CN113942527A - Vehicle control method and device based on automatic driving - Google Patents
Vehicle control method and device based on automatic driving Download PDFInfo
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- CN113942527A CN113942527A CN202111470230.0A CN202111470230A CN113942527A CN 113942527 A CN113942527 A CN 113942527A CN 202111470230 A CN202111470230 A CN 202111470230A CN 113942527 A CN113942527 A CN 113942527A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W60/00—Drive control systems specially adapted for autonomous road vehicles
- B60W60/001—Planning or execution of driving tasks
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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- B60W2552/53—Road markings, e.g. lane marker or crosswalk
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Abstract
The embodiment of the application discloses a vehicle control method and a device based on automatic driving, which comprises the steps of obtaining lane line information at least comprising a lane line effective identification range of a lane where a vehicle is located, determining a track to be driven of the vehicle and a current preview point located in the track to be driven according to the lane line information, then jointly determining a target preview point in the track to be driven according to the lane line effective identification range and a target speed of the vehicle, distributing corresponding weights to the current preview point and the target preview point according to a current road condition corresponding to the lane line information to obtain a final preview point, controlling the driving direction of the vehicle according to a road curvature of the position of the final preview point, namely, aiming at the road conditions corresponding to different lane line information, determining different target preview points, and re-determining the final preview point by the current preview point and the final preview point in combination with the road condition, the final driving direction of the vehicle is fully combined with the actual road condition, and the driving direction of the vehicle is accurately controlled.
Description
Technical Field
The present application relates to the field of automatic driving, and in particular, to a vehicle control method and apparatus based on automatic driving.
Background
With the rapid development of computer technology, the automatic driving technology has also become one of the popular research directions. The important technical difficulty in the automatic driving technology is to control the vehicle to normally and safely run on the lane. The vehicle control system may be used to plan a vehicle travel path and determine a travel direction of the vehicle based on the vehicle travel path so that the vehicle travels normally according to the vehicle travel path.
However, when the vehicle driving direction is determined according to the vehicle driving track, the situation that the vehicle driving direction is determined inaccurately occurs in the actual automatic driving process due to the fact that the actual road condition information is complex, and the driving direction of the vehicle cannot be accurately controlled.
Disclosure of Invention
The embodiment of the application provides a vehicle control method and device based on automatic driving, which can improve the accuracy of determining the driving direction of a vehicle and realize accurate control of the driving direction of the vehicle.
The embodiment of the application provides a vehicle control method based on automatic driving, and the method comprises the following steps:
acquiring lane line information of a lane where a vehicle is located, wherein the lane line information at least comprises a lane line effective identification range;
determining a track to be driven and a current preview point in the track to be driven according to the lane line information;
determining a target preview point in the track to be driven according to the effective lane line identification range and the target speed of the vehicle;
according to the road condition corresponding to the lane line information, distributing corresponding weights to the current preview point and the target preview point to obtain a final preview point;
and determining the road curvature of the position of the final aiming point in the track to be driven, and controlling the driving direction of the vehicle according to the road curvature.
Optionally, the target speed comprises a lateral speed limit and a longitudinal vehicle speed, the longitudinal vehicle speed and a speed in a direction of travel of the vehicle;
the step of determining a target preview point located in the track to be driven according to the effective lane line identification range and the target speed of the vehicle comprises the following steps:
judging whether the effective lane line identification range is larger than the product of a first time threshold and the longitudinal speed, if so, determining that the target pre-aiming distance corresponding to the target pre-aiming point is the product of the first time threshold and the longitudinal speed;
if so, judging whether the effective identification range of the lane line is smaller than the product of a second time threshold and the transverse speed limit value, and if not, determining that the target pre-aiming distance corresponding to the target pre-aiming point is the maximum value in the effective identification range of the lane line and the product of the first time threshold and the transverse speed limit value;
and if so, determining that the target pre-aiming distance corresponding to the target pre-aiming point is the product of a second time threshold and the transverse speed limit value.
Optionally, the method further comprises:
and determining the transverse speed limit value according to a speed interval in which the longitudinal vehicle speed is positioned, wherein the speed interval is determined according to a preset transverse minimum allowable vehicle speed.
Optionally, the determining, according to the lane line information, a track to be traveled and a current preview point located in the track to be traveled includes:
determining the center line information of a lane where the vehicle is located according to the lane line information, and determining the center line information as a track to be driven;
and determining the near-end front viewpoint of the effective identification range of the lane line as the current preview point.
