CN114852051A

CN114852051A - Vehicle running control method and device, electronic equipment and storage medium

Info

Publication number: CN114852051A
Application number: CN202210544390.3A
Authority: CN
Inventors: 高原; 刘金波; 张建; 刘梦可; 刘秋铮; 王宇; 周添
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2022-05-18
Filing date: 2022-05-18
Publication date: 2022-08-05

Abstract

The embodiment of the invention discloses a vehicle running control method and device, electronic equipment and a storage medium. The method comprises the following steps: acquiring the current acceleration of a target vehicle in a current running state, and determining the current cornering stiffness corresponding to the current acceleration based on a first pre-established corresponding relationship, wherein the first corresponding relationship is the corresponding relationship between the running acceleration and the cornering stiffness of the target vehicle; determining a target control parameter corresponding to the target vehicle based on the current cornering stiffness and the expected track information of the target vehicle; and controlling the target vehicle to run according to the expected track information based on the target control parameter. According to the technical scheme of the embodiment of the invention, the accuracy of the target control parameter can be improved, and the driving control effect on the target vehicle can be effectively and stably realized.

Description

Vehicle running control method and device, electronic equipment and storage medium

Technical Field

The embodiment of the invention relates to the technical field of vehicle control, in particular to a vehicle running control method and device, electronic equipment and a storage medium.

Background

With the rapid development of artificial intelligence technology, intelligent driving of automobiles is widely used. In the prior art, a three-degree-of-freedom dynamic model is generally established for an intelligent vehicle structure by using fixed cornering stiffness and is analyzed to obtain a front wheel steering angle sequence, and an intelligent driving vehicle is controlled to run according to a preset route based on the front wheel steering angle sequence. However, the yaw stiffness is assumed as a fixed value, so that the accuracy of the established three-degree-of-freedom dynamic model is reduced, the accuracy of the obtained front wheel steering angle sequence is poor, and the intelligent driving automobile cannot be effectively and stably tracked.

Disclosure of Invention

The embodiment of the invention provides a vehicle running control method and device, electronic equipment and a storage medium, aiming at improving the accuracy of target control parameters and effectively and stably carrying out running control on a target vehicle.

In a first aspect, an embodiment of the present invention provides a vehicle running control method, including:

acquiring the current acceleration of a target vehicle in a current running state, and determining the current cornering stiffness corresponding to the current acceleration based on a first corresponding relation established in advance, wherein the first corresponding relation is the corresponding relation between the running acceleration and the cornering stiffness of the target vehicle;

determining a target control parameter corresponding to the target vehicle based on the current cornering stiffness and the expected track information of the target vehicle;

and controlling the target vehicle to run according to the expected track information based on the target control parameters.

In a second aspect, an embodiment of the present invention also provides a vehicle travel control apparatus, including:

the system comprises a current cornering stiffness determining module, a driving acceleration determining module and a cornering stiffness determining module, wherein the current cornering stiffness determining module is used for acquiring current acceleration of a target vehicle in a current driving state, and determining current cornering stiffness corresponding to the current acceleration based on a first corresponding relation established in advance, wherein the first corresponding relation is the corresponding relation between the driving acceleration and the cornering stiffness of the target vehicle;

the target control parameter determining module is used for determining a target control parameter corresponding to the target vehicle based on the current cornering stiffness and the expected track information of the target vehicle;

and the target vehicle running control module is used for controlling the target vehicle to run according to the expected track information based on the target control parameters.

In a third aspect, an embodiment of the present invention further provides an electronic device, where the electronic device includes:

one or more processors;

a storage device for storing one or more programs,

when the one or more programs are executed by the one or more processors, the one or more processors are caused to implement the vehicle travel control method provided by any of the embodiments of the present invention.

In a fourth aspect, the embodiments of the present invention further provide a computer-readable storage medium, on which a computer program is stored, where the computer program, when executed by a processor, implements the vehicle running control method provided by any of the embodiments of the present invention.

The vehicle running control method provided by the embodiment of the invention comprises the steps of obtaining the current acceleration of a target vehicle in the current running state, determining the corresponding current cornering stiffness according to the pre-established first corresponding relation between the running acceleration and the cornering stiffness of the target vehicle, more accurately determining the current cornering stiffness according with the current running state of the target vehicle by considering the influence of the acceleration on the cornering stiffness, determining the target control parameter corresponding to the target vehicle on the basis of the current cornering stiffness and the expected track information of the target vehicle, and controlling the target vehicle to run according to the expected track information on the basis of the target control parameter. The problem that the determined target control parameters are inaccurate due to the fact that the cornering stiffness is set to be a fixed value is solved, the accuracy of the target control parameters is improved, and the target vehicle can be effectively and stably controlled to run.

In addition, the vehicle running control device, the electronic equipment and the storage medium provided by the invention correspond to the method, and have the same beneficial effects.

