WO2023241343A1 - 车辆控制方法、车辆、存储介质及电子装置 - Google Patents

车辆控制方法、车辆、存储介质及电子装置 Download PDF

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Publication number
WO2023241343A1
WO2023241343A1 PCT/CN2023/096895 CN2023096895W WO2023241343A1 WO 2023241343 A1 WO2023241343 A1 WO 2023241343A1 CN 2023096895 W CN2023096895 W CN 2023096895W WO 2023241343 A1 WO2023241343 A1 WO 2023241343A1
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Prior art keywords
vehicle
angle
steering wheel
yaw
control angle
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PCT/CN2023/096895
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English (en)
French (fr)
Inventor
金百鑫
尚秉旭
陈志新
刘洋
王洪峰
张勇
张中举
何柳
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中国第一汽车股份有限公司
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Publication of WO2023241343A1 publication Critical patent/WO2023241343A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • B60W60/0011—Planning or execution of driving tasks involving control alternatives for a single driving scenario, e.g. planning several paths to avoid obstacles
    • 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
    • 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
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • 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
    • 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

Definitions

  • the present disclosure relates to the field of automatic driving, and specifically, to a vehicle control method, a vehicle, a storage medium, and an electronic device.
  • Autonomous driving technology is the focus of academic and corporate attention.
  • solutions for autonomous vehicles are mainly divided into perception modules, decision-making planning modules and control modules.
  • the perception module mainly realizes real-time collection of the surrounding environment status through cameras, radars and other equipment;
  • the decision-making planning module calculates the optimal driving decision plan based on the information collected by the perception module and outputs the planned trajectory;
  • the control module controls automatic driving
  • the vehicle is driven to follow the trajectory output by the decision planning module.
  • lateral and longitudinal control are usually decoupled and divided into lateral control and longitudinal control.
  • the main function of lateral control is to reduce the lateral position error when tracking the trajectory output by the decision-making planning module and achieve a better trajectory. track. If the lateral error is too large, the autonomous vehicle will not be able to drive well on the planned lane.
  • the lateral control algorithm includes a pure tracking lateral control algorithm.
  • the angle error compensation of this algorithm is arctan(2L*sin(angle/ld)), where L is the wheelbase and angle is the angle between the vehicle direction and the target point direction. Angle, ld is the distance between the vehicle and the target point. It should be noted that the pure tracking lateral control algorithm is greatly affected by the preview point, and the control stability is poor when the vehicle speed is high.
  • the present disclosure provides a vehicle control method, vehicle, storage medium and electronic device to solve the problem of poor stability of lateral control during automatic driving of vehicles in related technologies.
  • a vehicle control method includes: obtaining the vehicle's status information, vehicle parameters and trajectory information, where the status information is the parameter information of the vehicle during driving; determining the feedback control angle of the vehicle's steering wheel based on the status information, vehicle parameters and trajectory information; based on the status Information and vehicle parameters determine the feedforward control angle of the steering wheel, and determine the yaw control angle of the steering wheel based on the status information and vehicle parameters; calculate the sum of the feedback control angle, feedforward control angle and yaw control angle to obtain the steering wheel angle; according to the steering wheel Corner controls steering wheel rotation.
  • determining the feedback control angle of the vehicle's steering wheel based on the status information, vehicle parameters and trajectory information includes: determining the vehicle's lateral deviation based on the trajectory information; calculating the vehicle's steady-state deviation measurement value based on the vehicle parameters and status information; Obtain the feedback control gain and preview distance from , obtain the steering transmission ratio from the vehicle parameters, and calculate the feedback control angle through the following formula;
  • backangle is the feedback control angle
  • PGain is the feedback control gain
  • PredErr is the lateral deviation
  • ⁇ is the steady-state deviation value
  • predist is the preview distance
  • steerratio is the steering transmission ratio
  • PredErr is the lateral deviation
  • rex and rey are intermediate variables
  • yaw is the heading angle
  • dx is the abscissa deviation between the starting point and the end point
  • dy is the ordinate deviation between the starting point and the end point.
  • predpoint_x is the abscissa of the end point
  • posx is the abscissa of the starting point
  • predpoint_y is the ordinate of the end point
  • posy is the ordinate of the starting point.
  • calculating the vehicle's steady-state offset value based on vehicle parameters and status information includes: obtaining the vehicle's speed and road curvature from the status information, and obtaining the vehicle's mass, front axle wheelbase, and rear wheel side from the vehicle parameters. Deflection stiffness, wheelbase and rear wheelbase; calculate the steady-state deflection value using the following formula:
  • ⁇ is the steady-state offset value
  • m is the mass
  • lf is the front wheelbase
  • v is the speed
  • k is the road curvature
  • cr is the rear wheel cornering stiffness
  • L is the wheelbase
  • lr is the rear wheelbase.
  • forwardangle is the feedforward control angle
  • FGain is the feedforward control gain
  • cf is the front wheel cornering stiffness
  • steering ratio is the steering transmission ratio
  • M is the intermediate variable.
  • determining the yaw control angle of the steering wheel based on the status information and vehicle parameters includes: obtaining the vehicle's speed, road curvature and yaw angular velocity from the status information; calculating the yaw control angle through the following formula:
  • yawangle is the yaw control angle
  • yawrate is the yaw angular velocity
  • v is the speed
  • k is the road curvature.
  • a vehicle which adopts any one of the above vehicle control methods.
  • a vehicle control device includes: an acquisition unit configured to acquire status information, vehicle parameters and trajectory information of the vehicle, where the status information is parameter information of the vehicle during driving; a first determination unit configured to obtain status information, vehicle parameters and trajectory information based on the status information, vehicle parameters and trajectory information.
  • the information determines the feedback control angle of the steering wheel of the vehicle;
  • the second determination unit is configured to determine the feedforward control angle of the steering wheel based on the status information and vehicle parameters, and determine the yaw control angle of the steering wheel based on the status information and vehicle parameters;
  • the calculation unit is configured In order to calculate the sum of the feedback control angle, the feedforward control angle and the yaw control angle, the steering wheel angle is obtained;
  • the control unit is configured to control the steering wheel rotation according to the steering wheel angle.
  • a non-volatile storage medium includes a stored program, wherein when the program is running, the device where the non-volatile storage medium is located is controlled to execute a program.
  • a vehicle control method is also provided.
  • an electronic device including a processor and a memory; computer readable instructions are stored in the memory, and the processor is configured to run the computer readable instructions, wherein the computer readable instructions run When executing a vehicle control method.
  • the following steps are adopted: obtain the vehicle's status information, vehicle parameters and trajectory information, where the status information is the parameter information of the vehicle during driving; determine the feedback control of the vehicle's steering wheel based on the status information, vehicle parameters and trajectory information angle; determine the feedforward control angle of the steering wheel based on the status information and vehicle parameters, and determine the yaw control angle of the steering wheel based on the status information and vehicle parameters; calculate the sum of the feedback control angle, feedforward control angle, and yaw control angle to obtain the steering wheel Turning angle; controlling the steering wheel rotation according to the steering wheel angle solves the problem of poor stability of lateral control during automatic driving of vehicles in related technologies.
  • the steering wheel angle is controlled through a combination of feedforward control, feedback control and yaw control, thus achieving the effect of improving vehicle control stability.
  • Figure 1 is a flowchart 1 of a vehicle control method provided according to an embodiment of the present disclosure
  • Figure 2 is a flow chart 2 of a vehicle control method provided according to an embodiment of the present disclosure
  • FIG. 3 is a schematic diagram of a vehicle control device provided according to an embodiment of the present disclosure.
  • a vehicle control method is provided.
  • FIG. 1 is a flowchart 1 of a vehicle control method provided according to an embodiment of the present disclosure. As shown in Figure 1, the method includes the following steps:
  • Step S102 Obtain the vehicle's status information, vehicle parameters and trajectory information, where the status information is parameter information of the vehicle during driving.
