CN116788264A - Vehicle transverse control method, device, equipment and medium - Google Patents
Vehicle transverse control method, device, equipment and medium Download PDFInfo
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/02—Control of vehicle driving stability
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
Abstract
The application provides a vehicle transverse control method, a device and a medium, wherein the method comprises the steps of obtaining a first yaw rate of a vehicle in a first running state; determining a yaw rate compensation value corresponding to the first driving state, wherein the yaw rate compensation value is used for correcting the first yaw rate, and the yaw rate compensation value is calculated by a difference value between a third yaw rate obtained by testing in a bench test and a fourth yaw rate obtained by calculating by using a vehicle kinematic model; the first yaw rate is modified according to the yaw rate compensation value, and a second yaw rate is obtained; and performing lateral control of the vehicle according to the second yaw rate.
Description
Technical Field
The present application relates to the field of vehicle control technologies, and in particular, to a vehicle transverse control method, device, equipment, and medium.
Background
Yaw rate is an important parameter for lateral control of the vehicle. The yaw rate can be obtained by detection with an in-vehicle sensor in the related art. When an on-vehicle sensor is used, a certain error is caused by the deviation of the sensor itself and noise, and therefore, the yaw rate needs to be corrected.
In the related art, the error of the yaw rate may be calculated according to the current position of the vehicle and a preset motion trajectory or the yaw rate may be calculated in real time through a vehicle dynamics model. However, these methods have problems such as complicated operations to consume computing resources.
Disclosure of Invention
The application provides a vehicle transverse control method, a device, equipment and a medium, which can save computing resources.
The first aspect of the application discloses a vehicle lateral control method for an electronic device, comprising: acquiring a first yaw rate of the vehicle in a first driving state; determining a yaw rate compensation value corresponding to the first driving state, wherein the yaw rate compensation value is used for correcting the first yaw rate, and the yaw rate compensation value is calculated by a difference value between a third yaw rate obtained by testing in a bench test and a fourth yaw rate obtained by calculating by using a vehicle kinematic model; the first yaw rate is modified according to the yaw rate compensation value, and a second yaw rate is obtained; and performing lateral control of the vehicle according to the second yaw rate.
In a possible implementation of the first aspect, the calculating the yaw-rate compensation value includes calculating the fourth yaw-rate under a plurality of different operating conditions in the bench test, where the parameters of the plurality of different operating conditions include one or more of wheel speed, acceleration, and turning angle; acquiring the third yaw rate corresponding to the plurality of different working conditions in the bench test; and calculating and generating the yaw rate compensation value according to the difference value of the third yaw rate and the fourth yaw rate.
In a possible implementation of the first aspect, the yaw-rate compensation value is stored in a table, where the table includes parameters of the plurality of different operating conditions and corresponding yaw-rate compensation values.
In a possible implementation of the first aspect, the parameters of the plurality of different operating conditions are set in the table with a predetermined variation range, variation gradient, and linear interpolation order.
In a possible implementation of the first aspect, determining a yaw rate compensation value corresponding to the first driving state includes obtaining a fifth yaw rate based on the initial compensation value and the fourth yaw rate; calculating a difference between the third yaw rate and the fifth yaw rate; and when the difference between the third yaw rate and the fifth yaw rate meets a preset threshold range, saving the initial compensation value as the yaw rate compensation value under the current working condition.
In a possible implementation of the first aspect, the method further includes, when the difference between the third yaw rate and the fifth yaw rate does not meet the predetermined threshold range, adjusting the initial compensation value until the difference between the third yaw rate and the fifth yaw rate meets the predetermined threshold range.
In a possible implementation of the first aspect, the method further includes, when the difference is greater than 0, incrementing the initial compensation value by an equal step size.
In a possible implementation of the first aspect, the method further includes decrementing the initial compensation value by an equal step size when the difference is less than 0.
In a possible implementation of the first aspect, the calculating the yaw-rate compensation value includes testing a sixth yaw rate in the bench test, wherein an accuracy of the third yaw rate is higher than an accuracy of the sixth yaw rate; calculating an average value of the fourth yaw rate and the sixth yaw rate; and calculating the yaw-rate compensation value according to a difference between the third yaw-rate and the average value.
In a possible implementation of the first aspect, the modifying the first yaw rate according to the yaw rate compensation value includes modifying the first yaw rate based on the yaw rate compensation value and a static yaw rate compensation value of the vehicle when stationary.
In a possible implementation of the first aspect, determining the yaw rate compensation value corresponding to the first driving state further includes obtaining a working condition corresponding to the first driving state; and acquiring a yaw rate compensation value under the working condition of the vehicle according to the table.
A second aspect of the application discloses a vehicle lateral control device, the device comprising: an acquisition module configured to acquire a first yaw rate of the vehicle in a running state; a determination module configured to determine a yaw rate compensation value corresponding to the first driving state, wherein the yaw rate compensation value is used for correcting the first yaw rate, and the yaw rate compensation value is calculated from a difference between a third yaw rate obtained by a test in a bench test and a fourth yaw rate obtained by calculation using a vehicle kinematic model; the correction module is configured to correct the first yaw rate according to the yaw rate compensation value to obtain a second yaw rate; and a control module configured to perform lateral control of the vehicle according to the second yaw rate.