Drawings

In order to illustrate the embodiments of the present invention more clearly, the drawings that are needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings can be obtained by those skilled in the art without inventive effort.

Fig. 1 is a flowchart of a vehicle driving control method according to an embodiment of the present invention;

fig. 2 is a structural diagram of a vehicle travel control apparatus according to an embodiment of the present invention;

fig. 3 is a structural diagram of an electronic device according to an embodiment of the present invention.

Detailed Description

The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.

Before discussing exemplary embodiments in more detail, it should be noted that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although a flowchart may describe the operations (or steps) as a sequential process, many of the operations can be performed in parallel, concurrently or simultaneously. In addition, the order of the operations may be re-arranged. The process may be terminated when its operations are completed, but may have additional steps not included in the figure. The processes may correspond to methods, functions, procedures, subroutines, and the like.

In order that those skilled in the art will better understand the disclosure, the invention will be described in further detail with reference to the accompanying drawings and specific embodiments.

Example one

Fig. 1 is a flowchart of a vehicle driving control method according to an embodiment of the present invention. The method may be executed by a vehicle travel control apparatus, which may be implemented by software and/or hardware, and may be configured in a terminal and/or a server to implement the vehicle travel control method in the embodiment of the present invention.

As shown in fig. 1, the method of the embodiment may specifically include:

s101, obtaining the current acceleration of the target vehicle in the current running state, and determining the current cornering stiffness corresponding to the current acceleration based on a first corresponding relation established in advance.

Wherein the first correspondence relationship is a correspondence relationship between a running acceleration and a cornering stiffness of the target vehicle. The current cornering stiffness includes a current front axle cornering stiffness and a current front-rear axle cornering stiffness.

In this embodiment, the target vehicle may be an unmanned intelligent vehicle, sensors are disposed at the bottom, wheels, and other parts of the target vehicle, and each sensor includes a speed sensor, a positioning sensor, and the like, and the current acceleration of the target vehicle in the current driving state may be determined by acquiring data collected by each sensor. Further, the first correspondence may be established in advance. For example, the first corresponding relationship may be directly read by the operation and maintenance terminal, or the corresponding relationship between the driving acceleration and the cornering stiffness may be determined by the corresponding relationship between the other vehicle parameters and the driving acceleration. Other vehicle parameters may be the lateral velocity and yaw rate of the vehicle.

In the present embodiment, the correspondence relationship may be represented in the form of a relationship curve, and when the first correspondence relationship is represented in the form of a relationship curve, the driving acceleration may be represented as the horizontal axis of the curve, and the cornering stiffness may be represented as the vertical axis of the curve.

In a specific implementation, before determining a current cornering stiffness corresponding to a current acceleration, the method further includes: determining actual motion parameters corresponding to the preset running acceleration based on a second corresponding relation between the preset running acceleration and the actual motion parameters; and determining the lateral deflection stiffness corresponding to each driving acceleration based on a double-layer Kalman filtering algorithm and the actual motion parameters so as to establish a first corresponding relation.

Wherein the actual operating parameter includes an actual lateral velocity and an actual yaw rate, and the second correspondence relationship is a correspondence relationship between a running acceleration, the actual lateral velocity, and the actual yaw rate.

It should be noted that the second corresponding relationship can be obtained by performing a test in advance, and the specific test process is as follows: 1. and detecting the signal state of the combined navigation and the running ground state of the target vehicle so as to avoid the loss of the combined navigation signal and measurement errors of the yaw velocity and the lateral velocity caused by road jolt and skid. 2. In the test, a control target vehicle is accelerated on a straight road, and after the control target vehicle is accelerated to a preset speed and is stable, a steering wheel with a preset angle can be rotated to generate a preset acceleration; the preset speed may be 30 km/h. 3. After the preset acceleration is stable, the preset time duration is continued, the transverse speed and the yaw angular speed corresponding to the current preset acceleration at each preset moment in the preset time duration are determined, and the transverse speed and the yaw angular speed corresponding to different preset accelerations can be obtained by adjusting the lateral acceleration. In order to ensure the test accuracy, the corresponding lateral velocity and yaw rate can be determined under the condition that the acceleration is stable. Based on each preset acceleration in the test and the corresponding lateral speed and yaw rate obtained in the test, a corresponding relation between the acceleration and the lateral speed and the yaw rate can be generated, and the corresponding relation can be represented in a curve form and stored in a mapping table form.

In the specific implementation, the cornering stiffness corresponding to each driving acceleration is determined based on a double-layer Kalman filtering algorithm and an actual motion parameter, and the method can comprise four steps of cornering stiffness parameter prediction, vehicle motion state correction and cornering stiffness parameter correction.

Specifically, when the cornering stiffness is determined based on the double-layer Kalman filtering algorithm, the four steps can be repeatedly executed in a multi-iteration mode according to different driving accelerations until the cornering stiffness meeting the preset condition is obtained; for example, the preset condition may be that each obtained cornering stiffness converges or the number of iterations reaches a preset number.

