CN114394087B - Vehicle control method, device, vehicle and storage medium - Google Patents
Vehicle control method, device, vehicle and storage medium Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/06—Automatic manoeuvring for parking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D13/00—Steering specially adapted for trailers
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Abstract
The application provides a vehicle control method, a device, a vehicle and a storage medium, wherein the vehicle control method comprises the following steps: according to a preset vehicle transverse dynamics model, obtaining a predicted state value of the vehicle in a target period; determining an expected state value of the vehicle in a target period according to the predicted state value and a target point on an expected reversing track of the vehicle; and determining the front wheel steering angle of the vehicle in the target period according to the predicted state value and the expected state value so as to enable the vehicle to run according to the front wheel steering angle. The dynamic characteristics of the connection of the two rigid bodies of the headstock and the trailer are considered in the process, so that the reversing of the vehicle according to the expected reversing track can be effectively ensured, meanwhile, the stability of the vehicle in the reversing process is ensured, the phenomena of folding, collision and the like of the vehicle are prevented, and the safety of the vehicle in the reversing process is improved.
Description
Technical Field
The present application relates to automatic driving technology, and in particular, to a vehicle control method, apparatus, vehicle, and storage medium.
Background
With the continuous development of logistics transportation industry, the demands of the society on large-sized vehicles are increasing nowadays, for example, heavy-duty collector cards composed of a traction head and a trailer are formed, and the large-sized vehicles have the characteristics of large carrying capacity, long vehicle body, poor visual angle and the like, and have higher driving difficulty.
In the related art, in order to reduce driving difficulty, an automatic driving technology is introduced into such a large-sized vehicle, and a transverse control algorithm is generally adopted in the current automatic driving technology to control the running of the vehicle. However, in the reversing process, the connection between the two rigid bodies of the traction head and the trailer is nonlinear, and the connection between the two rigid bodies is not stable enough, so that the vehicle can be folded and collided.
Disclosure of Invention
The application provides a vehicle control method, device, vehicle and storage medium, which are used for solving the problem that a large-sized vehicle is easy to fold and collide in the reversing process.
In a first aspect, the present application provides a vehicle control method, the vehicle including a head and a trailer, the vehicle control method comprising: according to a preset vehicle transverse dynamics model, a predicted state value of the vehicle in a target period is obtained, and the preset vehicle transverse dynamics model is constructed based on relevant parameters of a vehicle head and a trailer; determining an expected state value of the vehicle in a target period according to the predicted state value and a target point on an expected reversing track of the vehicle; and determining the front wheel steering angle of the vehicle in the target period according to the predicted state value and the expected state value so as to enable the vehicle to run according to the front wheel steering angle.
In some embodiments, the predicted state value of the vehicle at the target period includes: a predicted articulation angle, a predicted head orientation angle, and a predicted lateral displacement of the vehicle;
According to a preset vehicle transverse dynamics model, obtaining a predicted state value of the vehicle in a target period, wherein the predicted state value comprises the following steps: and discretizing the transverse dynamics model of the preset vehicle according to the preset sampling period to obtain a predicted hinge angle, a predicted head orientation angle and a predicted transverse displacement of the vehicle in a target period.
In some embodiments, determining the desired state value of the vehicle for the target period based on the predicted state value and the target point on the desired reverse trajectory of the vehicle comprises: according to a preset kinematic model and the current ordinate of the gravity center point of the vehicle, obtaining the ordinate of the predicted gravity center point of the vehicle head in the target period; according to the predicted vehicle head orientation angle, the predicted transverse displacement and the ordinate of the predicted gravity center point, determining the predicted gravity center point coordinate of the vehicle head in the target period; and determining the expected state value of the vehicle in the target period according to the predicted barycentric point coordinates and the target point on the expected reversing track of the vehicle.
In some embodiments, the expected state value of the vehicle at the target period includes: a desired articulation angle, a desired head orientation angle, and a desired lateral displacement of the vehicle;
According to the predicted barycentric point coordinates and the target point on the expected reversing track of the vehicle, determining the expected state value of the vehicle in the target period comprises the following steps: obtaining the tail end center point coordinate of the trailer in the target period according to the predicted center point coordinate and the predicted hinge angle; according to the predicted barycentric point coordinates and the coordinates of the target points, the expected head orientation angle and the expected lateral displacement are obtained; and determining the expected hinge angle of the vehicle in the target period according to the coordinates of the tail end center point and the coordinates of the target point.
In some embodiments, obtaining the coordinates of the tail end center point of the trailer in the target period according to the predicted coordinates of the center point of gravity and the predicted articulation angle includes: acquiring a first distance and a second distance, wherein the first distance is the wheelbase of the trailer, and the second distance is the distance from the connecting point of the trailer and the locomotive to the gravity center point of the locomotive; and determining the tail end center point coordinate according to the first distance, the second distance, the predicted center point coordinate and the predicted hinge angle.
