CN118387095A

CN118387095A - Vehicle transverse control method and related device

Info

Publication number: CN118387095A
Application number: CN202410842967.8A
Authority: CN
Inventors: 鞠潭; 郑双华; 李越
Original assignee: Beijing Jidu Technology Co Ltd
Current assignee: Beijing Jidu Technology Co Ltd
Priority date: 2024-06-27
Filing date: 2024-06-27
Publication date: 2024-07-26
Anticipated expiration: 2044-06-27
Also published as: CN118387095B

Abstract

The application provides a vehicle transverse control method and a related device, and relates to the technical field of intelligent driving. The vehicle lateral control method may include: obtaining a measured value of a target parameter; the target parameters are input parameters of vehicle transverse control; determining a target value range to which the measured value of each target parameter belongs; wherein each target parameter corresponds to a plurality of value ranges; according to a target adjustment strategy corresponding to the target value range, adjusting the measured value of the target parameter to obtain an adjusted target value; wherein different value ranges correspond to different adjustment strategies for indicating to reduce the absolute value of the measured value of the target parameter in different ways; and transversely controlling the vehicle according to the target value of the target parameter. The technical scheme provided by the application can solve the problem of unstable running of the vehicle in transverse control of the vehicle in the prior art.

Description

Vehicle transverse control method and related device

Technical Field

The application relates to the technical field of intelligent driving, in particular to the technical field of transverse control of vehicles, and more particularly relates to a transverse control method of a vehicle and a related device.

Background

With the intelligent development of vehicles, the intelligent driving function is paid more and more attention to vehicle enterprises. In the intelligent driving function, whether the vehicle can travel along the desired path is a key index for checking the intelligent driving function.

Among them, the desired path following includes both longitudinal and lateral directions of following, whereas lateral following is particularly important. The principle of the transverse control of the vehicle is that the steering wheel is used for controlling the front wheel to turn, so that the course angle of the vehicle is changed, and the transverse displacement is realized.

However, in the existing vehicle transverse control, the vehicle is easy to generate the problem of unstable running due to the influence of input parameters, such as the fact that the vehicle swings back and forth and the driving experience is influenced.

Disclosure of Invention

Based on the defects and shortcomings of the prior art, the application provides a vehicle transverse control method and a related device, which can solve the problem that in the vehicle transverse control of the prior art, the vehicle is easy to run unstably.

According to a first aspect of an embodiment of the present application, there is provided a vehicle lateral control method including:

obtaining a measured value of a target parameter; the target parameters are input parameters of vehicle transverse control, and the target parameters comprise at least one of the following: road curvature, lateral error of the vehicle, heading angle error of the vehicle;

Determining a target value range to which the measured value of each target parameter belongs; wherein each target parameter corresponds to a plurality of value ranges;

According to a target adjustment strategy corresponding to the target value range, adjusting the measured value of the target parameter to obtain an adjusted target value; wherein different value ranges correspond to different adjustment strategies for indicating to reduce the absolute value of the measured value of the target parameter in different ways;

And transversely controlling the vehicle according to the target value of the target parameter.

According to a second aspect of the embodiment of the present application, there is provided a vehicle lateral control apparatus including:

The measured value acquisition module is used for acquiring the measured value of the target parameter; the target parameters are input parameters of vehicle transverse control, and the target parameters comprise at least one of the following: road curvature, lateral error of the vehicle, heading angle error of the vehicle;

The range determining module is used for determining a target value range to which the measured value of each target parameter belongs; wherein each target parameter corresponds to a plurality of value ranges;

The parameter adjustment module is used for adjusting the measured value of the target parameter according to a target adjustment strategy corresponding to the target value range to obtain an adjusted target value; wherein different value ranges correspond to different adjustment strategies for indicating to reduce the absolute value of the measured value of the target parameter in different ways;

And the transverse control module is used for transversely controlling the vehicle according to the target value of the target parameter.

According to a third aspect of an embodiment of the present application, there is provided a vehicle for implementing the vehicle lateral control method as set forth in the first aspect.

According to a fourth aspect of an embodiment of the present application, there is provided an electronic device including: a memory and a processor;

The memory is connected with the processor and used for storing programs;

The processor is configured to implement the vehicle lateral control method according to the first aspect by running the program in the memory.

According to a fifth aspect of embodiments of the present application, there is provided a storage medium having stored thereon a computer program which, when executed by a processor, implements the vehicle lateral control method according to the first aspect.

According to a sixth aspect of embodiments of the present application, there is provided a computer program product or computer program, the computer program product comprising the computer program, which when executed by a processor implements the steps of the monitoring method according to the first aspect. Alternatively, the computer program may be stored on a readable storage medium or cloud of a computer device; a processor of the computer device reads the computer program from the readable storage medium or cloud.

