CN115384490A

CN115384490A - Vehicle transverse control method and device, electronic equipment and computer program product

Info

Publication number: CN115384490A
Application number: CN202211336468.9A
Authority: CN
Inventors: 周超
Original assignee: Beijing Jidu Technology Co Ltd
Current assignee: Beijing Jidu Technology Co Ltd
Priority date: 2022-10-28
Filing date: 2022-10-28
Publication date: 2022-11-25
Anticipated expiration: 2042-10-28
Also published as: CN115384490B

Abstract

The application provides a vehicle transverse control method, a vehicle transverse control device, electronic equipment and a computer program product, and belongs to the technical field of automatic driving. The method comprises the following steps: determining the actual transverse displacement at the current moment based on at least one of the initial longitudinal velocity value, the initial steering wheel angle value, the transverse acceleration values at different historical moments, the longitudinal velocity values at different historical moments and the actual steering wheel angle values at different historical moments; determining the theoretical transverse displacement at the current moment based on the theoretical steering wheel angle value and the initial longitudinal speed value at different historical moments; determining the accumulated error of the transverse displacement at the current moment based on the actual transverse displacement and the theoretical transverse displacement; based on the accumulated error of the transverse displacement, correcting the theoretical steering wheel angle value of the vehicle at the current moment; and performing transverse control on the vehicle based on the corrected theoretical steering wheel turning angle value. The method and the device have the advantages that the deviation of the vehicle in the transverse control process is overcome by correcting the theoretical steering wheel angle value at the current moment.

Description

Vehicle transverse control method and device, electronic equipment and computer program product

Technical Field

The present disclosure relates to the field of automatic driving technologies, and in particular, to a method and an apparatus for controlling a vehicle in a lateral direction, an electronic device, and a computer program product.

Background

In the field of automatic driving, in order to prevent a driver from being unable to take over a vehicle immediately after an automatic driving main system fails, so that the vehicle is out of control and dangerous, an automatic driving backup system is usually designed to ensure that the vehicle is still in a safe and controllable state after the main system fails.

Generally, the lateral control mainly refers to controlling the steering wheel angle of the vehicle, so that the vehicle runs according to a set route and meets certain requirements on comfort and smoothness. When the automatic driving main system fails, the automatic driving backup system sends a theoretical Steering wheel angle value to an EPS (Electric Power Steering) system for realizing vehicle Steering, and an ESP (electronic stability program) system executes a transverse control operation.

However, the ESP system has problems of response delay, overshoot, etc., which make it impossible to rotate the steering wheel in accordance with the theoretical steering wheel angle during the actual lateral control process, resulting in deviation of the vehicle lateral control process.

Disclosure of Invention

The embodiment of the application provides a vehicle transverse control method, a vehicle transverse control device, electronic equipment and a computer program product, which can ensure that a steering wheel rotates according to a theoretical steering wheel corner so as to overcome deviation in a vehicle transverse control process. The technical scheme is as follows:

in a first aspect, a method for controlling a vehicle laterally is provided, where the method is applied to a lateral control scenario in which an autonomous driving main control system fails and the autonomous driving backup control system is based on, and the method includes:

determining the actual transverse displacement of the vehicle at the current moment based on at least one of an initial longitudinal velocity value, an initial steering wheel angle value, transverse acceleration values at different historical moments, longitudinal velocity values at different historical moments and actual steering wheel angle values at different historical moments of the vehicle, wherein the initial longitudinal velocity value and the initial steering wheel angle value are respectively the longitudinal velocity value and the steering wheel angle value of the vehicle at the initial moment, and the initial moment is the moment when the automatic driving backup system starts to take over the vehicle;

determining theoretical transverse displacement of the vehicle at the current moment based on theoretical steering wheel angle values and the initial longitudinal speed values of the vehicle at different historical moments, wherein the theoretical steering wheel angle values are calculated by the automatic driving main control system based on a pre-planned parking path before failure;

determining a lateral displacement accumulated error of the vehicle at the current moment based on the actual lateral displacement and the theoretical lateral displacement;

correcting a theoretical steering wheel angle value of the vehicle at the current moment based on the accumulated lateral displacement error;

and performing transverse control on the vehicle based on the theoretical steering wheel angle value corrected at the current moment.

In another embodiment of the present application, the determining the actual lateral displacement of the vehicle at the current time based on at least one of an initial longitudinal velocity value, an initial steering wheel angle value, lateral acceleration values at different historical times, longitudinal velocity values at different historical times, and actual steering wheel angle values at different historical times of the vehicle includes:

determining a first actual lateral displacement of the vehicle at the current moment based on the initial longitudinal velocity value, the initial steering wheel angle value and the lateral acceleration values at the different historical moments;

determining a second actual lateral displacement of the vehicle at the current moment based on the longitudinal speed values at the different historical moments and the actual steering wheel angle values at the different historical moments;

and carrying out weighted addition on the first actual transverse displacement and the second actual transverse displacement to obtain the actual transverse displacement.

In another embodiment of the present application, said determining a first actual lateral displacement of the vehicle at a current time based on the initial longitudinal velocity value, the initial steering wheel angle value and the lateral acceleration values at the different historical times comprises:

calculating an initial lateral velocity value based on the initial longitudinal velocity value and the initial steering wheel angle value;

multiplying the transverse acceleration values at different historical moments by the corresponding historical moments to obtain transverse velocity increments at different historical moments;

calculating the transverse speed values at different historical moments based on the transverse speed increment at different historical moments and the initial transverse speed value;

and accumulating products of the transverse speed values at different historical moments and corresponding historical moments in a preset time period to obtain the first actual transverse displacement, wherein the preset time period is a time period from the initial moment to the current moment.