In some embodiments, determining the desired articulation angle of the vehicle during the target period based on the coordinates of the trailing center point and the coordinates of the target point comprises: determining a point, which is the target distance from the tail end center point, on the expected reversing track as a target point; determining coordinates of a target point according to the target distance and coordinates of a tail end center point; determining a target angle according to the coordinates of the target point and the coordinates of the tail end center point, wherein the target angle is an included angle between the central axis of the head of the vehicle at the current position and the central axis of the head of the vehicle at the target point; based on the target angle, a desired articulation angle of the vehicle during the target period is determined.
In some embodiments, the preset vehicle lateral dynamics model is as follows:
Wherein m1 is the mass of the locomotive, m2 is the mass of the trailer, a1 is the distance from the front wheel of the locomotive to the gravity center of the locomotive, b1 is the distance from the rear wheel of the locomotive to the gravity center of the locomotive, a2 is the distance from the connecting point of the trailer and the locomotive to the gravity center of the trailer, b2 is the distance from the rear wheel of the trailer to the gravity center of the trailer, h is the distance from the connecting point of the trailer and the locomotive to the gravity center of the locomotive, l1 is the wheelbase of the trailer, l1 is the moment of inertia in the vertical direction of the locomotive, I2 is the moment of inertia in the vertical direction of the trailer, c1 is the cornering stiffness of the front wheel of the locomotive, c2 is the cornering stiffness of the rear wheel of the trailer, v is the current longitudinal speed of the vehicle, and u is the current wheel corner of the locomotive;
the method is characterized in that the method comprises the steps that the method is used for obtaining a current state value of a vehicle, wherein X is a predicted state value of the vehicle in a target period, and the state value comprises a transverse speed, a yaw rate, a rotation angular speed of a trailer relative to a vehicle head, a hinging angle of the trailer and the vehicle head, a transverse displacement and a vehicle head orientation angle.
In some embodiments, determining the front wheel steering angle of the vehicle during the target period according to the predicted state value and the expected state value includes: the front wheel steering angle of the vehicle in the target period is obtained by the following formula:
wherein Q is a first preset weight, R is a second preset weight, N and k are used for indicating a target period, X is a predicted state value of the vehicle in the target period, and e r is an expected state value of the vehicle in the target period.
In a second aspect, an embodiment of the present application provides a vehicle control apparatus, the vehicle including a head and a trailer, the vehicle control apparatus including:
The acquisition module is used for acquiring a predicted state value of the vehicle in a target period according to a preset vehicle transverse dynamics model, wherein the preset dynamics model is constructed based on relevant parameters of the vehicle head and the trailer;
The determining module is used for determining the expected state value of the vehicle in the target period according to the predicted state value and the target point on the expected reversing track of the vehicle, and determining the front wheel steering angle of the vehicle in the target period according to the predicted state value and the expected state value so as to enable the vehicle to run according to the front wheel steering angle.
In a third aspect, an embodiment of the present application provides a vehicle control apparatus including: a memory and a processor;
The memory is used for storing program instructions; the processor is configured to invoke the program instructions in the memory to perform the vehicle control method as in the first aspect.
In a fourth aspect, an embodiment of the present application provides a vehicle including: a vehicle head, a trailer, and the vehicle control apparatus of the third aspect.
In a fifth aspect, embodiments of the present application provide a computer program product comprising a computer program which, when executed by a processor, implements the vehicle control method of the first aspect.
The application provides a vehicle control method, a device, a vehicle and a storage medium, wherein the vehicle control method comprises the following steps: according to a preset vehicle transverse dynamics model, obtaining a predicted state value of the vehicle in a target period; determining an expected state value of the vehicle in a target period according to the predicted state value and a target point on an expected reversing track of the vehicle; and determining the front wheel steering angle of the vehicle in the target period according to the predicted state value and the expected state value so as to enable the vehicle to run according to the front wheel steering angle. The dynamic characteristics of the connection of the two rigid bodies of the headstock and the trailer are considered in the process, so that the reversing of the vehicle according to the expected reversing track can be effectively ensured, meanwhile, the stability of the vehicle in the reversing process is ensured, the phenomena of folding, collision and the like of the vehicle are prevented, and the safety of the vehicle in the reversing process is improved.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application.
FIG. 1 is a schematic view of a scene provided by an embodiment of the present application;
fig. 2 is a schematic flow chart of a vehicle control method according to an embodiment of the present application;
FIG. 3 is a schematic diagram of a vehicle control method according to an embodiment of the present application;
Fig. 4 is a second schematic flow chart of a vehicle control method according to an embodiment of the present application;
Fig. 5 is a schematic structural diagram of a vehicle control device according to an embodiment of the present application;
fig. 6 is a schematic structural diagram of a vehicle control apparatus according to an embodiment of the present application.
Specific embodiments of the present application have been shown by way of the above drawings and will be described in more detail below. The drawings and the written description are not intended to limit the scope of the inventive concepts in any way, but rather to illustrate the inventive concepts to those skilled in the art by reference to the specific embodiments.
Detailed Description
Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples do not represent all implementations consistent with the application. Rather, they are merely examples of apparatus and methods consistent with aspects of the application as detailed in the accompanying claims.
