WO2022090040A1 - Procédé et dispositif pour commander un véhicule le long d'une trajectoire de déplacement - Google Patents

Procédé et dispositif pour commander un véhicule le long d'une trajectoire de déplacement Download PDF

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Publication number
WO2022090040A1
WO2022090040A1 PCT/EP2021/079153 EP2021079153W WO2022090040A1 WO 2022090040 A1 WO2022090040 A1 WO 2022090040A1 EP 2021079153 W EP2021079153 W EP 2021079153W WO 2022090040 A1 WO2022090040 A1 WO 2022090040A1
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Prior art keywords
vehicle
parameter
value
trajectory
determining
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PCT/EP2021/079153
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German (de)
English (en)
Inventor
Michael Fleps-Dezasse
Julian KING
Stephan Pollmeyer
Volker Wagner
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Zf Friedrichshafen Ag
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Publication of WO2022090040A1 publication Critical patent/WO2022090040A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • 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
    • B60W50/0097—Predicting future conditions
    • 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
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0014—Adaptive controllers
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0676—Engine temperature
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/246—Temperature
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0677—Engine power
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/20—Steering systems
    • B60W2710/202—Steering torque
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06N—COMPUTING ARRANGEMENTS BASED ON SPECIFIC COMPUTATIONAL MODELS
    • G06N3/00—Computing arrangements based on biological models
    • G06N3/02—Neural networks
    • G06N3/08—Learning methods