In another embodiment of the present application, the determining a second actual lateral displacement of the vehicle at the current time based on the longitudinal speed values at the different historical times and the actual steering wheel angle values at the different historical times comprises:

calculating the transverse speed values at different historical moments based on the longitudinal speed values at different historical moments and the actual steering wheel turning angle value at the corresponding historical moment;

and accumulating products of the transverse velocity values at different historical moments and corresponding historical moments in a preset time period to obtain the second actual transverse displacement, wherein the preset time period is a time period from the initial moment to the current moment.

In another embodiment of the application, the determining the theoretical lateral displacement of the vehicle at the current moment based on the theoretical steering wheel angle values and the initial longitudinal speed value of the vehicle at different historical moments comprises:

calculating theoretical transverse speed values at different historical moments based on the initial longitudinal speed value and theoretical steering wheel angle values at different historical moments;

and accumulating products of theoretical transverse velocity values at different historical moments and corresponding historical moments in a preset time period to obtain the theoretical transverse displacement, wherein the preset time period is a time period from the initial moment to the current moment.

In another embodiment of the present application, the determining a cumulative error of the lateral displacement of the vehicle at the current time based on the actual lateral displacement and the theoretical lateral displacement includes:

and calculating the difference between the theoretical transverse displacement and the actual transverse displacement to obtain the accumulated error of the transverse displacement.

In another embodiment of the present application, the correcting the theoretical steering wheel angle value of the vehicle at the current time based on the accumulated lateral displacement error includes:

calculating the product of the accumulated error of the transverse displacement and a compensation coefficient to obtain a steering wheel rotation angle compensation value;

and adding the theoretical steering wheel angle value at the current moment and the steering wheel angle compensation value to obtain the corrected theoretical steering wheel angle value at the current moment.

In a second aspect, an apparatus for controlling a vehicle in a lateral direction is provided, where the apparatus is applied to a lateral control scenario in which an autonomous driving main control system fails and the autonomous driving backup control system is based on, and the apparatus includes:

a first determining module, configured to determine an actual lateral displacement of the vehicle at a current time based on at least one of an initial longitudinal velocity value, an initial steering wheel angle value, lateral acceleration values at different historical times, longitudinal velocity values at different historical times, and actual steering wheel angle values at different historical times of the vehicle, where the initial longitudinal velocity value and the initial steering wheel angle value are the longitudinal velocity value and the steering wheel angle value of the vehicle at the initial time, respectively, and the initial time is a time when the automatic driving backup system starts to take over the vehicle;

a second determination module, configured to determine, based on theoretical steering wheel angle values of the vehicle at different historical times and the initial longitudinal speed value, a theoretical lateral displacement of the vehicle at a current time, where the theoretical steering wheel angle value is a steering wheel angle value calculated by the autonomous driving control system before failure based on a pre-planned parking path;

the third determination module is used for determining the accumulated error of the lateral displacement of the vehicle at the current moment based on the actual lateral displacement and the theoretical lateral displacement;

the correction module is used for correcting the theoretical steering wheel angle value of the vehicle at the current moment based on the accumulated error of the transverse displacement;

and the control module is used for carrying out transverse control on the vehicle based on the theoretical steering wheel turning angle value corrected at the current moment.

In another embodiment of the application, the first determining module is configured to determine a first actual lateral displacement of the vehicle at a current moment based on the initial longitudinal speed value, the initial steering wheel angle value, and the lateral acceleration values at different historical moments; determining a second actual lateral displacement of the vehicle at the current moment based on the longitudinal speed values at the different historical moments and the actual steering wheel angle values at the different historical moments; and carrying out weighted addition on the first actual transverse displacement and the second actual transverse displacement to obtain the actual transverse displacement.

In another embodiment of the present application, the first determining module is configured to calculate an initial lateral velocity value based on the initial longitudinal velocity value and the initial steering wheel angle value; multiplying the transverse acceleration values at different historical moments by the corresponding historical moments to obtain transverse velocity increments at different historical moments; adding the transverse speed increment at different historical moments and the initial transverse speed value to obtain transverse speed values at different historical moments; and accumulating products of the transverse speed values at different historical moments and corresponding historical moments in a preset time period to obtain the first actual transverse displacement, wherein the preset time period is a time period from the initial moment to the current moment.

In another embodiment of the application, the first determining module is configured to calculate lateral speed values at different historical times based on longitudinal speed values at different historical times and actual steering wheel angle values at corresponding historical times; and accumulating the products of the transverse speed values at different historical moments and the corresponding historical moments in a preset time period to obtain the second actual transverse displacement, wherein the preset time period is a time period from the initial moment to the current moment.

In another embodiment of the application, the second determining module is configured to calculate theoretical lateral speed values at different historical times based on the initial longitudinal speed value and theoretical steering wheel rotation angle values at different historical times; and accumulating products of theoretical transverse velocity values at different historical moments and corresponding historical moments in a preset time period to obtain the theoretical transverse displacement, wherein the preset time period is a time period from the initial moment to the current moment.

In another embodiment of the application, the third determining module is configured to calculate a difference between the theoretical lateral displacement and the actual lateral displacement to obtain the cumulative error of the lateral displacement.

In another embodiment of the present application, the correction module is configured to calculate a product of the accumulated lateral displacement error and a compensation coefficient to obtain a steering wheel angle compensation value; and adding the theoretical steering wheel angle value at the current moment and the steering wheel angle compensation value to obtain the corrected theoretical steering wheel angle value at the current moment.