Along with the increasing demands in the transportation scenes such as port yards, the heavy-duty truck consisting of the traction head and the trailer is widely applied by virtue of the large carrying capacity. However, the vehicle body of the vehicle type is long, and the limitation of the installation of the rearview mirror and the side view mirror leads to the poor view angle of the vehicle in the reversing process, so that the requirements on the driving experience and the skill of a driver are very high, and particularly, the vehicle type is a difficult problem in a parking scene. In the reversing process, the factors such as nonlinearity, instability and the like formed by connecting two rigid bodies of the traction head and the trailer are easy to generate unstable state phenomena such as folding, collision and the like.
In view of the above, embodiments of the present application provide a vehicle control method, apparatus, vehicle, and storage medium, which predict a predicted state of a vehicle in a future period through a vehicle transverse dynamics model, and then combine with an expected reverse track to obtain an expected state of the vehicle in the future period, so as to adjust a front wheel steering angle of the vehicle in real time according to a deviation between the predicted state and the expected state. The dynamic characteristics of the connection of the two rigid bodies of the headstock and the trailer are considered in the process, so that the reversing of the vehicle according to the expected reversing track can be effectively ensured, meanwhile, the stability of the vehicle in the reversing process is ensured, the phenomena of folding, collision and the like of the vehicle are prevented, and the safety of the vehicle in the reversing process is improved.
The following describes the technical scheme of the present application and how the technical scheme of the present application solves the above technical problems in detail with specific embodiments. The following embodiments may be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments. Embodiments of the present application will be described below with reference to the accompanying drawings.
Fig. 1 is a schematic diagram of a vehicle control method according to an embodiment of the present application. As shown in fig. 1, the vehicle includes a head and a trailer portion.
In the reversing process of the vehicle, an expected reversing track is obtained according to the current position and the target reversing position of the vehicle, and the front wheel steering angle of the vehicle is adjusted in real time according to the expected reversing track, so that the vehicle reverses to the target reversing position according to the expected reversing track.
The expected reversing track is a track through which the gravity center point of the vehicle head passes in the reversing process of the vehicle.
Fig. 2 is a schematic flow chart of a vehicle control method according to an embodiment of the application. The execution main body of the embodiment of the application is a vehicle or a control device of the vehicle, such as a vehicle-mounted computer, a tablet personal computer and the like.
As shown in fig. 2, the vehicle control method according to the embodiment of the application includes the steps of:
S201, according to a preset vehicle transverse dynamics model, a predicted state value of the vehicle in a target period is obtained.
The preset vehicle transverse dynamics model is built based on relevant parameters of the locomotive and the trailer.
In some embodiments, the target period may be any period during the reverse of the vehicle, and the length of the target period may be set according to requirements, for example, the length of the target period may be 20 milliseconds, that is, the predicted state value of the vehicle may be calculated every 20 milliseconds, and the predicted state values of the vehicle in the same target period are regarded as the same.
The target period may be, for example, 0 to 20 milliseconds, 21 to 40 milliseconds, 41 to 60 milliseconds … after the start of the reverse drive of the vehicle
S202, determining the expected state value of the vehicle in the target period according to the predicted state value and the target point on the expected reversing track of the vehicle.
The target point may be any point on the desired reversing trajectory. In this step, during the reversing process of the vehicle, the target point on the expected reversing track can be obtained in real time, and the expected state value of the vehicle corresponding to the target period can be calculated according to the target point.
It should be appreciated that the desired state values for the vehicle include: the specific calculation of the desired articulation angle, the desired head orientation angle and the desired lateral displacement, as regards the desired state values, is shown in the following embodiments.
S203, determining the front wheel steering angle of the vehicle in the target period according to the predicted state value and the expected state value so as to enable the vehicle to run according to the front wheel steering angle.
Specifically, after the predicted state value and the expected state value of the vehicle in the target period are obtained, in this step, the front wheel steering angle of the vehicle in the target period is obtained according to the deviation between the predicted state value and the expected state value, and the vehicle is controlled to travel according to the front wheel steering angle in the target period. As for obtaining the front wheel steering angle
In the embodiment of the application, as the dynamic characteristics of the connection of the two rigid bodies of the headstock and the trailer are considered in the reversing process, the reversing of the vehicle according to the expected reversing track can be effectively ensured, meanwhile, the stability of the vehicle in the reversing process is ensured, the phenomena of folding, collision and the like of the vehicle are prevented, and the safety of the vehicle in the reversing process is improved.
Fig. 3 is a second schematic flow chart of a vehicle control method according to an embodiment of the present application. As shown in fig. 3, the vehicle control method in the embodiment of the application includes the steps of:
s301, performing discretization processing on a preset vehicle transverse dynamics model according to a preset sampling period, and obtaining a predicted hinge angle, a predicted head orientation angle and a predicted transverse displacement of the vehicle in a target period.
Wherein the predicted state value includes: predicting a hinge angle, predicting a head orientation angle, and predicting a lateral displacement.