  • the status information can be parameters generated when the vehicle is driving, such as the vehicle's speed, yaw rate, feedforward control gain, and road curvature.
  • the vehicle parameters can be various parameters on the vehicle's own structure, such as the vehicle's mass, Wheelbase, front wheel wheelbase, rear wheel wheelbase, rear wheel cornering stiffness, front wheel cornering stiffness and steering transmission ratio, etc.
  • the trajectory information can be information obtained from the road when the vehicle is driving on the road, such as the starting point coordinates, End point coordinates, feedback control gain, preview distance and heading angle, etc.
  • Step S104 Determine the feedback control angle of the vehicle's steering wheel based on the status information, vehicle parameters and trajectory information.
  • the steering wheel is controlled to rotate to a calculated angle, that is, the feedback control angle, so that the vehicle follows the trajectory.
  • the feedback control angle is calculated through the vehicle's PID feedback control system.
  • Step S106 Determine the feedforward control angle of the steering wheel based on the status information and vehicle parameters, and determine the yaw control angle of the steering wheel based on the status information and vehicle parameters.
  • the feedforward control angle can reduce the preview deviation when the vehicle is driving automatically on the road.
  • the steering wheel rotation angle is calculated, that is, the feedforward control angle, so that the vehicle follows the planned trajectory.
  • the control steering wheel rotation is not stable enough, so the calculation is based on the vehicle's yaw angular velocity to ensure vehicle stability.
  • the angle of steering wheel rotation required for driving that is, the yaw control angle.
  • Step S108 Calculate the sum of the feedback control angle, the feedforward control angle and the yaw control angle to obtain the steering wheel angle.
  • the feedback control angle, feedforward control angle and yaw control angle are accumulated to obtain the final control steering wheel rotation angle, that is, the steering wheel angle.
  • Step S110 Control the steering wheel rotation according to the steering wheel angle.
  • the vehicle is controlled to drive on the planned trajectory based on the steering wheel angle calculated in real time when the vehicle is driving automatically.
  • the vehicle control method obtains the status information, vehicle parameters and trajectory of the vehicle.
  • Information where the status information is the parameter information of the vehicle during driving; the feedback control angle of the vehicle's steering wheel is determined based on the status information, vehicle parameters and trajectory information; the feedforward control angle of the steering wheel is determined based on the status information and vehicle parameters, and based on The status information and vehicle parameters determine the yaw control angle of the steering wheel; the sum of the feedback control angle, feedforward control angle and yaw control angle is calculated to obtain the steering wheel angle; the steering wheel rotation is controlled according to the steering wheel angle, which solves the problem of automatic driving of vehicles in related technologies.
  • the problem of poor stability of lateral control The steering wheel angle is controlled through a combination of feedforward control, feedback control and yaw control, thus achieving the effect of improving vehicle control stability.
  • determining the feedback control angle of the vehicle's steering wheel based on the status information, vehicle parameters and trajectory information includes: determining based on the trajectory information. The vehicle's lateral deviation; calculate the vehicle's steady-state deviation measurement value based on vehicle parameters and status information; obtain the feedback control gain and preview distance from the trajectory information, obtain the steering transmission ratio from the vehicle parameters, and calculate the feedback control angle through the following formula ;
  • backangle is the feedback control angle
  • PGain is the feedback control gain
  • PredErr is the lateral deviation
  • ⁇ is the steady-state deviation value
  • predist is the preview distance
  • steerratio is the steering transmission ratio
  • lateral deviation refers to the lateral deviation between the actual position of the vehicle and the position where the vehicle should arrive on the planned path when the vehicle is driving autonomously and does not follow the pre-designed planned path.
  • the steady-state lateral deviation value is also the steady-state.
  • the side slip angle refers to the angle between the longitudinal speed and the resultant speed of the car when driving.
  • the preview distance refers to the distance from the current position of the vehicle to the target point on the planned trajectory.
  • the steering transmission ratio refers to the degree of steering wheel steering and the degree of wheel steering.
  • L is the wheelbase of the vehicle
  • VGain is the calibration table obtained through experimental testing.
  • Table 1 is the calibration table of VGain.
  • PredErr is the lateral deviation
  • rex and rey are intermediate variables
  • yaw is the heading angle
  • dx is the abscissa deviation between the starting point and the end point
  • dy is the ordinate deviation between the starting point and the end point.
  • the heading angle refers to the angle between the vehicle center of mass velocity and the X-axis of the ground coordinate system.
  • the lateral deviation is calculated based on the coordinates of the starting point and end point on the planned trajectory and the heading angle through the above formula.
  • predpoint_x is the abscissa of the end point
  • posx is the abscissa of the starting point
  • predpoint_y is the ordinate of the end point
  • posy is the ordinate of the starting point.
  • the abscissa deviation and ordinate deviation between the starting point and the end point are calculated through the above formula.
  • calculating the vehicle's steady-state offset value based on vehicle parameters and status information includes: from the state The vehicle's speed and road curvature are obtained from the information, and the vehicle's mass, front axle wheelbase, rear wheel cornering stiffness, wheelbase and rear wheelbase are obtained from the vehicle parameters; the steady-state offset measurement value is calculated through the following formula:
  • ⁇ is the steady-state offset value
  • m is the mass
  • lf is the front wheelbase
  • v is the speed
  • k is the road curvature
  • cr is the rear wheel cornering stiffness
  • L is the wheelbase
  • lr is the rear wheelbase.
  • road curvature refers to the degree of curvature of the road the vehicle is currently traveling on.
  • the steady-state side slip value of the vehicle is calculated through the above formula to determine the feedback control angle.
  • the feedforward control angle is determined based on the status information and vehicle parameters.
  • forwardangle is the feedforward control angle
  • FGain is the feedforward control gain
  • cf is the front wheel cornering stiffness
  • steering ratio is the steering transmission ratio
  • M is the intermediate variable.
  • the feedforward control angle is calculated through the above formula.
  • the feedforward control angle and the feedback control angle are jointly controlled, so that the vehicle automatically drives The control is more stable and avoids excessive preview deviation.
  • a yaw control angle can also be added to jointly control the vehicle.
  • determining the yaw control angle of the steering wheel based on the status information and vehicle parameters includes: obtaining the vehicle's speed, road curvature and yaw angular velocity from the status information; calculating the yaw control angle through the following formula:
  • yawangle is the yaw control angle
  • yawrate is the yaw angular velocity
  • v is the speed
  • k is the road curvature.
  • the yaw angular velocity refers to the deflection of the vehicle around the vertical axis, which represents the stability of the vehicle.
  • the yaw control angle is calculated through the above formula to ensure that the vehicle can drive stably at high speeds.
  • a vehicle control method is provided.
  • FIG. 2 is a flowchart 2 of a vehicle control method provided according to an embodiment of the present disclosure. as shown in picture 2:
  • the preview point coordinates and the own vehicle coordinates are used to calculate the preview lateral deviation, which is used as the state quantity of feedback control.
  • the feedback control steering wheel angle is calculated through the PID feedback control system.
  • the road curvature is used to calculate the feedforward control steering wheel angle
  • the yaw angular velocity is used to calculate the yaw control steering wheel angle.
  • the sum of the three parts of the steering wheel angle is used as the final steering wheel angle control amount sent to the vehicle to form a closed-loop control.
  • This embodiment controls the steering wheel angle through a combination of feedforward control, feedback control and yaw control, thereby achieving the effect of improving vehicle control stability.
  • the embodiment of the present disclosure also provides a vehicle control device. It should be noted that the vehicle control device of the embodiment of the present disclosure can be used to execute the vehicle control method provided by the embodiment of the present disclosure.
  • the vehicle control device provided by the embodiment of the present disclosure is introduced below.
  • FIG. 3 is a schematic diagram of a vehicle control device according to an embodiment of the present disclosure. As shown in Figure 3, the device includes:
  • the acquisition unit 10 is configured to acquire the status information, vehicle parameters and trajectory information of the vehicle, where the status information is parameter information of the vehicle during driving;
  • the first determination unit 20 is configured to determine the feedback control angle of the vehicle's steering wheel based on status information, vehicle parameters and trajectory information;