In the technical scheme provided by the application, a plurality of value ranges are set for the input parameters of the vehicle transverse control, and different value ranges correspond to different adjustment strategies of the actual measured values of the input parameters, so that the transverse control of the vehicle is adjusted according to different modes for transverse input of different orders, and the overall transverse control of the vehicle is more stable.

Drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present application, and that other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic flow chart of a vehicle transverse control method according to an embodiment of the present application.

FIG. 2 is a graph of a function corresponding to different characteristic regions according to an embodiment of the present application.

Fig. 3 is a schematic diagram of a steering wheel feedback amount determining process according to an embodiment of the present application.

Fig. 4 is a schematic diagram of a convex function according to an embodiment of the present application.

FIG. 5 is a schematic diagram of a concave function according to an embodiment of the present application.

Fig. 6 is a block diagram of a vehicle transverse control device according to an embodiment of the present application.

Fig. 7 is a schematic structural diagram of an electronic device according to an embodiment of the present application.

Detailed Description

The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

Exemplary method

The embodiment of the application provides a vehicle transverse control method, wherein an execution main body can be a vehicle, and particularly can be an intelligent driving vehicle, such as an intelligent driving vehicle with a transverse control function.

The method is described in detail below by way of some examples. The following embodiments may be combined with each other and may not be described in detail in some embodiments for the same or similar concepts or processes.

As shown in fig. 1, the method may include steps 101 to 104, as follows:

step 101: a measured value of the target parameter is obtained.

The target parameter described herein is an input parameter for vehicle lateral control, and may include, but is not limited to, at least one of: road curvature, lateral error of the vehicle, heading angle error of the vehicle, etc.

The vehicle can carry out vehicle transverse control based on the input parameters, and specifically can be based on the input parameters to determine the steering wheel angle so as to control the steering wheel to rotate, and then adjust the front wheel angle of the vehicle, so that the change of the course angle of the vehicle and the transverse displacement of the vehicle are realized.

Wherein, the road curvature may refer to: road curvature of the lane in which the vehicle is located. The road curvature generally belongs to a feedforward control part of vehicle transverse control, namely the feedforward control takes the road curvature as an input to construct the feedforward quantity of steering wheel rotation angle.

Wherein, the lateral error may refer to: the difference between the actual lateral position of the vehicle and the lateral position corresponding to the same longitudinal position of the desired path. The desired path may be a path planned by the vehicle based on current traffic environment information. The same longitudinal position as referred to herein refers to a position having the same longitudinal coordinate but different transverse coordinates.

The heading angle error may refer to: the difference between the actual heading angle of the vehicle and the desired heading angle corresponding to the same longitudinal position of the desired path. The tangential direction of a point on the expected path is the heading angle of the point.

The lateral error and the course angle error generally belong to a feedback control part of the lateral control of the vehicle, namely the feedback control takes the lateral error and/or the course angle error as input to construct the steering wheel angle feedback quantity.

The number of input parameters of the vehicle lateral control may be at least one, and thus the number of target parameters may also be at least one. For example, if the input parameters for vehicle lateral control include road curvature, lateral error, and lateral angle error, then embodiments of the present application relate to three target parameters, road curvature, lateral error, and lateral angle error, respectively.

The measured value in the embodiment of the application refers to a current measured value, and the measured value may be an actual value measured by a vehicle sensor, and may specifically be an actual value measured by a vehicle sensor last time.

Step 102: and determining a target value range to which the measured value of each target parameter belongs.

In the embodiment of the application, each target parameter corresponds to a plurality of value ranges. Different value ranges correspond to different adjustment strategies, and the different adjustment strategies are used for indicating that the absolute value of the measured value of the target parameter is reduced in different manners so as to adjust the transverse control of the vehicle in different manners according to transverse input of different orders, thereby enabling the overall transverse control of the vehicle to be more stable.

For determining the target value range to which the measured value of each target parameter belongs, the following is taken as an example. For example, the number of target parameters is three, respectively: the method comprises the steps of respectively determining a target value range corresponding to a current measurement value of the road curvature, a target value range corresponding to a current measurement value of the transverse error and a target value range corresponding to a current measurement value of the course angle error.

Wherein the measured value of the target parameter has a positive and negative score, for example, taking a lateral error as an example, the actual lateral position of the vehicle is offset to the left 0.5 meter relative to the target lateral position, and the lateral error can be recorded as +0.5 meter; the actual lateral position of the vehicle is offset to the right 0.5 meters relative to the target lateral position, and the lateral error may be noted as-0.5 meters. However, the positive and negative division is to distinguish the directions, and the adjustment strategies of the measured values of the target parameters are all suitable reduced measured values without considering the directions, so that in the embodiment of the application, the adjustment process is clearly and simply described based on the absolute values of the measured values. For example, the lateral error is-0.5 m, the absolute value of which can be reduced by 0.3 m, and the adjusted lateral error is-0.2 m.