In some embodiments, the preset vehicle lateral dynamics model is as follows:
Wherein m 1 is the mass of the locomotive, m 2 is the mass of the trailer, a 1 is the distance from the front wheel of the locomotive to the gravity center of the locomotive, b 1 is the distance from the rear wheel of the locomotive to the gravity center of the locomotive, a 2 is the distance from the connection point of the trailer and the locomotive to the gravity center of the trailer, b 2 is the distance from the rear wheel of the trailer to the gravity center of the trailer, h is the distance from the connection point of the trailer and the locomotive to the gravity center of the locomotive, l 1 is the wheelbase of the locomotive, l 2 is the wheelbase of the trailer, I 1 is the moment of inertia in the vertical direction of the locomotive, I 2 is the moment of inertia in the vertical direction of the trailer, c 1 is the cornering stiffness of the front wheel of the locomotive, c 2 is the cornering stiffness of the rear wheel of the trailer, c 3 is the current longitudinal speed of the vehicle, u is the current wheel corner of the locomotive;
and X is a predicted state value of the vehicle in a target period, wherein the state value comprises the following components: transverse speed, yaw rate, rotational angular velocity of the trailer relative to the headstock, articulation angle of the trailer with the headstock, transverse displacement and headstock orientation angle.
According to the vehicle transverse dynamics model, the predicted state value in any time period can be obtained by measuring the current state values of the vehicle.
In the embodiment of the application, the preset sampling period can be the length of a target period, taking 20 ms as an example of the target period, in the step, the preset transverse dynamics model is discretized by taking 20 ms as the sampling period, so that the predicted hinge angle, the predicted headstock orientation angle and the predicted transverse displacement corresponding to each sampling period can be obtained according to the current hinge angle, headstock orientation angle and transverse displacement of the vehicle.
S302, according to a preset kinematic model and the current ordinate of the gravity center point of the vehicle, acquiring the ordinate of the predicted gravity center point of the vehicle head in the target period.
Specifically, a plane rectangular coordinate system (xOy) is established by taking the vehicle head gravity center point at the current position as a coordinate origin, wherein x represents the current longitudinal position of the vehicle, y represents the current transverse position of the vehicle, and the coordinate origin (0, 0) is the vehicle head gravity center point coordinate (x, y, θ) at the current position.
Wherein the center of gravity of the vehicle head at the target period is in the plane rectangular coordinate system (xOy)
The coordinates are (x ' (k), y ' (k), θ ' (k)).
Specifically, the ordinate x' (k) of the predicted gravity center point of the vehicle head at the target period can be obtained by the following formula:
x′(k)＝x(k-1)-v×ts×cos u(k-1)
Wherein v is the current longitudinal speed of the vehicle, ts is the length of a preset sampling period, u is the current front wheel steering angle of the vehicle, and k is the sampling period number corresponding to the target period. Taking a preset sampling period of 20 milliseconds as an example, when the target period is 0-20 milliseconds, the corresponding k value is 1; when the target period is 21-40 milliseconds, the corresponding k value is 2; when the target period 3 is 41 to 60 milliseconds, the corresponding k value is 3.
S303, determining the predicted barycenter point coordinates of the headstock in the target period according to the predicted headstock orientation angle, the predicted transverse displacement and the ordinate of the predicted barycenter point.
It should be noted that, the longitudinal displacement, the predicted lateral displacement and the predicted heading angle of the vehicle in the transverse dynamics model of the vehicle are also relative positions, and then we perform coordinate transformation according to (x ' (k), y ' (k), θ ' (k)) and the barycentric coordinates (x, y, θ), so as to obtain the predicted barycentric coordinates (x (k), y (k), θ (k)) of the vehicle head in the target period, where the specific transformation formula is as follows:
x(k)＝cosθ*x′(k)-sinθ*y′(k)+x
y(k)＝sinθ*x′(k)+cosθ*y′(k)+y
θ(k)＝θ+θ′(k)
where y '(k) is the predicted lateral displacement of the vehicle in the planar rectangular coordinate system (xOy), and θ' (k) is the predicted head orientation angle of the vehicle in the planar rectangular coordinate system (xOy).
S304, determining an expected state value of the vehicle in a target period according to the predicted gravity center point coordinates and the target point on the expected reversing track of the vehicle.
In some embodiments, the expected state value of the vehicle at the target period includes: the desired articulation angle, the desired head orientation angle, and the desired lateral displacement of the vehicle.
The step S304 specifically includes the following steps:
s3041, obtaining the tail end center point coordinate of the trailer in the target period according to the predicted center point coordinate and the predicted hinge angle.
First, a first distance l 2 and a second distance h are obtained, wherein the first distance l 2 is the wheelbase of the trailer, and the second distance h is the distance from the connection point of the trailer and the locomotive to the gravity center point of the locomotive.
Further, the coordinates of the center point of the tail end of the trailer in the target period are determined according to the first distance l 2, the second distance h, the predicted coordinates of the center point of gravity and the predicted hinge angle.
Specifically, the coordinates (x r(k),yr(k),θr (k)) of the tail end center point of the trailer in the target period can be obtained according to the following formula:
wherein (x (k), y (k), θ (k)) is the predicted barycentric coordinates, To predict the articulation angle.
