering angle of the vehicle in the D +1 control period is calculated by using the LQR algorithm, similarly to step 201. Subsequently, step 203 is repeated to calculate a third target steering angle for the D +2 control cycle until an nth target steering angle for the vehicle in the D + N-1 control cycle is calculated, and the calculated target steering angle for each control cycle is shown in fig. 3.
Wherein according to the formula
Calculating the number of control cycles; +, -/012 _ -/32 is vehicle safety distance, is a constant, V is vehicle speed, can be obtained according to a wheel speed meter when the vehicle runs at low speed, such as during sweeping, and can be obtained according to a differential GPS when the vehicle runs at high speed.
The envelope is, in effect, the collection of vehicle profiles for the unmanned vehicle at a particular corner. According to the method, the central point of the rear axle of the vehicle is used as the origin (0, 0), the length of the vehicle and the width of the vehicle are used as the basis, relative coordinate points of four angular points of the front, the rear, the left and the right of the vehicle can be obtained according to the predicted absolute position of the vehicle in each control period and the predicted target corner, the coordinates of the four angular points are connected to form a rectangular frame, and the rectangular frame is used as an envelope line.
According to the method, the envelope curve corresponding to each control period of the vehicle in the first to the D + N-1 control periods can be obtained. And then judging whether an obstacle exists in the envelope line according to the envelope line and the environment perception data, and if so, avoiding the obstacle, and searching by a preset angle step length according to the target corner of the control period to obtain the safe corner. The safe corner is a corner corresponding to the obstacle avoided by the vehicle after multiple searches.
Here, it is also necessary to determine whether the safe corner exceeds the limit corner of the vehicle, and when the safe corner does not exceed the limit corner, the safe corner is output and sent to the underlying Controller through a Controller Area Network (CAN) bus, and after a certain data format is processed according to the safe corner, the underlying Controller outputs a corresponding steering angle and sends the steering angle to the steering system, and the steering system performs steering control according to the steering angle, so as to perform obstacle avoidance driving.
When the safe corner exceeds the limit corner, a parking instruction can be generated and issued to the bottom controller, so that the bottom controller generates a parking signal according to the parking instruction and sends the parking signal to the power system, and the power system controls the vehicle to stop running according to the parking signal. Therefore, the target steering angle in the next prediction cycle is predicted based on the target steering angle in the previous prediction cycle, and therefore, the tracking deviation is reduced, and the vehicle control accuracy is improved.
The limit rotation angle is a mechanical characteristic parameter of the vehicle, and is a maximum angle that the steering wheel of the vehicle can reach to the left and the right.
And step 205, when an obstacle exists in any one of the first envelope curve, the second envelope curve and the nth envelope curve, searching according to a target corner of a control cycle corresponding to the envelope curve with the obstacle and a preset angle step length to determine a safe corner.
Here, the preset angle step may be represented as Δ angle, and the safety rotation angle may be represented as angle. The safe corner can be represented by a target corner corresponding to the control period and a preset angle length, namely:
angle＝targetangle_n±Δangle(n＝1,2,…D+N-1)。
and step 206, driving according to the safe steering angle in the control period corresponding to the envelope curve with the obstacle.
Referring to fig. 4, after the safe corner is calculated, the road tracking trajectory route when the vehicle is driven according to the safe corner is shown in fig. 4, and comparing fig. 1 and fig. 4, it can be seen that the road tracking trajectory route tracking deviation generated by the automatic driving low-speed motion control method provided by the present application is smaller.
According to the automatic driving low-speed motion control method, the multiple control periods are divided into the short control periods one by one, the target corner of each short control period is dynamically predicted according to the target corner of the last short control period as a reference, the obtained envelope line is closer to the real situation, the tracking cost is lower, the control precision of a vehicle is effectively improved, and the passable width of a road is reduced.
Fig. 5 is a schematic structural diagram of an automatic driving low-speed motion control device according to a second embodiment of the present invention, and as shown in fig. 5, the automatic driving low-speed motion control device 500 includes: a calculation unit 501, a determination unit 502 and a control unit 503.
