CN117818665B - Automatic driving vehicle control method and device, electronic equipment and storage medium - Google Patents
Automatic driving vehicle control method and device, electronic equipment and storage medium Download PDFInfo
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- CN117818665B CN117818665B CN202410246072.8A CN202410246072A CN117818665B CN 117818665 B CN117818665 B CN 117818665B CN 202410246072 A CN202410246072 A CN 202410246072A CN 117818665 B CN117818665 B CN 117818665B
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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
- B60W60/00—Drive control systems specially adapted for autonomous road vehicles
- B60W60/001—Planning or execution of driving tasks
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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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
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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
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/53—Road markings, e.g. lane marker or crosswalk
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Abstract
The application provides an automatic driving vehicle control method and device, electronic equipment and storage medium, relates to the field of automatic driving, and aims to solve the problem that a vehicle can shake greatly in a tracking mode when a positioning error is too large. The method comprises the following steps: responding to the fact that the positioning error exceeds a preset error threshold value, and the positioning confidence is lower than a preset confidence threshold value, judging whether the vehicle needs to change lanes or reach a road section with a real lane line in preset time; if yes, sending out an alarm signal; otherwise, calculating an error between the current position of the vehicle and the reference track and a buffer zone of the vehicle in the lane; and adjusting the vehicle in a stepwise manner according to the error and the buffer area. According to the method, the transverse position of the vehicle is adjusted in a stepwise manner according to the error between the positioning and the track of the vehicle, the width of the lane, the width of the vehicle body and the reference track, so that the vehicle is controlled to be close to a buffer area or the track gradually, and poor body feeling caused by excessive adjustment is avoided.
Description
Technical Field
The present invention relates to the field of autopilot, and in particular, to a method and apparatus for controlling an autopilot vehicle, an electronic device, and a storage medium.
Background
The automatic driving vehicles are landed in urban scenes gradually, the environmental complexity in urban areas is high, the crowd density is high, the requirements of people on the comfort level of the vehicles are also gradually increased, and the requirements of people on various capacities of the automatic driving vehicles are increased increasingly due to the factors.
The positioning system, as the lowest part of the overall autonomous vehicle architecture, has a direct relationship to the ride comfort and safety of the overall vehicle. With the development of technology and the reduction of the cost of vehicle-gauge hardware, in order to ensure the accuracy and stability of positioning, a multi-sensor fusion positioning scheme has become mainstream, and by fusing various kinds of observation information, such as GNSS/RTK, laser positioning, and visual positioning (including visual slam and visual map matching positioning), the result of complementation of redundant information is achieved.
By fusing multisource observation information, under the condition that GNSS/RTK receives network or satellite signal interference and cannot receive differential decomposition, laser or visual positioning results can be used for updating the state of the filter, so that the overall positioning error can be as low as 20cm/3 sigma, and vehicle shaking caused by positioning can be greatly reduced in a tracking mode. However, under the condition that all the observation information is invalid due to environmental influences such as lane wear, seasonal change of trees, rain and snow weather and the like, under the condition that the positioning error exceeds a threshold value, the vehicle can shake greatly with poor sense of body in a tracking mode, and take over is caused seriously.
Disclosure of Invention
In order to solve the problems, the embodiment of the application provides an automatic driving vehicle control method and device, electronic equipment and storage medium.
An embodiment of a first aspect of the present application provides a method for controlling an autonomous vehicle, including: responding to the fact that the positioning error exceeds a preset error threshold value, and the positioning confidence is lower than a preset confidence threshold value, judging whether the vehicle needs to change lanes or reach a road section with a real lane line in preset time; if the vehicle is judged to need to change the road or reach a road section with a real lane line in the preset time, an alarm signal is sent; if the automatic driving vehicle is judged not to need to change the road or reach a road section with a real lane line in the preset time, calculating an error between the current position of the vehicle and a reference track and a buffer area width of the vehicle in the lane; and adjusting the vehicle in stages according to the error and the buffer zone.