Step 103: and adjusting the measured value of the target parameter according to a target adjustment strategy corresponding to the target value range to obtain an adjusted target value.

After the target value range corresponding to each target parameter is obtained, a target adjustment strategy corresponding to each target value range is obtained, and the measured value of the corresponding target parameter is adjusted based on the target adjustment strategy to obtain an adjusted target value.

Step 104: and transversely controlling the vehicle according to the target value of the target parameter.

And finally, transversely controlling the vehicle according to the target value obtained after adjustment so as to enable the transverse control of the vehicle to be more stable.

In some alternative embodiments, each target parameter may correspond to four value ranges, which may be referred to as a first value range, a second value range, a third value range, and a fourth value range, respectively. The adjustment strategies corresponding to the four value ranges are further described below.

First value range

Alternatively, in the case where the target value range is the first value range, the measured value of the target parameter may be adjusted to 0.

The absolute value of the most value of the first value range is 0 and the first value respectively, and the first value is greater than 0. As shown in FIG. 2, the first range of values may be the range indicated by [ -a, a ] in the figure, where a corresponds to the first value. In the coordinate system shown in fig. 2, the abscissa represents the measured value of the target parameter, and the ordinate represents the target value of the target parameter.

The adjustment strategy corresponding to the first value range is to adjust the measured value with the smaller target parameter to 0, so the first value range may also be called as a dead zone. The adjustment strategy corresponding to the first value range can reduce redundant oscillation actions of the steering wheel in vehicle centering auxiliary control.

For example, it is desirable that the steering wheel be hardly moved when the vehicle is traveling along the center line of the road on a straight road. However, since the road curvature measurement contains a certain magnitude of noise, the noise is mapped to the steering wheel through the feedforward quantity, so that the steering wheel vibrates in a small magnitude when the vehicle runs on a straight road. In this case, by setting the road curvature to 0, the problem of slight steering wheel shake of the straight-path scene due to measurement noise can be overcome.

In the foregoing example, mainly the road curvature affects the control of the steering wheel, and therefore, in the case where the target parameter includes the road curvature, the adjustment strategy corresponding to the first value range may include the strategy represented by the formula (1):

（1）

In the formula (1), k represents the road curvature, Representing the road curvature dead zone threshold. When (when)In [In the range, the feed-forward amount of the vehicle lateral controllerThus eliminating small vibration of the steering wheel caused by road curvature measurement noise when traveling on straight roads. In the case where fig. 2 illustrates the relationship between the measured value and the target value of the road curvature,Equal to a in fig. 2.

For another example, when the vehicle is traveling at a high speed along the center line of the road (e.g., the vehicle speed is above 80 kph), there may be less disturbance input, such as minor changes in lane line structure, natural crosswind, air disturbance caused by adjacent lane vehicles, etc., but it is not desirable that the steering wheel has a large motion, and even that the steering wheel of the vehicle may be stationary in a high-speed driving scenario without disturbance. However, for the control algorithm based on error elimination, it is difficult to ensure that the steering wheel is stationary for a long time, because the vehicle transverse controller cannot control various errors (such as transverse errors and course angle errors) to be absolute 0 for a long time, the steering wheel can show small-amplitude equal-frequency stable oscillation, and if the oscillation amplitude is too large, the left and right shaking feeling of drivers and passengers can be caused. In this case, by setting the lateral error, heading angle error, and the like to 0, the problem of slight steering wheel shake in this scene can be overcome.

In the foregoing example, mainly the lateral error and the heading angle error affect the control of the steering wheel, and therefore, in the case where the target parameter includes the lateral error or the heading angle error, the adjustment strategy corresponding to the first value range may further include the strategy represented by the formula (2) and the formula (3):

（2）

（3）

In formula (2) Represents the lateral error dead zone threshold, in equation (3)Representing a heading angle error dead zone threshold.

When the measured values of the transverse error and the course angle error are in the first value range, the feedback quantity of the steering wheel is 0, so that the problem of small-amplitude oscillation of the steering wheel when the vehicle is in a small error is solved.

