CN115716502A - Steering control method and device based on automatic driving - Google Patents
Steering control method and device based on automatic driving Download PDFInfo
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- CN115716502A CN115716502A CN202310029981.1A CN202310029981A CN115716502A CN 115716502 A CN115716502 A CN 115716502A CN 202310029981 A CN202310029981 A CN 202310029981A CN 115716502 A CN115716502 A CN 115716502A
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- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
The invention discloses a steering control method and equipment based on automatic driving, and relates to the technical field of automatic driving. The method comprises the following steps: when the length is set to the distance from the steering position, determining a first target steering angle according to path planning and environment perception; if the fact that the vehicle is unstable is judged according to the driving state of the vehicle and the first target steering angle, the vehicle is controlled to drive for the set length in the reverse direction of the steering; and determining a second target steering angle again according to path planning and environment perception when the vehicle reaches the steering position, and controlling the steering of the vehicle at the second target steering angle. The invention ensures the steering stability of the vehicle and the success rate.
Description
Technical Field
The embodiment of the invention relates to the technical field of automatic driving, in particular to a steering control method and equipment based on automatic driving.
Background
Steer-by-wire systems provide a good hardware basis for autonomous steering of autonomous vehicles, and are considered to be one of the key components for achieving advanced autonomous driving.
The steer-by-wire technology can realize the decoupling of the operation of a driver and the motion of the vehicle, can improve the steering operation correctness and the safety of the driver in emergency, adopts the motor to control the direct drive to realize the steering of the vehicle, and is easier to communicate and integrate with other active safety control subsystems of the vehicle.
The existing steering technology generally determines a target steering angle based on path planning to ensure that a vehicle stably runs in the middle of a lane. But sometimes there is a situation where turning is too violent, resulting in a roll. An improved method sets a threshold value for a target steering angle in consideration of comfort and handling stability of the vehicle, but this method may cause a steering failure situation.
Disclosure of Invention
The embodiment of the invention provides a steering control method and equipment based on automatic driving, which ensure the steering stability of a vehicle and ensure the success rate.
In a first aspect, the present invention provides a steering control method based on automatic driving, including:
when the length is set to the distance from the steering position, determining a first target steering angle according to path planning and environmental perception;
if the fact that the vehicle is unstable is judged according to the driving state of the vehicle and the first target steering angle, the vehicle is controlled to drive for the set length in the reverse direction of the steering;
determining a second target steering angle again according to path planning and environmental perception when the steering position is reached; the second target steering angle is less than the first target steering angle;
and if the fact that the vehicle has no unstable risk is judged according to the running state of the vehicle and the second target steering angle, controlling the steering of the vehicle by the second target steering angle.
Preferably, after determining the second target steering angle again according to the path planning and the environmental perception, the method further includes:
and if the vehicle is judged to have the instability risk according to the running state of the vehicle and the second target steering angle, reducing the vehicle speed of the vehicle to be a set value so that the vehicle has no instability risk when being steered at the second target steering angle.
Preferably, if it is detected during traveling that the host vehicle is at risk of instability when steering at the second target steering angle after the vehicle speed is reduced to the set value, the second target steering angle is reduced.
Preferably, after reducing the second target steering angle, the method further includes:
and if the steering is not successfully judged according to the environment perception, controlling the braking of the vehicle and handing the vehicle to the driver for operation.
Preferably, the set length is determined based on the vehicle speed of the host vehicle, the position of the host vehicle, and the width of the lane in which steering is permitted.
Preferably, if it is determined that the host vehicle is at risk of instability based on the driving state of the host vehicle and the first target steering angle, controlling the host vehicle to travel the set length in the direction opposite to the steering direction includes:
predicting a roll angle according to the running state of the vehicle and the first target steering angle;
if the predicted roll angle is larger than the maximum roll stability angle, judging that the vehicle has instability risk;
and if the vehicle is steered to the right, controlling the vehicle to run towards the left for the set length, and if the vehicle is steered to the left, controlling the vehicle to run over the right for the set length.
Preferably, the predicting a roll angle based on the traveling state of the host vehicle and the first target steering angle includes:
collecting the running state and steering angle of the vehicle and the actually measured roll angle in the running process of the vehicle in advance, and establishing a corresponding relation;
and predicting the roll angle according to the running state of the vehicle, the first target steering angle and the corresponding relation.
Preferably, the reducing the vehicle speed of the host vehicle to a set value so that the host vehicle is steered at the second target steering angle without a risk of instability includes:
collecting the running state and steering angle of the vehicle and the actually measured roll angle in the running process of the vehicle in advance, and establishing a corresponding relation;
determining the maximum vehicle speed of the vehicle when the maximum stable roll angle is reached according to the corresponding relation, the vehicle state and a second target steering angle, and taking the maximum vehicle speed as the set value;
the speed of the vehicle is reduced to a set value.
