CN114577232A - Automatic vehicle navigation method and device with lost differential signal - Google Patents
Automatic vehicle navigation method and device with lost differential signal Download PDFInfo
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Abstract
The embodiment of the invention provides a vehicle automatic navigation method and device with a lost differential signal. The method comprises the following steps: calculating the real-time position of the vehicle in the whole driving process through a dead reckoning algorithm, and acquiring the transverse deviation by combining the acquired path information; controlling the vehicle to travel from an initial starting point by a set distance to reach a first specific end point according to a first control strategy, and acquiring a lateral deviation presumption value of the vehicle at the first specific end point; if the lateral deviation presumption value is smaller than the set threshold value, the first control strategy is continuously adopted to drive the set distance from the first specific endpoint to reach a third specific endpoint; and if the lateral deviation presumption value is larger than or equal to the set threshold value, automatically navigating by adopting a second control strategy. According to the technical scheme provided by the embodiment of the invention, the automatic navigation is carried out by combining the vehicle positioning with the course control strategy, so that the automatic navigation precision is improved, and the automatic navigation efficiency is improved.
Description
[ technical field ] A method for producing a semiconductor device
The invention relates to the technical field of navigation, in particular to a method and a device for automatically navigating a vehicle with a lost differential signal.
[ background of the invention ]
At present, the mainstream scheme of vehicle high-precision positioning is to adopt satellite navigation, Real Time Kinematic (RTK) and Inertial navigation Unit (IMU), wherein the satellite navigation can provide initial positioning, the RTK performs differential positioning to eliminate satellite navigation deviation, and the IMU can perform trajectory estimation.
In a related technology, when a differential signal is lost, fusion positioning can be performed only by using an integral algorithm of an IMU sensor according to a mode of performing fusion positioning by using a course angle, a vehicle speed and an IMU, but the vehicle speed and the vehicle position obtained by the integral algorithm are inaccurate, and the limitation on hardware cost, effective distance and the like is large.
In another related technology, an IMU is not used, and only a heading angle and a vehicle speed are used for dead reckoning, so that the time for realizing high-precision positioning of the vehicle is short, the position of the vehicle cannot be accurately obtained, and positioning errors generated by vehicle drift in dead reckoning are accumulated, so that the precision and the efficiency of automatic navigation are low.
In another related art, the navigation is performed automatically by using a steering zero setting method instead of using the IMU, and if the steering angle value is not zero, the angle is compensated in the steering controller, so that the fed-back steering angle value is zero. However, this method can only eliminate large steering null errors. In practical application, according to actual measurement data, the deviation compensation of steering zero setting is carried out by adopting the method, the introduced zero position error usually exceeds +/-4 degrees, and the error of steering zero setting is overlarge, so that the precision and the efficiency of automatic navigation are lower.
[ summary of the invention ]
In view of this, embodiments of the present invention provide a method and an apparatus for vehicle automatic navigation with a lost differential signal, so as to improve the automatic navigation accuracy and improve the automatic navigation efficiency.
In one aspect, an embodiment of the present invention provides a method for vehicle automatic navigation with a differential signal loss, including:
calculating the real-time position of the vehicle in the whole driving process through a dead reckoning algorithm, and acquiring the transverse deviation by combining the acquired path information;
controlling the vehicle to travel from an initial starting point by a set distance to reach a first specific end point according to a first control strategy, and acquiring a lateral deviation presumption value of the vehicle at the first specific end point;
if the lateral deviation presumption value is smaller than a set threshold value, continuing to adopt a first control strategy to drive a set distance from the first specific endpoint to reach a third specific endpoint;
and if the lateral deviation presumption value is larger than or equal to a set threshold value, automatically navigating by adopting a second control strategy.
Optionally, the first control policy comprises a heading control policy.
Optionally, the second control strategy includes a first-stage control strategy and a second-stage control strategy, where the first-stage control strategy includes a heading and location combined control strategy, and in the second-stage control strategy, the same control method as the first control strategy is adopted.
