CN116639114A - Transverse control method for vehicle overbending - Google Patents
Transverse control method for vehicle overbending Download PDFInfo
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- CN116639114A CN116639114A CN202310769051.XA CN202310769051A CN116639114A CN 116639114 A CN116639114 A CN 116639114A CN 202310769051 A CN202310769051 A CN 202310769051A CN 116639114 A CN116639114 A CN 116639114A
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- 238000004364 calculation method Methods 0.000 claims abstract description 11
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/02—Control of vehicle driving stability
- B60W30/045—Improving turning performance
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
- B60W2420/40—Photo, light or radio wave sensitive means, e.g. infrared sensors
- B60W2420/403—Image sensing, e.g. optical camera
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/30—Road curve radius
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/50—Barriers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/53—Road markings, e.g. lane marker or crosswalk
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
The invention provides a transverse control method for vehicle over-bending, which comprises the steps of road surface analysis, road surface image acquisition, and calculation of the distance between a vehicle and a lane center line as a transverse deviation distance value according to the road surface image; a steering compensation step, namely judging a vehicle position type and a vehicle movement trend according to the transverse deviation distance value, respectively obtaining a feedforward angle compensation coefficient and a feedback angle compensation coefficient through a compensation strategy, and obtaining an actual steering angle of the steering wheel through an expansion strategy by the feedforward angle compensation coefficient and the feedback angle compensation coefficient; a compensation clearing step, namely presetting a target threshold range, judging whether the target threshold range is fallen into according to the transverse deviation distance value, if the target threshold range is fallen into, clearing the actual steering angle of the steering wheel through a clearing strategy, and if the actual steering angle of the steering wheel is not fallen into, taking the actual steering angle of the steering wheel as the actual steering angle of the steering wheel of the vehicle; the invention has the advantages that the angle of the steering wheel can be calculated to dynamically compensate and adjust, thereby effectively improving the understeer or oversteer of the vehicle in a curve scene.
Description
Technical Field
The invention relates to the field of automatic driving of vehicles, in particular to a transverse control method for vehicle overbending.
Background
The automatic driving method is a highly centralized control method which is fully automatic in work and executed by a vehicle driver, has the functions of automatic wake-up and start and sleep, automatic stopping, automatic driving, automatic opening and closing of a vehicle door, automatic recovery of faults and the like of the vehicle, and has various operation modes such as normal operation, degraded operation, operation interruption and the like.
At present, the technical difficulty of automatic driving is to be overcome, the automatic driving comprises centering of a vehicle, detection of lane lines and safe distance maintenance of a front vehicle, the automatic driving technology is still immature, if the vehicle is over-bent, an automatic driving auxiliary system of the vehicle can actively judge the condition of a bend, a route track of centering the bend is planned, but in the actual steering driving process, the vehicle is easy to generate understeer or oversteer, the vehicle is deviated to one side, and the purpose of centering driving cannot be achieved.
Disclosure of Invention
Aiming at the defects existing in the prior art, the invention aims to provide a transverse control method for vehicle oversteer, which can calculate the angle of a steering wheel to dynamically compensate and adjust, so as to effectively improve the understeer or oversteer of the vehicle in a curve scene.
In order to achieve the above purpose, the present invention provides the following technical solutions:
a lateral control method for vehicle over-bending, comprising the steps of:
a road surface analysis step, namely obtaining a road surface image, and calculating the distance between a vehicle and the center line of a lane as a transverse deviation distance value according to the road surface image;
a steering compensation step, namely judging a vehicle position type and a vehicle movement trend according to the transverse deviation distance value, respectively obtaining a feedforward angle compensation coefficient and a feedback angle compensation coefficient according to the vehicle position type and the vehicle movement trend through a compensation strategy, and obtaining an actual steering angle of the steering wheel through an expansion strategy by the feedforward angle compensation coefficient and the feedback angle compensation coefficient;
and in the compensation clearing step, a target threshold range is preset, whether the target threshold range is fallen into is judged according to the transverse deviation distance value, if the target threshold range is fallen into, the actual steering angle of the steering wheel is cleared through a clearing strategy, and if the actual steering angle of the steering wheel is not fallen into, the actual steering angle of the steering wheel is used as the actual steering angle of the steering wheel of the vehicle.