Definitions

  • the present invention relates to a method and a device for controlling a vehicle along a travel trajectory according to the main claims.
  • ADAS automated driving/automated steering
  • AD automated driving
  • ADAS automated driving
  • ADAS automated driving
  • Systems for driver assistance (ADAS) and automated driving (AD) are often implemented in a modular architecture, which consists, for example, of a planning component and a control or implementation component.
  • This architecture offers advantages when it comes to achieving the system goals of availability and safety and also enables a high level of flexibility and scalability of the systems to different vehicle configurations.
  • the vehicle configuration should be known very precisely in the planning component in order to address the properties "comfort” and "energy efficiency" in particular, since these e.g. B. are closely connected to the available powertrain. This results in a high level of effort when applying the ADAS or AD system to a specific vehicle, since both the implementation and the planning component would have to be explicitly tailored to the vehicle to be considered and cannot be universally used or programmed.
  • the present invention creates an improved method and an improved device for controlling a vehicle along a travel trajectory according to the main claims.
  • Advantageous configurations result from the dependent claims and the following description.
  • the approach presented here creates a method for controlling a vehicle along a travel trajectory, the method having the following steps: Reading in a travel trajectory to be traveled by the vehicle, a travel parameter and at least one operating parameter of at least one component of the vehicle, the travel trajectory representing a route to a planned destination of a journey of the vehicle, the travel parameter representing a physical variable during the journey of the vehicle and the operating parameter representing at least represents a physical quantity or a value derived therefrom, which maps an operating point of the component of the vehicle;
  • a travel trajectory can be understood, for example, as information about location coordinates that the vehicle should reach in the immediate future when driving.
  • a vehicle can be understood to mean, for example, a passenger car, but also a truck, a bus, a motorcycle or another motor vehicle driving freely on a roadway.
  • a travel parameter can be understood, for example, as a physical quantity describing the travel of the vehicle, for example a speed, a yaw rate, an acceleration or the like.
  • a component of the vehicle can be understood, for example, as a component required for the drive or the steering, for example an engine, transmission or a steering system. However, the component of the vehicle can be understood to mean another element such as an energy store.
  • an operating parameter of such a component of the vehicle can be understood, for example, as a temperature, a voltage, a speed or the like, in particular which can change during the operation of the vehicle while driving.
  • an operating point value can be understood to mean a variable that can be obtained or derived from the operating parameter using a determination algorithm.
  • the operating parameter can also be in the form of a time series of values that form the physical quantity of the component of the vehicle at different points in time.
  • a determination algorithm can be understood to mean an algorithm that can determine the operating point value, taking into account the information from the operating parameter.
  • the determination algorithm can link values of the operating parameter detected at different points in time with one another and/or with other variables in order to optimize a target function, for example.
  • a target function can be, for example, a function that achieves the highest possible energy efficiency when driving the vehicle (e.g. fuel consumption while the vehicle is driving as possible) and/or maximizes comfort for a user of the vehicle (e.g. a rolling of the vehicle on the Travel along the travel trajectory minimized as much as possible).
  • a driving actuator can be understood, for example, as an element that influences or controls the guidance of the vehicle along the driving trajectory.
  • a driving actuator can be a drive motor of the vehicle, a steering motor, a braking system or the like, which enables or implements guidance of the vehicle along the driving trajectory.
  • the approach proposed here is based on the knowledge that by determining the operating point value before and independently or decoupled from the determination of the control parameter for controlling the driving actuator of the vehicle, a significant reduction in the numerical and/or circuitry complexity for determining this control parameter is possible. It is therefore no longer necessary to take into account a large number of combinations of different operating point values of the vehicle when determining the control parameter for controlling the driving actuator.
  • a "pre-optimization" can take place, in which the corresponding operating point value is determined from the operating parameter, taking into account vehicle and/or journey-specific conditions, which is then used in the journey trajectory planning or a trajectory conversion or -Regulation can only be considered as a simple parameter with correspondingly little effort for determining the control parameter.
  • An embodiment of the approach proposed here is advantageous in which a scalar operating point value is determined in the determination step. Such an embodiment offers the advantage of being able to use very compact information in the form of a scalar for the operating point value when determining the control parameter. A significant reduction in the complexity of determining the control parameter can thus also be achieved.
  • An embodiment of the approach proposed here can be implemented in a technically very elegant manner and with methods that are already mature, in which, in the step of determining the operating point value, a determination algorithm based on a neural network, an algorithm with artificial intelligence, an algorithm of the monitored and/or or reinforcement learning, a function approximation method, an algorithm for finding a value from a look-up table, a heuristic algorithm and/or a predictive control model.
  • a determination algorithm based on a neural network
  • an algorithm with artificial intelligence an algorithm of the monitored and/or or reinforcement learning, a function approximation method, an algorithm for finding a value from a look-up table, a heuristic algorithm and/or a predictive control model.
  • Such an embodiment offers the advantage of also determining the operating point value reliably and precisely or quickly when a number of different operating parameters or vehicle parameters or corresponding parameters have to be taken into account at different points in time for the optimization of driving behavior.