Optionally, in the process of the first-stage control strategy, if the lateral deviation is close to or equal to zero, a point close to or equal to zero is a second specific endpoint, and the second-stage control strategy is adopted to perform automatic navigation from the second specific endpoint until the vehicle travels to a third specific endpoint.
Optionally, the heading and location combined control policy includes:
generating a contribution value of the transverse deviation to a steering angle according to the transverse deviation and the acquired first vehicle speed;
generating a contribution value of the course deviation to the steering angle according to the acquired course deviation and the second vehicle speed;
generating an expected steering angle according to the contribution value of the lateral deviation to the steering angle and the contribution value of the course deviation to the steering angle;
generating a steering angle difference value according to the expected steering angle and the obtained actual steering angle;
and carrying out angle control according to the steering angle difference so as to drive the vehicle to automatically navigate.
Optionally, the first vehicle speed or the second vehicle speed is obtained by calculation through a PID controller.
Optionally, in the second-stage control strategy, the same control method as that of the first control strategy is adopted, and the method includes:
setting the contribution value of the lateral deviation to the steering angle to zero;
generating a contribution value of the course deviation to the steering angle according to the acquired course deviation and the second vehicle speed;
generating an expected steering angle according to the contribution value of the course deviation to the steering angle;
generating a steering angle difference value according to the expected steering angle and the obtained actual steering angle;
and carrying out angle control according to the steering angle difference so as to drive the vehicle to automatically navigate.
In another aspect, an embodiment of the present invention provides a vehicle automatic navigation device with a differential signal loss, including:
the first acquisition module is used for calculating the real-time position of the vehicle in the whole driving process through a dead reckoning algorithm and acquiring the transverse deviation by combining the acquired path information;
the second acquisition module is used for controlling the vehicle to travel a set distance from an initial starting point to reach a first specific end point according to a first control strategy and acquiring a lateral deviation presumption value of the vehicle at the first specific end point;
the driving module is used for continuously adopting a first control strategy to drive the vehicle from the first specific endpoint by a set distance to reach a third specific endpoint if the lateral deviation presumption value is smaller than a set threshold value;
and the navigation module is used for adopting a second control strategy to carry out automatic navigation if the lateral deviation presumption value is greater than or equal to a set threshold value.
In another aspect, an embodiment of the present invention provides a storage medium, including: the storage medium includes a stored program, wherein the device on which the storage medium is located is controlled to execute the above-mentioned one differential signal loss vehicle automatic navigation method when the program is executed.
In another aspect, an embodiment of the present invention provides a vehicle control unit, which includes a memory and a processor, where the memory is used to store information including program instructions, and the processor is used to control execution of the program instructions, where the program instructions are loaded and executed by the processor to implement the steps of the automatic vehicle navigation method with differential signal loss.
According to the technical scheme of the vehicle automatic navigation method with the lost differential signal, the real-time position of the vehicle in the whole driving process is calculated through a dead reckoning algorithm, and the transverse deviation is obtained by combining the obtained path information; controlling the vehicle to travel from an initial starting point by a set distance to reach a first specific end point according to a first control strategy, and acquiring a lateral deviation presumption value of the vehicle at the first specific end point; if the lateral deviation presumption value is smaller than the set threshold value, the first control strategy is continuously adopted to drive the set distance from the first specific endpoint to reach a third specific endpoint; and if the lateral deviation presumption value is larger than or equal to the set threshold value, automatically navigating by adopting a second control strategy. According to the technical scheme provided by the embodiment of the invention, the automatic navigation is carried out by combining the vehicle positioning with the course control strategy, so that the automatic navigation precision is improved, and the automatic navigation efficiency is improved.
[ description of the drawings ]
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive labor.