In a third aspect, an electronic device is provided, which includes a memory and a processor, wherein the memory stores at least one computer program, and the at least one computer program is loaded and executed by the processor to implement the vehicle lateral control method according to the first aspect.

In a fourth aspect, there is provided a computer-readable storage medium having stored therein at least one computer program which, when executed by a processor, is capable of implementing the vehicle lateral control method of the first aspect.

In a fifth aspect, there is provided a computer program product comprising a computer program that, when executed by a processor, is capable of implementing the vehicle lateral control method of the first aspect.

The technical scheme provided by the embodiment of the application has the following beneficial effects:

in a scene that an automatic driving main control system fails and a vehicle is transversely controlled based on an automatic driving backup control system, the actual transverse displacement of the vehicle at the current moment is calculated from the angle of the transverse acceleration based on the initial longitudinal velocity value, the initial steering wheel turning angle value and the transverse acceleration values at different historical moments when the automatic driving backup control system starts to take over the vehicle, the actual transverse displacement of the vehicle at the current moment is calculated from the angle of the actual steering wheel turning angle based on the longitudinal velocity values at different historical moments and the actual steering wheel turning angle values at different historical moments, the actual transverse displacement of the vehicle at the current moment is determined by combining the actual transverse displacement calculated from two angles, the actual transverse displacement with higher accuracy is further determined by calculating the difference between the actual transverse displacement and the theoretical transverse displacement, the accumulated error of the transverse displacement of the vehicle from the initial moment to the current moment is obtained, the accumulated error of the transverse displacement is the error caused by system response delay and the like, and the theoretical steering wheel turning angle value of the vehicle at the current moment is corrected based on the accumulated error of the transverse displacement, so that the error caused by the system response delay and the like can be eliminated. Furthermore, the steering wheel can rotate according to the theoretical steering wheel rotation angle at the current moment by performing transverse control based on the theoretical steering wheel rotation angle value corrected at the current moment, so that the deviation in the transverse control process of the vehicle is eliminated, the vehicle is ensured to run according to a set track, and the running safety is improved.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

FIG. 1 is a schematic diagram of various components and command flow directions involved in a vehicle lateral control process provided by the related art;

FIG. 2 is a schematic diagram of a safe parking path planned in real time by an autonomous driving system according to an embodiment of the present disclosure;

FIG. 3 is a schematic diagram illustrating various components and command flow directions involved in a vehicle lateral control process according to an embodiment of the present disclosure;

FIG. 4 is a flow chart of a method for lateral control of a vehicle according to an embodiment of the present disclosure;

FIG. 5 is a flow chart of a method for lateral control of a vehicle according to an embodiment of the present disclosure;

FIG. 6 is a schematic structural diagram of a vehicle lateral control device provided in an embodiment of the present application;

fig. 7 shows a block diagram of an electronic device according to an exemplary embodiment of the present application.

Detailed Description

To make the objects, technical solutions and advantages of the present application more clear, the following detailed description of the embodiments of the present application will be made with reference to the accompanying drawings.

It will be understood that, as used in the examples herein, the terms "each," "a plurality," and "any," including two or more, each refer to each of the corresponding plurality and any one refers to any one of the corresponding plurality. For example, the plurality of words includes 10 words, and each word refers to each of the 10 words, and any word refers to any one of the 10 words.

Information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data for analysis, stored data, displayed data, etc.), and signals to which the present application relates are authorized by the user or sufficiently authorized by various parties, and the collection, use, and processing of the relevant data requires compliance with relevant laws and regulations and standards in the relevant countries and regions.

Before carrying out the embodiments of the present application, terms referred to in the embodiments of the present application will be explained first.

ADC (Autonomous Driving Controller, autopilot system master Controller): as the center of the autonomous vehicle, data processing and calculation forces required for autonomous driving are borne, and data processing of devices such as millimeter wave radar, camera, laser radar, GPS (Global Positioning System), inertial navigation, and the like, as well as security of core data and networking data of the autonomous driving floor are also borne.

B-ADC (Backup Autonomous Driving Controller, automatic Driving System Backup control System): the backup controller is used for controlling the automatic driving vehicle when the ADC fails and a driver cannot take over the automatic driving vehicle immediately so as to ensure that the automatic driving vehicle is in a safe and controllable state and avoid the automatic driving vehicle from generating danger.

IMU (Inertial Measurement Unit): for measuring the three-axis attitude angle (or angular velocity) and acceleration of the object.

Transverse: the direction related to steering of the autonomous vehicle is generally a left-right direction during traveling of the autonomous vehicle. Lateral control is primarily the control of the steering wheel angle of an autonomous vehicle,

longitudinal direction: the direction associated with the advance of the autonomous vehicle is generally the front-to-rear direction of the autonomous vehicle during travel. The longitudinal control mainly comprises the step of controlling an accelerator and a brake in the running direction of the automatic driving vehicle, so that the automatic driving vehicle runs according to the expected speed, and the distance between the automatic driving vehicle and the front and rear vehicles is ensured, and the obstacle is avoided in an emergency manner.

Currently, in the field of automatic driving, no matter in the normal operation process of an automatic driving main system or the operation process of an automatic driving backup system, in order to realize the transverse closed-loop control of an automatic driving vehicle, most of automatic driving vehicles need to be provided with independent perception sensors (such as a camera, a millimeter wave radar and the like) and controllers with higher computational power so as to ensure that the automatic driving vehicle does not deviate from an expected driving path.