Aiming at different driving accelerations, a cornering stiffness estimation matrix can be input in each iteration process, the cornering stiffness estimation matrix is corrected to obtain a corrected cornering stiffness matrix, and the corrected cornering stiffness matrix is determined to be cornering stiffness corresponding to the driving accelerations. It should be noted that, when determining the cornering stiffness estimation matrix, the previously determined corrected cornering stiffness matrix may be used as the cornering stiffness estimation matrix input this time, so as to determine the cornering stiffness matrix this time.

For example, to more clearly illustrate a specific manner of determining the cornering stiffness by the double-layer kalman filter algorithm, taking the determination of the cornering stiffness by one driving acceleration as an example, four steps of the cornering stiffness parameter prediction, the vehicle motion state correction and the cornering stiffness parameter correction are respectively illustrated. The lateral speed and the yaw rate corresponding to each preset moment of acceleration in the test can be used as known data of each iteration, and the cornering stiffness can be determined in an iteration mode. The specific implementation process is as follows:

1. predicting a cornering stiffness parameter: in this embodiment, the time interval between each iteration may be determined according to the time interval corresponding to each preset time in the test, for example, the preset time may be an equal interval time with an interval of 0.02 second, the time interval between each iteration is also 0.02 second, and each iteration data corresponds to the data acquired at each preset interval in the test.

Each iteration needs to input a yaw stiffness estimation matrix, and when the iteration is performed for the first time, a person skilled in the art can set the yaw stiffness estimation matrix according to the actual application condition; in the following iterative process, theAnd the previously determined correction yaw stiffness matrix is used as the yaw stiffness estimation matrix input at this time. In this embodiment, the cornering stiffness may include a front axle cornering angle stiffness C _αf And rear axle slip angle stiffness C _αr . Thus, the cornering stiffness estimation matrix may be a matrix including a front axle cornering stiffness and a rear axle cornering stiffness. Further, a cornering stiffness covariance matrix can be set

The calculation formula of (a) is as follows:

where k denotes the kth iteration,

represents the cornering stiffness covariance matrix for the k-th iteration,

represents the cornering stiffness covariance matrix corresponding to the k-1 th iteration,

the corresponding excitation noise covariance for the k-1 th iteration.

2. Vehicle motion state prediction:

wherein,

for the state matrix obtained for the k-th iteration,

the state matrix obtained for the k-1 st iteration, the state quantities in the state matrix including the lateral velocity V _y And yaw angular velocity

Based on the above obtained

And

can determine

A _k-1 For the state quantity transition matrix of the (k-1) th iteration,

is A _k-1 Transpose of (B) _k-1 The control transfer matrix for the (k-1) th iteration,

for the state quantity covariance matrix of the kth iteration,

state quantity covariance matrix, R, for the k-1 th iteration ^v Exciting the noise covariance for the process; u represents an input control amount, and may be specifically set as a front wheel steering angle δ _f The vehicle-mounted data acquisition system can be acquired through acquisition equipment on a vehicle.

It should be noted that a state quantity transition matrix, a state quantity covariance matrix, and the like can be correspondingly determined based on the state quantity; a control quantity transfer matrix, a control quantity covariance matrix and the like can be obtained through the control quantity. Through the state matrix and the state quantity transition matrix obtained by the last iteration, the state matrix and the state quantity transition matrix of the current iteration can be predicted, and the specific calculation modes of the transition matrix and the covariance matrix are as follows:

wherein A represents a transition matrix, B represents a covariance matrix, l _f Is the center of mass to front axle distance, l, of the vehicle _r Is the distance from the center of mass to the rear axle of the vehicle, m is the vehicle mass, V _x For the longitudinal speed, I, corresponding to the kth iteration _z T is the time interval between iterations for the moment of inertia of the vehicle about the z-axis, which in this embodiment may be set to 0.02 seconds.

3. Vehicle motion state correction:

wherein:

the motion state filter gain matrix can be set by those skilled in the art according to the actual application. C is a position transfer matrix from the center of mass of the vehicle to the rear axle, R ⁿ The noise covariance during the vehicle motion state correction process is used to reflect the degree of deviation between the lateral velocity and the yaw rate before the correction and the actual value, and those skilled in the art can set the noise covariance according to the actual application. x is the number of _k For the actual state matrix, y, measured in the test corresponding to this iteration _k Including what is actually obtained in the experimentLateral velocity at the rear axle of a vehicle

And yaw rate

It should be noted that, in the following description,

the left side of the equal sign indicates a matrix of the state quantity obtained after the kth iterative correction, the right side of the equal sign indicates a matrix of the state quantity before the correction, and a value obtained by performing operation on the right side of the equal sign on the state matrix before the correction is determined as the state matrix after the correction. The corrected state matrix includes corrected lateral velocity V _y ' sum yaw rate

In the same way, the method for preparing the composite material,

in the above description, the left side of the equal sign indicates the state quantity covariance matrix obtained after the kth iterative correction, and the right side of the equal sign indicates the state quantity covariance matrix before the kth iterative correction.