FIG. 1 is a flow chart of a method for vehicle automatic navigation with differential signal loss according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of an automatic navigation route according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of another automatic navigation route provided by the embodiment of the invention;
FIG. 4 is a schematic diagram of an automatic navigation method for a vehicle with a differential signal loss according to an embodiment of the present invention;
FIG. 5 is a schematic flow chart of the first stage control strategy of FIG. 4;
FIG. 6 is a flow chart of a first stage control strategy of FIG. 4;
FIG. 7 is a flow chart of the same control method employed in the second stage control strategy as the first control strategy;
FIG. 8 is a flowchart illustrating the same control method as the first control strategy in the second stage of the control strategy shown in FIG. 7;
FIG. 9 is a schematic diagram of a steering zeroing strategy in the related art;
FIG. 10 is a schematic diagram of a course control strategy provided in an embodiment of the present invention;
FIG. 11 is a schematic structural diagram of an automatic navigation device for a vehicle with a differential signal loss according to an embodiment of the present invention;
fig. 12 is a schematic view of a vehicle control unit according to an embodiment of the present invention.
[ detailed description ] embodiments
For better understanding of the technical solutions of the present invention, the following detailed descriptions of the embodiments of the present invention are provided with reference to the accompanying drawings.
It should be understood that the described embodiments are only some embodiments of the invention, and not all 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 invention.
The terminology used in the embodiments of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used in the examples of the present invention and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.
It should be understood that the term "and/or" as used herein is merely a relationship that describes an associated object, meaning that three relationships may exist, e.g., A and/or B, may mean: a exists alone, A and B exist simultaneously, and B exists alone. In addition, the character "/" herein generally indicates that the former and latter related objects are in an "or" relationship.
The embodiment of the invention provides a vehicle automatic navigation method with a lost differential signal, and fig. 1 is a flow chart of the vehicle automatic navigation method with the lost differential signal, as shown in fig. 1, the method comprises the following steps:
and 102, calculating the real-time position of the vehicle in the whole driving process through a dead reckoning algorithm, and acquiring the transverse deviation by combining the acquired path information.
In the embodiment of the invention, each step is executed by the vehicle controller, the vehicle controller can be applied to agricultural machinery or vehicles, and the requirement that the vehicle continues automatic driving operation after a Real Time Kinematic (RTK) reference station differential signal is lost can be solved.
In the embodiment of the present invention, fig. 2 is a schematic diagram of an automatic navigation route provided by the embodiment of the present invention, and fig. 3 is a schematic diagram of another automatic navigation route provided by the embodiment of the present invention, as shown in fig. 2 and fig. 3, the automatic navigation route shown in fig. 2 is a straight route, and the automatic navigation route shown in fig. 3 is a curved route.
And 104, controlling the vehicle to run from the initial starting point by the set distance to reach a first specific end point according to the first control strategy, and acquiring a lateral deviation presumption value of the vehicle at the first specific end point.
In the embodiment of the invention, the set distance can be set according to the actual situation. For example, the set distance is 30 m.
In the embodiment of the invention, the first control strategy comprises a course control strategy.
And 106, if the lateral deviation presumption value is smaller than the set threshold value, continuing to adopt the first control strategy to drive the set distance from the first specific endpoint to reach a third specific endpoint.
In the embodiment of the invention, the set threshold can be set according to actual conditions, for example, the set threshold is +/-5 cm.
In the embodiment of the invention, if the lateral deviation presumption value is smaller than the set threshold value, the vehicle is not deviated from the set route.
And step 108, if the lateral deviation presumption value is larger than or equal to the set threshold value, automatically navigating by adopting a second control strategy.
In the embodiment of the invention, the second control strategy comprises a first-stage control strategy and a second-stage control strategy, wherein the first-stage control strategy comprises a heading and position combined control strategy, and in the second-stage control strategy, the same control method as the first control strategy is adopted.
In the embodiment of the invention, if the lateral deviation estimation value is larger than or equal to the set threshold value, the vehicle is indicated to deviate from the set route.
In the embodiment of the invention, in the process of the first-stage control strategy, if the transverse deviation is close to or equal to zero, the point close to or equal to zero is a second specific endpoint, and the second-stage control strategy is adopted to carry out automatic navigation from the second specific endpoint until the vehicle runs to a third specific endpoint.
Wherein a point close to or equal to zero is a point having a lateral deviation of less than 0.001cm, which is a point close to zero, i.e., the second specific end point.