Taking a linear quadratic regulator (linear quadratic regulator, LQR) algorithm as an example, steering wheel feedback amountConsists of two sets of contributions, each set comprising 2 contributions. The first group is related to the lateral errors and is respectively the contribution of the lateral errorsAnd a lateral error rate (i.e., a lateral error rate of change) contribution. The second group is related to the course angle error and is respectively the course angle error contribution quantityAnd a contribution to the heading angle error rate (i.e., the heading angle error rate of change)Thus steering wheel feedback amountCan be shown as formula (4):

（4）

On the basis of this example, in the case where the number of target parameters is at least two and the lateral error and the heading angle error are included, the determination process of the steering wheel feedback amount may be as shown in fig. 3:

1. judging transverse error Whether or not it is within the dead zone (i.e., the first range of values). If so, will be in error with the lateral directionThe associated contribution being set to 0, e.g. the lateral error contributionAnd lateral error rate contributionSetting to 0; if not, then a contribution related to the lateral error, e.g. lateral error contributionAnd lateral error rate contribution。

2. If the lateral error isWithin the dead zone, the course angle error is judgedWhether or not in the dead zone. If so, the heading angle error is compared withThe contribution being set to 0, e.g. to be related to heading angle errorRelated heading angle error contributionAnd heading angle error rate contributionSetting to 0; if not, calculate and course angle errorRelated contributions, e.g. heading angle error contributionsAnd heading angle error rate contribution。

3. Will eventually be in error with the lateral directionContribution and heading angle errorAnd adding the related contribution amounts to obtain the feedback amount of the steering wheel.

When the transverse error is in the set dead zone range, only the elimination of the course angle error is concerned; when the heading angle error is also in the dead zone, the feedback term of the steering wheel is 0, i.e. the steering wheel can be temporarily immobilized. The design can effectively relieve the continuous tiny oscillation problem of the steering wheel, thereby solving the problem that the vehicle swings around the central line of the road when passing back and forth.

As can be appreciated from the foregoing, in some alternative embodiments, where the target parameters include lateral error and heading angle error, step 104: the lateral control of the vehicle according to the target value of the target parameter may include steps A1 to A4, as follows:

Step A1: and determining a first feedback quantity of the steering wheel according to the target value corresponding to the transverse error. Wherein the first feedback quantity corresponds to a contribution quantity related to the lateral error.

Step A2: and determining a second feedback quantity of the steering wheel according to the target value corresponding to the course angle error. Wherein the second feedback amount corresponds to a contribution amount related to the heading angle error.

Step A3: determining the sum of the first feedback quantity and the second feedback quantity as a target feedback quantity of the steering wheel;

step A4: and controlling the rotation angle of the steering wheel according to the target feedback quantity of the steering wheel.

Second range of values

Alternatively, in the case where the target value range is the second value range, the absolute value of the measured value of the target parameter may be adjusted to a value greater than 0 and less than the second value.

The absolute value of the most value of the second value range is a first value and a second value respectively, and the second value is larger than the first value. As shown in FIG. 2, the second range of values may be the range shown in the figures as (a, b) and [ -b, -a ]. Wherein a corresponds to a first value and b corresponds to a second value.

Because the adjustment strategy corresponding to the first value range is used for adjusting the measured value of the smaller target parameter to 0, under the condition that the measured value of the target parameter exceeds the first value range, abrupt events, such as jump of a steering wheel control instruction, are easy to occur, and the steering wheel is suddenly changed from a return state (namely, a state that the rotation angle is 0) to a left turning state to 10 degrees, so that the vehicle is suddenly turned. In order to avoid jump of the measured value, the effect of smoothly transiting the measured value of the adjusted target parameter to a value larger than 0 can be achieved through an adjusting strategy corresponding to the second value range, so that the second value range can be also called a transition zone.

Optionally, in the case that the target parameter is a curvature of the road, the adjustment policy corresponding to the second value range may further include: as the absolute value of the measured value of the target parameter changes from small to large, the rate of change of the target value of the target parameter changes from large to small. Namely: in the case that the target parameter is the curvature of the road, the adjustment strategy corresponding to the second value range may include: the measured values of the target parameters are adjusted according to a convex function, as illustrated by the convex function curve shown in fig. 4.

In the embodiment of the application, the curvature of the road is as followsDead zone is designed, if the vehicle enters a curve scene from a straight road, the curvature is expected after the vehicle enters the curveThe actual curvature of the road can be quickly followed, so that the convex function connection is needed, the front change rate is large, and the rear change rate is small.

Alternatively, in the case where the target parameter is the curvature of the road, the foregoing convex function may be a quadratic convex function. On the positive half axis of the coordinate system, the symmetry axis of the quadratic convex function can beOver-vertexAn intersection with the x-axis isThe function curve on the negative half-axis and the function curve on the positive half-axis are related toIn a mirror image relationship, therefore, the quadratic convex function can be as shown in formula (5):

（5）

Equation (5) is an expression of a relationship between the measured value and the target value in the case where the target parameter is the curvature of the road, where x represents the measured value and y represents the target value.

In equation (5), a represents a dead zone threshold of road curvature, and in equation (1)Equal, b represents the upper limit of the road curvature in the transition zone, and can be expressed as. If b=0.2 and a=0.1, the graph of the second adjustment function can be as shown in fig. 4.