In one possible implementation manner, the determining whether the vehicle needs to change lanes or reach a road section with a real lane line within a preset time includes: and judging whether the vehicle needs to change lanes or reach a road section with a real lane line in a preset time according to the current speed and the current position of the vehicle.
In one possible implementation manner, the step of adjusting the vehicle according to the error and the buffer zone includes: judging whether the vehicle is positioned in the buffer zone or not according to the error; and if the vehicle is judged to exceed the buffer zone, carrying out staged transverse adjustment on the vehicle so as to enable the vehicle to move towards the direction approaching the reference track.
In one possible implementation manner, the method further includes: and monitoring the change condition of the error, and returning to the step of transversely adjusting the vehicle if the error exceeds the buffer zone again within a preset time range T.
In one possible implementation manner, the method further includes: recording the number of times of transverse adjustment of the vehicle; and when the times exceeds a preset adjustment times threshold value and the positioning error is still larger than the error threshold value, sending an alarm signal.
In one possible implementation, the distance for laterally adjusting the vehicle is a preset adjustment distance.
In one possible implementation manner, if it is determined that the vehicle does not exceed the buffer zone, the first operation is closed, where the first operation includes at least overtaking and obstacle avoidance.
An embodiment of a second aspect of the present application provides a method for controlling an autonomous vehicle, including: the judging unit is suitable for responding to the fact that the positioning error exceeds a preset error threshold value, and the positioning confidence is lower than a preset confidence threshold value, and judging whether the vehicle needs to change lanes or reach a road section with a real lane line in a preset time; the alarm unit is suitable for sending an alarm signal if judging that the vehicle needs to change lanes or reach a road section with a real lane line in a preset time; the calculation unit is suitable for calculating the error between the current position of the vehicle and the reference track and the buffer zone width of the vehicle in the lane if the automatic driving vehicle is judged not to need to change the lane or reach the road section with the real lane line in the preset time; and an adjustment unit adapted to adjust the vehicle stepwise according to the error and the buffer.
An embodiment of the third aspect of the present application further provides an electronic device, including: at least one processor and a memory storing a computer program; the computer program, when read and executed by the processor, causes the electronic device to perform the autonomous vehicle control method as described above.
The fourth aspect embodiment of the present application also provides a readable storage medium storing a computer program which, when read and executed by an electronic device, causes the electronic device to execute the automatic driving vehicle control method as above.
In the method, the device, the electronic equipment and the storage medium for controlling the automatic driving vehicle, if all positioning sources fail (positioning errors are large, confidence is low but the positioning sources are still available) in a tracking mode, the errors between the positioning and the track of the vehicle are judged in real time, and the transverse position of the vehicle is adjusted stepwise according to the errors, the width of a lane, the width of a vehicle body and the reference track, so that the vehicle is controlled to be close to a buffer area or the track gradually, and poor body feeling caused by excessive adjustment is avoided; in addition, a time tolerance threshold is set, the influence of observation errors in a short time is reduced, and the tolerance of regulation to positioning errors is improved.
Drawings
FIG. 1 is a schematic diagram of an electronic device 100 according to one embodiment of the invention;
FIG. 2 is a flow chart of a method 200 of autonomous vehicle control in accordance with one embodiment of the present invention;
FIG. 3 is a schematic diagram of a buffer according to one embodiment of the invention;
FIG. 4 is a schematic illustration of a vehicle in a buffer area according to one embodiment of the invention;
FIG. 5 is a schematic illustration of a vehicle out of buffer according to one embodiment of the invention;
Fig. 6 is a schematic diagram of an autonomous vehicle control apparatus 600 according to one embodiment of the invention.
Detailed Description
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following detailed description of exemplary embodiments of the present application is provided in conjunction with the accompanying drawings, and it is apparent that the described embodiments are only some embodiments of the present application and not exhaustive of all embodiments. It should be noted that, without conflict, the embodiments of the present application and features of the embodiments may be combined with each other.