  • the second determination unit 30 is configured to determine the feedforward control angle of the steering wheel based on the state information and vehicle parameters, and determine the yaw control angle of the steering wheel based on the state information and vehicle parameters;
  • the calculation unit 40 is configured to calculate the sum of the feedback control angle, the feedforward control angle and the yaw control angle to obtain the steering wheel angle;
  • the control unit 50 is configured to control the steering wheel rotation according to the steering wheel angle.
  • the vehicle control device acquires the status information, vehicle parameters and trajectory information of the vehicle through the acquisition unit 10, where the status information is the parameter information of the vehicle during driving; the first determination unit 20, based on the status information , vehicle parameters and trajectory information determine the feedback control angle of the steering wheel of the vehicle; the second determination unit 30 is configured to determine the feedforward control angle of the steering wheel based on the status information and vehicle parameters, and determine the yaw control of the steering wheel based on the status information and vehicle parameters.
  • the calculation unit 40 calculates the sum of the feedback control angle, the feedforward control angle and the yaw control angle to obtain the steering wheel angle;
  • the control unit 50 controls the steering wheel rotation according to the steering wheel angle, solving the problem of lateral control during automatic driving of vehicles in related technologies.
  • the steering wheel angle is controlled through a combination of feedforward control, feedback control and yaw control, thereby achieving the effect of improving vehicle control stability.
  • the first determination unit 20 includes: a determination module configured to determine the lateral deviation of the vehicle based on trajectory information; a first calculation module configured to determine the vehicle's lateral deviation based on vehicle parameters and status information Calculate the vehicle's steady-state offset value; the first acquisition module is set to obtain the feedback control gain and preview distance from the trajectory information, obtain the steering transmission ratio from the vehicle parameters, and calculate the feedback control angle through the following formula;
  • backangle is the feedback control angle
  • PGain is the feedback control gain
  • PredErr is the lateral deviation
  • ⁇ is the steady-state deviation value
  • predist is the preview distance
  • steerratio is the steering transmission ratio
  • PredErr is the lateral deviation
  • rex and rey are intermediate variables
  • yaw is the heading angle
  • dx is the abscissa deviation between the starting point and the end point
  • dy is the ordinate deviation between the starting point and the end point.
  • predpoint_x is the abscissa of the end point
  • posx is the abscissa of the starting point
  • predpoint_y is the ordinate of the end point
  • posy is the ordinate of the starting point.
  • the calculation module includes: a second acquisition sub-module, configured to acquire the vehicle's speed and road curvature from the status information, and acquire the vehicle's mass, front axle wheelbase, rear wheel cornering stiffness, and axle deflection stiffness from the vehicle parameters. distance and rear wheelbase; the second calculation submodule is set to calculate the steady-state offset measurement value through the following formula:
  • ⁇ is the steady-state offset value
  • m is the mass
  • lf is the front wheelbase
  • v is the speed
  • k is the road curvature
  • cr is the rear wheel cornering stiffness
  • L is the wheelbase
  • lr is the rear wheelbase.
  • forwardangle is the feedforward control angle
  • FGain is the feedforward control gain
  • cf is the front wheel cornering stiffness
  • steering ratio is the steering transmission ratio
  • M is the intermediate variable.
  • the second determination unit 30 further includes: a third acquisition module configured to acquire the vehicle's speed, road curvature and yaw angular velocity from the status information; a third calculation module configured to calculate the yaw control angle through the following formula :
  • yawangle is the yaw control angle
  • yawrate is the yaw angular velocity
  • v is the speed
  • k is the road curvature.
  • the above-mentioned vehicle control device includes a processor and a memory.
  • the above-mentioned acquisition unit 10, first determination unit 20, second determination unit 30, calculation unit 40, control unit 50, etc. are all stored in the memory as program units, and are executed by the processor.
  • the above program units in the memory are used to implement corresponding functions.
  • the processor contains a core, which retrieves the corresponding program unit from the memory.
  • One or more kernels can be set to improve vehicle control stability by adjusting kernel parameters.
  • Memory may include non-permanent memory in computer-readable media, random access memory (RAM) and/or non-volatile memory, such as read-only memory (ROM) or flash memory (flash RAM).
  • RAM random access memory
  • ROM read-only memory
  • flash RAM flash memory
  • Embodiments of the present disclosure also provide a non-volatile storage medium.
  • the non-volatile storage medium includes a stored program. When the program runs, the device where the non-volatile storage medium is located is controlled to execute a vehicle control method.
  • Embodiments of the present disclosure also provide an electronic device, including a processor and a memory; computer-readable instructions are stored in the memory, and the processor is configured to run the computer-readable instructions, wherein the computer-readable instructions execute a vehicle control when running. method.
  • the electronic device in this article can be a server, PC, PAD, mobile phone, etc.
  • embodiments of the present disclosure may be provided as methods, systems, or computer program products. Accordingly, the present disclosure may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment that combines software and hardware aspects. Furthermore, the present disclosure may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) having computer-usable program code embodied therein.
  • computer-usable storage media including, but not limited to, disk storage, CD-ROM, optical storage, etc.
  • These computer program instructions may also be stored in a computer-readable memory that causes a computer or other programmable data processing apparatus to operate in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including the instruction means, the instructions
  • the device implements the functions specified in a process or processes of the flowchart and/or a block or blocks of the block diagram.
  • These computer program instructions may also be loaded onto a computer or other programmable data processing device, causing a series of operating steps to be performed on the computer or other programmable device to produce computer-implemented processing, thereby executing on the computer or other programmable device.
  • Instructions provide settings for implementing a process or processes in a flowchart and/or or block diagram The steps of a function specified in a box or boxes.
  • a computing device includes one or more processors (CPUs), input/output interfaces, network interfaces, and memory.
  • processors CPUs
  • input/output interfaces network interfaces
  • memory volatile and non-volatile memory
  • Memory may include non-volatile memory in computer-readable media, random access memory (RAM) and/or non-volatile memory in the form of read-only memory (ROM) or flash memory (flash RAM). Memory is an example of a computer-readable medium.
  • RAM random access memory
  • ROM read-only memory
  • flash RAM flash memory
  • Computer-readable media includes both persistent and non-volatile, removable and non-removable media that can be implemented by any method or technology for storage of information.
  • Information may be computer-readable instructions, data structures, modules of programs, or other data.
  • Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), and read-only memory.
  • PRAM phase change memory
  • SRAM static random access memory
  • DRAM dynamic random access memory
  • RAM random access memory
  • read-only memory read-only memory
  • ROM read-only memory
  • EEPROM electrically erasable programmable read-only memory
  • flash memory or other memory technology
  • compact disc read-only memory CD-ROM
  • DVD digital versatile disc
  • Magnetic tape cassette tape magnetic disk storage or other magnetic storage device or any other non-transmission medium that can be configured to store information that can be accessed by a computing device.
  • computer-readable media does not include transitory media, such as modulated data signals and carrier waves.
  • the vehicle control method, vehicle, storage medium and electronic device provided by the embodiments of the present disclosure can be applied to vehicles by obtaining vehicle status information, vehicle parameters and trajectory information, where the status information is parameter information of the vehicle during driving. ; Determine the feedback control angle of the vehicle's steering wheel based on the status information, vehicle parameters and trajectory information; Determine the feedforward control angle of the steering wheel based on the status information and vehicle parameters, and determine the yaw control angle of the steering wheel based on the status information and vehicle parameters; Calculate feedback The sum of the control angle, feedforward control angle and yaw control angle is used to obtain the steering wheel angle; the steering wheel rotation is controlled according to the steering wheel angle, which solves the vehicle problem in related technologies. The problem of poor stability of lateral control during autonomous driving. The steering wheel angle is controlled through a combination of feedforward control, feedback control and yaw control, thus achieving the effect of improving vehicle control stability.