The calculating unit 501 is configured to calculate a first target rotation angle from a first control period to a D-th control period through a first control algorithm according to a current absolute position and a planned path of the vehicle; wherein D is related to vehicle latency;
the calculating unit 501 is further configured to calculate an absolute position of the vehicle in the D +1 th control period according to the first target steering angle;
the calculating unit 501 is further configured to calculate a second target rotation angle of the vehicle in the D +1 control period through a first control algorithm according to the absolute position of the vehicle in the D +1 control period and the planned path until calculating an nth target rotation angle of the vehicle in the D + N-1 control period; wherein N is related to the safe distance and the speed of the vehicle;
the calculating unit 501 is further configured to calculate a first envelope of the vehicle in each of the first to D-th control cycles according to the first target steering angle and the absolute position of the vehicle at the first target steering angle, and calculate a second envelope of the vehicle in the D + 1-th control cycle according to the second target steering angle and the absolute position of the vehicle at the second target steering angle, until the nth envelope of the vehicle in the D + N-1-th control cycle is calculated according to the nth target steering angle and the absolute position of the vehicle at the nth target steering angle.
The determining unit 502 is configured to, when an obstacle exists in any one of the first envelope, the second envelope, and up to the nth envelope, search according to a preset angle step length according to a target corner of a control cycle corresponding to the envelope where the obstacle exists, and determine a safe corner.
The control unit 503 is configured to travel according to the safe steering angle in a control cycle corresponding to the envelope where the obstacle exists.
The specific function of each unit corresponds to each execution step in the first embodiment, and is not described herein again.
By applying the automatic driving low-speed motion control device provided by the application, a plurality of control periods are divided into individual short control periods, the target corner of each short control period is dynamically predicted according to the target corner of the last short control period as a reference, the obtained envelope line is closer to the real situation, the tracking cost is lower, the control precision of the vehicle is effectively improved, and the passable width of the road is reduced.
The third embodiment of the invention provides equipment, which comprises a memory and a processor, wherein the memory is used for storing programs, and the memory can be connected with the processor through a bus. The memory may be a non-volatile memory such as a hard disk drive and a flash memory, in which a software program and a device driver are stored. The software program is capable of performing various functions of the above-described methods provided by embodiments of the present invention; the device drivers may be network and interface drivers. The processor is used for executing a software program, and the software program can realize the method provided by the first embodiment of the invention when being executed.
A fourth embodiment of the present invention provides a computer program product including instructions, which, when the computer program product runs on a computer, causes the computer to execute the method provided in the first embodiment of the present invention.
The fifth embodiment of the present invention provides a computer-readable storage medium, where a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the method provided in the first embodiment of the present invention is implemented.
Those of skill would further appreciate that the various illustrative components and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative components and steps have been described above generally in terms of their functionality in order to clearly illustrate this interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied in hardware, a software module executed by a processor, or a combination of the two. A software module may reside in Random Access Memory (RAM), memory, Read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.
The above embodiments are provided to further explain the objects, technical solutions and advantages of the present invention in detail, it should be understood that the above embodiments are merely exemplary embodiments of the present invention and are not intended to limit the scope of the present invention, and any modifications, equivalents, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (10)
1. An autonomous driving low speed motion control method, the method comprising:
calculating a first target rotation angle from a first control period to a D control period through a first control algorithm according to the current absolute position and the planned path of the vehicle; wherein D is related to vehicle latency;
calculating the absolute position of the vehicle in the D +1 control period according to the first target corner;
calculating a second target corner of the vehicle in the D +1 control period through a first control algorithm according to the absolute position of the vehicle in the D +1 control period and the planned path until calculating an Nth target corner of the vehicle in the D + N-1 control period; wherein N is related to the safe distance and the speed of the vehicle;
calculating a first envelope curve of the vehicle in each control period from the first control period to the D control period according to the first target steering angle and the absolute position of the vehicle at the first target steering angle, and calculating a second envelope curve of the vehicle in the D +1 control period according to the second target steering angle and the absolute position of the vehicle at the second target steering angle until calculating an N envelope curve of the vehicle in the D + N-1 control period according to the N target steering angle and the absolute position of the vehicle at the N target steering angle;
when an obstacle exists in any one of the first envelope curve, the second envelope curve and the Nth envelope curve, searching according to a target corner of a control cycle corresponding to the envelope curve with the obstacle and a preset angle step length to determine a safe corner;
and in a control period corresponding to the envelope curve with the obstacle, driving according to the safe steering angle.