In the prior art, a plurality of positioning sources are arranged in an automatic driving vehicle, and in a tracking mode, when all the positioning sources fail, if the vehicle is forcibly controlled to approach, the vehicle is easy to shake. In order to solve the problem, the embodiment of the application provides an automatic driving vehicle control method and device, electronic equipment and storage medium.
The automatic driving vehicle control method of the embodiment of the application is executed in the electronic equipment. Fig. 1 is a schematic diagram of an electronic device 100 according to one embodiment of the application. As shown in fig. 1, the electronic device 100 includes at least a memory 110, a processor 120, and a wireless communication device 130. The memory 110 stores program instructions for executing an autonomous vehicle control method, and the processor 120 reads from the memory 110 and executes the autonomous vehicle control method. The wireless communication device 130 is used to implement communication between the electronic device 100 and the cloud or other vehicle-side electronic devices.
The automatic driving vehicle control method of the present embodiment is executed in an electronic apparatus, such as the electronic apparatus 100 described above.
The automatic driving vehicle control method of the present embodiment includes: responding to the fact that the positioning error exceeds a preset error threshold value, and the positioning confidence is lower than a preset confidence threshold value, judging whether the vehicle needs to change lanes or reach a road section with a real lane line in preset time; if the vehicle is judged to need to change the road or reach a road section with a real lane line in the preset time, an alarm signal is sent; if the automatic driving vehicle is judged not to need to change the road or reach the road section with the real lane line in the preset time, calculating the error between the current position of the vehicle and the reference track and the buffer zone of the vehicle in the lane; and adjusting the vehicle in stages according to the error and the buffer zone.
Fig. 2 is a flowchart of an autonomous vehicle control method 200 according to an embodiment of the invention, as shown in fig. 2, the method 200 begins at step S210.
In step S210, in response to the positioning error exceeding the preset error threshold and the positioning confidence being lower than the preset confidence threshold, it is determined whether the vehicle needs to change lanes or reach a road section with a real lane line within a preset time.
The method 200 can be performed on the premise that the vehicle monitors the positioning information output by each positioning source of the vehicle in real time, including: global navigation satellite system (Global Navigation SATELLITE SYSTEM, GNSS)/Real-time differential positioning (Real-TIME KINEMATIC, RTK), laser-time positioning and map building (Simultaneous Localization AND MAPPING, slam) positioning, and visual positioning (visual slam positioning, visual map matching positioning), and calculating the positioning confidence of each positioning source. If all positioning sources of the vehicle are unable to give high confidence positioning information, the positioning error may increase to several tens of centimeters in a short time, for example, the following cases occur simultaneously: GNSS/RTK signals are interfered, differential decomposition cannot be obtained, laser matching precision is low due to environmental change, and ground elements cannot effectively identify a plurality of lane lines for matching due to reflection or shielding and the like. In the case where the positioning errors of all the positioning sources of the vehicle exceed a preset error threshold (hereinafter referred to as a first error threshold) and the positioning confidence is lower than a preset confidence threshold (hereinafter referred to as a first confidence threshold) (i.e., positioning is still available although the positioning errors are high), it is determined whether an alarm or take over is required.
A second error threshold and a second confidence threshold may also be set, the second error threshold being higher than the first error threshold and the second confidence threshold being lower than the first confidence threshold.
According to the current development status of each positioning source, the first error threshold may be set to 20cm in general; the first confidence threshold and the second confidence threshold may be flexibly set according to a specific control scheme. Taking the first error threshold value as an example of 20cm, if the positioning errors of all positioning sources configured by the vehicle exceed 20cm and the positioning confidence is lower than the first confidence threshold value, the fact that the vehicle still processes a controllable state at present is indicated, and no alarm or take over is needed. If the positioning errors of all the positioning sources reach the second error threshold and the positioning confidence is lower than the second threshold, or the positioning errors of all the positioning sources reach the second error threshold but the positioning confidence of part or all of the positioning sources is higher than the second threshold, or the positioning errors of part or all of the positioning sources are lower than the second error threshold but the positioning confidence of all of the positioning sources is lower than the second threshold, the cloud end is required to be alerted or taken over.