Optionally, the controlling the vehicle traveling direction according to the road curvature includes:
determining a steering wheel angle feedforward value of the vehicle according to the road curvature;
and determining the vehicle running direction according to the steering wheel angle feedforward value and the current steering wheel angle feedback value acquired in advance.
Alternatively, the lane line information is acquired using a camera mounted in front of the vehicle.
The embodiment of the present application further provides a vehicle control device based on automatic driving, the device includes:
the system comprises an acquisition unit, a processing unit and a display unit, wherein the acquisition unit is used for acquiring lane line information of a lane where a vehicle is located, and the lane line information at least comprises a lane line effective identification range;
the first determining unit is used for determining a track to be traveled and a current preview point in the track to be traveled according to the lane line information;
the second determining unit is used for determining a target preview point in the track to be driven according to the effective lane line identification range and the target speed of the vehicle;
the distribution unit is used for distributing corresponding weights to the current preview point and the target preview point according to the road condition corresponding to the lane line information to obtain a final preview point;
and the control unit is used for determining the road curvature of the position of the final aiming point in the track to be driven and controlling the driving direction of the vehicle according to the road curvature.
Optionally, the target speed comprises a lateral speed limit and a longitudinal vehicle speed, the longitudinal vehicle speed and a speed in a direction of travel of the vehicle;
the second determining unit is specifically configured to:
judging whether the effective lane line identification range is larger than the product of a first time threshold and the longitudinal speed, if so, determining that the target pre-aiming distance corresponding to the target pre-aiming point is the product of the first time threshold and the longitudinal speed;
if so, judging whether the effective identification range of the lane line is smaller than the product of a second time threshold and the transverse speed limit value, and if not, determining that the target pre-aiming distance corresponding to the target pre-aiming point is the maximum value in the effective identification range of the lane line and the product of the first time threshold and the transverse speed limit value;
and if so, determining that the target pre-aiming distance corresponding to the target pre-aiming point is the product of a second time threshold and the transverse speed limit value.
Optionally, the apparatus further comprises:
and the third determining unit is used for determining the transverse speed limit value according to a speed interval in which the longitudinal vehicle speed is positioned, wherein the speed interval is determined according to a preset transverse minimum allowable vehicle speed.
Optionally, the first determining unit is specifically configured to:
determining the center line information of a lane where the vehicle is located according to the lane line information, and determining the center line information as a track to be driven;
and determining the near-end front viewpoint of the effective identification range of the lane line as the current preview point.
The embodiment of the application provides a vehicle control method based on automatic driving, which comprises the steps of obtaining lane line information at least comprising a lane line effective identification range of a lane where a vehicle is located, determining a track to be driven of the vehicle and a current pre-aiming point located in the track to be driven according to the lane line information, then jointly determining a target pre-aiming point in the track to be driven according to the lane line effective identification range and a target speed of the vehicle, distributing corresponding weights to the current pre-aiming point and the target pre-aiming point according to a current road condition corresponding to the lane line information to obtain a final pre-aiming point, controlling the driving direction of the vehicle according to a road curvature of the position of the final pre-aiming point, namely aiming at the road conditions corresponding to different lane line information, determining different target pre-aiming points, and re-determining the final pre-aiming point by combining the current pre-aiming point and the final pre-aiming point to ensure that the final driving direction of the vehicle is fully combined with the actual road conditions, the accuracy of determining the driving direction of the vehicle in the actual automatic driving process can be improved, and the driving direction of the vehicle can be accurately controlled.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments described in the present application, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a flow chart of a method for controlling a vehicle based on automatic driving according to an embodiment of the present disclosure;
FIG. 2 is a schematic diagram of a driving track of an automatic driving-based vehicle according to an embodiment of the present application;
fig. 3 is a schematic diagram illustrating a process of determining a target pre-aiming distance according to an embodiment of the present application;
fig. 4 is a block diagram of a vehicle control device based on automatic driving according to an embodiment of the present application.
Detailed Description
In order to make the technical solutions of the present application better understood, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
The important technical difficulty in the automatic driving technology is to control the vehicle to normally and safely run on the lane. The vehicle control system can be used for planning a vehicle running track, determining a single aiming point on the vehicle running track according to the vehicle running track, aiming a fixed distance by using the single aiming point, and determining the running direction of the vehicle according to the single aiming point so that the vehicle runs normally according to the vehicle running track.