Optionally, in the case that the target parameter is a lateral error or a heading angle error, the adjustment policy corresponding to the second value range may further include: as the absolute value of the measured value of the target parameter changes from small to large, the rate of change of the target value of the target parameter changes from small to large. Namely: in the case that the target parameter is a lateral error or a heading angle error, the adjustment strategy corresponding to the second value range may include: the measured values of the target parameters are adjusted according to a concave function, such as the concave function curve shown in fig. 5.

Taking the transverse error as an example, when the transverse error gradually diverges from the dead zone to the transition zone, the steering wheel feedback quantity does not hope to be controlled from 0 to a relatively large control quantity, but a smaller steering wheel control quantity is hoped to slowly control the vehicle to the transition zone, and the effect of smoothly transiting the measured value of the adjusted target parameter to a value larger than 0 can be achieved through the adjustment strategy corresponding to the second value range.

Alternatively, in the case where the target parameter is a lateral error or a heading angle error, the concave function may be a quadratic concave function whose symmetry axis may be on the positive half axis of the coordinate systemToo muchA point at an intersection with the x-axis ofThe function curve on the negative half-axis and the function curve on the positive half-axis are related toTaking a mirror image relationship, taking a lateral error as an example, the quadratic concave function can be shown as a formula (6):

（6）

Equation (6) is an expression of the relationship between the measured value and the target value in the case where the target parameter is a lateral error, where x represents the measured value and y represents the target value.

In equation (6), a represents the dead zone threshold of the lateral error, and in equation (3)The same; b represents the upper limit of the lateral error in the transition zone, and is expressed as. If b=0.2 and a=0.1, the graph of the second adjustment function can be as shown in fig. 5.

It should be noted that, in the case that the target parameter is the heading angle error, the concave function corresponding to the adjustment strategy is similar to the concave function corresponding to the lateral error in the transition region, and will not be described herein again.

Third range of values

As shown in fig. 2, the third range of values may be the range of values shown in (b, c) and [ -c, -b ] of the figure. The absolute value of the most value of the third value range is the second value and the third value respectively, and the third value is larger than the second value.

In the case where the target value range corresponding to the target parameter is the third value range, the measured value of the target parameter may be directly input to the control to obtain the control instruction of the steering wheel, and therefore, the third value range may also be referred to as a linear region. However, when working conditions such as abrupt change of road structure, jump of road junction selection and the like occur, instantaneous jump of measured values may occur. For example, a curb suddenly concave into a portion or convex out of a portion may cause a jump in the calculated centerline of the roadway; for another example, the vehicle selects lane a based on head orientation, but control again finds lane B more suitable, which can cause instantaneous jumps in the measured value. If left untreated, this may cause a sudden hit of the steering wheel. Therefore, if the measured value falls within the third range, the measured value compensation is required. Therefore, in the case where the target value range is the third value range and the rate of change between the measured values of the target parameter is greater than the rate of change threshold, the corresponding adjustment strategy may include reducing the absolute value of the current measured value of the target parameter to obtain the adjusted target value. The rate of change between measurements as used herein refers to the rate of change between the current measurement and the previous measurement.

In particular, a difference between a current measurement and a previous measurement of the target parameter may be determined; if the difference is positive, determining the sum of the previous measured value and the adjustment value as a target value; when the difference is negative, the sum of the negative value of the adjustment value and the previous measurement value is determined as the target value. Wherein, the adjustment value is the product of the change rate threshold value and the measurement time period.

Taking the lateral error as an example, the rate of change between the measured values can be calculated by equation (7):

（7）

in the formula (7) of the present invention, Represent the firstThe absolute rate of change of the lateral error of the moment,Represent the firstThe lateral error of the moment of time,Representing the measurement time period.

And then, judging the relation between the change rate and the change rate threshold value between the measured values. If the change rate between the measured values is larger than the change rate threshold value, compensating; if the rate of change between the measurements is less than or equal to the rate of change threshold, no compensation is performed. The compensation formula may be as shown in formula (8):

（8）

In formula (8), the sign () function is a sign function for determining the sign of a number. If it is If positive, the sign () function returns 1. If it isNegative number, sign () function returns-1. If it isThe sign () function returns 0.Is a rate of change threshold.

Fourth value range

Alternatively, in the case where the target value range is the fourth value range, the absolute value of the measured value of the target parameter may be adjusted to a fixed third value. The smaller value in the absolute value of the maximum value of the fourth value range is the third value, and the larger value is infinity. As shown in fig. 2, the third range of values may be in the graph (c, + -infinity), and (- + -infinity, -c).