Preferably, the host vehicle is equipped with a steer-by-wire system to ensure steering accuracy.
In a second aspect, the present invention provides an electronic device comprising a processor, a memory, an input means and an output means;
the processor is configured to perform any of the steps of the autopilot-based steering control method by invoking a program or instructions stored in the memory.
The invention has the following technical effects:
when the length is set from the steering position, the first target steering angle is determined in advance, and then when the situation that the steering is unstable is predicted, a certain distance margin exists, the vehicle can run for a certain distance in the direction opposite to the steering direction, and therefore the required target steering angle, namely commonly called big turning, can be reduced. Compared with the prior art, the steering angle is also reduced to improve the stability, but the path is changed in advance, and the second target steering angle is determined on the new path, so that the steering can be successfully steered by a smaller steering angle.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a flow chart of a method for steering control based on autonomous driving provided by an embodiment of the present invention;
FIG. 2 is a schematic diagram of a driving route of a vehicle provided by an embodiment of the present invention;
fig. 3 is a schematic structural diagram of an electronic device according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it should also be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
An embodiment of the present invention provides a steering control method based on automatic driving, which is suitable for a situation where a target steering angle of a host vehicle is adjusted before and when steering is required and control is performed according to the adjusted target steering angle. Fig. 1 is a flowchart of an automated driving-based steering control method according to an embodiment of the present invention, where the method is executed by an electronic device, and the automated driving-based steering control method includes:
and S110, determining a first target steering angle according to path planning and environment perception when the distance from the steering position to the steering position is set to be long.
The turning position is a position where turning is required, i.e. from straight to a critical position of turning, such as an intersection. The specific value of the set length is not limited in this embodiment, and may be set according to actual conditions, for example, 30 meters. Preferably, the set length is determined in accordance with the vehicle speed of the host vehicle, the host vehicle position, and the turning-permitted lane width, so that the host vehicle travels to the turning-permitted lane edge (the opposite-direction side of the turning) at the arrival turning position. The lane width allowing steering is the total width of at least one lane.
For example, fig. 2 is a schematic diagram of a driving route of a vehicle according to an embodiment of the present invention. Assuming that the speed of the vehicle is 30km/h, 2 lanes allowing steering are provided, the total width is 3m, the vehicle needs to travel transversely for 1 m from the position of the vehicle to the edge of the lane, and the transverse speed is 0.5m/s, the vehicle travels 16.6m in a distance of 2s at 30km/h as the set length.
The route planning is a lane-level route from a departure point to a destination point, and a specific travel route is specified. The environment perception comprises the front road condition perceived based on collected data of a camera, a radar and the like, whether an obstacle exists, whether a front vehicle brakes and needs to avoid, and the like. Whether the host vehicle needs to be steered (to avoid an obstacle or a leading vehicle) and a first target steering angle can be determined based on environmental perception on the basis of path planning. The specific method for determining the first target steering angle may be determined based on the vehicle speed and the road condition of the host vehicle, as seen in the prior art.
For convenience of description and distinction, the target steering angle obtained when the length is set from the steering position is referred to as a first target steering angle. The steering angle may be defined as the angle of rotation of the front wheels relative to straight travel.
And S120, judging whether the vehicle has instability risks or not according to the running state of the vehicle and the first target steering angle. If yes, jumping to S121; if not, jumping to S122.
The driving state of the vehicle comprises a dynamic state and a static state, and the static state comprises front wheel positioning parameters, rear suspension structure parameters and the like. The dynamic state is a state during traveling, and includes the vehicle speed and the like.
The roll angle is predicted according to the running state of the vehicle and the first target steering angle. Specifically, the driving state and the steering angle of the vehicle and the actually measured roll angle of the vehicle in the driving process are collected in advance, and a corresponding relation is established; and predicting the roll angle according to the running state of the vehicle, the first target steering angle and the corresponding relation. The corresponding relation can be a one-to-one corresponding table of data, and the roll angle is predicted by looking up the table; the roll angle may also be predicted by solving a mathematical expression that takes the running state of the vehicle and the steering angle as inputs and takes the actually measured roll angle as an output.
Then, if the predicted roll angle is larger than the maximum roll stability angle, judging that the vehicle has instability risk; and if the predicted roll angle is less than or equal to the maximum roll stability angle, judging that the vehicle has no instability risk. The maximum roll stability angle intuitively reflects the roll stability of the vehicle, and the specific obtaining method refers to the prior art.
And S121, controlling the vehicle to run for the set length in the reverse direction of the steering direction. Execution continues with S130.
And if the vehicle is steered to the right, controlling the vehicle to run towards the left for the set length, and if the vehicle is steered to the left, controlling the vehicle to run over the right for the set length.
And S122, controlling the steering of the vehicle at the first target steering angle, and ending the operation.