However, when the vehicle driving direction is determined according to the vehicle driving track and the single preview point, the single preview point is an empirical value, and the selection of the preview point is inaccurate due to the fact that the actual road condition information is complex, for example, when an excessively close preview point is selected, a phenomenon of "dragon drawing" of the vehicle is likely to occur, that is, when the vehicle swings left and right in the driving process, the excessively far preview point is selected to easily fall at a position with low precision of pure fitting in the vehicle driving track, so that the current lateral error of the vehicle is increased. Finally, the situation that the determination of the vehicle running direction is inaccurate occurs in the actual automatic driving process, and the running direction of the vehicle cannot be accurately controlled.
Based on this, an embodiment of the present application provides a vehicle control method based on automatic driving, acquiring lane line information at least including a lane line effective identification range of a lane in which a vehicle is located, determining a to-be-driven track of the vehicle and a current pre-aiming point located in the to-be-driven track according to the lane line information, then determining a target pre-aiming point in the to-be-driven track according to the lane line effective identification range and a target speed of the vehicle, allocating corresponding weights to the current pre-aiming point and the target pre-aiming point according to a current road condition corresponding to the lane line information to obtain a final pre-aiming point, controlling a driving direction of the vehicle according to a road curvature of a position where the final pre-aiming point is located, that is, different target pre-aiming at road conditions corresponding to different lane line information, and re-determining the final pre-aiming point from the current pre-aiming point and the final pre-aiming point in combination with the road conditions, the final driving direction of the vehicle is fully combined with the actual road condition, the accuracy of determining the driving direction of the vehicle in the actual automatic driving process can be improved, and the driving direction of the vehicle can be accurately controlled.
For a better understanding of the technical solutions and effects of the present application, specific embodiments will be described in detail below with reference to the accompanying drawings.
Referring to fig. 1, the present disclosure provides a flowchart of an automatic driving-based vehicle control method according to an embodiment of the present disclosure.
The automatic driving-based vehicle control method provided by the embodiment comprises the following steps:
s101, obtaining lane line information of a lane where a vehicle is located, wherein the lane line information at least comprises a lane line effective identification range.
In the embodiment of the application, the vehicle needs to run in a specified lane line in the actual driving process, and lane line information of a lane where the vehicle is located can be obtained, where the lane line information at least includes left lane line information, right lane line information, and a lane line effective identification range, as shown in fig. 2. The effective lane line identification range is a distance of a lane line that can be identified by a vehicle, and is an example of an effective lane line identification range in units of meters with reference to a gray color area in the lane line in fig. 2. The lane line information may be acquired using a camera installed in front of the vehicle.
The effective recognition range of the lane line is different in different road conditions, and the road conditions can be divided into straight roads, curved roads, the definition degree of the lane line, whether the front barrier blocks the lane line or not and other condition information. For example, the lane line recognition range is small at a curve.
And S102, determining a track to be traveled and a current preview point in the track to be traveled according to the lane line information.
In the embodiment of the application, after the lane line information is obtained, the track to be traveled can be determined according to the lane line information, and the track to be traveled is a planned track of the automatically driven vehicle. Specifically, after the left lane line information and the right lane line information are obtained, the center line information of the lane where the vehicle is located may be determined according to the left lane line information and the right lane line information, and the center line information may be determined as the track to be traveled.
As an example, referring to fig. 2, a vehicle coordinate system may be established with the vehicle as an origin, and the vehicle forward direction is a positive x-axis direction, and the left vertical to the vehicle forward direction is a positive y-axis direction, so that a center line equation of the lane, that is, the to-be-traveled track may be obtained, where the x-axis direction is a longitudinal direction and the y-axis direction is a transverse direction.
In the embodiment of the application, after the track to be traveled of the vehicle is determined by using the lane line information, a current preview point may be determined by using the effective recognition range of the lane line, that is, a near-end front viewpoint of the effective recognition range of the lane line is the current preview point, and the current preview point is located in the track to be traveled. Since the effective lane line identification range is obtained by using the camera device installed in front of the vehicle, the position of the vehicle, the parameters of the camera device and the specific installation position of the camera device all affect the near-end front viewpoint of the effective lane line identification range, that is, the position of the current preview point in the track to be traveled.
The longitudinal distance between the current preview point and the vehicle is the current preview distance d2Referring to FIG. 2, the current preview distance d2Is the distance between the current preview point and the t-axis of the vehicle coordinate system.