4. Yaw stiffness parameter correction

Wherein:

wherein.

Is a lateral stiffness filter gain matrix, V _y ' is the lateral velocity in the corrected state matrix,

is the yaw rate in the corrected state matrix. R ^e The correction covariance in the lateral deviation stiffness parameter correction process can be set by a person skilled in the art according to the actual application situation. l _f Is the center of mass to front axle distance, l, of the vehicle _r Is the distance from the center of mass to the rear axle of the vehicle, m is the vehicle mass, V _x For the longitudinal speed of the vehicle corresponding to the kth iteration, I _z T is the time interval between iterations for the moment of inertia of the vehicle about the z-axis, which in this embodiment may be set to 0.02 seconds. I denotes an identity matrix.

Represents the corrected yaw stiffness matrix obtained from the k-th iteration,

representing the yaw stiffness matrix obtained by the k-1 iteration and comprising the yaw angular stiffness C of the front axle _αf And rear axle slip angle stiffness C _αr Thus, the cornering stiffness matrix may be a matrix including a front axle cornering stiffness and a rear axle cornering stiffness.

It should be noted that, in the formula of the yaw stiffness parameter correction step, the left side of the equal sign

And representing the covariance matrix of the lateral deflection stiffness obtained after the kth iterative correction, and representing the covariance matrix of the lateral deflection stiffness before the kth iterative correction on the right side with equal sign.

In this embodiment, when the yaw stiffness matrix satisfying the preset condition is obtained, the obtained corrected yaw stiffness matrix may be associated with the driving acceleration. The same operation as described above is applied to each running acceleration, and the first correspondence relationship between each running acceleration and cornering stiffness can be obtained.

S102, determining target control parameters corresponding to the target vehicle based on the current cornering stiffness and the expected track information of the target vehicle.

In a specific implementation, a system state equation during movement of the target vehicle can be established based on the current cornering stiffness, and target control parameters required when the target vehicle moves according to the expected track information are reflected based on the system state equation.

In this embodiment, the specific implementation manner of determining the target control parameter corresponding to the target vehicle based on the current cornering stiffness and the expected trajectory information of the target vehicle may include: acquiring expected track information and current track information of a target vehicle, and determining the state quantity of the target vehicle based on the current track information and the expected track information; wherein the state quantity comprises at least one of lateral position deviation, lateral position deviation change rate, course angle deviation and course angle deviation change rate; constructing a system state equation corresponding to the target vehicle based on the state quantity and the current cornering stiffness; setting the control quantity of the system state equation as a target control parameter; and determining the control quantity corresponding to the system state equation through a model predictive control algorithm to obtain a target control parameter.

The current track information comprises information such as a current running position and a current course angle of the target vehicle, and the expected track information comprises information such as an expected position and an expected course angle of the vehicle.

Alternatively, the target control parameters may include a target front wheel steering angle value and a target braking yaw moment value. The system state equation is as follows:

wherein，e _lat In order to be a lateral position deviation,

is the rate of change of the lateral position deviation,

is the deviation of the course angle, omega is the change rate of the deviation of the course angle, 1/R is the curvature of the nearest point of the expected track and the target vehicle, and the rotating angle of the target front wheel is delta _f Target braking yaw moment of M _b 。C _r Representing the current front-rear axis yaw angle stiffness, C, of the current yaw stiffness _f Representing the current front axle yaw angle stiffness in the current yaw stiffness, m representing the mass of the target vehicle, V _x Representing the current longitudinal speed of the target vehicle. b represents the distance of the center of mass of the target vehicle to the rear axle, I _z Representing the moment of inertia of the target vehicle about the z-axis.

In specific implementation, the acting proportion of the target front wheel corner and the target braking yaw moment can be adjusted by setting different weight coefficients Q for the front wheel corner and the braking yaw moment; when the path curvature is too large and the front wheel steering angle cannot meet the path tracking requirement, the vehicle can be controlled by means of the braking yaw moment and the front wheel steering angle together. The weighting factor Q may be:

wherein,

for the target front-wheel steering angle weight,

the target braking yaw moment weight. By calculating the system state equation according to a model predictive control algorithm, a target control parameter can be determined, namely the target front wheel turning angle is delta _f Target braking yaw moment of M _b 。

And S103, controlling the target vehicle to run according to the expected track information based on the target control parameters.

In a specific implementation, the target control parameter may be sent to a vehicle braking system, so that the vehicle braking system controls the vehicle to run according to the target control parameter, so that the actual running route meets the requirement of the desired track information.