Fig. 1 shows a structural diagram of each component involved in a vehicle lateral control process provided in the related art, referring to fig. 1, a badc includes a positioning module, a sensing module, a planning module, a control module, and the like, the positioning module is used for acquiring position information of an autonomous vehicle, the sensing module is used for acquiring road information of a road, the planning module is used for planning a driving path required for safe parking in real time based on the road information acquired by the sensing module and the position information acquired by the positioning module, and generating a series of command streams changing with time based on the driving path, the command streams carry theoretical steering wheel turning angle values, and further sending the generated command streams to an ESP system, and in response to the command streams, the ESP sends actual steering wheel turning angle values carried in the command streams to the vehicle, thereby implementing lateral control of the autonomous vehicle.

However, on the one hand, the lateral control method needs to be additionally provided with a sensing module and a high-calculation-force controller, so that the lateral control cost is high. On the other hand, the ESP has a problem of a response delay or the like due to a defect of the ESP itself, so that the autonomous vehicle cannot travel along a predetermined travel route, and a lateral control process is deviated.

In order to solve the problems in the related art, the ADC provided in the embodiment of the present application implements planning of a safe parking path according to current environment information and information of a vehicle itself when an automatic driving task is normally executed, where the safe parking path is a driving path required to ensure that the vehicle can reach a safe parking state assuming that the ADC fails at this time. For example, two paths are shown in fig. 2, one is a planned path for the automatic driving normal driving, and the other is a planned path for the emergency safe parking. Based on the planned safe parking path, the ADC calculates a series of time-varying command streams, for lateral control, a set of time-varying steering wheel angle values, which are then sent to the B-ADC via the bus.

Fig. 3 shows a block diagram of various components involved in the vehicle lateral control process provided by the present application, and referring to fig. 3, the BADC does not include additional sensing and control modules. When the ADC fails, the BADC corrects the steering wheel angle value from the ADC in real time by adopting a compensation algorithm according to the lateral acceleration, the steering wheel angle and the vehicle speed acquired by the low-cost IMU, sends the corrected steering wheel angle value to the EPS, and executes lateral control operation by the ESP.

According to the embodiment of the application, a sensing sensor and a high-calculation-force controller are not required to be additionally configured, the transverse control can be realized based on the original low-cost sensors in the system, such as a steering wheel corner sensor, a wheel speed sensor and a low-precision IMU sensor, and the control cost is low because extra hardware cost is not required. In the transverse control process, the steering wheel rotating angle value sent to the EPS is corrected, so that the steering wheel can rotate according to the set theoretical steering wheel rotating angle value, and the deviation existing in the transverse control process is eliminated.

The embodiment of the application provides a vehicle transverse control method, which is applied to transverse control scenes that an automatic driving main control system fails and the automatic driving backup control system is based on. Referring to fig. 4, a method flow provided in the embodiment of the present application includes:

401. and determining the actual transverse displacement of the vehicle at the current moment based on at least one of the initial longitudinal velocity value, the initial steering wheel angle value, the transverse acceleration values at different historical moments, the longitudinal velocity values at different historical moments and the actual steering wheel angle values at different historical moments of the vehicle.

The historical time is a certain time before the current time. The current time refers to the sending time of the transverse control command. The automatic driving backup system may send the lateral control command to the ESP in real time, or may send the lateral control command once at intervals, where the interval may be fixed, for example, sent once every 20 milliseconds, or may not be fixed, but continuously adjusts the sending interval of the lateral control command according to the vehicle control condition during the vehicle driving process.

Wherein, the initial longitudinal speed value is the longitudinal speed value of the vehicle at the initial moment. The initial steering wheel angle value is a steering wheel angle value of the vehicle at an initial time. The initial moment is the moment when the automatic driving main control system fails and the automatic driving backup system starts to take over the vehicle. The lateral acceleration value is an acceleration value in a lateral direction (e.g., left-right direction) of the vehicle during actual running, which can be collected by a low-cost sensor (e.g., IMU) inside the vehicle. The longitudinal speed value is a speed value in the longitudinal direction of the vehicle during actual driving, which may be collected by a low-cost sensor (e.g., a speed sensor) in the vehicle. The actual steering wheel angle value is the steering wheel angle value of the vehicle in the actual running process, and the actual steering wheel angle value can be sent to the automatic driving backup system after the ESP system executes the transverse control. The actual lateral displacement is the displacement in the lateral direction at the present moment during the actual running of the vehicle. The actual lateral displacement can reflect the actual rotation angle value of the steering wheel, so that the actual lateral displacement can be used for correcting the theoretical steering wheel rotation angle value at the current moment.

402. And determining the theoretical transverse displacement of the vehicle at the current moment based on the theoretical steering wheel angle values and the initial longitudinal speed values of the vehicle at different historical moments.

The theoretical steering wheel angle value is a steering wheel angle value calculated by the automatic driving main control system before failure based on a pre-planned parking path, and the parking path is a driving path which is supposed to be failed by the automatic driving main control system at the moment and is required for ensuring that the vehicle can reach a safe parking state. The theoretical lateral displacement is a displacement in the lateral direction at the theoretical current time, which is calculated in advance for the vehicle. The theoretical lateral displacement can reflect the theoretical rotation angle value of the steering wheel, so that the theoretical lateral displacement can be used for correcting the theoretical steering wheel rotation angle value at the current moment.

403. And determining the accumulated error of the lateral displacement of the vehicle at the current moment based on the actual lateral displacement and the theoretical lateral displacement.

The accumulated error of the lateral displacement of the vehicle at the current moment is the error accumulated on the lateral displacement from the initial moment to the current moment.

404. And correcting the theoretical steering wheel angle value of the vehicle at the current moment based on the accumulated error of the lateral displacement.