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Abstract

一种车辆控制方法包括：获取车辆的状态信息、车辆参数和轨迹信息（S102），其中，状态信息为车辆在行驶过程中的参数信息；依据状态信息、车辆参数和轨迹信息确定车辆的方向盘的反馈控制角度（S104）；依据状态信息和车辆参数确定方向盘的前馈控制角度，并依据状态信息和车辆参数确定方向盘的横摆控制角度（S106）；计算反馈控制角度、前馈控制角度和横摆控制角度的和，得到方向盘转角（S108）；按照方向盘转角控制方向盘转动（S110）。该方法通过前馈控制、反馈控制和横摆控制结合来控制方向盘转角，提高了车辆控制稳定性。还公开了一种车辆、存储介质及电子装置。

Description

车辆控制方法、车辆、存储介质及电子装置
交叉援引
本公开要求于2022年06月16日提交中国专利局、申请号202210681237.5、申请名称“车辆控制方法、车辆、存储介质及电子装置”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本公开涉及自动驾驶领域，具体而言，涉及一种车辆控制方法、车辆、存储介质及电子装置。
背景技术
自动驾驶技术是学术界和企业关注的重点。相关技术中，自动驾驶车辆的解决方案主要分为感知模块、决策规划模块和控制模块。其中，感知模块主要通过摄像头、雷达等设备实现对周围环境状态的实时采集；决策规划模块根据感知模块收集的信息，计算出最优的驾驶决策规划，输出规划的轨迹；控制模块则控制自动驾驶车辆，使其跟随决策规划模块输出的轨迹行驶。在控制模块的设计上，通常将横向和纵向控制解耦，分为横向控制和纵向控制，横向控制的作用主要是在跟踪决策规划模块输出的轨迹时减小横向位置误差，实现更好的轨迹跟踪。若横向误差过大，自动驾驶车辆则不能很好地在规划好的车道上行驶。
相关技术中，横向控制算法包括纯跟踪横向控制算法，该算法的转角误差补偿为arctan(2L*sin(angle/ld))，其中，L是轴距，angle是车辆朝向与目标点方向的夹角，ld为车辆与目标点之间的距离。需要说明的是，纯跟踪横向控制算法受预瞄点影响较大，且车速较高时控制稳定性较差。
针对相关技术中车辆自动驾驶时横向控制的稳定性较差的问题，目前尚未提出有效的解决方案。
发明内容
本公开提供一种车辆控制方法、车辆、存储介质及电子装置，以解决相关技术中车辆自动驾驶时横向控制的稳定性较差的问题。
根据本公开的一个方面，提供了一种车辆控制方法。该方法包括：获取车辆的状态信息、车辆参数和轨迹信息，其中，状态信息为车辆在行驶过程中的参数信息；依据状态信息、车辆参数和轨迹信息确定车辆的方向盘的反馈控制角度；依据状态信息和车辆参数确定方向盘的前馈控制角度，并依据状态信息和车辆参数确定方向盘的横摆控制角度；计算反馈控制角度、前馈控制角度和横摆控制角度的和，得到方向盘转角；按照方向盘转角控制方向盘转动。
可选地，依据状态信息、车辆参数和轨迹信息确定车辆的方向盘的反馈控制角度包括：依据轨迹信息确定车辆的横向偏差；依据车辆参数和状态信息计算车辆的稳态测偏值；从轨迹信息中获取反馈控制增益和预瞄距离，从车辆参数中获取转向传动比，并通过以下公式计算反馈控制角度；
其中，backangle为反馈控制角度，PGain为反馈控制增益，PredErr为横向偏差，θ为稳态测偏值，predist为预瞄距离，steerratio为转向传动比。
可选地，依据轨迹信息确定车辆的横向偏差包括：从轨迹信息中获取航向角；通过以下公式计算横向偏差：
PredErr＝sin(atan(rey/rex))*rex
rex＝dy*sin(yaw)+dx*cos(yaw)
rey＝-dx*sin(yaw)+dy*cos(yaw)
其中，PredErr为横向偏差，rex和rey为中间变量，yaw为航向角，dx为起点与终点的横坐标偏差，dy为起点与终点的纵坐标偏差。
可选地，通过以下公式计算横坐标偏差：
dx＝predpoint_x-posx
通过以下公式计算纵坐标偏差：
dy＝predpoint_y-posy
其中，predpoint_x为所述终点的横坐标，posx为起点的横坐标，predpoint_y为所述终点的纵坐标，posy为起点的纵坐标。
可选地，依据车辆参数和状态信息计算车辆的稳态测偏值包括：从状态信息中获取车辆的速度和道路曲率，并从车辆参数中获取车辆的质量、前轴轴距、后轮侧偏刚度、轴距和后轮轴距；通过以下公式计算稳态测偏值：
其中，θ为稳态测偏值，m为质量，lf为前轴轴距，v为速度，k为道路曲率，cr为后轮侧偏刚度，L为轴距，lr为后轮轴距。
可选地，依据状态信息和车辆参数确定方向盘的前馈控制角度包括：从状态信息中获取前馈控制增益，并从车辆参数中获取前轮侧偏刚度和转向传动比；通过以下公式计算前馈控制角度：