  • a value can be read in as an operating parameter in the reading step, which at least includes a speed, a switching state of the component of the vehicle, a temperature, a state of charge, a force acting on a vehicle element, a moment or one of represents at least one parameter derived from these values.
  • a speed can be understood to mean, for example, a speed of the vehicle.
  • a shift state can be understood, for example, as an engaged gear of a transmission.
  • a temperature can represent, for example, a temperature of a drive motor, a brake unit or an energy store, with a state of charge also being understood as a variable, for example in relation to an energy store such as a battery of the vehicle.
  • a force or moment acting on a vehicle element can, for example, have a Wheels of the vehicle acting force or a moment acting on one of these elements are understood.
  • Such an embodiment of the approach proposed here offers the advantage that such operating parameters in particular provide important information about the driving behavior of the vehicle, for example also in relation to an optimization problem such as an energy-efficient or comfortable driving style. Taking into account such an operating parameter or an operating point value derived therefrom thus enables the vehicle's travel to be optimized on a desired travel trajectory.
  • Another particularly favorable embodiment of the approach proposed here is one in which a time series is read in as the operating parameter in the reading step, the elements of which represent the at least one physical variable or the value of the vehicle component derived from the at least one physical variable at different points in time.
  • Such an embodiment offers the advantage that a variation of the operating parameter over time can be taken into account when determining the (also current) operating point value, so that an effect of the change in the operating point value can be recognized and, for example, the operating point value can be adjusted according to a desired target function or a desired optimization problem .
  • an embodiment of the approach proposed here in which, in the step of determining, the operating point value is determined using a cost function to minimize energy required for the journey or a cost function to increase the comfort of a vehicle occupant.
  • Such an embodiment offers the advantage of increasing the acceptance of the approach proposed here by a user of the vehicle and at the same time, for example, of avoiding unnecessary pollution of the environment through emissions.
  • Another particularly advantageous embodiment of the approach proposed here is one in which, in the reading step, a course of location coordinates is read in as a journey trajectory, which when the vehicle is traveling within a maximum of ten driving times, in particular within a maximum driving time of one minute and/or during a journey of the vehicle within a distance of is reached at most 1000 meters, in particular within a distance of at most 100 meters and/or wherein topography information about a route to be traveled by the vehicle is also read in as a travel trajectory.
  • Such an embodiment offers the advantage of enabling the driving behavior of the vehicle to be optimized specifically for the route section to be traveled immediately afterwards.
  • such an optimization can be implemented by early activation of the motor to accelerate from the incline or a timely reduction of a drive torque before a traffic light system switched to "stop", so that on the one hand there is as little or as abrupt a change in the vehicle movements as possible and on the other hand a high energy efficiency of the driving style of the vehicle can be reached.
  • a control parameter for controlling a drive motor, a braking element and/or a steering actuator can also be determined in the step of determining, in particular in order to automatically control the vehicle.
  • Such an embodiment offers the advantage of being able to control at least one central vehicle control element using the control parameter and thereby being able to quickly and reliably realize the aforementioned advantages.
  • the steps of the method can be carried out repeatedly, in particular with the determination algorithm being changed in the repeatedly carried out step of determining using operating parameters read in the step of reading in and operating parameters read in in the repeatedly carried out step of reading in being carried out.
  • the determination algorithm can be trained in order to be able to determine a control parameter as quickly and efficiently as possible, which also corresponds to the one in the cost function or the underlying optimization problem as well as possible.
  • At least one second operating parameter of at least one other component of the vehicle is read in the reading step, with the second operating parameter representing at least one physical variable or a value derived therefrom, which represents an operating point of the other component of the vehicle and wherein in the determination step at least the second operating parameter is processed in the determination algorithm in order to determine the operating point value.
  • the determination algorithm can be used very flexibly to solve an optimization problem based on a number of operating parameters.
  • the operating point value can be determined independently and/or before the determination of the control parameter for controlling the component of the vehicle, so that the complexity of this determination of the control parameter can be reduced numerically and/or in terms of circuitry and thus accelerated.
  • At least one dynamics parameter is also read in the reading step, which represents a driving dynamics limit state of at least one component of the vehicle, with the at least one dynamics parameter being processed in a dynamics algorithm in the determining step in order to to obtain a dynamic value and wherein in the step of determining the control parameters are determined using the dynamic value.
  • a dynamics parameter can be understood, for example, as a driving dynamics limit that the vehicle must not exceed without getting into an uncontrollable driving state.
  • a dynamic parameter can represent a maximum static friction of a tire on the road, which must be taken into account when controlling the components of the vehicle.
  • Embodiments of this method can be implemented, for example, in software or hardware or in a mixed form of software and hardware, for example in a control device or a device.
  • the approach presented here also creates a device that is designed to carry out, control or implement the steps of a variant of a method presented here in corresponding devices.
  • the object on which the invention is based can also be achieved quickly and efficiently by this embodiment variant of the invention in the form of a device.
  • a device can be an electrical device that processes electrical signals, for example sensor signals, and outputs control signals as a function thereof.
  • the device can have one or more suitable interfaces, which can be designed in terms of hardware and/or software.