In this embodiment, the target control parameters include a target front wheel steering angle value and a target braking yaw moment value; other control parameters besides the target front wheel steering angle value and the target braking yaw moment value, such as a vehicle running speed value, etc., may be included, and the embodiment of the present invention is not limited thereto. Specifically, the control of the target vehicle to travel according to the desired track information based on the target control parameter includes: and sending the target front wheel steering angle value and the target braking yaw moment value to a vehicle braking system so that the vehicle braking system controls the target vehicle to run according to the expected track information according to the target front wheel steering angle value and the target braking yaw moment value.

In specific implementation, the target front wheel steering angle value and the target braking yaw moment value can be respectively sent to the vehicle braking system, so that the front wheel steering angle of the target vehicle can be controlled according to the target front wheel steering angle value, and the target vehicle can finally run according to the track information in cooperation with controlling the braking yaw moment.

In this embodiment, the method further includes: when the fact that the vehicle steering system is in fault is determined, determining an execution front wheel steering angle value and an execution braking yaw moment value of a vehicle braking system at the moment of the fault; converting the value of the front wheel executing angle into a first redundant braking yaw moment, and superposing the first redundant braking yaw moment and the value of the braking yaw moment to generate a first superposed moment; and sending the first superposition torque to a brake system so as to control the target vehicle to run according to the first superposition torque.

In specific implementation, when the chassis domain controller detects that the vehicle steering system sends a fault message, the vehicle steering system is determined to be in fault, and the braking redundant steering function can be started. The implemented front wheel angle value and the implemented braking yaw moment value of the vehicle braking system at the moment of the fault may be determined. Due to the fact that the vehicle steering system is in failure, the vehicle cannot continue to steer according to the original execution front wheel steering angle value, the execution front wheel steering angle value can be converted into a first redundant braking yaw moment, and the effect the same as that of steering according to the execution front wheel steering angle value is achieved by adjusting the braking yaw moment. Specifically, the value of the front wheel rotation angle can be converted into a first redundant braking yaw moment, the first redundant braking yaw moment and the value of the braking yaw moment can be superposed to generate a first superposed moment, and the steering effect generated by the vehicle can be controlled according to the first superposed moment, which is equivalent to the steering effect achieved by controlling the vehicle according to the value of the front wheel rotation angle and the value of the braking yaw moment.

According to the embodiment, the problem that the target vehicle cannot run according to the expected route when the vehicle steering system fails is solved by adjusting the braking yaw moment, the target vehicle can be ensured to run according to the expected route, and the stability and effectiveness of the running process are improved.

Optionally, controlling the target vehicle to travel according to the expected track information based on the target control parameter includes: when the maximum rotation angle value of the vehicle steering system is smaller than the target front wheel rotation angle value, determining a rotation angle difference value between the maximum rotation angle value and the target front wheel rotation angle value; converting the rotation angle difference into a second redundant braking yaw moment, and superposing the second redundant braking yaw moment and the target braking yaw moment value to generate a second superposed moment; and sending the second superposition torque to a braking system so as to control the target vehicle to run according to the expected track information according to the second superposition torque.

In this embodiment, when the steering function of the vehicle steering system cannot satisfy the target front wheel steering angle value for traveling according to the desired track information, it is necessary to ensure that the target vehicle travels according to the desired track information by adjusting the braking yaw moment. Specifically, whether the vehicle steering system can achieve the target front wheel steering angle value can be determined by judging the magnitude relationship between the maximum steering angle value that the vehicle steering system can achieve and the target front wheel steering angle value. When the maximum turning angle value is smaller than the target front wheel turning angle value, indicating that the vehicle steering system cannot achieve the target front wheel turning angle value, and determining the turning angle difference between the maximum turning angle value and the target front wheel turning angle value; and converting the rotation angle difference into a second redundant braking yaw moment, superposing the second redundant braking yaw moment and the target braking yaw moment value to obtain a second superposed moment, and controlling the target vehicle according to the second superposed moment, so that the target vehicle can be ensured to run according to the expected track information, and the stability and the effectiveness in the running process are improved.

In this embodiment, the method further includes: acquiring a current centroid slip angle of a target vehicle detected by a chassis domain controller, and determining a preset future centroid slip angle at a future moment based on the current centroid slip angle, a current yaw rate and a current front wheel turning angle; and when the future centroid side slip angle is larger than a preset threshold value, determining a pre-control yaw moment meeting a preset stable condition, and sending the pre-control yaw moment to the braking system.

In order to ensure the running stability of the target vehicle and avoid the occurrence of the lateral deviation of the target vehicle, the current centroid lateral deviation angle of the target vehicle can be obtained, the preset future centroid lateral deviation angle at the future moment is determined based on the current centroid lateral deviation angle, the current yaw angular velocity and the current front wheel turning angle, and when the future centroid lateral deviation angle is larger than a preset threshold value, the situation that the vehicle lateral deviation may occur at the future moment is explained, the target vehicle is controlled to be kept stable through the pre-control yaw moment, and the situation of the lateral deviation is avoided; when the future centroid slip angle is smaller than or equal to the preset threshold value, the situation that the vehicle does not slip at the future moment is shown, and pre-control is not needed.