In general, the accumulated error of the lateral displacement is caused by the response delay of the ESP system, and the error caused by the response delay of the ESP system can be eliminated by correcting the theoretical steering wheel angle value at the current time of the vehicle based on the accumulated error of the lateral displacement, thereby ensuring that the steering wheel rotates in accordance with the theoretical steering wheel angle at the current time.

405. And performing transverse control on the vehicle based on the theoretical steering wheel angle value corrected at the current moment.

According to the method provided by the embodiment of the application, in a scene that an automatic driving main control system fails and a vehicle is transversely controlled based on an automatic driving backup control system, the actual transverse displacement of the vehicle at the current moment is calculated from the angle of the transverse acceleration based on the initial longitudinal velocity value, the initial steering wheel turning angle value and the transverse acceleration values at different historical moments of the vehicle when the automatic driving backup control system starts to take over the vehicle, the actual transverse displacement of the vehicle at the current moment is calculated from the angle of the actual steering wheel turning angle based on the longitudinal velocity values at different historical moments and the actual steering wheel turning angle values at different historical moments, the actual transverse displacement with higher accuracy is determined by combining the actual transverse displacement calculated from the two angles, and then the transverse displacement accumulated error from the initial moment to the current moment is obtained by calculating the difference between the actual transverse displacement and the theoretical transverse displacement, the transverse displacement accumulated error is an error caused by system response delay and the like, the theoretical steering wheel turning angle value of the vehicle at the current moment is corrected based on the transverse displacement accumulated error, and the errors caused by the system response delay and the like can be eliminated. Furthermore, the steering wheel can rotate according to the theoretical steering wheel rotation angle at the current moment by performing transverse control based on the theoretical steering wheel rotation angle value corrected at the current moment, so that the deviation in the transverse control process of the vehicle is eliminated, the vehicle is ensured to run according to a set track, and the running safety is improved.

The embodiment of the application provides a vehicle transverse control method, which is applied to a transverse control scene with an automatic driving main control system failed and based on an automatic driving backup control system, and takes an electronic device executing the application embodiment as an example, the electronic device can be an automatic driving vehicle, and the automatic driving vehicle can be simply called as a vehicle in the embodiment of the application. Referring to fig. 5, a method flow provided by the embodiment of the present application includes:

501. and determining the first actual transverse displacement of the vehicle at the current moment based on the initial longitudinal velocity value, the initial steering wheel turning angle value and the transverse acceleration values at different historical moments of the vehicle.

When the electronic device determines the first actual lateral displacement of the vehicle at the current moment based on the initial longitudinal velocity value, the initial steering wheel angle value and the lateral acceleration values at different historical moments, the following method may be adopted:

5011. an initial lateral velocity value is calculated based on the initial longitudinal velocity value and the initial steering wheel angle value.

When the vehicle runs along the navigation path, the transverse direction also has a certain transverse speed value along with the rotation of the steering wheel, and usually the longitudinal speed value, the steering wheel angle value and the transverse speed value of the vehicle conform to a certain trigonometric function relationship. When the automatic driving backup system starts to take over the vehicle, the electronic equipment acquires an initial longitudinal speed value and an initial steering wheel angle value of the vehicle, and can calculate an initial transverse speed value based on a trigonometric function relation satisfied by the initial longitudinal speed value, the initial steering wheel angle value and the initial transverse speed value. The initial lateral velocity value is the velocity value of the vehicle in the lateral direction when the autonomous driving backup system starts to take over the vehicle.

The trigonometric function relationship satisfied by the initial longitudinal velocity value, the initial steering wheel angle value and the initial transverse velocity value is as follows: the initial lateral velocity value is equal to the initial longitudinal velocity value multiplied by the tangent of the initial steering wheel angle value. Setting an initial longitudinal velocity value represented as

The initial steering wheel angle value is expressed as

Then the initial lateral velocity value is formulated as:

。

5012. and multiplying the transverse acceleration values at different historical moments by the corresponding historical moments to obtain transverse velocity increments at different historical moments.

The electronic equipment acquires the lateral acceleration values at different moments, and the lateral velocity value increments at different moments can be obtained by multiplying the lateral velocity values at different moments by corresponding historical moments.

5013. And calculating the lateral speed values at different historical moments based on the lateral speed increment and the initial lateral speed value at different historical moments.

For the transverse speed increment at any historical time, the electronic equipment accumulates the transverse speed values at the historical time and other historical times before the starting time to obtain the transverse speed accumulated increment from the initial time to the historical time, and then adds the transverse speed accumulated increment to the initial transverse speed value to obtain the transverse speed value at the historical time. The method is adopted to process the transverse speed values at different historical moments, and the transverse speed values at different historical moments can be obtained finally.

5014. And accumulating the products of the transverse velocity values at different historical moments and the corresponding historical moments in a preset time period to obtain a first actual transverse displacement.

The preset time period is a time period from the initial time to the current time. Based on the transverse speed values at different historical moments and the durations of the corresponding historical moments, the electronic equipment accumulates the products of the transverse speed values at different historical moments and the corresponding historical moments in a preset time period to obtain a first actual transverse displacement. When the process is specifically implemented, the following formula can be adopted:

wherein, the first and the second end of the pipe are connected with each other,

a first actual lateral displacement is indicated and,

indicating the lateral acceleration value at any one time.

502. And determining a second actual lateral displacement of the vehicle at the current moment based on the longitudinal speed values at different historical moments and the actual steering wheel angle values at different historical moments.

When the electronic device determines the second actual lateral displacement of the vehicle at the current time based on the longitudinal speed values at different historical times and the actual steering wheel angle values at different historical times, the following method may be adopted:

5021. and calculating the transverse speed values at different historical moments based on the longitudinal speed values at different historical moments and the actual steering wheel turning angle value at the corresponding historical moment.