S103, determining a target preview point in the track to be driven according to the effective lane line identification range and the target speed of the vehicle.
In the embodiment of the application, the target preview point located in the track to be traveled can be jointly determined according to the effective lane line identification range and the target speed of the vehicle. That is, the target preview point can be determined according to the actual road condition and the speed of the vehicle. The target speed of the vehicle includes a lateral speed limit value and a longitudinal vehicle speed, i.e., a speed limit value in the y-axis direction and a vehicle speed in the x-axis direction.
The effective recognition range of the lane line and the target speed can be judged, and the position of the target preview point is determined. Specifically, whether the effective lane line identification range is larger than the product of a first time threshold and a longitudinal speed is judged, if the effective lane line identification range is smaller than the product of the first time threshold and the longitudinal speed, the effective lane line identification range is represented to be too small, the fitting parameter of the remote lane line is not accurate enough, the target pre-aiming distance corresponding to the target pre-aiming point is determined to be the product of the first time threshold and the longitudinal speed, if the effective lane line identification range is larger than the product of the second time threshold and the transverse speed limit value, if the effective lane line identification range is smaller than the product of the second time threshold and the transverse speed limit value, the target pre-aiming distance corresponding to the target pre-aiming point is determined to be the maximum value of the effective lane line identification range and the product of the first time threshold and the transverse speed limit value, and if the effective lane line identification range is larger than the product of the second time threshold and the transverse speed limit value, the target pre-aiming distance corresponding to the target pre-aiming point is determined to be the product of the second time threshold and the transverse speed limit value. The first time threshold is a forward looking time minimum determined by a delay of a vehicle actuator, which may be, for example, 400 milliseconds (ms). The second time threshold is a forward looking time nominal value, the forward looking time nominal value is 1 in a normal state, and represents that the forward aiming distance of the driver is in a direct proportion to the vehicle speed.
Above-mentioned judge the size of lane line effective identification range and target speed, mainly pay close attention to the lane line when confirming the position of target preview point and discern that the effective range of lane line identification is different under various road conditions, for example to the road conditions such as straight road, curved road, lane line clarity, the place ahead barrier shelters from, the effective identification range difference of lane line is great, so go to judge the position of target preview point based on the effective identification range of lane line, can fully combine the condition of road conditions to improve the accuracy of confirming the vehicle traffic direction in the follow-up.
The longitudinal distance between the target pre-aiming point and the vehicle is the target pre-aiming distance d1Referring to FIG. 2, the target is shown at a pre-target distance d1Is the distance between the target boresight point and the y-axis of the vehicle coordinate system.
Referring to fig. 3, a schematic diagram of a process for determining a target preview distance according to an embodiment of the present application is shown. In the figure, validRange is the effective lane line identification range identified and acquired by the camera device, speed is the longitudinal speed, speedLim is the transverse speed limit value, nomTime is the nominal forward-looking time value, and minTime is the minimum forward-looking time value.
In fig. 3, it is first determined whether the valid recognition range of the lane line is greater than the product of the forward looking time minimum and the longitudinal speed, if it is smaller, it represents that the valid recognition range of the lane line is too small, and the fitting parameter of the long-distance lane line is not accurate enough, it is determined that the target pre-aiming distance D is the product of the forward looking time minimum and the longitudinal speed, if it is greater, it is continuously determined whether the valid recognition range of the lane line is smaller than the product of the forward looking time nominal and the transverse speed limit value, if it is smaller, it represents that the valid recognition range of the lane line is larger, it is determined that the target pre-aiming distance D is the maximum value of the valid recognition range of the lane line and the product of the forward looking time minimum and the transverse speed limit value, and if it is greater, it is determined that the target pre-aiming distance D is the product of the forward looking time nominal and the transverse speed limit value.
In fig. 3, when it is determined whether the valid lane line identification range is smaller than the product of the forward-looking time nominal value and the lateral speed limit value, it is additionally determined whether the valid lane line identification range is larger than the product of the forward-looking time nominal value and the longitudinal speed, and it is continuously determined whether the valid lane line identification range is smaller than the product of the forward-looking time nominal value and the longitudinal speed.
In an embodiment of the application, the lateral speed limit is determined from the longitudinal vehicle speed. Specifically, the lateral speed limit value is determined according to a speed interval in which the longitudinal vehicle speed is located, wherein the speed interval is determined according to a preset lateral minimum allowable vehicle speed.