For example, different preset thresholds can be set according to the road surface conditions in different environments, for example, the preset threshold of the centroid slip angle of a good road surface can be set to 12 degrees, and the preset threshold corresponding to a wet road surface can be set to 2 degrees.

Further, when the future centroid yaw angle is larger than a preset threshold value, the difference between the future centroid yaw angle and the preset threshold value can be calculated, the difference value is converted into a supplementary yaw moment, the target braking yaw moment which needs to be executed originally at the future moment is superposed with the supplementary yaw moment to obtain a pre-control yaw moment, and the pre-control yaw moment is sent to a braking system at the future moment to control the target vehicle not to generate the yaw.

The vehicle running control method provided by the embodiment of the invention comprises the steps of obtaining the current acceleration of a target vehicle in the current running state, determining the corresponding current cornering stiffness according to the pre-established first corresponding relation between the running acceleration and the cornering stiffness of the target vehicle, considering the influence of the acceleration on the cornering stiffness, more accurately determining the current cornering stiffness according with the current running state of the target vehicle, determining the target control parameters corresponding to the target vehicle on the basis of the current cornering stiffness and the expected track information of the target vehicle, and controlling the target vehicle to run according to the expected track information on the basis of the target control parameters. The problem that the determined target control parameters are inaccurate due to the fact that the cornering stiffness is set to be a fixed value is solved, the accuracy of the target control parameters is improved, and the target vehicle can be effectively and stably controlled in running.

Example two

Fig. 2 is a block diagram of a vehicle travel control device according to an embodiment of the present invention, which is configured to execute a vehicle travel control method according to any of the embodiments. The device and the vehicle running control method of each embodiment belong to the same inventive concept, and details which are not described in detail in the embodiment of the vehicle running control device can be referred to the embodiment of the vehicle running control method. The device may specifically comprise:

the system comprises a current cornering stiffness determining module 10, a vehicle speed sensor and a vehicle speed sensor, wherein the vehicle speed sensor is used for detecting the vehicle speed sensor;

a target control parameter determining module 11, configured to determine a target control parameter corresponding to the target vehicle based on the current cornering stiffness and the expected trajectory information of the target vehicle;

and the target vehicle running control module 12 is used for controlling the target vehicle to run according to the expected track information based on the target control parameters.

On the basis of any optional technical solution in the embodiment of the present invention, optionally, the apparatus further includes:

an actual motion parameter determination module, configured to determine, before the current yaw stiffness corresponding to the current acceleration is determined, an actual motion parameter corresponding to each preset driving acceleration based on a second correspondence between preset driving acceleration and the actual motion parameter;

and the first corresponding relation establishing module is used for determining the cornering stiffness corresponding to each running acceleration based on a double-layer Kalman filtering algorithm and the actual motion parameters so as to establish the first corresponding relation.

On the basis of any optional technical solution in the embodiment of the present invention, optionally, the target control parameter determining module 11 includes:

a current trajectory information acquiring unit configured to acquire expected trajectory information and current trajectory information of the target vehicle, and determine a state quantity of the target vehicle based on the current trajectory information and the expected trajectory information; wherein the state quantity comprises at least one of lateral position deviation, lateral position deviation change rate, course angle deviation and course angle deviation change rate;

the system state equation building unit is used for building a system state equation corresponding to the target vehicle based on the state quantity and the current cornering stiffness; setting the control quantity of the system state equation as the target control parameter;

and the target control parameter determining unit is used for determining the control quantity corresponding to the system state equation through a model predictive control algorithm so as to obtain the target control parameter.

On the basis of any optional technical scheme in the embodiment of the invention, optionally, the target control parameters comprise a target front wheel steering angle value and a target braking yaw moment value; the target vehicle travel control module 12 includes:

and the parameter sending unit is used for sending the target front wheel steering angle value and the target braking yaw moment value to a vehicle braking system so that the vehicle braking system controls the target vehicle to run according to the expected track information according to the target front wheel steering angle value and the target braking yaw moment value.

On the basis of any optional technical scheme in the embodiment of the present invention, optionally, the method further includes:

the first superposition moment generating module is used for determining an executing front wheel steering angle value and an executing braking yaw moment value of a vehicle braking system at the moment of failure when the fact that the vehicle steering system fails is determined; converting the executing front wheel turning angle value into a first redundant braking yaw moment, and superposing the first redundant braking yaw moment and the executing braking yaw moment value to generate a first superposed moment; and sending the first superposition torque to the brake system so as to control the target vehicle to run according to the first superposition torque.