To quickly eliminate errors (e.g., lateral errors, heading angle errors), the vehicle lateral controller is typically in a slightly under-damped state, i.e., there is a reverse oscillation of the vehicle lateral controller. The amplitude of the reverse oscillation will also be greater when a larger lateral error is input. For the feedback quantity, the adjustment strategy corresponding to the fourth value range can ensure that the reverse oscillation amplitude does not exceed the preset precision, so the fourth value range can also be called as a saturation region.

Taking the lateral error as an example, the adjustment strategy corresponding to the fourth value range may include a strategy shown by the formula (9):

（9）

In the formula (9) of the formula (i), The saturation region threshold, which represents the lateral error, is also the upper limit of the linear region.

The above is a description of the vehicle transverse control method provided by the embodiment of the application.

In summary, in the technical solution provided in the present application, different characteristic regions are divided for the input parameters of the vehicle transverse control, and may include a dead zone (corresponding to a first value range), a transition region (corresponding to a second value range), a linear region (corresponding to a third value range), and a saturation region (corresponding to a fourth value range), where the different characteristic regions correspond to different adjustment strategies. The adjustment strategy corresponding to the dead zone can effectively alleviate the problem that the vehicle is easy to swing back and forth by a small amplitude when the measured value of the input parameter is smaller; the corresponding adjustment strategy of the transition zone can enable the adjusted numerical value to be smoothly connected with the numerical value after dead zone adjustment, so that the situation that the vehicle turns suddenly due to jump of a steering wheel control instruction is avoided; the corresponding adjustment strategy of the linear region can avoid causing abrupt hit of the steering wheel when working conditions such as abrupt change of road structure, jump of road junction selection and the like occur; the corresponding adjustment strategy of the saturation region can avoid the danger that the vehicle rushes out of the current road due to the fact that the vehicle transverse control has a large reverse oscillation amplitude when the measured value of the input parameter is too large. In summary, the vehicle transverse control method provided by the application is more beneficial to the stable running of the vehicle.

Exemplary apparatus

Correspondingly, the embodiment of the application also provides a vehicle transverse control device which is applied to the vehicle, and particularly can be an intelligent driving vehicle, such as an intelligent driving vehicle with a transverse control function.

As shown in fig. 6, the apparatus may include:

An acquisition module 601 is configured to acquire a measured value of a target parameter.

The target parameters are input parameters of vehicle transverse control, and the target parameters comprise at least one of the following: road curvature, lateral error of the vehicle, heading angle error of the vehicle.

A determining module 602, configured to determine a target value range to which the measured value of each of the target parameters belongs.

Wherein each target parameter corresponds to a plurality of value ranges.

And the adjusting module 603 is configured to adjust the measured value of the target parameter according to a target adjustment policy corresponding to the target value range, so as to obtain an adjusted target value.

Wherein different value ranges correspond to different adjustment strategies for indicating that the absolute value of the measured value of the target parameter is reduced in different ways.

And the control module 604 is used for transversely controlling the vehicle according to the target value of the target parameter.

Optionally, the adjusting module 603 may include:

And the first adjusting unit is used for adjusting the measured value of the target parameter to 0 when the target value range is the first value range. The absolute value of the most value of the first value range is 0 and a first numerical value respectively, and the first numerical value is larger than 0.

And the second adjusting unit is used for adjusting the absolute value of the measured value of the target parameter to be a value which is larger than 0 and smaller than a second value under the condition that the target value range is a second value range. The absolute value of the most value of the second value range is the first value and the second value respectively, and the second value is larger than the first value.

And the third adjusting unit is used for adjusting the absolute value of the measured value of the target parameter to be a third value when the target value range is a fourth value range. And the smaller value in the absolute value of the most value of the fourth value range is the third value, and the third value is larger than the second value.

Optionally, in the case that the target parameter is a lateral error or a heading angle error, the adjusting module 603 may include:

and the fourth adjusting unit is used for reducing the absolute value of the current measured value of the target parameter to obtain an adjusted target value under the condition that the target value range is the third value range and the change rate between the measured values of the target parameter is larger than the change rate threshold value.

The absolute value of the most value of the third value range is a second value and a third value respectively, and the third value is larger than the second value.

Optionally, the fourth adjusting unit may be specifically configured to:

Determining a difference between a current measurement and a previous measurement of the target parameter; determining the sum of the previous measured value and the adjustment value as the target value when the difference value is a positive number; and determining the sum of the negative value of the adjustment value and the previous measured value as the target value when the difference value is negative. Wherein the adjustment value is the product of the change rate threshold and a measurement time period.

Optionally, when the target parameter is a curvature of the road, the adjustment policy corresponding to the second value range further includes: as the absolute value of the measured value of the target parameter changes from small to large, the rate of change of the target value of the target parameter changes from large to small.