In the running process of the vehicle, the longitudinal speed values at different historical moments, the actual steering wheel turning angle value at the corresponding historical moment and the transverse speed value at the corresponding historical moment conform to a certain trigonometric function relation. For any historical moment, the trigonometric function relationship satisfied by the longitudinal speed value, the steering wheel angle value and the transverse speed value at the historical moment is as follows: the lateral velocity value is equal to the longitudinal velocity value multiplied by the tangent of the steering wheel angle value. Setting the value of the longitudinal speed at any one of the historical times to be expressed as

The steering wheel angle value at the history time is expressed as

Then, the transverse velocity value at the historical time is expressed by a formula as follows:

。

5022. and accumulating the products of the transverse velocity values at different historical moments and the corresponding historical moments in a preset time period to obtain a second actual transverse displacement.

Based on the transverse speed values at different historical moments and the duration of the corresponding historical moment, the electronic equipment accumulates the products of the transverse speed values at different historical moments and the corresponding historical moment in a preset time period to obtain a second actual transverse displacement. When the process is specifically implemented, the following formula can be adopted:

representing a second actual lateral displacement.

503. And carrying out weighted addition on the first actual transverse displacement and the second actual transverse displacement to obtain the actual transverse displacement.

In the embodiment of the application, the first actual transverse displacement is the actual transverse displacement obtained by calculating the angle of the transverse acceleration value, the second actual transverse displacement is the actual transverse displacement obtained by calculating the angle of the longitudinal velocity value, and the calculation angles and the adopted calculation methods of the two are different. In order to improve the accuracy of the actual lateral displacement at the current moment, the electronic device performs weighted addition on the first actual lateral displacement and the second actual lateral displacement to obtain the actual lateral displacement. The first weight value corresponding to the first actual lateral displacement and the second weight value corresponding to the second actual lateral displacement may be determined by performance of the vehicle itself, and the first weight value and the second weight value of different vehicles are different.

Setting the first actual lateral displacement to be expressed as

The first weight value is expressed as

The second actual lateral displacement is expressed as

The second weight value is expressed as

Then the actual lateral displacement is expressed as:

。

504. and determining the theoretical transverse displacement of the vehicle at the current moment based on the theoretical steering wheel angle values and the initial longitudinal speed values of the vehicle at different historical moments.

When the electronic device determines the theoretical lateral displacement of the vehicle at the current moment based on the theoretical steering wheel angle value and the initial longitudinal velocity value of the vehicle at different historical moments, the following method can be adopted:

5041. and calculating theoretical transverse speed values at different historical moments based on the initial longitudinal speed value and theoretical steering wheel angle values at different historical moments.

The theoretical steering wheel angle value at any historical time is set to be expressed as

Based on the trigonometric function relationship satisfied among the theoretical steering wheel angle value at the historical time, the theoretical lateral velocity value at the historical time, and the initial longitudinal velocity value, the theoretical lateral velocity value at the historical time is obtained as follows:

。

5042. and accumulating the products of the theoretical transverse velocity values at different historical moments and the corresponding historical moments in a preset time period to obtain the theoretical transverse displacement.

When the electronic device accumulates the products of the theoretical lateral velocity values at different historical moments and the corresponding historical moments within a preset time period, the following formula can be adopted to implement the following steps:

wherein the content of the first and second substances,

expressed as the theoretical lateral displacement.

It should be noted that the process of calculating the actual lateral displacement in steps 501 to 503 and the process of calculating the theoretical lateral displacement in step 504 may be executed sequentially or synchronously, and the calculation order of the actual lateral displacement and the theoretical lateral displacement is not limited in the embodiment of the present application.

505. And determining the accumulated error of the lateral displacement of the vehicle at the current moment based on the actual lateral displacement and the theoretical lateral displacement.

Based on the actual lateral displacement and the theoretical lateral displacement, the electronic device can obtain a lateral displacement accumulated error by calculating the difference between the theoretical lateral displacement and the actual lateral displacement. Setting the accumulated error of the lateral displacement as

Then the lateral displacement accumulates the error

。

506. And correcting the theoretical steering wheel angle value of the vehicle at the current moment based on the accumulated error of the lateral displacement.

When the electronic device corrects the theoretical steering wheel angle value of the vehicle at the current moment based on the accumulated error of the lateral displacement, the following method can be adopted:

5061. and calculating the product of the accumulated error of the transverse displacement and the compensation coefficient to obtain a steering wheel rotation angle compensation value.

The compensation coefficient is a coefficient for converting the transverse accumulated error into a corresponding steering wheel angle error, and is determined by the property of the vehicle, and the compensation coefficients of different vehicles are different.

5062. And adding the theoretical steering wheel angle value at the current moment and the steering wheel angle compensation value to obtain the corrected theoretical steering wheel angle value at the current moment.

Based on the theoretical steering wheel angle value and the steering wheel angle compensation value at the current moment, the electronic equipment realizes the correction of the theoretical steering wheel angle value at the current moment by adding the theoretical steering wheel angle value and the steering wheel angle compensation value at the current moment, and the obtained corrected theoretical steering wheel angle value at the current moment can eliminate errors caused by response delay and the like of an ESP system, thereby improving the accuracy of transverse control and avoiding the deviation of a vehicle from a pre-planned parking path in the control process based on an automatic driving backup control system.

When the steps 5061 to 5062 are specifically implemented, the following formula may be adopted:

wherein the content of the first and second substances,

indicating the corrected theoretical steering wheel angle value at the current moment,

representing the compensation coefficient.