M＝(L*k+(m*(lr/cf-lf/cr)/2/L)
其中，forwardangle为前馈控制角度，FGain为前馈控制增益，cf为前轮侧偏刚度，steerratio为转向传动比，M为中间变量。
可选地，依据状态信息和车辆参数确定方向盘的横摆控制角度包括：从状态信息中获取车辆的速度、道路曲率和横摆角速度；通过以下公式计算横摆控制角度：
其中，yawangle为横摆控制角度，yawrate为横摆角速度，v为速度，k为道路曲率。
根据本公开的另一方面，提供了一种车辆，车辆采用上述任意一项的车辆控制方法。
根据本公开的另一方面，提供了一种车辆控制装置。该装置包括：获取单元，设置为获取车辆的状态信息、车辆参数和轨迹信息，其中，状态信息为车辆在行驶过程中的参数信息；第一确定单元，设置为依据状态信息、车辆参数和轨迹信息确定车辆的方向盘的反馈控制角度；第二确定单元，设置为依据状态信息和车辆参数确定方向盘的前馈控制角度，并依据状态信息和车辆参数确定方向盘的横摆控制角度；计算单元，设置为计算反馈控制角度、前馈控制角度和横摆控制角度的和，得到方向盘转角；控制单元，设置为按照方向盘转角控制方向盘转动。
根据本发明实施例的另一方面，还提供了一种非易失性存储介质，非易失性存储介质包括存储的程序，其中，程序运行时控制非易失性存储介质所在的设备执行一种车辆控制方法。
根据本发明实施例的另一方面，还提供了一种电子装置，包含处理器和存储器；存储器中存储有计算机可读指令，处理器设置为运行计算机可读指令，其中，计算机可读指令运行时执行一种车辆控制方法。
通过本公开，采用以下步骤：获取车辆的状态信息、车辆参数和轨迹信息，其中，状态信息为车辆在行驶过程中的参数信息；依据状态信息、车辆参数和轨迹信息确定车辆的方向盘的反馈控制角度；依据状态信息和车辆参数确定方向盘的前馈控制角度，并依据状态信息和车辆参数确定方向盘的横摆控制角度；计算反馈控制角度、前馈控制角度和横摆控制角度的和，得到方向盘转角；按照方向盘转角控制方向盘转动，解决了相关技术中车辆自动驾驶时横向控制的稳定性较差的问题。通过前馈控制、反馈控制和横摆控制结合来控制方向盘转角，进而达到了提高车辆控制稳定性的效果。
附图说明
构成本公开的一部分的附图用来提供对本公开的进一步理解，本公开的示意性实施例及其说明设置为解释本公开，并不构成对本公开的不当限定。在附图中：
图1是根据本公开实施例提供的车辆控制方法的流程图一；
图2是根据本公开实施例提供的车辆控制方法的流程图二；
图3是根据本公开实施例提供的车辆控制装置的示意图。
具体实施方式
需要说明的是，在不冲突的情况下，本公开中的实施例及实施例中的特征可以相互组合。下面将参考附图并结合实施例来详细说明本公开。
为了使本技术领域的人员更好地理解本公开方案，下面将结合本公开实施例中的附图，对本公开实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本公开一部分的实施例，而不是全部的实施例。基于本公开中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都应当属于本公开保护的范围。
需要说明的是，本公开的说明书和权利要求书及上述附图中的术语“第一”、“第二”等是用于区别类似的对象，而不必用于描述特定的顺序或先后次序。应该理解这样使用的数据在适当情况下可以互换，以便这里描述的本公开的实施例。此外，术语“包括”和“具有”以及他们的任何变形，意图在于覆盖不排他的包含，例如，包含了一系列步骤或单元的过程、方法、系统、产品或设备不必限于清楚地列出的那些步骤或单元，而是可包括没有清楚地列出的或对于这些过程、方法、产品或设备固有的其它步骤或单元。
根据本公开的实施例，提供了一种车辆控制方法。
图1是根据本公开实施例提供的车辆控制方法的流程图一。如图1所示，该方法包括以下步骤：
步骤S102，获取车辆的状态信息、车辆参数和轨迹信息，其中，状态信息为车辆在行驶过程中的参数信息。
具体地，状态信息可以为车辆在行驶时产生的参数，例如车辆的速度、横摆角速度、前馈控制增益和道路曲率，车辆参数可以为车辆自身结构上的各种参数，例如车辆的质量、轴距、前轮轴距、后轮轴距、后轮侧偏刚度、前轮侧偏刚度和转向传动比等，轨迹信息可以为车辆行驶在道路上时从道路上获取到的信息，例如起点坐标、终点坐标、反馈控制增益、预瞄距离和航向角等。
步骤S104，依据状态信息、车辆参数和轨迹信息确定车辆的方向盘的反馈控制角度。
具体地，车辆在道路上自动驾驶时，在车辆与规划轨迹发生偏差时控制方向盘转动计算好的角度，也即反馈控制角度，使车辆跟随轨迹行驶。通过车辆的PID反馈控制系统计算反馈控制角度。
步骤S106，依据状态信息和车辆参数确定方向盘的前馈控制角度，并依据状态信息和车辆参数确定方向盘的横摆控制角度。
具体地，由于只通过反馈控制角度控制方向盘转动受车辆速度和道路曲率的影响，计算反馈控制角度时会产生预瞄偏差，而前馈控制角度能够减少预瞄偏差，车辆在道路上自动驾驶时，通过获取实时道路曲率，来计算方向盘转动的角度，也即前馈控制角度，使车辆跟随规划轨迹行驶，汽车高速行驶时，控制方向盘转动不够稳定，因此根据车辆的横摆角速度计算保障车辆稳定行驶所需要方向盘转动的角度，也即横摆控制角度。
步骤S108，计算反馈控制角度、前馈控制角度和横摆控制角度的和，得到方向盘转角。
具体地，将反馈控制角度、前馈控制角度和横摆控制角度累加，得到最终控制方向盘转动的角度，也即方向盘转角。
步骤S110，按照方向盘转角控制方向盘转动。
具体地，根据车辆自动驾驶时实时计算出的方向盘转角来控制车辆在规划轨迹上行驶。
本公开实施例提供的车辆控制方法，通过获取车辆的状态信息、车辆参数和轨迹 信息，其中，状态信息为车辆在行驶过程中的参数信息；依据状态信息、车辆参数和轨迹信息确定车辆的方向盘的反馈控制角度；依据状态信息和车辆参数确定方向盘的前馈控制角度，并依据状态信息和车辆参数确定方向盘的横摆控制角度；计算反馈控制角度、前馈控制角度和横摆控制角度的和，得到方向盘转角；按照方向盘转角控制方向盘转动，解决了相关技术中车辆自动驾驶时横向控制的稳定性较差的问题。通过前馈控制、反馈控制和横摆控制结合来控制方向盘转角，进而达到了提高车辆控制稳定性的效果。
对车辆进行控制首先要确定反馈控制角度，可选地，在本公开实施例提供的车辆控制方法中，依据状态信息、车辆参数和轨迹信息确定车辆的方向盘的反馈控制角度包括：依据轨迹信息确定车辆的横向偏差；依据车辆参数和状态信息计算车辆的稳态测偏值；从轨迹信息中获取反馈控制增益和预瞄距离，从车辆参数中获取转向传动比，并通过以下公式计算反馈控制角度；
其中，backangle为反馈控制角度，PGain为反馈控制增益，PredErr为横向偏差，θ为稳态测偏值，predist为预瞄距离，steerratio为转向传动比。
具体地，横向偏差是指车辆在自动驾驶时，没有按照预先设计好的规划路径行驶，车辆的实际位置与规划路径上车辆应到位置在横向上的偏差，稳态侧偏值也即稳态侧偏角，是指汽车在行驶时纵向速度与合速度的夹角，预瞄距离是指车辆从当前位置到规划轨迹上的目标点的距离，转向传动比是指方向盘转向程度与车轮转向程度的比值，反馈控制增益是通过以下公式计算得到：
PGain＝2*L*VGain/predist2
其中，L为车辆的轴距，VGain为通过实验测试得到标定表，例如，表1为VGain的标定表。
表1
计算反馈控制角度时需要确定车辆的横向偏差，可选地，在本公开实施例提供的车辆控制方法中，依据轨迹信息确定车辆的横向偏差包括：从轨迹信息中获取航向角；通过以下公式计算横向偏差：
PredErr＝sin(atan(rey/rex))*rex
rex＝dy*sin(yaw)+dx*cos(yaw)
rey＝-dx*sin(yaw)+dy*cos(yaw)
其中，PredErr为横向偏差，rex和rey为中间变量，yaw为航向角，dx为起点与终点的横坐标偏差，dy为起点与终点的纵坐标偏差。
具体地，航向角是指车辆质心速度与地面坐标系X轴的夹角，通过上述公式根据规划轨迹上的起点与终点的坐标以及航向角来计算横向偏差。
可选地，在本公开实施例提供的车辆控制方法中，通过以下公式计算横坐标偏差：
dx＝predpoint_x-posx
通过以下公式计算纵坐标偏差：
dy＝predpoint_y-posy
其中，predpoint_x为终点的横坐标，posx为起点的横坐标，predpoint_y为终点的纵坐标，posy为起点的纵坐标。
具体地，通过上述公式计算起点与终点的横坐标偏差和纵坐标偏差。
计算反馈控制角度时还需要确定车辆的稳态侧偏值，可选地，在本公开实施例提供的车辆控制方法中，依据车辆参数和状态信息计算车辆的稳态测偏值包括：从状态信息中获取车辆的速度和道路曲率，并从车辆参数中获取车辆的质量、前轴轴距、后轮侧偏刚度、轴距和后轮轴距；通过以下公式计算稳态测偏值：
其中，θ为稳态测偏值，m为质量，lf为前轴轴距，v为速度，k为道路曲率，cr为后轮侧偏刚度，L为轴距，lr为后轮轴距。
具体地，道路曲率是指车辆当前行驶道路的弯曲程度，通过上述公式计算车辆的稳态侧偏值，从而确定反馈控制角度。
确定反馈控制角度后，为了减轻只通过反馈控制角度来控制车辆的压力，还需要确定前馈控制角度，可选地，在本公开实施例提供的车辆控制方法中，依据状态信息和车辆参数确定方向盘的前馈控制角度包括：从状态信息中获取前馈控制增益，并从车辆参数中获取前轮侧偏刚度和转向传动比；通过以下公式计算前馈控制角度：