A third aspect of the application discloses a computer readable medium storing one or more programs executable by one or more processors to implement the method of the first aspect of the application.
In a fourth aspect, the application features an electronic device that includes a memory storing computer-executable instructions and a processor; the instructions, when executed by the processor, cause the apparatus to carry out the method according to the first aspect of the application.
A fifth aspect of the application discloses a computer program product which, when executed by a processor, implements the method of the first aspect of the application.
A sixth aspect of the application discloses an automobile including the vehicle lateral control device according to the second aspect of the application.
According to the embodiment provided by the application, the first yaw rate of the vehicle in the first running state and the yaw rate value compensation value corresponding to the first running state are respectively acquired, wherein the yaw rate compensation value is calculated by the difference value between the third yaw rate measured in the bench test and the fourth yaw rate obtained through calculation. The first yaw rate is corrected using the difference as a yaw rate compensation value, and the vehicle is laterally controlled using the corrected yaw rate. Different running states of the vehicle are simulated through bench test to obtain yaw rate compensation values corresponding to the different running states, and in actual running of the vehicle, the current yaw rate value is directly modified by the existing yaw rate compensation values without calculating the yaw rate in real time, so that calculation resources are saved.
Drawings
FIG. 1 is a schematic view of an application scenario of a vehicle lateral control method of the present application;
FIG. 2 is a flow chart of a vehicle lateral control method according to an embodiment of the application;
FIG. 3 is a schematic diagram of a test bench according to an embodiment of the application;
FIG. 4 is a schematic view showing a calculation process of the yaw-rate compensation value according to an embodiment of the present application;
FIG. 5 is a flow chart of determining a yaw rate compensation value according to an embodiment of the present application;
FIG. 6 is a flow chart of determining a yaw rate compensation value according to an embodiment of the present application;
FIG. 7 is a flow chart of determining a yaw rate compensation value according to an embodiment of the present application;
FIG. 8 is a schematic view of a vehicle lateral control device according to an embodiment of the application;
fig. 9 is a block diagram of an electronic device of one embodiment of the application.
Detailed Description
The application will be further described with reference to specific examples and figures. It is to be understood that the illustrative embodiments of the present disclosure, including but not limited to vehicle-based lateral control methods, apparatus, and mediums, are described herein with the specific embodiments being merely illustrative of the application and not limiting of the application. Furthermore, for convenience of description, only some, but not all, structures or processes related to the present application are shown in the drawings.
For the purpose of making the objects, technical solutions and advantages of the present application more apparent, embodiments of the present application will be described in further detail below with reference to the accompanying drawings.
The vehicle lateral control method of the application can be applied to an application scenario as shown in fig. 1. In fig. 1, a vehicle 110 is traveling on a road 120. The lateral control of the vehicle means control of steering of the vehicle 110, and steering of the vehicle includes straight running, left turning running, right turning running, and the like. Steering control may be achieved by controlling the steering wheel of vehicle 110.
In lateral control of a vehicle, yaw rate, which is an angular velocity at which the vehicle rotates about a z-axis perpendicular to the ground, is one of important parameters.
The yaw rate may be obtained from an on-vehicle sensor. Due to the deviation and noise of the vehicle-mounted sensor, the yaw rate obtained by directly using the sensor has a certain error, so that the yaw rate obtained by the sensor needs to be corrected. In some embodiments, an error of the yaw rate may be calculated according to a current position of the vehicle and a preset motion trajectory, and the yaw rate may be compensated according to the error, so as to obtain a compensated yaw rate, and further perform lateral control of the vehicle. In other embodiments, the real-time yaw rate can also be obtained by calculating parameters such as the four-wheel speed, steering wheel angle, acceleration and the like of the bicycle through a vehicle dynamics method. When the vehicle actually runs, the position of the vehicle and the parameters are changed in real time, and the problems of calculation resource consumption, complex operation and the like exist in the methods.
In order to solve the above-described problems, one embodiment of the present application provides a vehicle lateral control method: and dynamically simulating a plurality of driving states of the vehicle by using the bench test, and acquiring yaw rate compensation values in the simulated driving states. In the actual running process of the vehicle, the compensated value can be obtained quickly only by finding the yaw rate compensation value corresponding to the actual running state, and the yaw rate is not required to be calculated in real time, so that the calculation resources are saved, and the efficiency of transverse control is improved.
Details of an embodiment of the vehicle lateral control method according to the application are described below with reference to fig. 2. As shown in fig. 2, the vehicle lateral control method 200 according to one embodiment of the application includes the following steps.
In S210, a first yaw rate of the vehicle in a first running state is acquired.
The electronic device to which the vehicle lateral control method 100 is applied may be any one of a vehicle itself, a computer of the vehicle, a server of the vehicle, an in-vehicle terminal, a processor of the vehicle, and a chip of the vehicle, which is not limited herein.