Under the condition that an alarm is not needed and a take-over is not needed, judging whether the vehicle needs to change lanes or reach a road section with a real lane line in a preset time.
In one implementation, the preset time is a fixed time value.
In another implementation, the preset time may be determined according to the current positioning error, and different positioning error ranges correspond to different preset times. The positioning error here should be based on the minimum value (hereinafter referred to as the minimum positioning error) among the positioning errors of the plurality of positioning sources. For example, when the minimum positioning error exceeds a certain value, the preset time is t1, when the minimum positioning error exceeds another higher value, the preset time is t2, and t2 is less than t1. The greater the positioning error, the lower the controllability of the vehicle, and thus, if it is required to change a lane or turn in a short time, the vehicle is liable to be caused to shake.
Next, in combination with the high-precision map, whether the vehicle needs to change lanes or reach a road section with a real lane line in a preset time is judged according to the reference track, the current position of the vehicle and the speed of the vehicle.
In a first implementation, it is determined whether the vehicle needs to change lanes or reach a section with a real lane line within a preset time according to the current position and the current speed of the vehicle. In combination with the high-precision map, according to the reference track, the current position of the vehicle and the current speed of the vehicle, whether the vehicle needs to change lanes within a preset time (for example, 30 seconds) or reach a road section with a real lane line is calculated. The current position of the vehicle is given by a positioning source, and the current vehicle speed may be an instantaneous speed of the current time of the vehicle, or may be an average speed of the vehicle in a period of time ending at the current time, for example, an average speed of the vehicle for 10 seconds (or 20 seconds, 30 seconds, etc.) is calculated, and the calculation result is taken as the current vehicle speed.
In a second implementation, it is determined whether the vehicle needs to change lanes or reach a section with a real lane line within a preset time according to the current position and the future speed of the vehicle. The future vehicle speed is obtained by predicting according to the current road condition. Here, the navigation application may be invoked to predict a vehicle speed for a period of time (10 seconds, 20 seconds, 30 seconds, etc.) in the future based on the congestion of the road segment ahead detected by the navigation application, and determine whether the vehicle needs to change lanes or reach a road segment with a real lane line within a preset time based on the distance and the vehicle speed.
If the result is that the vehicle needs to change lanes within the preset time or the vehicle can reach the road section with the real lane line within the preset time, the step S220 is entered, otherwise, the step S230 is entered.
In step S220, in order to prevent the vehicle from being pressed or off track, the cloud should be immediately alerted.
If it is determined that the vehicle does not need to change lanes within the preset time and does not reach the road section with the real lane line within the preset time, the process proceeds to step S230.
In step S230, an error between the current position of the vehicle and the reference trajectory and a buffer width of the vehicle within the lane are calculated.
The error Err between the current position of the vehicle and the reference trajectory refers to a lateral error. Before calculating Err and the buffer zone, the positions output by all positioning sources can be converted into a vehicle body coordinate system, and then the Err is calculated in real time. As shown in fig. 3, in the case of an autonomous vehicle, it is necessary to leave a certain space on each of both sides thereof and at positions close to the lane line, this space is called a safety margin, and a region between the vehicle body and the safety margin is called a buffer, and it is seen that the width of the buffer is related to the width of the vehicle body. The buffer width is calculated by: buffer width= (lane width-vehicle body width)/2-safety guarantee space width. Taking fig. 3 as an example, if the lane width L0 is 3.7 m, the vehicle body width L1 is 2.5 m, and the width L3 of the reserved safety guarantee space is set to 0.2 m, the buffer area width L2 should be 0.4 m.
In this step, the error Err will change, and the lane widths of different road sections are not exactly the same, so it is necessary to continuously monitor the error Err and the buffer size.
Next, in step S240, the vehicle is adjusted stepwise according to the error Err and the buffer.
The stepwise adjustment means that the lateral position of the vehicle is adjusted one or more times, and the adjustment times are determined according to actual conditions.