M＝(L*k+(m*(lr/cf-lf/cr)/2/L)
其中，forwardangle为前馈控制角度，FGain为前馈控制增益，cf为前轮侧偏刚度，steerratio为转向传动比，M为中间变量。
具体地，前馈控制增益可以通过实验室测得，例如，FGain＝0.4，通过上述公式计算前馈控制角度，控制车辆时基于前馈控制角度和反馈控制角度共同控制，从而使车辆自动驾驶时控制更稳定，避免预瞄偏差过大。
为了使车辆自动驾驶在告诉行驶时也保持较好的稳定性，除了反馈控制角度和前馈控制角度还可以增加横摆控制角度来共同控制车辆，可选地，在本公开实施例提供的车辆控制方法中，依据状态信息和车辆参数确定方向盘的横摆控制角度包括：从状态信息中获取车辆的速度、道路曲率和横摆角速度；通过以下公式计算横摆控制角度：
其中，yawangle为横摆控制角度，yawrate为横摆角速度，v为速度，k为道路曲率。
具体地，横摆角速度是指汽绕垂直轴的偏转，表征汽车的稳定程度，通过上述公式计算横摆控制角度，从而保障车辆在高速行驶时也能稳定行驶。
根据本公开的另一实施例，提供了一种车辆控制方法。
图2是根据本公开实施例提供的车辆控制方法的流程图二。如图2所示：
首先，接受轨迹信息，结合车辆状态信息，使用车辆当前坐标信息和预瞄距离，计算出预瞄点坐标。
然后，利用预瞄点坐标和自车坐标计算预瞄横向偏差，作为反馈控制的状态量。
接下来，通过PID反馈控制系统计算反馈控制方向盘转角。利用道路曲率计算前馈控制方向盘转角，利用横摆角速度计算横摆控制方向盘转角。
最后，将三部分方向盘转角之和作为最终向车辆发送的方向盘转角控制量，形成闭环控制。
本实施例通过前馈控制、反馈控制和横摆控制结合来控制方向盘转角，进而达到了提高车辆控制稳定性的效果。
需要说明的是，在附图的流程图示出的步骤可以在诸如一组计算机可执行指令的计算机系统中执行，并且，虽然在流程图中示出了逻辑顺序，但是在某些情况下，可以以不同于此处的顺序执行所示出或描述的步骤。
本公开实施例还提供了一种车辆控制装置，需要说明的是，本公开实施例的车辆控制装置可以用于执行本公开实施例所提供的用于车辆控制方法。以下对本公开实施例提供的车辆控制装置进行介绍。
图3是根据本公开实施例的车辆控制装置的示意图。如图3所示，该装置包括：
获取单元10，设置为获取车辆的状态信息、车辆参数和轨迹信息，其中，状态信息为车辆在行驶过程中的参数信息；
第一确定单元20，设置为依据状态信息、车辆参数和轨迹信息确定车辆的方向盘的反馈控制角度；
第二确定单元30，设置为依据状态信息和车辆参数确定方向盘的前馈控制角度，并依据状态信息和车辆参数确定方向盘的横摆控制角度；
计算单元40，设置为计算反馈控制角度、前馈控制角度和横摆控制角度的和，得到方向盘转角；
控制单元50，设置为按照方向盘转角控制方向盘转动。
本公开实施例提供的车辆控制装置，通过获取单元10，获取车辆的状态信息、车辆参数和轨迹信息，其中，状态信息为车辆在行驶过程中的参数信息；第一确定单元20，依据状态信息、车辆参数和轨迹信息确定车辆的方向盘的反馈控制角度；第二确定单元30，设置为依据状态信息和车辆参数确定方向盘的前馈控制角度，并依据状态信息和车辆参数确定方向盘的横摆控制角度；计算单元40，计算反馈控制角度、前馈控制角度和横摆控制角度的和，得到方向盘转角；控制单元50，按照方向盘转角控制方向盘转动，解决了相关技术中车辆自动驾驶时横向控制的稳定性较差的问题，通过前馈控制、反馈控制和横摆控制结合来控制方向盘转角，进而达到了提高车辆控制稳定性的效果。
可选地，在本公开实施例提供的车辆控制装置中，第一确定单元20包括：确定模块，设置为依据轨迹信息确定车辆的横向偏差；第一计算模块，设置为依据车辆参数和状态信息计算车辆的稳态测偏值；第一获取模块，设置为从轨迹信息中获取反馈控制增益和预瞄距离，从车辆参数中获取转向传动比，并通过以下公式计算反馈控制角度；
其中，backangle为反馈控制角度，PGain为反馈控制增益，PredErr为横向偏差，θ为稳态测偏值，predist为预瞄距离，steerratio为转向传动比。
可选地，确定模块包括：第一获取子模块，设置为从轨迹信息中获取航向角；第一计算子模块，设置为通过以下公式计算横向偏差：
PredErr＝sin(atan(rey/rex))*rex
rex＝dy*sin(yaw)+dx*cos(yaw)
rey＝-dx*sin(yaw)+dy*cos(yaw)
其中，PredErr为横向偏差，rex和rey为中间变量，yaw为航向角，dx为起点与终点的横坐标偏差，dy为起点与终点的纵坐标偏差。
可选地，通过以下公式计算横坐标偏差：
dx＝predpoint_x-posx
通过以下公式计算纵坐标偏差：
dy＝predpoint_y-posy
其中，predpoint_x为终点的横坐标，posx为起点的横坐标，predpoint_y为终点的纵坐标，posy为起点的纵坐标。
可选地，计算模块包括：第二获取子模块，设置为从状态信息中获取车辆的速度和道路曲率，并从车辆参数中获取车辆的质量、前轴轴距、后轮侧偏刚度、轴距和后轮轴距；第二计算子模块，设置为通过以下公式计算稳态测偏值：
其中，θ为稳态测偏值，m为质量，lf为前轴轴距，v为速度，k为道路曲率，cr为后轮侧偏刚度，L为轴距，lr为后轮轴距。
可选地，第二确定单元30包括：第二获取模块，设置为从状态信息中获取前馈控制增益，并从车辆参数中获取前轮侧偏刚度和转向传动比；第二计算模块，设置为通过以下公式计算前馈控制角度：