On the basis of any optional technical solution in the embodiment of the present invention, optionally, the target vehicle travel control module 12 includes:

the second superposition torque generation unit is used for determining a steering angle difference value between the maximum steering angle value and the target front wheel steering angle value when the maximum steering angle value of the vehicle steering system is smaller than the target front wheel steering angle value; converting the corner difference value into a second redundant braking yaw moment, and superposing the second redundant braking yaw moment and the target braking yaw moment value to generate a second superposed moment; and sending the second superposition torque to the braking system so as to control the target vehicle to run according to the expected track information according to the second superposition torque.

the future centroid slip angle determination module is used for acquiring the current centroid slip angle of the target vehicle detected by the chassis domain controller, and determining the preset future centroid slip angle at the future moment based on the current centroid slip angle, the current yaw rate and the current front wheel turning angle;

and the pre-control yaw moment determining module is used for determining a pre-control yaw moment meeting a preset stable condition when the future centroid slip angle is larger than a preset threshold value, and sending the pre-control yaw moment to a braking system.

The vehicle running control device provided by the embodiment of the invention can execute the vehicle running control method provided by any embodiment of the invention, and has corresponding functional modules and beneficial effects of the execution method.

It should be noted that, in the embodiment of the vehicle driving control device, the included units and modules are merely divided according to the functional logic, but are not limited to the above division as long as the corresponding functions can be realized; in addition, specific names of the functional units are only for convenience of distinguishing from each other, and are not used for limiting the protection scope of the present invention.

EXAMPLE III

Fig. 3 is a structural diagram of an electronic device according to an embodiment of the present invention. FIG. 3 illustrates a block diagram of an exemplary electronic device 20 suitable for use in implementing embodiments of the present invention. The electronic device 20 shown is merely an example and should not impose any limitations on the functionality or scope of use of embodiments of the present invention.

As shown in fig. 3, the electronic device 20 is embodied in the form of a general purpose computing device. The components of the electronic device 20 may include, but are not limited to: one or more processors or processing units 201, a system memory 202, and a bus 203 that couples the various system components (including the system memory 202 and the processing unit 201).

Bus 203 represents one or more of any of several types of bus structures, including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, and a processor or local bus using any of a variety of bus architectures. By way of example, such architectures include, but are not limited to, 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.

Electronic device 20 typically includes a variety of computer system readable media. Such media may be any available media that is accessible by electronic device 20 and includes both volatile and nonvolatile media, removable and non-removable media.

The system memory 202 may include computer system readable media in the form of volatile memory, such as Random Access Memory (RAM)204 and/or cache memory 205. The electronic device 20 may further include other removable/non-removable, volatile/nonvolatile computer system storage media. By way of example only, storage system 206 may be used to read from and write to non-removable, nonvolatile magnetic media. A magnetic disk drive for reading from and writing to a removable, nonvolatile magnetic disk (e.g., a "floppy disk") and an optical disk drive for reading from or writing to a removable, nonvolatile optical disk (e.g., a CD-ROM, DVD-ROM, or other optical media) may be provided. In these cases, each drive may be connected to bus 203 by one or more data media interfaces. Memory 202 may include at least one program product having a set (e.g., at least one) of program modules that are configured to carry out the functions of embodiments of the invention.

A program/utility 208 having a set (at least one) of program modules 207 may be stored, for example, in memory 202, such program modules 207 including, but not limited to, an operating system, one or more application programs, other program modules, and program data, each of which examples or some combination thereof may comprise an implementation of a network environment. Program modules 207 generally perform the functions and/or methodologies of embodiments of the present invention as described herein.

The electronic device 20 may also communicate with one or more external devices 209 (e.g., keyboard, pointing device, display 210, etc.), with one or more devices that enable a user to interact with the electronic device 20, and/or with any devices (e.g., network card, modem, etc.) that enable the electronic device 20 to communicate with one or more other computing devices. Such communication may occur via input/output (I/O) interfaces 211. Also, the electronic device 20 may communicate with one or more networks (e.g., a Local Area Network (LAN), a Wide Area Network (WAN), and/or a public network such as the Internet) via the network adapter 212. As shown, the network adapter 212 communicates with other modules of the electronic device 20 over the bus 203. It should be understood that other hardware and/or software modules may be used in conjunction with electronic device 20, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems, among others.

The processing unit 201 executes various functional applications and data processing by running a program stored in the system memory 202.

The electronic equipment provided by the invention can realize the following method: acquiring the current acceleration of a target vehicle in a current running state, and determining the current cornering stiffness corresponding to the current acceleration based on a first pre-established corresponding relationship, wherein the first corresponding relationship is the corresponding relationship between the running acceleration and the cornering stiffness of the target vehicle; determining a target control parameter corresponding to the target vehicle based on the current cornering stiffness and the expected track information of the target vehicle; and controlling the target vehicle to run according to the expected track information based on the target control parameter. The problem that the determined target control parameters are inaccurate due to the fact that the cornering stiffness is set to be a fixed value is solved, the accuracy of the target control parameters is improved, and the target vehicle can be effectively and stably controlled in running.