Optionally, in the case that the target parameter is a lateral error or a heading angle error, the adjustment policy corresponding to the second value range includes: as the absolute value of the measured value of the target parameter changes from small to large, the rate of change of the target value of the target parameter changes from small to large.

Alternatively, in the case where the target parameters include a lateral error and a heading angle error, the control module 604 may be specifically configured to:

Determining a first feedback quantity of the steering wheel according to the target value corresponding to the transverse error; determining a second feedback quantity of the steering wheel according to the target value corresponding to the course angle error; determining the sum of the first feedback quantity and the second feedback quantity as a target feedback quantity of the steering wheel; and controlling the rotation angle of the steering wheel according to the target feedback quantity of the steering wheel.

The vehicle transverse control device provided by the embodiment belongs to the same application conception as the vehicle transverse control method provided by the embodiment of the application, and can execute the vehicle transverse control method provided by any embodiment of the application, and has the corresponding functional modules and beneficial effects of the execution method. Technical details not described in detail in the present embodiment may be referred to the specific processing content of the vehicle transverse direction control method provided in the above embodiment of the present application, and will not be described herein.

Exemplary electronic device

The embodiment of the application also provides an electronic device, as shown in fig. 7, which comprises: a memory 700 and a processor 710.

The memory 700 is coupled to the processor 710 for storing a program.

The processor 710 is configured to implement the vehicle lateral control method in the above-described embodiment by running the program stored in the memory 700.

Specifically, the electronic device may further include: a communication interface 720, an input device 730, an output device 740, and a bus 750.

Processor 710, memory 700, communication interface 720, input device 730, and output device 740 are interconnected by a bus. Wherein:

bus 750 may include a path to transfer information between elements of a computer system.

Processor 710 may be a general-purpose processor such as a general-purpose Central Processing Unit (CPU), microprocessor, etc., or may be an application-specific integrated circuit (ASIC), or one or more integrated circuits for controlling the execution of programs in accordance with aspects of the present invention. But may also be a Digital Signal Processor (DSP), application Specific Integrated Circuit (ASIC), an off-the-shelf programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components.

Processor 710 may include a main processor, and may also include a baseband chip, a modem, and the like.

The memory 700 stores programs for implementing the technical scheme of the present invention, and may store an operating system and other key services. In particular, the program may include program code including computer-operating instructions. More specifically, memory 700 may include read-only memory (ROM), other types of static storage devices that may store static information and instructions, random access memory (random access memory, RAM), other types of dynamic storage devices that may store information and instructions, disk storage, flash, and the like.

The input device 730 may include means for receiving data and information entered by a user, such as a keyboard, mouse, camera, scanner, light pen, voice input device, touch screen, pedometer, or gravity sensor, among others.

Output device 740 may include means such as a display screen, printer, speakers, etc. that allow information to be output to a user.

Communication interface 720 may include devices that use any type of transceiver to communicate with other devices or communication networks, such as an ethernet, a Radio Access Network (RAN), a Wireless Local Area Network (WLAN), etc.

The processor 710 executes programs stored in the memory 700 and invokes other devices that can be used to implement the steps of the vehicle transverse direction control method provided by the above-described embodiment of the present application.

Exemplary computer program product and storage Medium

In addition to the methods and apparatus described above, embodiments of the application may also be a computer program product comprising computer program instructions which, when executed by a processor, cause the processor to perform the steps in the vehicle lateral control method described in the embodiments of the application.

The above-described computer program product may be realized in particular by means of hardware, software or a combination thereof. In an alternative embodiment, the computer program product is embodied as a computer storage medium, and in another alternative embodiment, the computer program product is embodied as a software product, such as a software development kit (Software Development Kit, SDK), or the like.

The computer program product may write program code for performing operations of embodiments of the present application in any combination of one or more programming languages, including an object oriented programming language such as Java, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computing device, partly on the user's device, as a stand-alone software package, partly on the user's computing device, partly on a remote computing device, or entirely on the remote computing device or server.

Further, an embodiment of the present application may also be a storage medium having stored thereon a computer program that is executed by a processor to perform the steps in the vehicle lateral control method described in the embodiment of the present application.

For the foregoing method embodiments, for simplicity of explanation, the methodologies are shown as a series of acts, but one of ordinary skill in the art will appreciate that the present application is not limited by the order of acts, as some steps may, in accordance with the present application, occur in other orders or concurrently. Further, those skilled in the art will also appreciate that the embodiments described in the specification are all preferred embodiments, and that the acts and modules referred to are not necessarily required for the present application.

It should be noted that, in the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described as different from other embodiments, and identical and similar parts between the embodiments are all enough to be referred to each other. For the apparatus class embodiments, the description is relatively simple as it is substantially similar to the method embodiments, and reference is made to the description of the method embodiments for relevant points.