Specifically, it may be determined whether the vehicle is located in the buffer region according to Err. The vehicle travels in the lane with the following lateral positions:
(1) The vehicle body is located at the center of the lane, as shown in fig. 3, where Err is 0;
(2) A part of the vehicle body enters the buffer area but does not enter the safety guarantee space, as shown in fig. 4;
(3) The vehicle body exceeds the buffer zone, i.e., a portion of the vehicle body has entered the safety margin, as shown in fig. 5.
If the vehicle body is located at the center of the lane, that is, err is 0, no adjustment is required to the lateral position of the vehicle.
If a portion of the vehicle body enters the buffer zone, but does not enter the safety margin, the vehicle is considered to be within the buffer zone. When the vehicle is located in the buffer zone, the vehicle can be considered to run in the lane, and the vehicle does not need to draw close to the reference track forcibly, but the error still cannot reach the centimeter level at the moment, and the first operation needs to be closed temporarily, and the first operation refers to dangerous operation such as overtaking, obstacle avoidance and the like which can cause collision.
If the body exceeds the buffer zone, err increases, and then staged lateral adjustment of the vehicle is required to move the vehicle in a direction approaching the reference trajectory. The staged transverse adjustment means that the transverse position of the vehicle is adjusted one or more times, and the distance of each adjustment is smaller, so that the vehicle body cannot shake.
Here, the tolerance time threshold T may be preset, and the magnitude of T may be empirically set, for example, in general, the value of T may be set to 1 second. The change in Err is monitored and if Err has continued for a time T beyond the buffer zone, adjustments to the lateral position of the vehicle are initiated. For example, err can be controlled to adjust the distance Dis to the left by continuously moving to the right by 60cm in the last 1 second, and the size of Dis can be set according to the verification, for example, 10cm.
Next, it is necessary to continue to monitor Err and buffer area changes,
In a first implementation, the lateral position of the vehicle is adjusted once each time the Err duration T is detected to be outside the buffer, so that the vehicle moves in a direction approaching the reference trajectory, each time by a distance Dis.
Taking fig. 3 as an example, if the track width is 3.7 m, the vehicle body width is 2.5 m, the reserved safety guarantee space width is set to 0.2 m, and the buffer area width is 0.4 m, then dis=10cm can be set.
In a second implementation, the lateral position of the vehicle is adjusted once each time the Err duration T is detected to exceed the buffer, so that the vehicle moves in a direction approaching the reference trajectory, and the distance of each adjustment is determined according to the size of Err. For example, if Err is monitored to be out of the buffer for a T time, and the maximum value of Err is Err1 during the T time, then the adjustment distance is Dis1; if Err is monitored to be out of the buffer for a T time and the maximum value of Err is Err2 during the T time, then the adjustment distance is Dis2. The above parameters satisfy the following relationship: err1< Err2 and Dis1< Dis2.
For safety, err2 should be smaller than the safety guarantee space width, and when Err reaches Err2, the vehicle does not have a line, and can not enter a side lane, and at the moment, the position of the vehicle is adjusted in time, so that safety accidents can be effectively avoided. In addition, the value of Dis2 should not be too large so as to avoid shaking of the vehicle body in the adjustment process.
Taking fig. 3 as an example, if the track width is 3.7 meters, the vehicle body width is 2.5 meters, the reserved safety guarantee space width is set to be 0.2 meters, and the buffer area width is 0.4 meters, then err1=45 cm, err2=55 cm, dist1=10 cm, dist2=15 cm may be set.