Fig. 4 is a schematic diagram of a vehicle automatic navigation method with a lost differential signal according to an embodiment of the present invention, as shown in fig. 2, 3, or 4, at time 0 in fig. 2, 3, or 4, the differential signal is lost and the differential age has passed, and the automatic navigation route corresponding to time 0 is point O. Where point O is the initial starting point in step 104.
In an embodiment of the invention, the distance between O and N in fig. 2, 3 or 4 is taken, irrespective of the vehicle position, solely by the first control strategy, i.e. irrespective of the lateral deviation, in which first control strategy input the lateral deviation is set to zero e ≡ 0 or the contribution e of e to the steering angle δ e ≡ 0.
In the embodiment of the present invention, the point N in fig. 2, fig. 3, or fig. 4 is the first specific endpoint. As an alternative, the N point may be a fixed value. For example, point N is 30 meters from point O.
In the embodiment of the invention, online control is carried out at the N-S stage, and the real-time control is carried out by continuously using the first-stage control strategy in the second control strategy in the process until the transverse deviation e is 0 at the S point and the course deviation is 0
In the embodiment of the invention, the point S in the figure 2, the figure 3 or the figure 4 is a second specific endpoint, the point 2N is a third specific endpoint, and the automatic navigation route of the S-2N can be automatically navigated through the control strategy of the second stage.
In the embodiment of the invention, at the second specific endpoint S, the second lateral deviation estimated value e corresponding to the second specific endpoint S is 0 or close to 0, and the heading deviation
The distance from S to N is the distance obtained by subtracting the distance from N to S from the distance from N to 2N, for example, the distance from N to S is 10 meters, and the distance from S to N is 20 meters.
In the embodiment of the present invention, when the vehicle travels to 2N, where the 2N point is equal to the first specific endpoint N, the steps 106 and 108 may be continuously and repeatedly executed in the 2N-3N stage, the 3N-4N stage, the 4N-5N stage and other stages.
In an embodiment of the present invention, fig. 5 is a schematic flowchart of a first-stage control strategy in fig. 4, fig. 6 is a flowchart of the first-stage control strategy in fig. 4, and as shown in fig. 5 and fig. 6, the first-stage control strategy includes:
and A1, generating a contribution value of the lateral deviation to the steering angle according to the lateral deviation and the acquired first vehicle speed.
In an embodiment of the present invention, the first vehicle speed is obtained by calculating through a proportional-integral-derivative (PID) controller.
In particular, by the formula δ e ═ Pe(v) E is carried out on the lateral deviation and the first vehicle speedCalculating to generate a contribution value of the lateral deviation to the steering angle, wherein Pe(v) For the first vehicle speed, e is the lateral deviation, and δ e is the contribution of the lateral deviation to the steering angle. PeAnd may be selected based on different vehicle speeds.
And A2, generating a contribution value of the heading deviation to the steering angle according to the acquired heading deviation and the second vehicle speed.
In the embodiment of the invention, the second vehicle speed is obtained by calculation through a PID controller.
In particular, by the formula
Calculating the course deviation and the second vehicle speed to generate a contribution value of the course deviation to the steering angle, wherein,
in order to set the second vehicle speed to the second vehicle speed,
is the deviation of the course of the vehicle,
is the contribution value of the course deviation to the steering angle.
And may be selected based on different vehicle speeds.
In the embodiment of the present invention, step a2 includes: and generating course deviation according to the acquired real-time course and the path course of the vehicle. Specifically, the real-time course of the vehicle is differed from the course of the path to generate course deviation.
And A3, generating an expected steering angle according to the contribution value of the lateral deviation to the steering angle and the contribution value of the heading deviation to the steering angle.
In particular, by the formula
The contribution value of the lateral deviation to the steering angle and the contribution value of the course deviation to the steering angle are countedCalculating to generate a desired steering angle, wherein delta is the desired steering angle, delta e is the contribution value of the lateral deviation to the steering angle,
is the contribution value of the course deviation to the steering angle.
And A4, generating a steering angle difference according to the expected steering angle and the obtained actual steering angle.