S3042, according to the predicted gravity center point coordinates and the target point coordinates, the expected head orientation angle and the expected lateral displacement are obtained.
The target point may be a point on the reverse track where the distance from the center point of the tail end is desired as the target distance, on the one hand, the target distance may be determined according to the actual length of the vehicle, for example, the longer the length of the vehicle, the larger the turning radius thereof, and the target distance may be set to a larger value. On the other hand, the target distance may also be determined based on the length of the desired reverse trajectory. For example, the longer the reverse trajectory is expected, the greater the target distance may be set. In other embodiments, the target distance may be corrected in real time according to the deviation distance between the vehicle and the expected reversing track at the current moment.
For example, for tractors and semi-trailers, the target distance may be 15 meters.
In this step, the coordinates of the target point may be determined according to the target distance and the coordinates of the tail end center point. Fig. 4 is a schematic diagram of a vehicle control process according to an embodiment of the present application. As shown in fig. 4, during the reversing process of the vehicle, the coordinates of the center point of the tail end of the vehicle at the current position are determined in real time, and the coordinates of the target point corresponding to the current position are determined according to the target distance. Specifically, the coordinates (x g,yg) of the target point can be obtained according to the following formula:
Further, the desired lateral displacement e r y of the vehicle is obtained by the following formula:
ery＝-sin(θ(k))*(xg(k)-x(k))+cos(θ(k))*(yg(k)-y(k))
The desired head orientation angle e r theta of the vehicle is obtained by the following formula:
erθ＝θg(k)-θ(k)
S3043, determining the expected hinge angle of the vehicle in the target period according to the coordinates of the tail end center point and the coordinates of the target point.
Firstly, determining a target angle according to the coordinates of a target point and the coordinates of a tail end center point, wherein the target angle alpha is an included angle between a central axis of a vehicle at a current position and the central axis of the vehicle at the target point.
Further, after the target angle α is obtained, the expected articulation angle corresponding to the current position of the vehicle can be obtained according to the following formula
Wherein l 2 is the wheelbase of the trailer and d is the target distance.
S305, determining the front wheel steering angle of the vehicle in a target period according to the predicted state value and the expected state value so as to enable the vehicle to run according to the front wheel steering angle.
Specifically, the front wheel steering angle of the vehicle in the target period is obtained by the following formula:
Wherein Q is a first preset weight, Q epsilon k 5×5, R is a second preset weight, R epsilon k, X is a predicted state value of the vehicle in a target period, and e r is an expected state value of the vehicle in the target period.
Wherein the predicted state value includes: predicting a hinge angle, predicting a head orientation angle and predicting a lateral displacement, and correspondingly, the expected state values include: a desired articulation angle, a desired steering angle of the vehicle head, and a desired lateral displacement.
It should be understood that N is the prediction step, i.e. the time difference of the target time period from the current time instant, k is used for the sampling period. Taking a preset sampling period of 20 milliseconds as an example, when the target period is 0-20 milliseconds, the corresponding k value is 1; when the target period is 21-40 milliseconds, the corresponding k value is 2; when the target period 3 is 41-60 milliseconds, the corresponding k value is 3, and if the front wheel steering angle of the target period 3 is predicted in the target period 1, the value of N is 2.
It should be noted that, Q and R values in different vehicles are different, the specific values of Q and R in the embodiment of the present application are not limited,
In some embodiments, the constraints of the above formula are: u min≤u(k)≤umax, where u min is the minimum value of the front wheel steering angle of the vehicle, u max is the maximum value of the front wheel steering angle of the vehicle, u min and u max of different vehicles are different, and specific values of the two are not limited in the embodiment of the present application.
Expanding the above formula into a matrix form can yield the following formula:
wherein,
X (0) is an actual state value of the vehicle at the current position, and e r (0) is an expected state value corresponding to the current position of the vehicle acquired by the sensor.
In the embodiment of the application, as the dynamic characteristics of the connection of the two rigid bodies of the headstock and the trailer are considered in the reversing process, the reversing of the vehicle according to the expected reversing track can be effectively ensured, meanwhile, the stability of the vehicle in the reversing process is ensured, the phenomena of folding, collision and the like of the vehicle are prevented, and the safety of the vehicle in the reversing process is improved.
Fig. 5 is a schematic structural diagram of a vehicle control apparatus according to an embodiment of the present application. The vehicle includes a head and a trailer, and the vehicle control apparatus 500 includes:
the obtaining module 501 is configured to obtain a predicted state value of a vehicle in a target period according to a preset vehicle transverse dynamics model, where the preset dynamics model is constructed based on relevant parameters of a vehicle head and a trailer;
The determining module 502 is configured to determine an expected state value of the vehicle in a target period according to the predicted state value and a target point on an expected reverse track of the vehicle, and determine a front wheel steering angle of the vehicle in the target period according to the predicted state value and the expected state value, so that the vehicle runs according to the front wheel steering angle.