In a third implementation manner, each time the duration T of Err is monitored to exceed the buffer zone, the trend of Err is first determined, and whether the adjustment of the lateral position is required is determined according to the trend of Err. For example, when it is detected that Err gradually decreases in the latest T time, it is indicated that the positioning error of the positioning source is decreasing, and then the vehicle is controlled to gradually approach the reference track according to the original control manner of the vehicle, where in this case, the lateral position of the vehicle may not be adjusted temporarily; when the Err is monitored to keep a constant value in the latest T time, the positioning error of the positioning source is not obviously changed, and the transverse position of the vehicle is required to be adjusted to enable the vehicle to move towards the direction close to the reference track, wherein the adjustment mode can be the first implementation mode (the adjustment distance is a fixed value) or the second implementation mode (the adjustment distance is determined by the Err); when the change condition of Err in the latest T time is detected to be disordered, the transverse position of the vehicle is required to be adjusted, so that the vehicle moves towards the direction close to the reference track, and the adjustment mode can be the first implementation mode (the adjustment distance is a fixed value) or the second implementation mode (the adjustment distance is determined by the size of Err); when the trend of gradually increasing Err in the latest T time is detected, the lateral position of the vehicle needs to be adjusted to move the vehicle towards the direction approaching the reference track, and the adjustment mode can be the first implementation mode (the adjustment distance is a fixed value) or the second implementation mode (the adjustment distance is determined by the size of Err).
In addition, the adjustment times can be monitored, and the adjustment times are +1 when the transverse position is adjusted once, and whether the cloud end is required to be alarmed is determined according to the adjustment times.
In one implementation, when the adjustment frequency reaches a certain value, if Err still exceeds the buffer area, the positioning signal of the positioning source is considered to be difficult to recover in a short time, in order to avoid the occurrence of a safety accident, the cloud end should be alerted, after the positioning signal of the positioning source is recovered to be normal, the adjustment frequency is cleared, or when the positioning signal of the positioning source is recovered to be normal, and the error between the vehicle position and the reference track is reduced to a preset threshold value, the adjustment frequency is cleared. The threshold here may be set to 10cm. The maximum number of adjustments may be set as: buffer width/adjustment distance, where the adjustment distance can be set differently according to different adjustment schemes, for example, when the adjustment distance is a fixed value Dis, the maximum adjustment frequency is equal to the buffer width/Dis; when the adjustment distance is not a fixed value (e.g., the second implementation), the maximum adjustment number is equal to the buffer width/Dis 1, and the maximum or adjustment number is equal to the buffer width/Dis 2. In addition, the maximum adjustment times can be calculated in other ways, and the calculation way of the maximum adjustment times is not limited in the application.
In another implementation, when the number of adjustments reaches the maximum value (the maximum value is calculated in a manner referring to the previous implementation), if Err still exceeds the buffer area, but the Err has a decreasing trend, it indicates that the positioning error of the positioning source is decreasing, and the vehicle can restore its position to be within the buffer area according to the normal control manner. At this point, the user can choose to continue to observe without alarming the cloud.
When the positioning error of the positioning source is large, the positioning is inaccurate, and the above transverse adjustment schemes are all carried out on the basis of the inaccurate positioning, so that after the positioning source signal is recovered to be normal, the position of the vehicle can shift to the other side, at the moment, the transverse position of the vehicle is reversely adjusted in the same way until the error between the position of the vehicle and the reference track is smaller than a threshold value, the adjustment is stopped, and the adjustment times are cleared.
In the case where the positioning error becomes large, the vehicle may still perform operations such as decelerating and lane changing according to the surrounding vehicle condition (no other vehicle on the lane changing side) and the reference trajectory, so as to prevent the vehicle from moving away from the reference trajectory.
In the tracking mode, if all positioning sources fail (positioning error is larger, confidence is low but still available), the method 200 judges the error between the vehicle positioning and the track in real time, and adjusts the transverse position of the vehicle stepwise according to the error, the lane width, the vehicle body width and the reference track so as to gradually control the vehicle to approach to a buffer area or the track, avoid poor body feeling caused by excessive adjustment, set a time tolerance threshold, and start to adjust the transverse position of the vehicle stepwise when the error between the vehicle position and the reference track is continuously higher than a certain value within the time tolerance threshold, so that the influence of the positioning error on the running track in a short time is reduced, and the tolerance of regulation on the positioning error is improved.