In some embodiments, the yaw rate of the vehicle in the running state may be detected from a sensor provided on the vehicle, and the detected yaw rate is transmitted to the electronic device by the sensor. The electronic device acquires a yaw rate of the vehicle in the running state.
In S220, a yaw-rate compensation value corresponding to the first running state is determined, wherein the yaw-rate compensation value is used to correct the first yaw rate, and the yaw-rate compensation value is calculated from a difference between the third yaw rate tested in the bench test and the fourth yaw rate calculated using the vehicle kinematics model.
The yaw-rate compensation value is derived based on a difference between a third yaw rate measured in the bench test and a fourth yaw rate calculated based on the use of the vehicle kinematics model.
Fig. 3 shows a schematic diagram of a test bench 300 according to an embodiment of the application. Test bench 300 includes mounting fixture plate 301, cart model 302, rotating electrical machine 303, drive shaft assembly 304, and sensor module 305. The rotating motor 303 includes four rotating motors simulating wheels, the transmission shaft assembly 304 includes a transmission shaft and a universal joint, the sensor module 305 includes a plurality of sensors, and the plurality of sensors may include one or more of a wheel speed sensor, an acceleration sensor, a steering angle sensor, and a yaw rate sensor for a vehicle.
In bench testing, wheel movement is simulated by rotation of four of the rotary motors 303, and the attitude of the cart 302 can be adjusted by the drive shafts and universal joints in the drive shaft assembly 304. Based on the vehicle kinematics model, the cart model may be considered a rigid body, so that the driving state of the vehicle may be simulated. Corresponding vehicle power signals may be collected by the sensor module 305. The third yaw rate may be detected directly based on the yaw sensor in the sensor module 305. The fourth yaw rate may be calculated using a vehicle kinematics model based on signals collected by other sensors in the sensor module 305, such as wheel speed, acceleration, steering angle, etc.
The yaw-rate compensation value corresponding to the first running state may refer to a running state of the simulated vehicle in the bench test that is the same as or close to the first running state.
In S230, the first yaw rate is corrected based on the yaw rate compensation value, and the second yaw rate is obtained.
And acquiring yaw rate compensation values of various simulated driving states in the bench test, and when the vehicle is actually driving in the first driving state, correcting the first yaw rate according to the yaw rate compensation value of the corresponding simulated driving state to obtain a second yaw rate, namely the corrected yaw rate.
In S240, lateral control is performed on the vehicle according to the second yaw rate.
And performing lateral control on the vehicle according to the corrected yaw rate.
In the method 200, a first yaw rate of the vehicle in a first driving state is obtained, and a yaw rate value compensation value corresponding to the first driving state is obtained, the yaw rate compensation value being calculated from a difference between the third yaw rate measured in the bench test and the calculated fourth yaw rate. The first yaw rate is corrected using the difference as a yaw rate compensation value, and the vehicle is laterally controlled using the corrected yaw rate. The method 200 simulates different running states of the vehicle through bench test to obtain yaw rate compensation values corresponding to the different running states, and in actual running of the vehicle, the current yaw rate value is directly modified by the existing yaw rate compensation values without calculating the yaw rate in real time, so that calculation resources are saved, and complexity of transverse control is reduced.
One embodiment of the present application provides a process 400 for calculating a yaw-rate compensation value in bench testing, see fig. 4, comprising the following steps.
In S410, a fourth yaw rate is calculated under a plurality of different operating conditions in the bench test, wherein the plurality of different operating conditions include one or more of wheel speed, acceleration, and cornering angle.
As previously described, bench testing may simulate various driving conditions of a vehicle. In the bench test, various working conditions can be set to correspond to various running states of the vehicle one by one. The parameters of the plurality of different operating conditions include one or more of wheel speed, acceleration, cornering angle.
In some examples, the operating condition may be determined from among front wheel speed, rear wheel speed, front wheel angle, longitudinal acceleration, lateral acceleration. The corresponding yaw rate may be calculated based on the front wheel speed, the rear wheel speed, the front and rear wheel speeds, and the front wheel rotational angle and the lateral acceleration, respectively. And on the basis, the fourth yaw rate is obtained by weighted average or direct average of the corresponding yaw rates. The calculation of the yaw rate corresponding to the parameters of each working condition in the bench test belongs to a conventional calculation method, and is not described herein.
In S420, a third yaw rate corresponding to a plurality of different operating conditions is acquired in the bench test.
And under different working conditions, respectively detecting and obtaining corresponding third yaw rates by using the yaw rate sensors. In some embodiments, the third yaw rate may be detected using a vehicle-level yaw rate sensor. In other embodiments, the third yaw rate may be detected using a sensor that has higher detection accuracy than the yaw rate sensor of the vehicle stage. The yaw rate detected by the sensor with higher accuracy can be used as a reference standard in the calibration method to improve the accuracy of the yaw rate compensation value.
In S430, a yaw-rate compensation value is calculated and generated from the difference between the third yaw rate and the fourth yaw rate.