  • the interfaces can be part of an integrated circuit, for example, in which the functions of the device are implemented.
  • the interfaces can also be separate integrated circuits or at least partially consist of discrete components.
  • the interfaces can be software modules which are present, for example, on a microcontroller alongside other software modules.
  • a computer program product with program code which can be stored on a machine-readable medium such as a semiconductor memory, a hard disk memory or an optical memory and is used to carry out the method according to one of the embodiments described above, is also advantageous if the program is on a computer or a device is performed.
  • Show it: 1 shows a block diagram of a vehicle with an exemplary embodiment of a device for controlling a vehicle along a travel trajectory;
  • FIG. 2 shows a block diagram of a vehicle with a further exemplary embodiment of a device for controlling a vehicle along a travel trajectory
  • FIG. 3 shows a flowchart of an exemplary embodiment of a method for controlling a vehicle along a travel trajectory.
  • FIG. 1 shows a block diagram of a vehicle 100 with an exemplary embodiment of a device 105 for controlling the vehicle 100 in a travel trajectory 110.
  • the travel trajectory 110 is formed here by a sequence of location coordinates 115 that the vehicle 100 is to travel or reach in the future.
  • these location coordinates 110 are directly in front of the vehicle 100, so that the driving style in the immediate future should be specifically controlled by the device 100.
  • the device 105 has a read-in interface 120 , a determination unit 125 and a determination unit 130 .
  • the read-in interface 120 is formed, for example, from a memory (not shown in Figure 1) or a planning unit (such as for example a satellite-supported navigation system) to determine a travel trajectory 110, which is read in as trajectory data O together with, for example, further environmental data characterizing a roadway 135.
  • read-in interface 120 is designed to read in at least one travel parameter x and at least one operating parameter xs , where travel parameter x represents, for example, a physical variable while vehicle 100 is moving and the operating parameter represents a physical variable or a value derived therefrom that represents a Operating point of a component 140 of the vehicle depicts.
  • the travel parameter can represent, for example, a speed, a torque or a current energy consumption of a drive motor as component 140 of vehicle 100 .
  • the operating parameter x s can represent, for example, a temperature of the drive motor as component 140, a state of charge and/or a temperature of an energy store (not explicitly shown in Figure 1) (for example in the form of an accumulator) as component 140 of vehicle 100 or the like , it being possible for the operating parameter Xs to change while the vehicle 100 is being driven and, for example, to also influence other variables such as fuel consumption.
  • an operating point value S is now determined using a determination algorithm 145 from the operating parameter x s according to the procedure explained in more detail below and the determination unit 130 fed.
  • a control parameter u is determined, which is provided for controlling a driving actuator 155 of vehicle 100, which is used here, for example, as a drive motor for driving wheels 150 of the vehicle 100, a braking unit, a steering unit or the like is configured.
  • Driving actuator 155 can, for example, also be component 140 of the vehicle itself, for example if driving actuator 155 is configured as an internal combustion engine and operating parameter x s represents a temperature of component 140 of the vehicle, here driving actuator 155 . It is also conceivable that the operating parameter x s can be used as a time series of several different ones Physical quantities recorded at points in time is read in, so that information about the development over time or the course over time of this operating parameter x s is available in determination algorithm 145 and a necessary change in operating point value S can be recognized as a result, in order to achieve a specific goal, for example, which is an underlying represents an optimization problem and/or is in the form of a cost function or objective function.
  • a trajectory planning module 160 for calculating a target trajectory P from the trajectory data O, the operating point value S and the travel parameter x and as a first module second module
  • a trajectory control module 165 is provided, in which a specific determination of the control parameter u for controlling the driving actuator 155 takes place, so for example the direct control of the power supply for the drive motor or a steering actuator as a driving actuator 155.
  • the trajectory planning module! 160 thus takes over, for example, the fine control of the trajectory data O present, for example, as navigation data in a specific, direct actuator control, whereas the trajectory control module, for example, implements the physical control of the driving actuator 155 .
  • a particular advantage is recognized for the development and application of ADAS and AD systems in that the effort required for a planning module 160 of a target trajectory P can be significantly reduced and the overall system performance of the vehicle control can be increased if an abstraction of system properties such as energy efficiency and comfort could be achieved.
  • system properties such as energy efficiency and comfort cannot be described using "constraints" (i.e. secondary conditions), i.e. an envelope for the system states, as is done below by considering a dynamic parameter using a dynamic algorithm when determining a dynamic value is provided because energy efficiency cannot be achieved uniformly over a specific operating range, but is linked to at least one specific operating point.
  • the determination unit 125 is proposed as a new component, which can also be referred to as a “value trader”. As shown in FIG. 1, the value handler 125 calculates the operating point value S, which can also be synonymously referred to as a state value function, and provides this operating point value S to the trajectory planning module 160 .
  • the planning component 160 can calculate the optimal trajectory as a target trajectory P based on this state value function S, without knowing the vehicle configuration, that is to say concrete forms of the operating parameters x s .
  • the architecture of trajectory planning module 160 and value handler 125 is methodically derived from the actor-critic method of reinforcement learning.
  • the value handler 125 or critical calculates the value of these vehicle and environmental states in the form of the operating point value S from selected vehicle and environmental states x s and provides this value S to the trajectory planning module 160, which can also be referred to as an actor.