507. And performing transverse control on the vehicle based on the theoretical steering wheel angle value corrected at the current moment.

Based on the corrected theoretical steering wheel angle value at the current moment, the automatic driving backup control system sends the corrected theoretical steering wheel angle value to the ESP system, and the ESP system carries out transverse control on the vehicle based on the corrected theoretical steering wheel angle value.

Referring to fig. 6, an embodiment of the present application provides a vehicle lateral control apparatus, which is applied to a lateral control scenario in which an autonomous driving main control system fails and an autonomous driving backup control system is based on, and the apparatus may be implemented by software, hardware, or a combination of both, and becomes all or part of an electronic device, and the apparatus includes:

a first determining module 601, configured to determine an actual lateral displacement of the vehicle at the current time based on at least one of an initial longitudinal velocity value, an initial steering wheel angle value, lateral acceleration values at different historical times, longitudinal velocity values at different historical times, and actual steering wheel angle values at different historical times of the vehicle, where the initial longitudinal velocity value and the initial steering wheel angle value are the longitudinal velocity value and the steering wheel angle value of the vehicle at the initial time, respectively, and the initial time is a time when the autonomous driving backup system starts to take over the vehicle;

a second determining module 602, configured to determine a theoretical lateral displacement of the vehicle at the current time based on theoretical steering wheel angle values and initial longitudinal speed values of the vehicle at different historical times, where the theoretical steering wheel angle value is a steering wheel angle value calculated by the autonomous driving main control system before failure based on a pre-planned parking path;

a third determining module 603, configured to determine, based on the actual lateral displacement and the theoretical lateral displacement, a cumulative error of the lateral displacement of the vehicle at the current time;

the correcting module 604 is configured to correct a theoretical steering wheel angle value of the vehicle at the current time based on the accumulated error of the lateral displacement;

and the control module 605 is configured to perform lateral control on the vehicle based on the theoretical steering wheel angle value corrected at the current time.

In another embodiment of the present application, the first determining module 601 is configured to determine a first actual lateral displacement of the vehicle at a current time based on an initial longitudinal velocity value, an initial steering wheel angle value, and lateral acceleration values at different historical times; determining a second actual transverse displacement of the vehicle at the current moment based on the longitudinal speed values at different historical moments and the actual steering wheel turning angle values at different historical moments; and carrying out weighted addition on the first actual transverse displacement and the second actual transverse displacement to obtain the actual transverse displacement.

In another embodiment of the present application, the first determining module 601 is configured to calculate an initial lateral velocity value based on an initial longitudinal velocity value and an initial steering wheel angle value; multiplying the transverse acceleration values at different historical moments by corresponding historical moments to obtain transverse velocity increments at different historical moments; calculating the transverse speed values at different historical moments based on the transverse speed increment and the initial transverse speed value at different historical moments; and accumulating products of the transverse velocity values at different historical moments and corresponding historical moments in a preset time period to obtain a first actual transverse displacement, wherein the preset time period is a time period from the initial moment to the current moment.

In another embodiment of the present application, the first determining module 601 is configured to calculate lateral speed values at different historical times based on longitudinal speed values at different historical times and actual steering wheel turning angle values at corresponding historical times; and accumulating the products of the transverse velocity values at different historical moments and the corresponding historical moments in a preset time period to obtain a second actual transverse displacement, wherein the preset time period is a time period from the initial moment to the current moment.

In another embodiment of the present application, the second determining module 602 is configured to calculate theoretical lateral velocity values at different historical times based on the initial longitudinal velocity value and theoretical steering wheel angle values at different historical times; and accumulating products of the theoretical transverse velocity values at different historical moments and corresponding historical moments in a preset time period to obtain the theoretical transverse displacement, wherein the preset time period is a time period from the initial moment to the current moment.

In another embodiment of the present application, the third determining module 603 is configured to calculate a difference between the theoretical lateral displacement and the actual lateral displacement, and obtain a cumulative error of the lateral displacement.

In another embodiment of the present application, the modifying module 604 is configured to calculate a product of the accumulated lateral displacement error and the compensation coefficient to obtain a steering wheel angle compensation value; and adding the theoretical steering wheel angle value at the current moment and the steering wheel angle compensation value to obtain the corrected theoretical steering wheel angle value at the current moment.

To sum up, in a scenario where the autonomous driving main control system fails and the autonomous driving backup control system performs lateral control on the vehicle, based on an initial longitudinal velocity value, an initial steering wheel angle value, and lateral acceleration values at different historical times of the vehicle when the autonomous driving backup control system starts to take over the vehicle, an actual lateral displacement of the vehicle at the current time is calculated from the angle of the lateral acceleration, and based on a longitudinal velocity value at the different historical times and an actual steering wheel angle value at the different historical times, an actual lateral displacement of the vehicle at the current time is calculated from the angle of the actual steering wheel angle, and then the actual lateral displacement calculated by combining the two angles is determined to have higher accuracy, and further, by calculating a difference between the actual lateral displacement and a theoretical lateral displacement, an accumulated error of the lateral displacement of the vehicle from the initial time to the current time is obtained, and the accumulated error of the lateral displacement is an error caused by system response delay and the like. Furthermore, the steering wheel can rotate according to the theoretical steering wheel rotation angle at the current moment by performing transverse control based on the theoretical steering wheel rotation angle value corrected at the current moment, so that the deviation in the transverse control process of the vehicle is eliminated, the vehicle is ensured to run according to a set track, and the running safety is improved.