For each working condition in the bench test, two corresponding yaw rates can be obtained, namely, a third yaw rate obtained by utilizing the yaw rate sensor and a fourth yaw rate obtained by utilizing the vehicle kinematics model to calculate, and then a yaw rate compensation value under the working condition is obtained according to the difference value of the third yaw rate and the fourth yaw rate.
In some embodiments, the data processing is performed using a control variable method when calculating the yaw-rate compensation value. Namely, each time the relation logic of the influence signal and the yaw rate compensation value is calibrated, other signals are set to be constant. For example, the wheel speed and the acceleration may be controlled to be constant, a fourth yaw rate at different turning angles may be calculated, and a difference between the current third yaw rate and the fourth yaw rate may be calculated to obtain yaw rate compensation values at different turning angles. Similar measures are adopted for processing the yaw rate compensation values at different wheel speeds or the yaw rate compensation values at different accelerations.
In some embodiments, the yaw-rate compensation values for different operating conditions are stored in a table that includes a plurality of parameters for different operating conditions and corresponding yaw-rate compensation values. In some examples, an automatic calibration routine script may be set to calculate yaw rate compensation values for different operating conditions. The predetermined variation range and the variation gradient can be set for different parameters, respectively. For example, when calculating the yaw angle compensation value at different wheel speeds, the wheel speed range may be set to 0-200km/h. In addition, it is possible to set the wheel speed in intervals of 10km/h each time, that is, 0km/h, 10km/h, 20km/h … km/h, and 200km/h. In some examples, different gradient of variation may be set in different intervals depending on the actual situation or external requirements. Similar processing may be used for different wheel speeds and cornering angles.
In the bench test, the fourth yaw rate may be calculated not only from the signal acquired by the sensor, but also by directly detecting the yaw rate by using the yaw rate sensor. The yaw-rate compensation value is calculated on the basis of this. For example, FIG. 5 illustrates a method 500 of determining a yaw rate compensation value according to one embodiment of the application, including the following steps.
In S510, a sixth yaw rate in the bench test is tested, wherein the accuracy of the third yaw rate is higher than the accuracy of the sixth yaw rate.
And under different working conditions, respectively detecting the corresponding third yaw rate and sixth yaw rate by using different yaw rate sensors. For example, an a sensor and a B sensor are used in bench test, the B sensor is a common yaw rate sensor for a vehicle, and the a sensor is a yaw rate sensor with higher detection accuracy. High detection accuracy here may mean that the uncertainty of the value detected by the sensor is lower. The third yaw rate may be detected by the a sensor and the sixth yaw rate may be detected by the B sensor.
In S520, an average value of the fourth yaw rate and the sixth yaw rate is calculated.
Based on the sensor module in the bench test, not only can the yaw rate under a certain working condition be calculated according to the kinematic model, but also the corresponding yaw rate can be obtained by direct test according to the two sensor models. And averaging the calculated yaw rate and the yaw rate obtained by testing the common sensor to obtain an average value which is the calculated value of the yaw rate under the working condition.
In S530, a yaw-rate compensation value is calculated from the difference between the third yaw-rate and the average value.
The third yaw rate detected by the sensor with high detection accuracy is used as a reference value, and the difference between the reference value and the calculated value in S520 is used as a yaw rate compensation value.
In the bench test, the method of adopting two yaw rate sensors with different precision can increase the convergence and accuracy of calculation when calculating the compensation value.
After the table of yaw rate compensation values under different working conditions is obtained, the yaw rate compensation value of the vehicle under the corresponding running state can be obtained according to the table, see fig. 6. Fig. 6 illustrates a method 600 of determining a yaw rate compensation value according to an embodiment of the present application, including the following steps.
In S610, the operating condition corresponding to the first running state is acquired.
Since the bench test simulates various running states of the vehicle, when the vehicle runs in the first running state, the working condition corresponding to the bench test can be determined according to the parameters in the first running state, such as wheel speed, acceleration and cornering angle.
In S620, it is determined whether there is the same operating condition in the table as the operating condition corresponding to the first running state.
When the vehicle is actually running, each parameter in the running state is not necessarily identical to each parameter in different working conditions of the bench test. For example, the wheel speed in the running state of the vehicle is 65km/h, and the wheel speed set in the bench test is 0km/h, … km/h, 70km/h … km/h and 57200 km/h. In this case, in order to cover the actual running state as much as possible, the yaw-rate compensation value between the two adjacent set values calculated by interpolation may be included in the yaw-rate compensation value table. For example, after obtaining yaw rate compensation values at wheel speeds of 60km/h and 70km/h, the yaw rate compensation values at 61km/h,62km/h, …,69km/h are calculated by interpolation. The linear interpolation order generation interpolation can be set in the yaw rate compensation value table so that the table can cover as many working conditions as possible, thereby improving the efficiency of yaw rate correction.
If the operating conditions corresponding to the first driving state (including interpolation in the table) can be found in the table, proceeding to S630; otherwise, S640 is entered.