Further, the method further comprises a scene analysis sub-step of judging whether the vehicle decelerates according to the vehicle data information, if so, calculating to obtain a vehicle deceleration value, obtaining a superposition compensation coefficient of the feedback angle according to the vehicle deceleration value through a deceleration compensation strategy, obtaining an actual compensation coefficient of the feedback angle through multiplying the superposition compensation coefficient and the feedback angle compensation coefficient, and if so, entering a steering compensation step.
Further, the deceleration compensation strategy comprises a preset deceleration compensation table, the deceleration compensation table comprises a plurality of different deceleration reference values and feedback angle reference compensation coefficients, the deceleration reference values and the feedback angle reference compensation coefficients are in one-to-one correspondence, and the feedback angle reference compensation coefficients corresponding to the vehicle deceleration values in the deceleration compensation table are used as superposition compensation coefficients.
Further, the road surface analysis step comprises a lane analysis substep, wherein the lane analysis substep is used for obtaining curve curvature as a curve radius value according to the road surface image analysis;
the method further comprises a steering wheel steering calculation step, wherein a feedforward angle value of the steering wheel is calculated according to the curve radius value and the vehicle data information through a feedforward angle calculation formula, a heading angle value of the vehicle is obtained, and a feedback angle value is calculated according to the transverse deviation distance value and the heading angle value.
Further, the compensation strategy comprises a pre-set feedforward angle compensation table and a feedback angle compensation table, wherein the feedforward angle compensation table and the feedback angle compensation table comprise a vehicle position reference type, a vehicle motion reference trend and a compensation coefficient value, the vehicle position reference type, the vehicle motion reference trend and the compensation coefficient value are uniform and correspond to each other, the vehicle position reference type and the vehicle motion reference trend comprise transverse deviation reference distances in different intervals, and the compensation coefficient value corresponding to the transverse deviation distance value is respectively indexed in the feedforward angle compensation table and the feedback angle compensation table to serve as the feedforward angle compensation coefficient and the feedback angle compensation coefficient.
Further, the vehicle position types include a first offset position, a second offset position, a center position, a third offset position, and a fourth offset position, each of the first offset position and the second offset position reflecting a departure of the vehicle from the left side of the lane center line, each of the third offset position and the fourth offset position reflecting a departure of the vehicle from the right side of the lane center line, the first offset position being offset to a greater extent than the second offset position, the third offset position being offset to a lesser extent than the fourth offset position.
Further, the vehicle movement trends include a first departure trend, a second departure trend, a centering trend, a third departure trend, and a fourth departure trend, the first departure trend and the second departure trend each reflect a departure of the movement trend of the vehicle from the left side of the lane center line, the third departure trend and the fourth departure trend each reflect a departure of the movement trend of the vehicle from the right side of the lane center line, the movement trend of the first departure trend is greater than the second departure trend, and the movement trend of the third trend position is less than the fourth departure trend.
Further, the expansion strategy comprises the steps of multiplying the feedforward angle value by a feedforward angle compensation coefficient to obtain a feedforward angle conversion value, multiplying the feedback angle value by a feedback angle compensation system to obtain a feedback angle conversion value, and calculating the feedforward angle conversion value and the feedback angle conversion value by a steering wheel angle calculation formula to obtain the actual steering angle of the steering wheel.
Further, the clearing strategy comprises presetting a clearing table, wherein the clearing table comprises a plurality of different transverse reference distance values and a plurality of different clearing reference moments, the clearing reference moments reflect the time when the steering compensation step is to be finished, the transverse reference distance values and the clearing reference moments are in one-to-one correspondence, and the clearing reference moments corresponding to the transverse deviation distance values in the clearing table are indexed as actual clearing moments.
The invention has the beneficial effects that: the vehicle deceleration, the radius of the curve, the motion model of the vehicle and other information are monitored, and the calculated steering wheel angle is dynamically compensated and adjusted, so that understeer or oversteer of the vehicle in a curve scene is effectively improved, specifically, when the vehicle is in a left curve scene, the vehicle is deflected to the left side of the center line of the curve, the feedforward angle is required to be attenuated, the feedforward angle is reduced, the feedback angle is required to be amplified, the feedback angle is improved, the vehicle is promoted to be neutral, when the vehicle is in a left curve scene, the vehicle is deflected to the right side of the center line of the curve, the feedforward angle is required to be amplified, the feedback angle is improved, the vehicle is promoted to be neutral, and when the vehicle is detected to run at a reduced speed, the feedback angle is improved, and the vehicle is promoted to be neutral.