Specifically, the desired steering angle and the actual steering angle are calculated by the formula Δ δ — δ, and a steering angle difference is generated, where Δ δ is the steering angle difference, δ is the desired steering angle, and δ is the actual steering angle.
And step A5, carrying out angle control according to the steering angle difference so as to drive the vehicle to automatically navigate.
In this embodiment of the present invention, fig. 7 is a flowchart of a control method that is the same as the first control strategy and is adopted in the second-stage control strategy, and fig. 8 is a flowchart of a control method that is the same as the first control strategy and is adopted in the second-stage control strategy in fig. 7, and as shown in fig. 7 and 8, the second-stage control strategy includes:
and step B1, setting the contribution value of the lateral deviation to the steering angle to zero.
And step B2, generating a contribution value of the heading deviation to the steering angle according to the acquired heading deviation and the second vehicle speed.
In the embodiment of the invention, the second vehicle speed is obtained by calculation through a PID controller.
In particular, by the formula
Calculating the course deviation and the second vehicle speed to generate a contribution value of the course deviation to the steering angle, wherein,
in order to set the second vehicle speed to the second vehicle speed,
in order to be the course deviation,
is the contribution value of the course deviation to the steering angle.
May be selected based on different vehicle speeds.
In the embodiment of the present invention, step a2 includes: and generating course deviation according to the acquired real-time course and the path course of the vehicle. Specifically, the real-time course of the vehicle is differed from the course of the path to generate course deviation.
And step B3, generating an expected steering angle according to the contribution value of the heading deviation to the steering angle.
In particular, by the formula
Calculating the contribution value of the heading deviation to the steering angle to generate a desired steering angle, wherein delta is the desired steering angle,
is the contribution value of the course deviation to the steering angle.
And step B4, generating a steering angle difference according to the expected steering angle and the obtained actual steering angle.
Specifically, the desired steering angle and the actual steering angle are calculated by the formula Δ δ — δ, and a steering angle difference is generated, where Δ δ is the steering angle difference, δ is the desired steering angle, and δ is the actual steering angle.
And step B5, carrying out angle control according to the steering angle difference so as to drive the vehicle to automatically navigate.
In the embodiment of the invention, the course control strategy does not consider the contribution of the position to the expected turning angle, namely the contribution value delta e ≡ 0 of the lateral deviation to the steering angle, and the real-time course of the vehicle is determined according to the real-time course of the vehicle
Vehicle and path heading
Road heading deviation
In combination with the vehicle speed v, by the formula
To obtain
Contribution to desired turning angle
Finally by the formula
And calculating an expected turning angle delta, calculating the difference between the expected turning angle delta and the real-time feedback turning angle delta to be a turning angle difference delta, carrying out angle control according to the turning angle difference delta, and driving the vehicle to turn so as to carry out automatic navigation through a course control strategy.
In the related art, the trajectory divergence is very serious by a pure steering zero setting method. It can be strictly proved that the technical scheme provided by the embodiment of the invention can ensure that the maximum variation of the vehicle running deviation is controllable in each vehicle navigation journey.
In the related art, a steering zero-setting strategy is adopted for automatic navigation, fig. 9 is a schematic diagram of the steering zero-setting strategy in the related art, as shown in fig. 9, a wheel steering angle δ ≡ 0, a wheel nominal static difference is err δ, a vehicle wheel base is L, a turning radius is R, and according to a vehicle model
To obtain
In the case of the right-angled triangle OHP,
solving the triangle to obtain
Can be obtained synthetically
Further, the lateral deviation e (t) vtsin θ, that is
FIG. 10 is a schematic diagram of a course control strategy provided in the embodiment of the present invention, as shown in FIG. 10, the course static error is set to
Lateral deviation of vehicle speed v, elapsed time t, course control
By contrast, the lateral error of the steering nulling strategy diverges quadratically with respect to range, whereas the lateral error of the course control strategy diverges linearly. For example, zero offset at heading angle
When vt is as long as 30m, the lateral deviation is e (t) 5cm, which is still a good endurance effect; when the steering zero setting strategy is adopted for control, the static error err is calibrated at the wheelδWhen vt is 30m and the wheelbase L is 2.3m at 0.1 °, the lateral deviation e (t) is 34 cm. The lateral deviation of the scheme of the course control strategy in the embodiment of the invention is 5cm, while the lateral deviation of the scheme of the steering zero-setting strategy in the related technology under the same condition is 34cm, so that the technical scheme provided in the embodiment of the invention has higher precision.