In S630, the yaw-rate compensation value under the operating condition of the vehicle is directly acquired according to the table.
After determining the corresponding working conditions, the corresponding yaw rate compensation value can be determined directly according to the yaw rate compensation value table.
In S640, the yaw-rate compensation value is determined from the operating conditions in the table that are approximate to the operating conditions corresponding to the first running state.
In some examples, for example, the wheel speed in the vehicle driving state is 82km/h, and the wheel speeds in the tables are 0km/h, … km/h, 85km/h, 90km/h …. In this case, a yaw rate compensation value of 80km/h close to 82km/h can be selected. An approximate range may be set, for example, if the error of the actual operating parameter and the operating parameter in the table is within 3%, the actual operating parameter is approximated as the operating parameter in the table.
In other examples, when the operating condition parameter values in the yaw-rate compensation value table are not found while the vehicle is in an actual running state, the yaw-rate compensation value in the running state may be calculated by interpolation from adjacent parameters in the yaw-rate compensation value table.
In some embodiments, in the methods shown in fig. 4 to 5, when the yaw-angle compensation value is determined from the difference between the yaw-rate detection value and the yaw-angle calculation value, the difference may be directly used as the compensation value. In other examples, the compensation value may be determined using an indirect method. For example, a flowchart of a method 700 of determining a yaw-rate compensation value corresponding to a first driving state according to an embodiment of the present application is shown in fig. 7, including the following steps.
In S701, a fifth yaw rate is obtained based on the initial compensation value and the fourth yaw rate.
The initial compensation value r can be set according to the requirement 0 The initial compensation value should satisfy the range limit, i.e., the minimum yaw-rate compensation value is less than or equal to the yaw-rate initial compensation value and less than or equal to the maximum yaw-rate compensation value. Initial compensation value r to be set 0 And a fourth yaw rate r 4 The addition results in a compensated yaw rate, i.e. a fifth yaw rate r 5 ＝r 0 +r 4 . The minimum yaw-rate compensation value and the maximum yaw-rate compensation value may be determined according to actual needs.
In S702, a difference between the third yaw rate and the fifth yaw rate is calculated.
For each working condition in the bench test, calculating and utilizing the detected third yaw rate r 3 And a compensated fifth yaw rate r 5 The difference delta = r 3 -r 5 ＝r 3 -r 0 -r 4 。
In S703, it is determined that the difference between the third yaw rate and the fifth yaw rate satisfies a predetermined threshold range.
In this step, it is determined whether the difference Δ calculated in S702 satisfies the range requirement, that is, the minimum yaw-rate difference value is equal to or less than the maximum yaw-rate difference value. If the difference value delta satisfies the condition, proceeding to S704; if the difference value delta does not satisfy the condition, the process proceeds to S705. For example, the minimum yaw-rate difference is-0.2 rad/s, the maximum yaw-rate difference is 0.2rad/s, and the calculated yaw-rate difference is 0.1rad/s. In this case, the yaw rate difference satisfies the range requirement, and the process advances to S704. If the yaw rate difference is-0.25 rad/S or 0.25rad/S, the process proceeds to S705.
In S704, the initial compensation value is saved as the yaw-rate compensation value under the current operating condition.
In the case where the difference value Δ satisfies a predetermined threshold range, an initial compensation value is saved and output.
In S705, it is determined whether the difference between the third yaw rate and the fifth yaw rate is greater than 0.
At the difference delta (delta=r 3 -r 5 ＝r 3 -r 0 -r 4 ) In case the predetermined threshold range is not met, then the initial compensation value r is required 0 And (5) adjusting. The basis of the adjustment is to judge the third yaw rate r 3 And a compensated fifth yaw rate r 5 The two values are determined to be larger than 0. If the difference delta is greater than 0, then S706 is entered; if the difference Δ is less than 0, then S707 is entered.
In S706, the initial compensation value is incremented by an equal step size.
If the yaw rate difference delta is 0.25rad/s, the initial compensation value r can be incremented in equal steps 0 . For example, the initial compensation value r 0 Increasing by 0.05rad/S, returning to S701-S702, a new yaw-rate difference delta' =0.2 rad/S is obtained. And then determining whether the new yaw rate difference delta 'meets a predetermined threshold range, cycling through the process of method 700 until the initial compensation value is adjusted until the new yaw rate difference delta' meets the predetermined threshold range, and outputting an updated compensation value.
In S707, the initial compensation value is decremented by an equal step.
If the difference of the yaw rate is-0.25 rad/s, the initial compensation value r can be decremented by equal steps 0 . For example, the initial compensation value r 0 The decrease is 0.05rad/S, and the process returns to S701-S702, and a new yaw-rate difference delta' = -0.2rad/S is obtained. And then determining whether the new yaw rate difference delta 'meets a predetermined threshold range, cycling through the process of method 700 until the initial compensation value is adjusted until the new yaw rate difference delta' meets the predetermined threshold range, and outputting an updated compensation value.