And S130, determining a second target steering angle again according to the path planning and the environment perception when the steering position is reached.
For example, at the arrival intersection, the vehicle changes lanes or deviates to the lane edge without changing lanes, the obstacle or the vehicle ahead of the front view may change, and the second target steering angle needs to be determined again according to the path planning and the environmental perception.
It is foreseeable that the second target steering angle is smaller than the first target steering angle because the host vehicle is traveling away from the steering direction.
For convenience of description and distinction, the target steering angle obtained at the steering position is referred to as a second target steering angle.
And S140, judging whether the vehicle has unstable risk according to the running state of the vehicle and the second target steering angle. If not, S141 is executed. If so, S142 is performed.
Similarly to S120, the roll angle is first predicted from the running state of the own vehicle and the second target steering angle. Specifically, the driving state and the steering angle of the vehicle and the actually measured roll angle in the driving process of the vehicle are collected in advance, and a corresponding relation is established; and predicting the roll angle according to the running state of the vehicle, the second target steering angle and the corresponding relation. Then, if the predicted roll angle is larger than the maximum roll stability angle, judging that the vehicle has an unstable risk; if the predicted roll angle is equal to or less than the maximum roll stability angle, it is determined that the host vehicle is not at risk of instability.
And S141, controlling the steering of the vehicle by the second target steering angle.
And S142, reducing the vehicle speed of the vehicle to be a set value so that the vehicle has no unstable risk when being steered at the second target steering angle.
Specifically, on the basis of the corresponding relationship, the maximum vehicle speed when the maximum stable roll angle is reached is determined as the set value according to the corresponding relationship, the vehicle state and the second target steering angle; the speed of the vehicle is reduced to a set value.
And inputting the maximum stable side inclination, the vehicle state and the second target steering angle into the corresponding relation, and solving to obtain the maximum vehicle speed of the vehicle. Therefore, after the vehicle speed is reduced to be a set value, the vehicle can be steered at the second target steering angle, and the condition that the vehicle does not turn over is guaranteed.
According to the invention, when the length is set from the steering position, the first target steering angle is determined in advance, and then when the steering is predicted to be unstable, a certain distance margin exists, and the vehicle can run for a certain distance in the direction opposite to the steering direction, so that the required target steering angle, namely commonly called big turning, can be reduced. Compared with the prior art, the steering angle is also reduced to improve the stability, but the path is changed in advance, and the second target steering angle is determined on the new path, so that the steering can be successfully steered by a smaller steering angle.
On the basis of the above embodiments, it is considered that the predicted roll angle may be different from the actually detected roll angle, and therefore, whether there is an instability risk still needs to be detected during driving, and corresponding adjustment is performed. And if the vehicle speed is reduced to be a set value, and the fact that the vehicle has instability risk when being steered at a second target steering angle is detected in the driving process, reducing the second target steering angle.
In particular, the actual roll angle is detected during steering at a second target steering angle, which is reduced when a rollover risk is detected. The magnitude of the decrease may be a set value or gradually decreased to avoid rollover.
Preferably, after reducing the second target steering angle, the method further includes: and if the steering is not successfully conducted according to the environment perception judgment, controlling the braking of the vehicle. According to the data of the camera and the radar, a front lane line can be detected, and then the curvature of a road is obtained. And judging whether the vehicle can pass through the road with the curvature or not by combining the current pose and the steering angle of the vehicle. If the steering is not successful, the vehicle brake is controlled and the vehicle brake is delivered to the driver for operation. If the effect steering is possible, the steering of the host vehicle is continued to be controlled at the reduced steering angle.
In the above embodiments, the host vehicle is equipped with a steer-by-wire system to ensure steering accuracy.
Fig. 3 is a schematic structural diagram of an electronic device according to an embodiment of the present invention, as shown in fig. 3, the electronic device includes a processor 40, a memory 41, an input device 42, and an output device 43; the number of processors 40 in the device may be one or more, and one processor 40 is taken as an example in fig. 3; the processor 40, the memory 41, the input means 42 and the output means 43 in the device may be connected by a bus or other means, as exemplified by the bus connection in fig. 3.
The memory 41 is a computer-readable storage medium, and can be used for storing software programs, computer-executable programs, and modules, such as program instructions/modules corresponding to the method for disassembling the communication line of the new urban rail transit line in the embodiment of the present invention. The processor 40 executes various functional applications and data processing of the device by running software programs, instructions and modules stored in the memory 41, that is, the method for disassembling the communication line of the urban rail transit newly-built line is realized.
The memory 41 may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required for at least one function; the storage data area may store data created according to the use of the terminal, and the like. Further, the memory 41 may include high speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid state storage device. In some examples, memory 41 may further include memory located remotely from processor 40, which may be connected to the device over a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The input device 42 may be used to receive entered numeric or character information and to generate key signal inputs relating to user settings and function controls of the apparatus. The output device 43 may include a display device such as a display screen.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions deviate from the technical solutions of the embodiments of the present invention.