2. The method of claim 1, wherein the correlating D to vehicle delay specifically comprises:
according to the formula
Calculating the number of control cycles related to the delay time;
wherein D is the number of control cycles related to the delay time, T is the delay time of the vehicle, the unit is millisecond, and F is the operation frequency of the control node.
3. The method of claim 1, wherein the step of correlating N to a vehicle safe distance and a vehicle speed specifically comprises the steps of:
according to the formula
Calculating the number of control cycles;
wherein distance _ safe is the safe distance of the vehicle, V is the vehicle speed, and F is the operation frequency of the control node.
4. The method according to claim 1, wherein calculating the absolute position of the vehicle in the D +1 control period according to the first target steering angle specifically comprises:
calculating the relative position of the vehicle in the D +1 control period relative to the D control period according to the first target steering angle and the absolute position of the vehicle in the D control period corresponding to the first target steering angle;
and calculating the absolute position of the vehicle in the D +1 control period according to the absolute position of the vehicle in the D control period and the relative position.
5. The method according to claim 1, wherein the first envelope, the second envelope, and the nth envelope are rectangular frames in which four corner points determined according to the target corner, the vehicle length, and the vehicle width of the corresponding control cycle are four corner points of a rectangle, with an absolute position of the vehicle at the corresponding control cycle being a center of the rectangular frame.
6. The method according to claim 1, wherein before the driving according to the safe steering angle in the control cycle corresponding to the envelope where the obstacle exists, the method further comprises:
comparing the safe corner with a limit corner;
and when the safe corner is not larger than the limit corner, the safe corner is sent to a bottom layer controller, the bottom layer controller generates a steering angle according to the safe corner and sends the steering angle to a steering system, and the steering system controls the steering of the vehicle according to the steering angle.
7. The method of claim 6, further comprising:
when the safe corner is larger than the limit corner, a parking instruction is generated;
and sending the parking instruction to a bottom controller, and controlling the vehicle to stop running by the power system after the bottom controller sends the parking instruction to the power system.
8. An autonomous low speed motion control apparatus, the apparatus comprising:
the calculation unit is used for calculating a first target rotation angle from a first control period to a D control period through a first control algorithm according to the current absolute position and the planned path of the vehicle; wherein D is related to vehicle latency;
the calculating unit is further used for calculating the absolute position of the vehicle in the D +1 control period according to the first target turning angle;
the calculation unit is further used for calculating a second target corner of the vehicle in the D +1 control period through a first control algorithm according to the absolute position of the vehicle in the D +1 control period and the planned path until the Nth target corner of the vehicle in the D + N-1 control period is calculated; wherein N is related to the safe distance and the speed of the vehicle;
the calculating unit is further used for calculating a first envelope curve of the vehicle in each of a first control period to a D control period according to the first target steering angle and the absolute position of the vehicle at the first target steering angle, and calculating a second envelope curve of the vehicle in a D +1 control period according to the second target steering angle and the absolute position of the vehicle at the second target steering angle until the N envelope curve of the vehicle in the D + N-1 control period is calculated according to the N target steering angle and the absolute position of the vehicle at the N target steering angle;
a determining unit, configured to search according to a preset angle step length for a target corner of a control cycle corresponding to an envelope where an obstacle exists when the obstacle exists in any one of the first envelope, the second envelope, and the nth envelope, and determine a safe corner;
and the control unit is used for driving according to the safe steering angle in a control period corresponding to the envelope curve with the obstacle.
9. An apparatus, comprising a memory for storing a program and a processor for performing the method of any of claims 1-7.
10. A computer program product comprising instructions for causing a computer to perform the method of any one of claims 1 to 7 when the computer program product is run on a computer.
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