When the vehicle is in a stationary state, it is necessary to calculate a static yaw rate compensation value due to the fact that the yaw rate sensor itself is zero-floating or the like. In some examples, the yaw rate value sent by the entire car CAN bus in several cycles (e.g., 5 cycles) may be obtained and an average calculated. The average value may be used as a yaw rate compensation value when the vehicle is stationary.
When the vehicle is in a running state, the yaw rate in the current running state may be modified based on the static yaw rate compensation value and the yaw rate compensation value described above. Namely, the yaw angle correction under the running state of the vehicle adopts a method of static correction and dynamic correction in combination. By combining with different states of the vehicle when determining the offset compensation value, the sufficiency and comprehensiveness of determining the test offset compensation value can be improved, thereby improving accuracy and reliability.
In some embodiments, the received signal may be subjected to a linear filtering process as the kinetic signal is acquired by a sensor on the vehicle. For example, the following equations (1) and (2) are satisfied when the current wheel speed detected by the wheel speed sensor is Whlspd.
Whlspdmin≤Whlspd≤Whlspdmin (1)
ΔWhlspdmin≤|ΔWhlspd|≤ΔWhlspdmax (2)
Wherein Δwhlspd is the difference between the wheel speeds of the front and rear cycles, whlspdmin and Whlspdmin are the minimum and maximum wheel speeds, respectively, and Δwhlspdmin and Δwhlspdmax are the minimum and maximum wheel speed differences.
Similar linear filtering processes can be performed for other dynamics signals such as lateral acceleration, longitudinal acceleration, cornering angle, yaw rate. When the received dynamic signals all meet the preset range, the signals are effective signals and can be adopted in the calculation process of the yaw rate compensation value. Otherwise, these signals are invalid signals and output as 0.
Fig. 8 shows a schematic diagram of a vehicle lateral control device 800 in an embodiment of the application. The apparatus 800 includes the following modules.
The acquisition module 810 is configured to acquire a first yaw rate of the vehicle while in a driving state.
A determining module 820 configured to determine a yaw-rate compensation value corresponding to the first driving state, wherein the yaw-rate compensation value is used to correct the first yaw-rate, and the yaw-rate compensation value is calculated from a difference between the third yaw-rate tested in the bench test and the fourth yaw-rate calculated using the vehicle kinematics model.
The modification module 830 is configured to modify the first yaw rate according to the yaw rate compensation value, so as to obtain the second yaw rate.
The control module 840 is configured to perform lateral control of the vehicle according to the second yaw rate.
The lateral control device for a vehicle provided by the embodiment of the application can be used for executing the technical scheme of the lateral control method for a vehicle in the embodiment, and the implementation principle and the technical effect are similar, and are not repeated here.
Referring now to fig. 9, shown is a block diagram of an electronic device 900 in accordance with one embodiment of the present application. The electronic device 900 may include one or more processors 902, system control logic 908 coupled to at least one of the processors 902, system memory 904 coupled to the system control logic 908, non-volatile memory (NVM) 906 coupled to the system control logic 908, and a network interface 910 coupled to the system control logic 908.
The processor 902 may include one or more single-core or multi-core processors. The processor 902 may include any combination of general-purpose and special-purpose processors (e.g., graphics processor, application processor, baseband processor, etc.). In embodiments herein, the processor 902 may be configured to perform one or more embodiments in accordance with the various embodiments as shown in fig. 2-8.
In some embodiments, the system control logic 908 may include any suitable interface controller to provide any suitable interface to at least one of the processors 902 and/or any suitable device or component in communication with the system control logic 908.
In some embodiments, the system control logic 908 may include one or more memory controllers to provide an interface to the system memory 904. The system memory 904 may be used for loading and storing data and/or instructions. The memory 904 of the device 900 may include any suitable volatile memory in some embodiments, such as a suitable Dynamic Random Access Memory (DRAM).
NVM/memory 906 may include one or more tangible, non-transitory computer-readable media for storing data and/or instructions. In some embodiments, NVM/memory 906 may include any suitable nonvolatile memory such as flash memory and/or any suitable nonvolatile storage device, such as at least one of a HDD (Hard Disk Drive), a CD (Compact Disc) Drive, a DVD (Digital Versatile Disc ) Drive.
NVM/memory 906 may include a portion of a memory resource installed on the apparatus of device 900 or it may be accessed by, but is not necessarily part of, the device. For example, NVM/storage 906 may be accessed over a network via network interface 910.
In particular, system memory 904 and NVM/storage 906 may each include: a temporary copy and a permanent copy of instruction 920. The instructions 920 may include: instructions that, when executed by at least one of the processors 902, cause the apparatus 900 to implement the methods shown in fig. 2, 4-7. In some embodiments, instructions 920, hardware, firmware, and/or software components thereof may additionally/alternatively be disposed in system control logic 908, network interface 910, and/or processor 902.