Claims (10)
1. A steering control method based on automatic driving, characterized by comprising:
when the length is set to the distance from the steering position, determining a first target steering angle according to path planning and environmental perception;
if the fact that the vehicle is unstable is judged according to the driving state of the vehicle and the first target steering angle, the vehicle is controlled to drive for the set length in the reverse direction of the steering;
determining a second target steering angle again according to path planning and environmental perception when the steering position is reached; the second target steering angle is less than the first target steering angle;
and if the fact that the vehicle has no unstable risk is judged according to the running state of the vehicle and the second target steering angle, controlling the steering of the vehicle by the second target steering angle.
2. The method of claim 1, after re-determining the second target steering angle based on path planning and environmental perception, further comprising:
and if the vehicle is judged to have the instability risk according to the running state of the vehicle and the second target steering angle, reducing the vehicle speed of the vehicle to be a set value so that the vehicle has no instability risk when being steered at the second target steering angle.
3. The method according to claim 2, characterized in that if it is detected during travel that the host vehicle is at risk of instability when steering at a second target steering angle after lowering the vehicle speed to the set value, the second target steering angle is decreased.
4. The method of claim 3, further comprising, after reducing the second target steering angle:
and if the steering is not successfully judged according to the environment perception, controlling the braking of the vehicle and handing the vehicle to the driver for operation.
5. The method according to any one of claims 1 to 4, wherein the set length is determined in accordance with a vehicle speed of the host vehicle, a position of the host vehicle, and a lane width allowing steering.
6. The method according to any one of claims 1 to 4, wherein controlling the host vehicle to travel the set length in the reverse direction of the steering if it is determined that the host vehicle is at risk of instability based on the traveling state of the host vehicle and the first target steering angle, comprises:
predicting a roll angle according to the running state of the vehicle and the first target steering angle;
if the predicted roll angle is larger than the maximum roll stability angle, judging that the vehicle has an unstable risk;
and if the vehicle is steered to the right, controlling the vehicle to run towards the left for the set length, and if the vehicle is steered to the left, controlling the vehicle to run over the right for the set length.
7. The method according to claim 6, wherein the predicting a roll angle from the driving state of the host vehicle and the first target steering angle comprises:
collecting the running state and steering angle of the vehicle and the actually measured roll angle in the running process of the vehicle in advance, and establishing a corresponding relation;
and predicting the roll angle according to the running state of the vehicle, the first target steering angle and the corresponding relation.
8. The method according to claim 2, wherein the reducing the vehicle speed of the host vehicle to a set value so that the host vehicle is steered at the second target steering angle without a risk of instability, comprises:
collecting the running state and steering angle of the vehicle and the actually measured roll angle in the running process of the vehicle in advance, and establishing a corresponding relation;
determining the maximum vehicle speed of the vehicle when the maximum stable roll angle is reached according to the corresponding relation, the vehicle state and the second target steering angle, and taking the maximum vehicle speed as the set value;
the speed of the vehicle is reduced to a set value.
9. The method of any one of claims 1-4, wherein the host vehicle is equipped with a steer-by-wire system to ensure steering accuracy.
10. An electronic device, comprising: a processor, a memory, an input device, and an output device;
the processor is configured to execute the steps of the autopilot-based steering control method of any of claims 1-4 by invoking a program or instructions stored by the memory.
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| CN202310029981.1A CN115716502B (en) | 2023-01-10 | 2023-01-10 | Steering control method and device based on automatic driving |
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| CN202310029981.1A CN115716502B (en) | 2023-01-10 | 2023-01-10 | Steering control method and device based on automatic driving |
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| CN209833758U (en) * | 2019-01-08 | 2019-12-24 | 南京航空航天大学 | Drive-by-wire steering system |
| CN111290407A (en) * | 2020-03-30 | 2020-06-16 | 新石器慧通（北京）科技有限公司 | Autonomous vehicle and steering adjustment method thereof |
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2023
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| JPH03127206A (en) * | 1989-10-13 | 1991-05-30 | Mitsubishi Electric Corp | Automatic drive controller for vehicle |
| CN101039837A (en) * | 2005-06-14 | 2007-09-19 | 丰田自动车株式会社 | Steering system of vehicle |
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Application publication date: 20230228 Assignee: Jiangsu Tianyi Airport Equipment Maintenance Service Co.,Ltd. Assignor: Jiangsu Tianyi Aviation Industry Co.,Ltd. Contract record no.: X2023980044219 Denomination of invention: A steering control method and equipment based on autonomous driving Granted publication date: 20230428 License type: Common License Record date: 20231024 |
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