M＝(L*k+(m*(lr/cf-lf/cr)/2/L)
其中，forwardangle为前馈控制角度，FGain为前馈控制增益，cf为前轮侧偏刚度，steerratio为转向传动比，M为中间变量。
可选地，第二确定单元30还包括：第三获取模块，设置为从状态信息中获取车辆的速度、道路曲率和横摆角速度；第三计算模块，设置为通过以下公式计算横摆控制角度：
其中，yawangle为横摆控制角度，yawrate为横摆角速度，v为速度，k为道路曲率。
上述车辆控制装置包括处理器和存储器，上述获取单元10、第一确定单元20、第二确定单元30、计算单元40和控制单元50等均作为程序单元存储在存储器中，由处理器执行存储在存储器中的上述程序单元来实现相应的功能。
处理器中包含内核，由内核去存储器中调取相应的程序单元。内核可以设置一个或以上，通过调整内核参数来提高车辆控制稳定性。
存储器可能包括计算机可读介质中的非永久性存储器，随机存取存储器(RAM)和/或非易失性内存等形式，如只读存储器(ROM)或闪存(flash RAM)，存储器包括至少一个存储芯片。
本公开实施例还提供了一种非易失性存储介质，非易失性存储介质包括存储的程序，其中，程序运行时控制非易失性存储介质所在的设备执行一种车辆控制方法。
本公开实施例还提供了一种电子装置，包含处理器和存储器；存储器中存储有计算机可读指令，处理器设置为运行计算机可读指令，其中，计算机可读指令运行时执行一种车辆控制方法。本文中的电子装置可以是服务器、PC、PAD、手机等。
本领域内的技术人员应明白，本公开的实施例可提供为方法、系统、或计算机程序产品。因此，本公开可采用完全硬件实施例、完全软件实施例、或结合软件和硬件方面的实施例的形式。而且，本公开可采用在一个或多个其中包含有计算机可用程序代码的计算机可用存储介质(包括但不限于磁盘存储器、CD-ROM、光学存储器等)上实施的计算机程序产品的形式。
本公开是参照根据本公开实施例的方法、设备(系统)、和计算机程序产品的流程图和/或方框图来描述的。应理解可由计算机程序指令实现流程图和/或方框图中的每一流程和/或方框、以及流程图和/或方框图中的流程和/或方框的结合。可提供这些计算机程序指令到通用计算机、专用计算机、嵌入式处理机或其他可编程数据处理设备的处理器以产生一个机器，使得通过计算机或其他可编程数据处理设备的处理器执行的指令产生设置为实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的装置。
这些计算机程序指令也可存储在能引导计算机或其他可编程数据处理设备以特定方式工作的计算机可读存储器中，使得存储在该计算机可读存储器中的指令产生包括指令装置的制造品，该指令装置实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能。
这些计算机程序指令也可装载到计算机或其他可编程数据处理设备上，使得在计算机或其他可编程设备上执行一系列操作步骤以产生计算机实现的处理，从而在计算机或其他可编程设备上执行的指令提供设置为实现在流程图一个流程或多个流程和/ 或方框图一个方框或多个方框中指定的功能的步骤。
在一个典型的配置中，计算设备包括一个或多个处理器(CPU)、输入/输出接口、网络接口和内存。
存储器可能包括计算机可读介质中的非永久性存储器，随机存取存储器(RAM)和/或非易失性内存等形式，如只读存储器(ROM)或闪存(flash RAM)。存储器是计算机可读介质的示例。
计算机可读介质包括永久性和非永久性、可移动和非可移动媒体可以由任何方法或技术来实现信息存储。信息可以是计算机可读指令、数据结构、程序的模块或其他数据。计算机的存储介质的例子包括，但不限于相变内存(PRAM)、静态随机存取存储器(SRAM)、动态随机存取存储器(DRAM)、其他类型的随机存取存储器(RAM)、只读存储器(ROM)、电可擦除可编程只读存储器(EEPROM)、快闪记忆体或其他内存技术、只读光盘只读存储器(CD-ROM)、数字多功能光盘(DVD)或其他光学存储、磁盒式磁带，磁带磁磁盘存储或其他磁性存储设备或任何其他非传输介质，可设置为存储可以被计算设备访问的信息。按照本文中的界定，计算机可读介质不包括暂存电脑可读媒体(transitory media)，如调制的数据信号和载波。
还需要说明的是，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、商品或者设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、商品或者设备所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括要素的过程、方法、商品或者设备中还存在另外的相同要素。
以上为本公开的实施例而已，并不用于限制本公开。对于本领域技术人员来说，本公开可以有各种更改和变化。凡在本公开的精神和原理之内所作的任何修改、等同替换、改进等，均应包含在本公开的权利要求范围之内。
工业实用性
本公开实施例所提供的车辆控制方法、车辆、存储介质及电子装置可应用于车辆中，通过获取车辆的状态信息、车辆参数和轨迹信息，其中，状态信息为车辆在行驶过程中的参数信息；依据状态信息、车辆参数和轨迹信息确定车辆的方向盘的反馈控制角度；依据状态信息和车辆参数确定方向盘的前馈控制角度，并依据状态信息和车辆参数确定方向盘的横摆控制角度；计算反馈控制角度、前馈控制角度和横摆控制角度的和，得到方向盘转角；按照方向盘转角控制方向盘转动，解决了相关技术中车辆 自动驾驶时横向控制的稳定性较差的问题。通过前馈控制、反馈控制和横摆控制结合来控制方向盘转角，进而达到了提高车辆控制稳定性的效果。