Network interface 910 may include a transceiver to provide a radio interface for device 900 to communicate with any other suitable device (e.g., a front-end module, antenna, etc.) over one or more networks. In some embodiments, the network interface 910 may be integrated with other components of the device 900. For example, the network interface 910 may be integrated in at least one of the processor 902, the system memory 904, the nvm/storage 906, and a firmware device (not shown) having instructions which, when executed by at least one of the processor 902, implement one or more of the various embodiments shown in fig. 2-7.
The network interface 910 may further include any suitable hardware and/or firmware to provide a multiple-input multiple-output radio interface. For example, network interface 910 may be a network adapter, a wireless network adapter, a telephone modem, and/or a wireless modem.
In one embodiment, at least one of the processors 902 may be packaged together with logic for one or more controllers of the system control logic 908 to form a System In Package (SiP). In one embodiment, at least one of the processors 902 may be integrated on the same die with logic for one or more controllers of the system control logic 908 to form a system on a chip (SoC).
The device 900 may further include: input/output (I/O) device 912.I/O device 912 may include a user interface to enable a user to interact with device 900; the design of the peripheral component interface enables the peripheral component to also interact with the device 900.
In some embodiments, the user interface may include, but is not limited to, a display (e.g., a liquid crystal display, a touch screen display, etc.), a speaker, a microphone, one or more cameras (e.g., still image cameras and/or video cameras), a flashlight (e.g., light emitting diode flash), and a keyboard.
In some embodiments, the peripheral component interface may include, but is not limited to, a non-volatile memory port, an audio jack, and a power interface.
The method embodiments of the application can be realized in the modes of software, magnetic elements, firmware and the like.
Program code may be applied to input instructions to perform the functions described herein and generate output information. The output information may be applied to one or more output devices in a known manner. For the purposes of this application, a processing system includes any system having a processor such as, for example, a Digital Signal Processor (DSP), a microcontroller, an Application Specific Integrated Circuit (ASIC), or a microprocessor.
The program code may be implemented in a high level procedural or object oriented programming language to communicate with a processing system. Program code may also be implemented in assembly or machine language, if desired. Indeed, the mechanisms described herein are not limited in scope to any particular programming language. In either case, the language may be a compiled or interpreted language.
One or more aspects of at least one embodiment may be implemented by representative instructions stored on a computer readable storage medium, which represent various logic in a processor, which when read by a machine, cause the machine to fabricate logic to perform the techniques described herein. These representations, referred to as "IP cores," may be stored on a tangible computer readable storage medium and provided to a plurality of customers or production facilities for loading into the manufacturing machine that actually manufactures the logic or processor.
An embodiment of the present application discloses a computer-readable medium storing one or more programs executable by one or more processors to implement the vehicle lateral control method of the present application.
An embodiment of the application discloses a computer program product comprising a computer program which, when executed by a processor, implements the vehicle lateral control method of the application.
An embodiment of the application discloses a vehicle comprising the vehicle lateral control device and the sensor of the application. The sensor is used for collecting dynamic signals of the vehicle.
The foregoing describes embodiments of the present application in terms of specific examples, and other advantages and effects of the present application will be readily apparent to those skilled in the art from the disclosure herein. While the description of the application will be described in connection with the preferred embodiments, it is not intended to limit the inventive features to the implementation. Rather, the purpose of the application described in connection with the embodiments is to cover other alternatives or modifications, which may be extended by the claims based on the application. The following description contains many specific details for the purpose of providing a thorough understanding of the present application. The application may be practiced without these specific details. Furthermore, some specific details are omitted from the description in order to avoid obscuring the application. It should be noted that, without conflict, the embodiments of the present application and features of the embodiments may be combined with each other.
Moreover, various operations will be described as multiple discrete operations in a manner that is most helpful in understanding the illustrative embodiments; however, the order of description should not be construed as to imply that these operations are necessarily order dependent. In particular, these operations need not be performed in the order of presentation.
The terms "comprising," "having," and "including" are synonymous, unless the context dictates otherwise. The phrase "A/B" means "A or B". The phrase "a and/or B" means "(a and B) or (a or B)".
As used herein, the term "module" or "unit" may refer to, be or include: an Application Specific Integrated Circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and/or memory that execute one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality.
In some cases, the disclosed embodiments may be implemented in hardware, firmware, software, or any combination thereof. The disclosed embodiments may also be implemented as instructions carried by or stored on one or more transitory or non-transitory machine-readable (e.g., computer-readable) storage media, which may be read and executed by one or more processors. For example, the instructions may be distributed over a network or through other means of computer readable media. Thus, a machine-readable medium may include any mechanism for storing or transmitting information in a form readable by a machine (e.g., a computer), but is not limited to, a floppy disk, an optical disk, a compact disk, a read-only memory (CD-ROM), a magneto-optical disk, a read-only memory (ROM), a Random Access Memory (RAM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a magnetic or optical card, a flash memory, or a tangible machine-readable memory for transmitting information over the internet via electrical, optical, acoustical or other form of propagated signals (e.g., carrier waves, infrared signals, digital signals, etc.). Thus, a machine-readable medium includes any type of machine-readable medium suitable for storing or transmitting electronic instructions or information in a form readable by a machine (e.g., a computer).