In some embodiments, the predicted state value of the vehicle at the target period includes: a predicted articulation angle, a predicted head orientation angle, and a predicted lateral displacement of the vehicle; the obtaining module 501 is specifically configured to perform discretization processing on a preset vehicle transverse dynamics model according to a preset sampling period, and obtain a predicted hinge angle, a predicted head orientation angle, and a predicted transverse displacement of the vehicle in a target period.
In some embodiments, the determining module 502 is specifically configured to obtain, according to a preset kinematic model and a current ordinate of a gravity center point of the vehicle, an ordinate of a predicted gravity center point of the vehicle head in the target period; according to the predicted vehicle head orientation angle, the predicted transverse displacement and the ordinate of the predicted gravity center point, determining the predicted gravity center point coordinate of the vehicle head in the target period; and determining the expected state value of the vehicle in the target period according to the predicted barycentric point coordinates and the target point on the expected reversing track of the vehicle.
In some embodiments, the expected state value of the vehicle at the target period includes: a desired articulation angle, a desired head orientation angle, and a desired lateral displacement of the vehicle; the determining module 502 is specifically configured to obtain a tail end center point coordinate of the trailer in the target period according to the predicted center point coordinate and the predicted hinge angle; according to the predicted barycentric point coordinates and the coordinates of the target points, the expected head orientation angle and the expected lateral displacement are obtained; and determining the expected hinge angle of the vehicle in the target period according to the coordinates of the tail end center point and the coordinates of the target point.
In some embodiments, the determining module 502 is specifically configured to obtain a first distance and a second distance, where the first distance is a wheelbase of the trailer, and the second distance is a distance from a connection point of the trailer and the locomotive to a center of gravity point of the locomotive; and determining the tail end center point coordinate according to the first distance, the second distance, the predicted center point coordinate and the predicted hinge angle.
In some embodiments, the determining module 602 is specifically configured to determine, as the target point, a point on the desired reverse track that is at a target distance from the tail end center point; determining coordinates of a target point according to the target distance and coordinates of a tail end center point; determining a target angle according to the coordinates of the target point and the coordinates of the center point of the tail end, wherein the target angle alpha is an included angle between the central axis of the head of the vehicle at the current position and the central axis of the head of the vehicle at the target point; based on the target angle, a desired articulation angle of the vehicle during the target period is determined.
In some embodiments, the preset vehicle lateral dynamics model is as follows:
Wherein m 1 is the mass of the locomotive, m 2 is the mass of the trailer, a 1 is the distance from the front wheel of the locomotive to the gravity center of the locomotive, b 1 is the distance from the rear wheel of the locomotive to the gravity center of the locomotive, a 2 is the distance from the connection point of the trailer and the locomotive to the gravity center of the trailer, b 2 is the distance from the rear wheel of the trailer to the gravity center of the trailer, h is the distance from the connection point of the trailer and the locomotive to the gravity center of the locomotive, l 1 is the wheelbase of the locomotive, l 2 is the wheelbase of the trailer, I 1 is the moment of inertia in the vertical direction of the locomotive, I 2 is the moment of inertia in the vertical direction of the trailer, c 1 is the cornering stiffness of the front wheel of the locomotive, c 2 is the cornering stiffness of the rear wheel of the trailer, c 3 is the current longitudinal speed of the vehicle, u is the current wheel corner of the locomotive;
the method is characterized in that the method comprises the steps that the method is used for obtaining a current state value of a vehicle, wherein X is a predicted state value of the vehicle in a target period, and the state value comprises a transverse speed, a yaw rate, a rotation angular speed of a trailer relative to a vehicle head, a hinging angle of the trailer and the vehicle head, a transverse displacement and a vehicle head orientation angle.
In some embodiments, the determining module 602 is specifically configured to obtain the front wheel steering angle of the vehicle during the target period by the following formula:
wherein Q is a first preset weight, R is a second preset weight, N and k are used for indicating a target period, X is a predicted state value of the vehicle in the target period, and e r is an expected state value of the vehicle in the target period.
Fig. 6 is a schematic structural diagram of a vehicle control apparatus according to an embodiment of the present disclosure. As shown in fig. 6, the vehicle control apparatus 600 includes: a memory 601 and a processor 602;
the memory 601 is used for storing program instructions; the processor 602 is configured to invoke program instructions in the memory 501 to execute the vehicle control method as in the above-described embodiment.
In the above-described vehicle control apparatus 600, the memory 601 and the processor 602 are electrically connected directly or indirectly to enable transmission or interaction of data. For example, the elements may be electrically connected to each other via one or more communication buses or signal lines, such as through a bus connection. The memory 601 stores computer-executable instructions for implementing a data access control method, including at least one software functional module that may be stored in the memory 604 in the form of software or firmware, and the processor 602 executes the software programs and modules stored in the memory 601 to perform various functional applications and data processing.