  • the trajectory planning module 160 then calculates the optimal (target) trajectory P on the basis of the state value function and makes this available to a conversion component such as the trajectory conversion module 165 .
  • the statuses or operating parameters x s for determining the state-value function S would be e.g. B. vehicle speed, acceleration and gear. Optimization goal and thus value is, for example, fuel consumption.
  • the state value function or the operating point value S represents a generalized fuel consumption, which results from the current fuel consumption and the fuel consumption to be expected in the future.
  • the two components can be weighted using a parameter in the form of the operating point value S.
  • the consideration of the consumption to be expected in the future can be used to smooth the state value function or the operating point value S and to take into account other dependencies of the fuel consumption, such as e.g. B.
  • the state value function or the operating point value S consequently also guides the actor or the trajectory planning module 160 in such a way that the motor as the driving actuator 155 or component 140 is not brought into a highly unfavorable temperature range in the long term.
  • the algorithm which determines the driving strategy would correspond to the determination algorithm 145 in the determination unit 125, which is also referred to as an actor.
  • KI artificial intelligence
  • search methods search methods.
  • the driving strategy could consist of a method that evaluates the state value function with the current values of the states and for each gear and then the gear with the best value forwarded to the driver as a default.
  • Fig. 2 shows a block diagram of a vehicle 100 with a further embodiment of a device 105 for controlling a vehicle 105 in a travel trajectory 110.
  • the device 105 corresponds to the device shown in FIG Dynamics algorithm 200 for processing a dynamics parameter XD read in by read-in interface 120, for example from a memory 210, is read in as a dynamics value D, with the dynamics parameter XD indicating a driving-dynamics limit state of at least one of the vehicle-specific components of vehicle 100 (such as, for example, a static friction value of the tires or wheels currently in use 150 of the vehicle 100).
  • the control parameter u is determined in the determination unit 130 using the dynamic value D.
  • the dynamic algorithm 200 can, for example, be designed or implemented analogously to the determination algorithm 160, that is, for example, also implemented as an algorithm with an artificial intelligence, as an algorithm with reinforcing learning properties or as a neural network.
  • a dynamic algorithm is used in determination unit 125, for example, which can also be referred to as a "constraint dealer" and which provides trajectory planning module 160 of determination unit 130 with an abstract description of the driving dynamics limits in the form of dynamic value D, so that the trajectory planning module 160 not with the vehicle configuration and z. B. needs to deal with the tires.
  • the proposed "Value Dealer” or the implementation of the determination algorithm 145 can be seamlessly combined with the already known "Constraint Dealer” as a dynamic algorithm 200, so that the trajectory planning module 160 as a planner/actor can see both the envelope of the states and their derivation as the value of the states can also be provided, as shown in FIG.
  • an ADAS/AD architecture with a value function can also be implemented with the following devices, as described in more detail above.
  • At least one control device for calculating and converting the input variables of the actuators as the determining unit
  • trajectory conversion (trajectory planning module 160);
  • At least one read-in interface 120 to a sensor for detecting the environment, vehicle and/or driving condition O, x and x s , or at least one communication device for receiving information about the environment, vehicle and/or driving condition.
  • FIG. 3 shows a flowchart of an exemplary embodiment of a method 300 for controlling a vehicle along a travel trajectory.
  • the method 300 includes a step 310 of reading in a travel trajectory to be traveled by the vehicle, a travel parameter and at least one operating parameter at least one component of the vehicle, with the travel trajectory representing a route to a planned destination of a journey of the vehicle, the travel parameter representing a physical quantity during the journey of the vehicle and the operating parameter representing at least one physical quantity or a value derived therefrom, which represents an operating point of the Component of the vehicle depicts.
  • the method 300 includes a step 320 of determining an operating point value operating parameter, wherein the at least one operating parameter is processed in a determination algorithm.
  • the method 300 includes a step 330 of determining a control parameter for controlling a driving actuator and/or the component of the vehicle using the driving trajectory, the driving parameter and the operating point value in order to control a journey of the vehicle in the driving trajectory to the destination.
  • an embodiment includes an "and/or" link between a first feature and a second feature, this can be read in such a way that the embodiment according to one embodiment includes both the first feature and the second feature and according to a further embodiment either only the first Feature or has only the second feature.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention concerne un procédé (300) pour commander un véhicule (100) le long d'une trajectoire de déplacement (110). Ledit procédé (300) comprend une étape de lecture (310) d'une trajectoire de déplacement (110), d'un paramètre de déplacement (x) et d'au moins un paramètre de fonctionnement (xs) d'au moins un élément constitutif (140) du véhicule (100), la trajectoire de déplacement (110) représentant un chemin menant à une destination prévue d'un trajet du véhicule (100), le paramètre de déplacement (x) représentant une grandeur physique pendant le déplacement du véhicule (100) et le paramètre de fonctionnement (xs) représentant au moins une grandeur physique ou une valeur dérivée de celle-ci, qui représente un point de fonctionnement de l'élément constitutif (140) du véhicule (100). Le procédé (300) comprend en outre une étape de détermination (320) d'une valeur de point de fonctionnement (S), ledit au moins un paramètre de fonctionnement (xs) étant traité dans un algorithme de détermination (145). Enfin, le procédé comprend (300) une étape de détermination (330) d'un paramètre de commande (u) pour l'activation d'un actionneur de déplacement et/ou de l'élément constitutif (140) du véhicule (100) au moyen de la trajectoire de déplacement (110), du paramètre de déplacement (x) et de la valeur de point de fonctionnement (S) dans le but d'activer un déplacement du véhicule (100) dans la trajectoire de déplacement (110) jusqu'à destination.
PCT/EP2021/079153 2020-10-29 2021-10-21 Procédé et dispositif pour commander un véhicule le long d'une trajectoire de déplacement WO2022090040A1 (fr)