The present embodiment also provides an automatic driving vehicle control method apparatus capable of executing the processing of each step of the automatic driving vehicle control method 200 described above.
Fig. 6 is a schematic diagram of an autonomous vehicle control apparatus 600 according to one embodiment of the invention. As shown in fig. 6, the apparatus 600 includes a judging unit 610, an alarm unit 620, a calculating unit 630, and an adjusting unit 640.
The judging unit 610 is adapted to judge whether the vehicle needs to change lanes or reach a road section with a real lane line within a preset time in response to the positioning error exceeding a preset error threshold and the positioning confidence being lower than a preset confidence threshold, and to activate the alarm unit 620 if the judgment result is yes, and to activate the calculating unit 630 if the judgment result is no.
The alarm unit 620 is adapted to issue an alarm signal.
The calculation unit 630 is adapted to calculate an error between the current position of the vehicle and the reference trajectory and a buffer width of the vehicle within the lane.
The adjustment unit 640 is adapted to make stepwise adjustments to the vehicle based on the error and the buffer.
As a preferred embodiment of the present application, the judging unit 610 judges whether the vehicle needs to change lanes or reach a section with a real lane line within a preset time by:
And judging whether the vehicle needs to change lanes or reach a road section with a real lane line in a preset time according to the current speed and the current position of the vehicle.
As a preferred embodiment of the present application, the adjustment unit 640 performs a stepwise adjustment of the vehicle by:
Judging whether the vehicle is positioned in the buffer zone or not according to the error;
And if the vehicle is judged to exceed the buffer zone, carrying out staged transverse adjustment on the vehicle so as to enable the vehicle to move towards the direction approaching the reference track.
As a preferred embodiment of the present application, the apparatus 600 further comprises:
And a monitoring unit adapted to monitor the change condition of the error, and restart the adjusting unit 640 if the error exceeds the buffer again within a preset time range T.
As a preferred embodiment of the present application, the apparatus 600 further comprises:
and a recording unit adapted to record the number of times of lateral adjustment of the vehicle, and activate the alarm unit 620 when the number of times exceeds a preset adjustment number threshold and the positioning error is still greater than the error threshold.
As a preferred embodiment of the present application, the distance for laterally adjusting the vehicle is a preset adjustment distance.
As a preferred embodiment of the present application, the apparatus 600 further comprises:
And the closing unit is suitable for closing the first operation if the vehicle is judged not to exceed the buffer zone, and the first operation at least comprises overtaking and obstacle avoidance.
The various techniques described herein may be implemented in connection with hardware or software or, alternatively, with a combination of both. Thus, the methods and apparatus of the present invention, or certain aspects or portions of the methods and apparatus of the present invention, may take the form of program code (i.e., instructions) embodied in tangible media, such as removable hard drives, U-drives, floppy diskettes, CD-ROMs, or any other machine-readable storage medium, wherein, when the program is loaded into and executed by a machine, such as a computer, the machine becomes an apparatus for practicing the invention.
In the case of program code execution on programmable computers, the electronic device will generally include a processor, a storage medium readable by the processor (including volatile and non-volatile memory and/or storage elements), at least one input device, and at least one output device. Wherein the memory is configured to store program code; the processor is configured to execute the autonomous vehicle control method of the invention in accordance with instructions in said program code stored in the memory.
The present invention is not directed to any particular programming language. It should be appreciated that the teachings of the present invention as described herein may be implemented in a variety of programming languages and that the foregoing descriptions of specific languages are provided for disclosure of preferred embodiments of the present invention.
In the description provided herein, numerous specific details are set forth. However, it is understood that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this description.
Furthermore, those skilled in the art will appreciate that while some embodiments described herein include some features but not others included in other embodiments, combinations of features of different embodiments are meant to be within the scope of the invention and form different embodiments. Furthermore, some of the embodiments are described herein as methods or combinations of method elements that may be implemented by a processor of a computer system or by other means of performing the functions. Thus, a processor with the necessary instructions for implementing the described method or method element forms a means for implementing the method or method element. Furthermore, the elements of the apparatus embodiments described herein are examples of the following apparatus: the apparatus is for carrying out the functions performed by the elements for carrying out the objects of the invention.