In the technical scheme provided by the embodiment of the invention, the real-time position of the vehicle in the whole driving process is calculated through a dead reckoning algorithm, and the transverse deviation is obtained by combining the obtained path information; controlling the vehicle to travel from an initial starting point by a set distance to reach a first specific end point according to a first control strategy, and acquiring a lateral deviation presumption value of the vehicle at the first specific end point; if the lateral deviation presumption value is smaller than the set threshold value, the first control strategy is continuously adopted to drive the set distance from the first specific endpoint to reach a third specific endpoint; and if the lateral deviation presumption value is larger than or equal to the set threshold value, automatically navigating by adopting a second control strategy. According to the technical scheme provided by the embodiment of the invention, the automatic navigation is carried out by combining the vehicle positioning with the course control strategy, so that the automatic navigation precision is improved, and the automatic navigation efficiency is improved.
The technical scheme provided by the embodiment of the invention can be suitable for double-antenna navigation, does not need to reach an IMU (inertial measurement Unit), realizes one-minute high-precision navigation, and has the precision controlled within 5 cm.
According to the technical scheme provided by the embodiment of the invention, the actual requirement that the vehicle needs to continue automatic driving operation after the RTK base station in the unmanned farm loses differential communication in a short time can be solved.
The embodiment of the invention provides a vehicle automatic navigation device with a lost differential signal. Fig. 11 is a schematic structural diagram of a vehicular automatic navigation apparatus with a differential signal loss according to an embodiment of the present invention, as shown in fig. 11, the apparatus includes: a first acquisition module 11, a second acquisition module 12, a driving module 13 and a navigation module 14.
The first obtaining module 11 is configured to calculate a real-time position of the vehicle in the whole driving process through a dead reckoning algorithm, and obtain the lateral deviation by combining the obtained path information.
The second obtaining module 12 is configured to control the vehicle to travel a set distance from the initial starting point to reach a first specific end point according to the first control strategy, and obtain a lateral deviation estimated value of the vehicle at the first specific end point.
The driving module 13 is configured to continue to use the first control strategy to drive the vehicle for the set distance from the first specific endpoint to the third specific endpoint if the lateral deviation estimation value is smaller than the set threshold.
The navigation module 14 is configured to perform automatic navigation by using a second control strategy if the lateral deviation estimation value is greater than or equal to a set threshold.
In the embodiment of the invention, the first control strategy comprises a course control strategy.
In the embodiment of the invention, the second control strategy comprises a first-stage control strategy and a second-stage control strategy, wherein the first-stage control strategy comprises a heading and position combined control strategy, and in the second-stage control strategy, the same control method as the first control strategy is adopted.
In the embodiment of the invention, in the process of the first-stage control strategy, if the lateral deviation is close to or equal to zero, the point close to or equal to zero is a second specific endpoint, and the second-stage control strategy is adopted to carry out automatic navigation from the second specific endpoint until the vehicle runs to a third specific endpoint.
In the embodiment of the invention, the course and position combined control strategy comprises the following steps:
generating a contribution value of the transverse deviation to a steering angle according to the transverse deviation and the acquired first vehicle speed;
generating a contribution value of the course deviation to the steering angle according to the acquired course deviation and the second vehicle speed;
generating an expected steering angle according to the contribution value of the lateral deviation to the steering angle and the contribution value of the course deviation to the steering angle;
generating a steering angle difference value according to the expected steering angle and the obtained actual steering angle;
and carrying out angle control according to the steering angle difference so as to drive the vehicle to automatically navigate.
In the embodiment of the invention, the first vehicle speed or the second vehicle speed is obtained by calculation through a PID controller.