Claims (10)

  1. 一种车辆控制方法，包括：
    获取车辆的状态信息、车辆参数和轨迹信息，其中，所述状态信息为所述车辆在行驶过程中的参数信息；
    依据所述状态信息、所述车辆参数和所述轨迹信息确定所述车辆的方向盘的反馈控制角度；
    依据所述状态信息和所述车辆参数确定所述方向盘的前馈控制角度，并依据所述状态信息和所述车辆参数确定所述方向盘的横摆控制角度；
    计算所述反馈控制角度、所述前馈控制角度和所述横摆控制角度的和，得到方向盘转角；
    按照所述方向盘转角控制所述方向盘转动。
  2. 根据权利要求1所述的方法，其中，依据所述状态信息、所述车辆参数和所述轨迹信息确定所述车辆的方向盘的反馈控制角度包括：
    依据所述轨迹信息确定所述车辆的横向偏差；
    依据所述车辆参数和所述状态信息计算所述车辆的稳态测偏值；
    从所述轨迹信息中获取反馈控制增益和预瞄距离，从所述车辆参数中获取转向传动比，并通过以下公式计算所述反馈控制角度；
    其中，backangle为所述反馈控制角度，PGain为所述反馈控制增益，PredErr为所述横向偏差，θ为所述稳态测偏值，predist为所述预瞄距离，steerratio为所述转向传动比。
  3. 根据权利要求2所述的方法，其中，依据所述轨迹信息确定所述车辆的横向偏差包括：
    从所述轨迹信息中获取航向角；
    通过以下公式计算所述横向偏差：
    PredErr＝sin(atan(rey/rex))*rex
    rex＝dy*sin(yaw)+dx*cos(yaw)
    rey＝-dx*sin(yaw)+dy*cos(yaw)
    其中，PredErr为所述横向偏差，rex和rey为中间变量，yaw为所述航向角， dx为起点与终点的横坐标偏差，dy为起点与终点的纵坐标偏差。
  4. 根据权利要求3述的方法，其中，通过以下公式计算所述横坐标偏差：
    dx＝predpoint_x-posx
    通过以下公式计算所述纵坐标偏差：
    dy＝predpoint_y-posy
    其中，predpoint_x为所述终点的横坐标，posx为所述起点的横坐标，predpoint_y为所述终点的纵坐标，posy为所述起点的纵坐标。
  5. 根据权利要求2述的方法，其中，依据所述车辆参数和所述状态信息计算所述车辆的稳态测偏值包括：
    从所述状态信息中获取所述车辆的速度和道路曲率，并从所述车辆参数中获取所述车辆的质量、前轴轴距、后轮侧偏刚度、轴距和后轮轴距；
    通过以下公式计算所述稳态测偏值：
    其中，θ为所述稳态测偏值，m为所述质量，lf为所述前轴轴距，v为所述速度，k为所述道路曲率，cr为所述后轮侧偏刚度，L为所述轴距，lr为所述后轮轴距。
  6. 根据权利要求1所述的方法，其中，依据所述状态信息和所述车辆参数确定所述方向盘的前馈控制角度包括：
    从所述状态信息中获取前馈控制增益，并从所述车辆参数中获取前轮侧偏刚度和转向传动比；
    通过以下公式计算所述前馈控制角度：

    M＝(L*k+(m*(lr/cf-lf/cr)/2/L)
    其中，forwardangle为所述前馈控制角度，FGain为所述前馈控制增益，cf为所述前轮侧偏刚度，steerratio为所述转向传动比，M为中间变量。
  7. 根据权利要求1所述的方法，其中，依据所述状态信息和所述车辆参数确定所述方向盘的横摆控制角度包括：
    从所述状态信息中获取所述车辆的速度、道路曲率和横摆角速度；
    通过以下公式计算所述横摆控制角度：
    其中，yawangle为所述横摆控制角度，yawrate为所述横摆角速度，v为所述速度，k为所述道路曲率。
  8. 一种车辆，其中，所述车辆采用权利要求1至7中任意一项所述的车辆控制方法。
  9. 一种非易失性存储介质，其中，所非易失性存储介质包括存储的程序，其中，所述程序运行时控制所述非易失性存储介质所在的设备执行权利要求1至7中任意一项所述的车辆控制方法。
  10. 一种电子装置，其中，包含处理器和存储器，所述存储器中存储有计算机可读指令，所述处理器设置为运行所述计算机可读指令，其中，所述计算机可读指令运行时执行权利要求1至7中任意一项所述的车辆控制方法。
PCT/CN2023/096895 2022-06-16 2023-05-29 车辆控制方法、车辆、存储介质及电子装置 WO2023241343A1 (zh)

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