In the drawings, some structural or methodological features are shown in a particular arrangement and/or order. However, it should be understood that such a particular arrangement and/or ordering may not be required. In some embodiments, these features may be arranged in a different manner and/or order than shown in the illustrative figures. Additionally, the inclusion of structural or methodological features in a particular figure is not meant to imply that such features are required in all embodiments, and in some embodiments, may not be included or may be combined with other features.
It will be understood that, although the terms "first," "second," etc. may be used herein to describe various elements or data, these elements or data should not be limited by these terms. These terms are only used to distinguish one feature from another. For example, a first feature may be referred to as a second feature, and similarly a second feature may be referred to as a first feature, without departing from the scope of the example embodiments.
It should be noted that in this specification, like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.
While the invention has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention.
Claims (10)
1. A vehicle lateral control method for an electronic apparatus, characterized by comprising:
acquiring a first yaw rate of the vehicle in a first driving state;
determining a yaw rate compensation value corresponding to the first driving state, wherein the yaw rate compensation value is used for correcting the first yaw rate, and the yaw rate compensation value is calculated by a difference value between a third yaw rate obtained by testing in a bench test and a fourth yaw rate obtained by calculating by using a vehicle kinematic model;
the first yaw rate is modified according to the yaw rate compensation value, and a second yaw rate is obtained; and
and performing lateral control on the vehicle according to the second yaw rate.
2. The method according to claim 1, wherein the process of calculating the yaw-rate compensation value comprises,
Calculating the fourth yaw rate under a plurality of different operating conditions in the bench test, wherein parameters of the plurality of different operating conditions include one or more of wheel speed, acceleration, and cornering angle;
acquiring the third yaw rate corresponding to the plurality of different working conditions in the bench test; and
and calculating and generating the yaw rate compensation value according to the difference value of the third yaw rate and the fourth yaw rate.
3. The method of claim 2, wherein the yaw-rate compensation value is stored in the form of a table comprising parameters of the plurality of different operating conditions and corresponding yaw-rate compensation values;
the determining of the yaw-rate compensation value corresponding to the first driving state further includes,
acquiring working conditions corresponding to the first running state; and
and acquiring a yaw rate compensation value under the working condition of the vehicle according to the table.
4. A method according to claim 3, wherein the parameters of the plurality of different operating conditions in the table are set with predetermined ranges of variation, gradients of variation and linear interpolation orders.
5. The method of claim 1, wherein determining a yaw-rate compensation value corresponding to the first travel state comprises,
obtaining a fifth yaw rate based on the initial compensation value and the fourth yaw rate;
calculating a difference between the third yaw rate and the fifth yaw rate; and
when the difference value between the third yaw rate and the fifth yaw rate meets a preset threshold range, storing the initial compensation value as the yaw rate compensation value under the current working condition;
when the difference between the third yaw rate and the fifth yaw rate does not meet the predetermined threshold range, adjusting the initial compensation value until the difference between the third yaw rate and the fifth yaw rate meets the predetermined threshold range;
when the difference value is larger than 0, the initial compensation value is increased according to the equal step length; and when the difference value is smaller than 0, the initial compensation value is decremented according to an equal step length.
6. The method of claim 1, wherein calculating the yaw-rate compensation value comprises,
testing a sixth yaw rate in the bench test, wherein the accuracy of the third yaw rate is higher than the accuracy of the sixth yaw rate;
Calculating an average value of the fourth yaw rate and the sixth yaw rate; and
and calculating the yaw rate compensation value according to the difference value between the third yaw rate and the average value.
7. The method of claim 1, wherein modifying the first yaw rate based on the yaw rate compensation value comprises: and correcting the first yaw rate based on the yaw rate compensation value and a static yaw rate compensation value of the vehicle when the vehicle is static.
8. A vehicle lateral control device, characterized by comprising:
an acquisition module configured to acquire a first yaw rate of the vehicle in a running state;
a determination module configured to determine a yaw rate compensation value corresponding to the first driving state, wherein the yaw rate compensation value is used for correcting the first yaw rate, and the yaw rate compensation value is calculated from a difference between a third yaw rate obtained by a test in a bench test and a fourth yaw rate obtained by calculation using a vehicle kinematic model;
the correction module is configured to correct the first yaw rate according to the yaw rate compensation value to obtain a second yaw rate; and
A control module configured to perform lateral control of the vehicle according to the second yaw rate.
9. A computer readable medium, characterized in that the storage medium stores one or more programs executable by one or more processors to implement the method of any of claims 1 to 7.
10. An electronic device comprising a memory storing computer executable instructions and a processor; the instructions, when executed by the processor, cause the apparatus to implement the method of any one of claims 1 to 7.
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| CN202311006687.5A CN116788264A (en) | 2023-08-10 | 2023-08-10 | Vehicle transverse control method, device, equipment and medium |
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| CN202311006687.5A CN116788264A (en) | 2023-08-10 | 2023-08-10 | Vehicle transverse control method, device, equipment and medium |
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