As one example, the lateral minimum allowable vehicle speed Vmin and the smooth transition radius delta, which is constant, are first set in advance.
When the longitudinal vehicle speed is smaller than a speed interval Vmin-delta, the lateral speed limit value is the lateral minimum allowable vehicle speed Vmin, i.e., speedLim ═ Vmin.
When the longitudinal vehicle speed is greater than a speed interval Vmin + delta, the transverse speed limit value is the longitudinal vehicle speed, i.e., speedLim ═ speed.
When the longitudinal vehicle speed is between a speed interval of Vmin-delta and Vmin + delta, setting a smoothing function to obtain
B＝-Vmin+delta
At this time, the lateral speed limit value may be obtained as a smooth function:
speedLim＝(A*speed2+B*speed+C)/(2*delta)
and S104, distributing corresponding weights to the current preview point and the target preview point according to the road condition corresponding to the lane line information to obtain a final preview point.
In the embodiment of the application, different lane line information corresponds to different road conditions, so that corresponding weights can be further distributed to the current preview point and the target preview point according to the actual road conditions to obtain the final preview point, so that the final preview point is more in line with the actual road conditions.
Referring to fig. 2, different weighting coefficients are set to calculate a final preview point, where the final preview point under different weighting coefficients is p in fig. 21，p2...pnAs shown.
As an example, for a curve or a road condition with a low vehicle speed, the target preview point may be selected to be assigned a higher weight, such as p in FIG. 2nIs the final preview point.
As another example, for road conditions with straight roads or greater vehicle speed, the current preview point may be selected to be assigned a higher weight, such as determining p in FIG. 21Is the final preview point.
And S105, determining the road curvature of the position of the final aiming point in the track to be driven, and controlling the driving direction of the vehicle according to the road curvature.
In the embodiment of the application, after the final preview point in the track to be driven is determined, the road curvature of the position where the final preview point is located can be directly calculated, and then the driving direction of the vehicle is controlled according to the road curvature.
Specifically, a steering wheel angle feed-forward value of the vehicle can be determined according to the road curvature of the position of the final preview point, and then the vehicle driving direction is determined according to the steering wheel angle feed-forward value and a current steering wheel angle feedback value acquired in advance. That is, an actual steering wheel angle is determined from the calculated subsequent steering wheel angle and the current steering wheel angle of the vehicle together, and the vehicle running direction is controlled using the actual steering wheel angle.
The steering wheel angle feed forward value can be determined by the vehicle parameters and the road curvature.
As an example, the steering wheel angle feedforward value is calculated by
Wherein, deltaffIs the front wheel corner, L is the vehicle wheelbase, R is the road curvature radius, ayMaximum lateral acceleration of the vehicle, CαrFor rear wheel cornering stiffness, /)fIs the length of the front overhang, /)rIs the rear overhang length, m is the vehicle mass, vxFor longitudinal vehicle speed, kxFor calibration values relating to vehicle speed, KvIs a constant.
Through the above specific description, it can be seen that the vehicle control method based on automatic driving provided by the embodiment of the application can select a proper pre-aiming distance according to different vehicle speeds and effective ranges of lane lines, avoid the problem of vehicle transverse deviation jumping when pre-aiming points fall outside the effective range of the lane lines due to lane line fitting errors, and further control the vehicle to run according to actual road conditions by selecting different weight coefficients between a target pre-aiming point and the current pre-aiming point, so that the control is more stable, the vehicle following reliability can be effectively improved especially for curve scenes, the vehicle transverse error can be well reduced, and the vehicle 'dragon' drawing can be avoided.
Therefore, the embodiment of the application provides a vehicle control method based on automatic driving, which includes obtaining lane line information at least including a lane line effective identification range of a lane where a vehicle is located, determining a track to be driven of the vehicle and a current pre-aiming point located in the track to be driven according to the lane line information, then determining a target pre-aiming point in the track to be driven according to the lane line effective identification range and a target speed of the vehicle, allocating corresponding weights to the current pre-aiming point and the target pre-aiming point according to a current road condition corresponding to the lane line information to obtain a final pre-aiming point, controlling a driving direction of the vehicle according to a road curvature of a position where the final pre-aiming point is located, that is, different target pre-aiming points can be determined according to road conditions corresponding to different lane line information, and re-determining the final pre-aiming point by the current pre-aiming point and the final pre-aiming point in combination with the road conditions, the final driving direction of the vehicle is fully combined with the actual road condition, the accuracy of determining the driving direction of the vehicle in the actual automatic driving process can be improved, and the driving direction of the vehicle can be accurately controlled.