It will be apparent to those skilled in the art that various modifications and variations can be made to the present application without departing from the spirit or scope of the application. Thus, it is intended that the present application also include such modifications and alterations insofar as they come within the scope of the appended claims or the equivalents thereof.
Claims (9)
1. An automatic driving vehicle control method, characterized by comprising:
Responding to the fact that the positioning error exceeds a preset error threshold value, and the positioning confidence is lower than a preset confidence threshold value, judging whether the vehicle needs to change lanes or reach a road section with a real lane line in preset time;
If the vehicle is judged to need to change the road or reach a road section with a real lane line in the preset time, an alarm signal is sent;
If the automatic driving vehicle is judged not to need to change the road or reach a road section with a real lane line in the preset time, calculating an error between the current position of the vehicle and a reference track and a buffer area width of the vehicle in the lane; the buffer area is an area between a vehicle body and a safety guarantee space, and the safety guarantee space is an area reserved at the two sides of the vehicle and at positions close to lane lines; and
Performing a stepwise adjustment of the vehicle according to the error and the buffer, including:
Judging whether the vehicle is positioned in the buffer zone or not according to the error;
And if the vehicle is judged to exceed the buffer zone, carrying out staged transverse adjustment on the vehicle so as to enable the vehicle to move towards the direction approaching the reference track.
2. The method of claim 1, wherein determining whether the vehicle needs to change lanes or reach a section with a real lane line within a preset time comprises:
And judging whether the vehicle needs to change lanes or reach a road section with a real lane line in a preset time according to the current speed and the current position of the vehicle.
3. The method as recited in claim 1, further comprising:
and monitoring the change condition of the error, and returning to the step of transversely adjusting the vehicle if the error exceeds the buffer zone again within a preset time range T.
4. A method as recited in claim 3, further comprising:
recording the number of times of transverse adjustment of the vehicle;
and when the times exceeds a preset adjustment times threshold value and the positioning error is still larger than the error threshold value, sending an alarm signal.
5. The method of any one of claims 1, 3, 4, wherein the distance for lateral adjustment of the vehicle is a preset adjustment distance.
6. The method of any one of claim 1, 3, 4,
And if the vehicle is judged not to exceed the buffer zone, closing a first operation, wherein the first operation at least comprises overtaking and obstacle avoidance.
7. An automatic driving vehicle control method apparatus, characterized by comprising:
The judging unit is suitable for responding to the fact that the positioning error exceeds a preset error threshold value, and the positioning confidence is lower than a preset confidence threshold value, and judging whether the vehicle needs to change lanes or reach a road section with a real lane line in a preset time;
the alarm unit is suitable for sending an alarm signal if judging that the vehicle needs to change lanes or reach a road section with a real lane line in a preset time;
The calculation unit is suitable for calculating the error between the current position of the vehicle and the reference track and the buffer zone width of the vehicle in the lane if the automatic driving vehicle is judged not to need to change the lane or reach the road section with the real lane line in the preset time; the buffer area is an area between a vehicle body and a safety guarantee space, and the safety guarantee space is an area reserved at the two sides of the vehicle and at positions close to lane lines; and
An adjusting unit adapted to perform a stepwise adjustment of the vehicle according to the error and the buffer, comprising: judging whether the vehicle is positioned in the buffer zone or not according to the error; and if the vehicle is judged to exceed the buffer zone, carrying out staged transverse adjustment on the vehicle so as to enable the vehicle to move towards the direction approaching the reference track.
8. An electronic device, comprising:
A memory;
A processor; and
A computer program;
Wherein the computer program is stored in the memory and configured to be executed by the processor to implement the method of any one of claims 1 to 6.
9. A computer-readable storage medium, characterized by a computer program stored thereon; the computer program being executed by a processor to implement the method of any one of claims 1 to 6.
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