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DE102020213615.7A DE102020213615A1 (de) 2020-10-29 2020-10-29 Verfahren und Vorrichtung zum Steuern eines Fahrzeugs entlang einer Fahrttrajektorie

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Cited By (1)

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CN115047439A (zh) * 2022-05-27 2022-09-13 中国第一汽车股份有限公司 基于车辆的检测系统的数据处理方法、装置和存储介质

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Publication number Priority date Publication date Assignee Title
DE102015202216A1 (de) * 2014-09-19 2016-03-24 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Kraftfahrzeugs durch Vorgabe einer Sollgeschwindigkeit
FR3084867A1 (fr) * 2018-08-07 2020-02-14 Psa Automobiles Sa Procede d’assistance pour qu’un vehicule a conduite automatisee suive une trajectoire, par apprentissage par renforcement de type acteur critique a seuil
WO2020056875A1 (fr) * 2018-09-20 2020-03-26 初速度（苏州）科技有限公司 Stratégie de stationnement basée sur l'apprentissage par renforcement profond
FR3086247A1 (fr) * 2018-09-25 2020-03-27 Renault S.A.S. Procede de calcul d'une consigne de gestion de la consommation en carburant et en courant electrique d'un vehicule automobile hybride

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015202216A1 (de) * 2014-09-19 2016-03-24 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Kraftfahrzeugs durch Vorgabe einer Sollgeschwindigkeit
FR3084867A1 (fr) * 2018-08-07 2020-02-14 Psa Automobiles Sa Procede d’assistance pour qu’un vehicule a conduite automatisee suive une trajectoire, par apprentissage par renforcement de type acteur critique a seuil
WO2020056875A1 (fr) * 2018-09-20 2020-03-26 初速度（苏州）科技有限公司 Stratégie de stationnement basée sur l'apprentissage par renforcement profond
FR3086247A1 (fr) * 2018-09-25 2020-03-27 Renault S.A.S. Procede de calcul d'une consigne de gestion de la consommation en carburant et en courant electrique d'un vehicule automobile hybride

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115047439A (zh) * 2022-05-27 2022-09-13 中国第一汽车股份有限公司 基于车辆的检测系统的数据处理方法、装置和存储介质

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