Based on the vehicle control method based on automatic driving provided by the above embodiment, the embodiment of the application also provides a vehicle control device based on automatic driving, and the working principle of the vehicle control device based on automatic driving is described in detail below with reference to the attached drawings.
Referring to fig. 4, the figure is a block diagram of a vehicle control device based on automatic driving according to an embodiment of the present application.
The present embodiment provides an automatic driving-based vehicle control apparatus 400 including:
an obtaining unit 410, configured to obtain lane line information of a lane where a vehicle is located, where the lane line information at least includes a valid lane line identification range;
a first determining unit 420, configured to determine a track to be traveled and a current preview point located in the track to be traveled according to the lane line information;
a second determining unit 430, configured to determine a target preview point located in the to-be-traveled track according to the effective lane line identification range and the target speed of the vehicle;
the distribution unit 440 is configured to distribute corresponding weights to the current preview point and the target preview point according to a road condition corresponding to the lane line information, so as to obtain a final preview point;
and the control unit 450 is configured to determine a road curvature of a position where the final preview point in the track to be traveled is located, and control a vehicle traveling direction according to the road curvature.
Optionally, the target speed comprises a lateral speed limit and a longitudinal vehicle speed, the longitudinal vehicle speed and a speed in a direction of travel of the vehicle;
the second determining unit is specifically configured to:
judging whether the effective lane line identification range is larger than the product of a first time threshold and the longitudinal speed, if so, determining that the target pre-aiming distance corresponding to the target pre-aiming point is the product of the first time threshold and the longitudinal speed;
if so, judging whether the effective identification range of the lane line is smaller than the product of a second time threshold and the transverse speed limit value, and if not, determining that the target pre-aiming distance corresponding to the target pre-aiming point is the maximum value in the effective identification range of the lane line and the product of the first time threshold and the transverse speed limit value;
and if so, determining that the target pre-aiming distance corresponding to the target pre-aiming point is the product of a second time threshold and the transverse speed limit value.
Optionally, the apparatus further comprises:
and the third determining unit is used for determining the transverse speed limit value according to a speed interval in which the longitudinal vehicle speed is positioned, wherein the speed interval is determined according to a preset transverse minimum allowable vehicle speed.
Optionally, the first determining unit is specifically configured to:
determining the center line information of a lane where the vehicle is located according to the lane line information, and determining the center line information as a track to be driven;
and determining the near-end front viewpoint of the effective identification range of the lane line as the current preview point.
Optionally, the control unit is specifically configured to:
determining a steering wheel angle feedforward value of the vehicle according to the road curvature;
and determining the vehicle running direction according to the steering wheel angle feedforward value and the current steering wheel angle feedback value acquired in advance.
Alternatively, the lane line information is acquired using a camera mounted in front of the vehicle.
When introducing elements of various embodiments of the present application, the articles "a," "an," "the," and "said" are intended to mean that there are one or more of the elements. The terms "comprising," "including," and "having" are intended to be inclusive and mean that there may be additional elements other than the listed elements.
It should be noted that, as one of ordinary skill in the art would understand, all or part of the processes of the above method embodiments may be implemented by a computer program to instruct related hardware, where the computer program may be stored in a computer readable storage medium, and when executed, the computer program may include the processes of the above method embodiments. The storage medium may be a magnetic disk, an optical disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), or the like.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the apparatus embodiment, since it is substantially similar to the method embodiment, it is relatively simple to describe, and reference may be made to some descriptions of the method embodiment for relevant points. The above-described apparatus embodiments are merely illustrative, and the units and modules described as separate components may or may not be physically separate. In addition, some or all of the units and modules may be selected according to actual needs to achieve the purpose of the solution of the embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
The foregoing is directed to embodiments of the present application and it is noted that numerous modifications and adaptations may be made by those skilled in the art without departing from the principles of the present application and are intended to be within the scope of the present application.