Example four

An embodiment of the present invention provides a storage medium containing computer-executable instructions which, when executed by a computer processor, are configured to perform a vehicle travel control method, the method comprising:

acquiring the current acceleration of a target vehicle in a current running state, and determining the current cornering stiffness corresponding to the current acceleration based on a first pre-established corresponding relationship, wherein the first corresponding relationship is the corresponding relationship between the running acceleration and the cornering stiffness of the target vehicle; determining a target control parameter corresponding to the target vehicle based on the current cornering stiffness and the expected track information of the target vehicle; and controlling the target vehicle to run according to the expected track information based on the target control parameter. The problem that the determined target control parameters are inaccurate due to the fact that the cornering stiffness is set to be a fixed value is solved, the accuracy of the target control parameters is improved, and the target vehicle can be effectively and stably controlled to run.

Of course, the storage medium containing the computer-executable instructions provided by the embodiments of the present invention is not limited to the method operations described above, and may also perform related operations in the vehicle travel control method provided by any embodiments of the present invention.

Computer storage media for embodiments of the invention may employ 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. A computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination 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 the context of 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.

A computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated data signal may take many forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. 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 for embodiments 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 + + or the like 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 type of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet service provider).

It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. 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, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. A vehicle travel control method characterized by comprising:

2. The method of claim 1, further comprising, prior to said determining a current cornering stiffness corresponding to said current acceleration:

determining actual motion parameters corresponding to the preset running acceleration based on a second corresponding relation between the preset running acceleration and the actual motion parameters;

and determining the cornering stiffness corresponding to each driving acceleration based on a double-layer Kalman filtering algorithm and the actual motion parameters to establish the first corresponding relation.

3. The method of claim 1, wherein determining the target control parameter corresponding to the target vehicle based on the current cornering stiffness and the desired trajectory information of the target vehicle comprises:

acquiring expected track information and current track information of the target vehicle, and determining the state quantity of the target vehicle based on the current track information and the expected track information; wherein the state quantity comprises at least one of lateral position deviation, lateral position deviation change rate, course angle deviation and course angle deviation change rate;

constructing a system state equation corresponding to the target vehicle based on the state quantity and the current cornering stiffness; setting the control quantity of the system state equation as the target control parameter;

and determining the control quantity corresponding to the system state equation through a model predictive control algorithm to obtain the target control parameter.

4. The method of claim 1, wherein the target control parameters include a target front wheel steering value and a target braking yaw moment value;

the controlling the target vehicle to travel according to the expected track information based on the target control parameter comprises:

and sending the target front wheel steering angle value and the target braking yaw moment value to a vehicle braking system, so that the vehicle braking system controls the target vehicle to run according to the expected track information according to the target front wheel steering angle value and the target braking yaw moment value.

5. The method of claim 4, further comprising:

when the fact that the vehicle steering system is in fault is determined, determining an execution front wheel steering angle value and an execution braking yaw moment value of the vehicle braking system at the moment of the fault;

converting the executive front wheel turning angle value into a first redundant braking yaw moment, and superposing the first redundant braking yaw moment and the executive braking yaw moment value to generate a first superposed moment;

and sending the first superposition torque to the brake system so as to control the target vehicle to run according to the first superposition torque.

6. The method of claim 4, wherein said controlling said target vehicle to travel according to said desired trajectory information based on said target control parameters comprises:

when the maximum rotation angle value of a vehicle steering system is smaller than the target front wheel rotation angle value, determining a rotation angle difference value between the maximum rotation angle value and the target front wheel rotation angle value;

converting the corner difference value into a second redundant braking yaw moment, and superposing the second redundant braking yaw moment and the target braking yaw moment value to generate a second superposed moment;

and sending the second superposition torque to the braking system so as to control the target vehicle to run according to the expected track information according to the second superposition torque.

7. The method of claim 1, further comprising:

acquiring a current centroid slip angle of the target vehicle detected by a chassis domain controller, and determining a preset future centroid slip angle at a future moment based on the current centroid slip angle, the current yaw angular velocity and a current front wheel turning angle;

and when the future centroid side slip angle is larger than a preset threshold value, determining a pre-control yaw moment meeting a preset stable condition, and sending the pre-control yaw moment to a braking system.

8. A vehicle travel control device characterized by comprising:

9. An electronic device, comprising:

one or more processors;

a memory for storing one or more programs;

when the one or more programs are executed by the one or more processors, the one or more processors are caused to implement the vehicle travel control method according to any one of claims 1 to 7.

10. A computer-readable storage medium on which a computer program is stored, the computer program, when being executed by a processor, implementing a vehicle travel control method according to any one of claims 1 to 7.