The Memory 601 may be, but is not limited to, random access Memory (Random Access Memory, abbreviated as RAM), read Only Memory (ROM), programmable Read Only Memory (Programmable Read-Only Memory, abbreviated as PROM), erasable Read Only Memory (Erasable Programmable Read-Only Memory, abbreviated as EPROM), electrically erasable Read Only Memory (Electric Erasable Programmable Read-Only Memory, abbreviated as EEPROM), etc. The memory 601 is used for storing a program, and the processor 602 executes the program after receiving an execution instruction. Further, the software programs and modules within the memory 601 may also include an operating system, which may include various software components and/or drivers for managing system tasks (e.g., memory management, storage device control, power management, etc.), and may communicate with various hardware or software components to provide an operating environment for other software components.
The processor 602 may be an integrated circuit chip with signal processing capabilities. The processor 601 may be a general-purpose processor, including a central processing unit (Central Processing Unit, abbreviated as CPU), a network processor (Network Processor, abbreviated as NP), and the like. The disclosed methods, steps, and logic blocks in the embodiments of the present application may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
Alternatively, the vehicle control device is a vehicle or a server, and may also be other terminal devices, for example, a mobile phone, a tablet computer, a vehicle-mounted computer, and the like.
The embodiment of the application also provides a computer readable storage medium, wherein computer executable instructions are stored in the computer readable storage medium, and the computer executable instructions are used for realizing the steps of the vehicle control method in the method embodiments when being executed by a processor.
The embodiment of the application also provides a vehicle, which comprises: the vehicle head, trailer and vehicle control apparatus in the embodiment shown in fig. 6.
Embodiments of the present application also provide a computer program product comprising a computer program which, when executed by a processor, implements the vehicle control method in the above method embodiments.
Those skilled in the art will appreciate that implementing all or part of the above-described methods may be accomplished by way of a computer program, which may be stored on a non-transitory computer readable storage medium and which, when executed, may comprise the steps of the above-described embodiments of the methods. Any reference to memory, storage, database, or other medium used in embodiments provided herein may include non-volatile and/or volatile memory. The nonvolatile memory can include Read Only Memory (ROM), programmable ROM (PROM), electrically Programmable ROM (EPROM), electrically Erasable Programmable ROM (EEPROM), or flash memory. Volatile memory can include Random Access Memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms such as Static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double Data Rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (SYNCHLINK) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), among others.
Thus far, the technical solution of the present application has been described in connection with the preferred embodiments shown in the drawings, but it is easily understood by those skilled in the art that the scope of protection of the present application is not limited to these specific embodiments. Equivalent modifications and substitutions for related technical features may be made by those skilled in the art without departing from the principles of the present application, and such modifications and substitutions will be within the scope of the present application.
Claims (10)
1. A vehicle control method, characterized in that the vehicle includes a head and a trailer, the vehicle control method comprising:
Obtaining a predicted state value of the vehicle in a target period according to a preset vehicle transverse dynamics model, wherein the preset vehicle transverse dynamics model is constructed based on related parameters of the locomotive and the trailer;
determining an expected state value of the vehicle in the target period according to the predicted state value and a target point on an expected reversing track of the vehicle;
Determining a front wheel steering angle of the vehicle in the target period according to the predicted state value and the expected state value so as to enable the vehicle to run according to the front wheel steering angle;
the predicted state value of the vehicle at the target period includes: the predicted articulation angle, the predicted head orientation angle and the predicted lateral displacement of the vehicle;
The obtaining, according to a preset vehicle transverse dynamics model, a predicted state value of the vehicle in a target period includes:
performing discretization processing on the preset vehicle transverse dynamics model according to a preset sampling period to obtain a predicted hinge angle, a predicted head orientation angle and a predicted transverse displacement of the vehicle in the target period;
The determining the expected state value of the vehicle in the target period according to the predicted state value and the target point on the expected reversing track of the vehicle comprises the following steps:
according to a preset kinematic model and the current ordinate of the gravity center point of the vehicle, acquiring the ordinate of the predicted gravity center point of the vehicle head in a target period;
Determining a predicted gravity center point coordinate of the locomotive in a target period according to the predicted locomotive orientation angle, the predicted transverse displacement and the ordinate of the predicted gravity center point;
determining an expected state value of the vehicle in a target period according to the predicted barycentric point coordinates and a target point on an expected reversing track of the vehicle;
the expected state value of the vehicle at the target period includes: a desired articulation angle, a desired head orientation angle, and a desired lateral displacement of the vehicle;
the determining the expected state value of the vehicle in the target period according to the predicted barycentric point coordinates and the target point on the expected reversing track of the vehicle comprises the following steps:
obtaining the tail end center point coordinate of the trailer in a target period according to the predicted center point coordinate and the predicted hinge angle;
according to the predicted gravity center point coordinates and the coordinates of the target points, the expected head orientation angle and the expected lateral displacement are obtained;
and determining the expected hinge angle of the vehicle in the target period according to the coordinates of the tail end center point and the coordinates of the target point.
2. The vehicle control method according to claim 1, characterized in that the obtaining the trailer's tail end center point coordinates in a target period from the predicted center point coordinates and the predicted articulation angle includes:
acquiring a first distance and a second distance, wherein the first distance is the wheelbase of the trailer, and the second distance is the distance from the connecting point of the trailer and the locomotive to the gravity center point of the locomotive;
And determining the tail end center point coordinate according to the first distance, the second distance, the predicted gravity center point coordinate and the predicted hinge angle.