In this embodiment of the present invention, in the second-stage control strategy, a control method that is the same as the first control strategy is adopted, and the control method includes:
setting the contribution value of the lateral deviation to the steering angle to zero;
generating a contribution value of the course deviation to the steering angle according to the acquired course deviation and the second vehicle speed;
generating an expected steering angle according to the contribution value of the course deviation to the steering angle;
generating a steering angle difference value according to the expected steering angle and the obtained actual steering angle;
and carrying out angle control according to the steering angle difference so as to drive the vehicle to automatically navigate.
In the technical scheme provided by the embodiment of the invention, the distance is set from the initial starting point according to the course control strategy, and the point reached after the distance is set from the initial starting point is a first specific end point; calculating a first lateral deviation guess value corresponding to the first specific endpoint through dead reckoning; judging whether the first lateral deviation presumption value is larger than a set threshold value; and if the first transverse deviation presumption value is judged to be larger than the set threshold value, carrying out automatic navigation according to the acquired vehicle position and the course control strategy. According to the technical scheme provided by the embodiment of the invention, the automatic navigation is carried out by combining the vehicle positioning with the course control strategy, so that the automatic navigation precision is improved, and the automatic navigation efficiency is improved.
The vehicle automatic navigation device with the loss of differential signal provided by the embodiment can be used for implementing the vehicle automatic navigation method with the loss of differential signal in fig. 1, fig. 6 and fig. 7, and for the specific description, reference may be made to the embodiment of the vehicle automatic navigation method with the loss of differential signal, and the description will not be repeated here.
The embodiment of the invention provides a storage medium, which comprises a stored program, wherein when the program runs, a device where the storage medium is located is controlled to execute each step of the embodiment of the vehicle automatic navigation method for the loss of the differential signal, and specific description can refer to the embodiment of the vehicle automatic navigation method for the loss of the differential signal.
The embodiment of the invention provides a vehicle control unit, which comprises a memory and a processor, wherein the memory is used for storing information comprising program instructions, the processor is used for controlling the execution of the program instructions, and the program instructions are loaded and executed by the processor to realize the steps of the embodiment of the vehicle automatic navigation method for the differential signal loss.
Fig. 12 is a schematic view of a vehicle control unit according to an embodiment of the present invention. As shown in fig. 12, the vehicle control unit 20 of this embodiment includes: the processor 21, the memory 22, and the computer program 23 stored in the memory 22 and capable of running on the processor 21, where the computer program 23 is executed by the processor 21 to implement the vehicle automatic navigation method applied to the loss of the differential signal in the embodiment, and in order to avoid repetition, it is not described herein repeatedly. Alternatively, the computer program is executed by the processor 21 to implement the functions of the models/units in the automatic navigation apparatus for a vehicle with a lost differential signal in the embodiment, which are not described herein again to avoid redundancy.
The vehicle control unit 20 includes, but is not limited to, a processor 21 and a memory 22. Those skilled in the art will appreciate that fig. 12 is merely an example of the vehicle control unit 20 and does not constitute a limitation of the vehicle control unit 20 and may include more or less components than those shown, or combine certain components, or different components, for example, the vehicle control unit may also include input output devices, network access devices, buses, etc.
The Processor 21 may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic device, discrete hardware component, or the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The memory 22 may be an internal memory unit of the vehicle control unit 20, such as a hard disk or an internal memory of the vehicle control unit 20. The memory 22 may also be an external storage device of the vehicle control unit 20, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), etc. provided on the vehicle control unit 20. Further, the memory 22 may also include both an internal memory unit of the hybrid vehicle controller 20 and an external memory device. The memory 22 is used to store computer programs and other programs and data required by the vehicle control unit. The memory 22 may also be used to temporarily store data that has been output or is to be output.
It is clear to those skilled in the art that, for convenience and brevity of description, the specific working processes of the above-described systems, apparatuses and units may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
In the embodiments provided in the present invention, it should be understood that the disclosed system, apparatus and method may be implemented in other ways. For example, the above-described apparatus embodiments are merely illustrative, and for example, the division of the units is only one logical division, and there may be other divisions in actual implementation, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one position, or may be distributed on multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, or in a form of hardware plus a software functional unit.