Claims (10)
1. An autonomous-driving-based vehicle control method, characterized in that the method comprises:
acquiring lane line information of a lane where a vehicle is located, wherein the lane line information at least comprises a lane line effective identification range;
determining a track to be driven and a current preview point in the track to be driven according to the lane line information;
determining a target preview point in the track to be driven according to the effective lane line identification range and the target speed of the vehicle;
according to the road condition corresponding to the lane line information, distributing corresponding weights to the current preview point and the target preview point to obtain a final preview point;
and determining the road curvature of the position of the final aiming point in the track to be driven, and controlling the driving direction of the vehicle according to the road curvature.
2. The method of claim 1, wherein the target speed comprises a lateral speed limit and a longitudinal vehicle speed, the longitudinal vehicle speed and a speed of a direction of travel of the vehicle;
the step of determining a target preview point located in the track to be driven according to the effective lane line identification range and the target speed of the vehicle comprises the following steps:
judging whether the effective lane line identification range is larger than the product of a first time threshold and the longitudinal speed, if so, determining that the target pre-aiming distance corresponding to the target pre-aiming point is the product of the first time threshold and the longitudinal speed;
if so, judging whether the effective identification range of the lane line is smaller than the product of a second time threshold and the transverse speed limit value, and if not, determining that the target pre-aiming distance corresponding to the target pre-aiming point is the maximum value in the effective identification range of the lane line and the product of the first time threshold and the transverse speed limit value;
and if so, determining that the target pre-aiming distance corresponding to the target pre-aiming point is the product of a second time threshold and the transverse speed limit value.
3. The method of claim 2, further comprising:
and determining the transverse speed limit value according to a speed interval in which the longitudinal vehicle speed is positioned, wherein the speed interval is determined according to a preset transverse minimum allowable vehicle speed.
4. The method of claim 1, wherein the determining a trajectory to be traveled and a current pre-aiming point located in the trajectory to be traveled from the lane line information comprises:
determining the center line information of a lane where the vehicle is located according to the lane line information, and determining the center line information as a track to be driven;
and determining the near-end front viewpoint of the effective identification range of the lane line as the current preview point.
5. The method of claim 1, wherein the controlling a direction of vehicle travel as a function of the road curvature comprises:
determining a steering wheel angle feedforward value of the vehicle according to the road curvature;
and determining the vehicle running direction according to the steering wheel angle feedforward value and the current steering wheel angle feedback value acquired in advance.
6. The method according to claim 1, wherein the lane line information is acquired using a camera mounted in front of the vehicle.
7. An automatic driving-based vehicle control apparatus, characterized in that the apparatus comprises:
the system comprises an acquisition unit, a processing unit and a display unit, wherein the acquisition unit is used for acquiring lane line information of a lane where a vehicle is located, and the lane line information at least comprises a lane line effective identification range;
the first determining unit is used for determining a track to be traveled and a current preview point in the track to be traveled according to the lane line information;
the second determining unit is used for determining a target preview point in the track to be driven according to the effective lane line identification range and the target speed of the vehicle;
the distribution unit is used for distributing corresponding weights to the current preview point and the target preview point according to the road condition corresponding to the lane line information to obtain a final preview point;
and the control unit is used for determining the road curvature of the position of the final aiming point in the track to be driven and controlling the driving direction of the vehicle according to the road curvature.
8. The apparatus of claim 7, wherein the target speed includes a lateral speed limit and a longitudinal vehicle speed, the longitudinal vehicle speed and a speed of a travel direction of the vehicle;
the second determining unit is specifically configured to:
judging whether the effective lane line identification range is larger than the product of a first time threshold and the longitudinal speed, if so, determining that the target pre-aiming distance corresponding to the target pre-aiming point is the product of the first time threshold and the longitudinal speed;
if so, judging whether the effective identification range of the lane line is smaller than the product of a second time threshold and the transverse speed limit value, and if not, determining that the target pre-aiming distance corresponding to the target pre-aiming point is the maximum value in the effective identification range of the lane line and the product of the first time threshold and the transverse speed limit value;
and if so, determining that the target pre-aiming distance corresponding to the target pre-aiming point is the product of a second time threshold and the transverse speed limit value.
9. The apparatus of claim 8, further comprising:
and the third determining unit is used for determining the transverse speed limit value according to a speed interval in which the longitudinal vehicle speed is positioned, wherein the speed interval is determined according to a preset transverse minimum allowable vehicle speed.
10. The apparatus according to claim 7, wherein the first determining unit is specifically configured to:
determining the center line information of a lane where the vehicle is located according to the lane line information, and determining the center line information as a track to be driven;
and determining the near-end front viewpoint of the effective identification range of the lane line as the current preview point.
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