Fig. 7 shows a block diagram of an electronic device 700 according to an exemplary embodiment of the present application. The electronic device 700 may be a vehicle or the like having an automatic driving function. In general, the electronic device 700 includes: a processor 701 and a memory 702.

The processor 701 may be implemented in at least one hardware form of a DSP (Digital Signal Processing), an FPGA (Field-Programmable Gate Array), and a PLA (Programmable Logic Array). The processor 701 may also include a main processor and a coprocessor, where the main processor is a processor for Processing data in an awake state, and is also called a Central Processing Unit (CPU); a coprocessor is a low power processor for processing data in a standby state. In some embodiments, the processor 701 may be integrated with a GPU (Graphics Processing Unit) that is responsible for rendering and drawing content that needs to be displayed on the display screen. In some embodiments, the processor 701 may further include an AI (Artificial Intelligence) processor for processing computing operations related to machine learning.

Memory 702 may include one or more computer-readable storage media, which may be non-transitory computer-readable storage media, such as CD-ROM (Compact Disc Read-Only Memory), ROM, RAM (Random Access Memory), magnetic tape, floppy disk, optical data storage device, and the like. The computer-readable storage medium has stored therein at least one computer program that, when executed, is capable of implementing the vehicle lateral control method described above.

Of course, the above-described electronic device may of course also comprise other components, such as input/output interfaces, communication components, etc. The input/output interface provides an interface between the processor and peripheral interface modules, which may be output devices, input devices, etc. The communication component is configured to facilitate wired or wireless communication between the electronic device and other devices, and the like.

Those skilled in the art will appreciate that the configuration shown in fig. 7 does not constitute a limitation of the electronic device 700 and may include more or fewer components than those shown, or combine certain components, or employ a different arrangement of components.

The embodiment of the application provides a computer readable storage medium, wherein at least one computer program is stored in the computer readable storage medium, and the at least one computer program can realize the vehicle transverse control method when being executed by a processor.

The methods in the present application may be implemented in whole or in part by software, hardware, firmware, or any combination thereof. When implemented in software, may be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer programs or instructions. When the computer program or instructions are loaded and executed on a computer, the processes or functions of the vehicle lateral control method described herein are performed in whole or in part. The computer may be a general purpose computer, a special purpose computer, a computer network, a network appliance, a user equipment, a core network appliance, an OAM, or other programmable device. The computer program or instructions may be stored in a computer readable storage medium or transmitted from one computer readable storage medium to another computer readable storage medium, for example, the computer program or instructions may be transmitted from one website, computer, server or data center to another website, computer, server or data center by wire or wirelessly. The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server, data center, etc. that integrates one or more available media. The usable medium may be a magnetic medium, such as a floppy disk, hard disk, magnetic tape; optical media such as digital video disks; but may also be a semiconductor medium such as a solid state disk. The computer readable storage medium may be volatile or nonvolatile storage medium, or may include both volatile and nonvolatile types of storage media.

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.

The above embodiments are only used to illustrate the technical solutions of the present application, and not to limit the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present application.

Claims

1. A vehicle transverse control method is applied to a transverse control scene of an automatic driving main control system failure based on an automatic driving backup control system, and is characterized by comprising the following steps:

correcting a theoretical steering wheel angle value of the vehicle at the current moment based on the accumulated error of the lateral displacement;

2. The method of claim 1, wherein determining the actual lateral displacement of the vehicle at the current time based on at least one of an initial longitudinal velocity value, an initial steering wheel angle value, lateral acceleration values at different historical times, longitudinal velocity values at different historical times, and actual steering wheel angle values at different historical times of the vehicle comprises:

3. The method of claim 2, wherein determining a first actual lateral displacement of the vehicle at a current time based on the initial longitudinal velocity value, the initial steering wheel angle value, and the lateral acceleration value at the different historical times comprises:

and accumulating products of the transverse velocity values at different historical moments and corresponding historical moments in a preset time period to obtain the first actual transverse displacement, wherein the preset time period is a time period from the initial moment to the current moment.

4. The method of claim 2, wherein determining a second actual lateral displacement of the vehicle at the current time based on the longitudinal speed values at the different historical times and the actual steering wheel angle values at the different historical times comprises:

5. The method of claim 1, wherein the determining a theoretical lateral displacement of the vehicle at a current time based on theoretical steering wheel angle values and the initial longitudinal velocity value of the vehicle at different historical times comprises:

6. The method of claim 1, wherein the determining a cumulative error in lateral displacement of the vehicle at a current time based on the actual lateral displacement and the theoretical lateral displacement comprises:

7. The method of claim 1, wherein the correcting the theoretical steering wheel angle value of the vehicle at the current time based on the accumulated lateral displacement error comprises:

8. A vehicle lateral control device is characterized in that the device is applied to a lateral control scene of a failure of an automatic driving main control system and based on an automatic driving backup control system, and the device comprises:

the third determination module is used for determining the accumulated error of the transverse displacement of the vehicle at the current moment based on the actual transverse displacement and the theoretical transverse displacement;

and the control module is used for carrying out transverse control on the vehicle based on the theoretical steering wheel angle value corrected at the current moment.

9. An electronic device, characterized in that the electronic device comprises a memory and a processor, wherein at least one computer program is stored in the memory, and the at least one computer program is loaded and executed by the processor to realize the vehicle lateral control method according to any one of claims 1 to 7.

10. A computer-readable storage medium, in which at least one computer program is stored which, when being executed by a processor, is capable of implementing a vehicle lateral control method according to any one of claims 1 to 7.

11. A computer program product, characterized in that the computer program product comprises a computer program which, when being executed by a processor, is capable of implementing a vehicle lateral control method according to any one of claims 1 to 7.