The integrated unit implemented in the form of a software functional unit may be stored in a computer readable storage medium. The software functional unit is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device) or a Processor (Processor) to execute some steps of the methods according to the embodiments of the present invention. And the aforementioned storage medium includes: various media capable of storing program codes, such as a usb disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk, or an optical disk.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (10)
1. A method for vehicle automatic navigation with differential signal loss, comprising:
calculating the real-time position of the vehicle in the whole driving process through a dead reckoning algorithm, and acquiring the transverse deviation by combining the acquired path information;
controlling the vehicle to travel from an initial starting point by a set distance to reach a first specific end point according to a first control strategy, and acquiring a lateral deviation presumption value of the vehicle at the first specific end point;
if the lateral deviation presumption value is smaller than a set threshold value, continuing to adopt a first control strategy to drive a set distance from the first specific endpoint to reach a third specific endpoint;
and if the lateral deviation presumption value is larger than or equal to a set threshold value, automatically navigating by adopting a second control strategy.
2. The method of claim 1, wherein the first control policy comprises a heading control policy.
3. The method of claim 2, wherein the second control strategy comprises a first-stage control strategy comprising using a heading-and-location-combined control strategy and a second-stage control strategy in which the same control methodology is used as the first control strategy.
4. A method according to claim 3, characterized in that during the first phase control strategy, if the lateral deviation is close to or equal to zero, the point close to or equal to zero is the second specific end point, from which the second phase control strategy is used for automatic navigation until the third specific end point is reached.
5. The method of claim 3, wherein the heading and location combined control strategy comprises:
generating a contribution value of the transverse deviation to a steering angle according to the transverse deviation and the acquired first vehicle speed;
generating a contribution value of the course deviation to the steering angle according to the acquired course deviation and the second vehicle speed;
generating an expected steering angle according to the contribution value of the lateral deviation to the steering angle and the contribution value of the course deviation to the steering angle;
generating a steering angle difference value according to the expected steering angle and the obtained actual steering angle;
and carrying out angle control according to the steering angle difference so as to drive the vehicle to automatically navigate.
6. The method of claim 5, wherein the first vehicle speed or the second vehicle speed is calculated by a PID controller.
7. The method according to claim 3, wherein in the second-stage control strategy, the same control method as the first control strategy is adopted, and the method comprises the following steps:
setting the contribution value of the lateral deviation to the steering angle to zero;
generating a contribution value of the course deviation to the steering angle according to the acquired course deviation and the second vehicle speed;
generating an expected steering angle according to the contribution value of the course deviation to the steering angle;
generating a steering angle difference value according to the expected steering angle and the obtained actual steering angle;
and carrying out angle control according to the steering angle difference so as to drive the vehicle to automatically navigate.
8. A vehicular automatic navigation apparatus with a loss of differential signal, comprising:
the first acquisition module is used for calculating the real-time position of the vehicle in the whole driving process through a dead reckoning algorithm and acquiring the transverse deviation by combining the acquired path information;
the second acquisition module is used for controlling the vehicle to travel a set distance from an initial starting point to reach a first specific end point according to a first control strategy and acquiring a lateral deviation presumption value of the vehicle at the first specific end point;
the driving module is used for continuously adopting a first control strategy to drive the vehicle from the first specific endpoint by a set distance to reach a third specific endpoint if the lateral deviation presumption value is smaller than a set threshold value;
and the navigation module is used for adopting a second control strategy to carry out automatic navigation if the lateral deviation presumption value is greater than or equal to a set threshold value.
9. A storage medium, comprising: the storage medium includes a stored program, wherein the apparatus in which the storage medium is located is controlled to perform the method for automatic vehicle navigation with differential signal loss according to any one of claims 1 to 7 when the program is executed.
10. A vehicle control unit comprising a memory for storing information including program instructions and a processor for controlling the execution of the program instructions, wherein the program instructions are loaded and executed by the processor to implement the steps of a method for vehicle automatic navigation of differential signal loss according to any of claims 1 to 7.
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