The steps in the method of each embodiment of the application can be sequentially adjusted, combined and deleted according to actual needs, and the technical features described in each embodiment can be replaced or combined.

The modules and the submodules in the device and the terminal of the embodiments of the application can be combined, divided and deleted according to actual needs.

In the embodiments provided in the present application, it should be understood that the disclosed terminal, apparatus and method may be implemented in other manners. For example, the above-described terminal embodiments are merely illustrative, and for example, the division of modules or sub-modules is merely a logical function division, and there may be other manners of division in actual implementation, for example, multiple sub-modules or modules may be combined or integrated into another module, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or modules, which may be in electrical, mechanical, or other forms.

The modules or sub-modules illustrated as separate components may or may not be physically separate, and components that are modules or sub-modules may or may not be physical modules or sub-modules, i.e., may be located in one place, or may be distributed over multiple network modules or sub-modules. Some or all of the modules or sub-modules may be selected according to actual needs to achieve the purpose of the embodiment.

In addition, each functional module or sub-module in the embodiments of the present application may be integrated in one processing module, or each module or sub-module may exist alone physically, or two or more modules or sub-modules may be integrated in one module. The integrated modules or sub-modules may be implemented in hardware or in software functional modules or sub-modules.

Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative elements and steps are described above generally in terms of functionality in order to clearly illustrate the interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.

The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software unit executed by a processor, or in a combination of the two. The software elements may be disposed in Random Access Memory (RAM), memory, read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

Finally, it is further noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.

The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle lateral control method, characterized by comprising:

2. The vehicle lateral control method according to claim 1, wherein the adjusting the measured value of the target parameter according to the target adjustment policy corresponding to the target value range includes:

When the target value range is the first value range, adjusting the measured value of the target parameter to be 0; the absolute value of the most value of the first value range is 0 and a first numerical value respectively, and the first numerical value is larger than 0;

When the target value range is a second value range, adjusting the absolute value of the measured value of the target parameter to be a value which is more than 0 and less than a second value; the absolute value of the most value of the second value range is the first value and the second value respectively, and the second value is larger than the first value;

When the target value range is a fourth value range, adjusting the absolute value of the measured value of the target parameter to be a third value; and the smaller value in the absolute value of the most value of the fourth value range is the third value, and the third value is larger than the second value.

3. The vehicle transverse direction control method according to claim 1 or 2, wherein the adjusting the measured value of the target parameter according to the target adjustment strategy corresponding to the target value range, to obtain the adjusted target value, includes:

Reducing the absolute value of the current measured value of the target parameter under the condition that the target value range is a third value range and the change rate between the measured values of the target parameter is larger than a change rate threshold value, so as to obtain an adjusted target value;

4. A vehicle transverse control method according to claim 3, wherein said reducing the absolute value of the current measured value of the target parameter, to obtain an adjusted target value, comprises:

Determining a difference between a current measurement and a previous measurement of the target parameter;

determining the sum of the previous measured value and the adjustment value as the target value when the difference value is a positive number; wherein the adjustment value is the product of the change rate threshold and a measurement time period;

And determining the sum of the negative value of the adjustment value and the previous measured value as the target value when the difference value is negative.

5. The vehicle lateral control method according to claim 2, wherein, in the case where the target parameter is a road curvature, the adjustment strategy corresponding to the second value range further includes: as the absolute value of the measured value of the target parameter changes from small to large, the rate of change of the target value of the target parameter changes from large to small.

6. The vehicle lateral control method according to claim 2, wherein, in the case where the target parameter is a lateral error or a heading angle error, the adjustment strategy corresponding to the second value range includes: as the absolute value of the measured value of the target parameter changes from small to large, the rate of change of the target value of the target parameter changes from small to large.

7. The lateral control method of a vehicle according to claim 2, wherein, in the case where the target parameter includes a lateral error and a heading angle error, the lateral control of the vehicle according to the target value of the target parameter includes:

determining a first feedback quantity of the steering wheel according to the target value corresponding to the transverse error;

determining a second feedback quantity of the steering wheel according to the target value corresponding to the course angle error;

Determining the sum of the first feedback quantity and the second feedback quantity as a target feedback quantity of the steering wheel;

And controlling the rotation angle of the steering wheel according to the target feedback quantity of the steering wheel.

8. A vehicle for implementing the vehicle lateral control method according to any one of claims 1 to 7.

9. An electronic device, comprising: a memory and a processor;

The memory is connected with the processor and used for storing programs;

The processor is configured to implement the vehicle lateral control method according to any one of claims 1 to 7 by running a program in the memory.

10. A computer program product, characterized in that the computer program product comprises a computer program which, when being executed by a processor, implements the vehicle transverse control method according to any one of claims 1 to 7.