3. The vehicle control method according to claim 1, characterized in that the determining the desired articulation angle of the vehicle in the target period based on the coordinates of the trailing center point and the coordinates of the target point includes:
Determining a point, which is the target distance from the tail end center point, on the expected reversing track as the target point;
Determining coordinates of the target point according to the target distance and the coordinates of the tail end center point;
Determining a target angle according to the coordinates of the target point and the coordinates of the tail end center point, wherein the target angle is an included angle between the central axis of the head of the vehicle at the current position and the central axis of the head of the vehicle at the target point;
and determining the expected hinging angle of the vehicle in a target period according to the target angle.
4. A vehicle control method according to any one of claims 1-3, characterized in that the preset vehicle transverse dynamics model is as follows:
Wherein m 1 is the mass of the locomotive, m 2 is the mass of the trailer, a 1 is the distance from the front wheel of the locomotive to the gravity center of the locomotive, b 1 is the distance from the rear wheel of the locomotive to the gravity center of the locomotive, a 2 is the distance from the connection point of the trailer and the locomotive to the gravity center of the trailer, b 2 is the distance from the rear wheel of the trailer to the gravity center of the trailer, h is the distance from the connection point of the trailer and the locomotive to the gravity center of the locomotive, l 1 is the wheelbase of the locomotive, l 2 is the wheelbase of the trailer, I 1 is the moment of inertia in the vertical direction of the locomotive, I 2 is the moment of inertia in the vertical direction of the trailer, c 1 is the cornering stiffness of the front wheel of the locomotive, c 2 is the cornering stiffness of the rear wheel of the trailer, c 3 is the current longitudinal speed of the vehicle, u is the current wheel corner of the locomotive;
And X is a predicted state value of the vehicle in the target period, wherein the state value comprises a transverse speed, a yaw rate, a rotation angular speed of a trailer relative to the locomotive, a hinging angle of the trailer and the locomotive, a transverse displacement and a locomotive orientation angle.
5. A vehicle control method according to any one of claims 1-3, characterized in that the determining the front wheel steering angle of the vehicle in the target period based on the predicted state value, the desired state value includes:
the front wheel steering angle of the vehicle in the target period is obtained by the following formula:
Wherein Q is a first preset weight, R is a second preset weight, N and k are used for indicating the target period, X is a predicted state value of the vehicle in the target period, and e r is an expected state value of the vehicle in the target period.
6. A vehicle control apparatus, characterized in that the vehicle includes a head and a trailer, the vehicle control apparatus comprising:
The acquisition module is used for acquiring a predicted state value of the vehicle in a target period according to a preset vehicle transverse dynamics model, and the preset vehicle transverse dynamics model is constructed based on related parameters of the vehicle head and the trailer;
the determining module is used for determining an expected state value of the vehicle in a target period according to the predicted state value and a target point on an expected reversing track of the vehicle, and determining a front wheel steering angle of the vehicle in the target period according to the predicted state value and the expected state value so as to enable the vehicle to run according to the front wheel steering angle;
the predicted state value of the vehicle at the target period includes: the predicted articulation angle, the predicted head orientation angle and the predicted lateral displacement of the vehicle;
the acquisition module is specifically configured to perform discretization processing on the preset vehicle transverse dynamics model according to a preset sampling period, and acquire a predicted hinge angle, a predicted head orientation angle and a predicted transverse displacement of the vehicle in the target period;
The determining module is specifically configured to obtain, according to a preset kinematic model and a current ordinate of a gravity center point of the vehicle, a ordinate of a predicted gravity center point of the vehicle head in a target period;
Determining a predicted gravity center point coordinate of the locomotive in a target period according to the predicted locomotive orientation angle, the predicted transverse displacement and the ordinate of the predicted gravity center point;
determining an expected state value of the vehicle in a target period according to the predicted barycentric point coordinates and a target point on an expected reversing track of the vehicle;
the expected state value of the vehicle at the target period includes: a desired articulation angle, a desired head orientation angle, and a desired lateral displacement of the vehicle;
The determining module is specifically configured to obtain a tail end center point coordinate of the trailer in a target period according to the predicted center point coordinate and the predicted hinge angle;
according to the predicted gravity center point coordinates and the coordinates of the target points, the expected head orientation angle and the expected lateral displacement are obtained;
and determining the expected hinge angle of the vehicle in the target period according to the coordinates of the tail end center point and the coordinates of the target point.
7. A vehicle control apparatus characterized by comprising: a memory and a processor;
The memory is used for storing program instructions;
the processor is configured to invoke program instructions in the memory to perform the vehicle control method according to any of claims 1-5.
8. A vehicle, characterized in that the vehicle comprises: a vehicle head, a trailer, and a vehicle control apparatus as claimed in claim 7.
9. A computer readable storage medium having stored therein computer executable instructions which when executed by a processor are for implementing the vehicle control method according to any one of claims 1-5.
10. A computer program product comprising a computer program which, when executed by a processor, implements the vehicle control method of any one of claims 1-5.
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