Drawings
FIG. 1 is a state diagram of left turn oversteer in the present invention;
fig. 2 is a state diagram of the left turn understeer in the present invention.
Detailed Description
The invention will now be described in further detail with reference to the drawings and examples. Wherein like parts are designated by like reference numerals. It should be noted that the words "front", "back", "left", "right", "upper" and "lower" used in the following description refer to directions in the drawings, and the words "bottom" and "top", "inner" and "outer" refer to directions toward or away from, respectively, the geometric center of a particular component.
Because the technical difficulty of automatic driving is to be overcome, the automatic driving comprises the centering maintenance of the vehicle, the detection of lane lines and the safe distance maintenance of the front vehicle, but the automatic driving technology is still immature, for example, when the vehicle is over-bent, an automatic driving auxiliary system of the vehicle can actively judge the condition of a bend and plan a route track of centering the bend, but in the actual steering driving process, the vehicle is easy to generate understeer or oversteer, so that the vehicle is deviated to one side, and the aim of centering driving cannot be achieved; the invention therefore relates to a transverse control method for the vehicle overbending, which comprises the following steps:
a road surface analysis step, namely obtaining a road surface image (the image of the road surface is obtained by shooting a vehicle-surrounding camera of a vehicle, the road surface image mainly comprises all visible range conditions in a lane, including a lane line, whether an obstacle exists in the lane, whether the lane is a curve or a straight road and the like), calculating the distance between the vehicle and the lane center line according to the road surface image to serve as a transverse deviation distance value, taking a certain point of the vehicle as a datum point, constructing a three-dimensional coordinate system of the lane, and marking a dash-dot line on the lane line and the lane center line in the three-dimensional coordinate system to obtain the transverse straight line distance between the datum point and the lane line to serve as the transverse deviation distance value;
a steering compensation step, namely judging a vehicle position type and a vehicle movement trend according to the transverse deviation distance value, respectively obtaining a feedforward angle compensation coefficient and a feedback angle compensation coefficient according to the vehicle position type and the vehicle movement trend through a compensation strategy, obtaining an actual steering angle of the steering wheel through an expansion strategy by the feedforward angle compensation coefficient and the feedback angle compensation coefficient, judging the running state of the vehicle through the position relation between the vehicle and the center line of a lane, and analyzing whether steering compensation or steering drop is required according to the running state of the vehicle so as to ensure that the vehicle can continuously keep running in the middle when steering; the information such as the motion model of the vehicle is monitored, and the calculated steering wheel angle is dynamically compensated and adjusted, so that the understeer or oversteer of the vehicle in a curve scene is effectively improved;
the method comprises the steps of setting a compensation clearing step, presetting a target threshold range, judging whether the target threshold range is met according to a transverse deviation distance value, clearing the actual steering angle of the steering wheel through a clearing strategy, namely continuing to turn the steering at n times by using the actual steering angle until the n times are finished, slowly switching the steering angle of the steering wheel from the actual steering angle of the steering wheel when the compensation is finished to the initial steering angle of the steering wheel calculated according to factors such as curve radius and the like for steering, and taking the actual steering angle of the steering wheel as the actual steering angle of the steering wheel of the vehicle when the compensation is not finished, wherein the clearing strategy comprises presetting a clearing table, the clearing table comprises a plurality of different transverse reference distance values and a plurality of different clearing reference moments, and the clearing reference moments reflect the use of the steering compensation step to be finished, and take the transverse reference distance values as the clearing reference moments in the clearing reference moments when the clearing table is in one-to-one correspondence.
The intelligent driving system has the functions of limiting speed of a curve, keeping a set distance from a front vehicle and the like, and when the vehicle is in a deceleration working condition, the intelligent driving system always has the phenomenon of understeer, so the intelligent driving system further comprises a scene analysis sub-step of judging whether the vehicle decelerates according to vehicle data information, if so, calculating to obtain a vehicle deceleration value, obtaining a superposition compensation coefficient of a feedback angle according to the vehicle deceleration value through a deceleration compensation strategy, obtaining an actual compensation coefficient of the feedback angle through multiplying the superposition compensation coefficient and the feedback angle compensation coefficient, and if the speed is uniform, entering a steering compensation step;
the deceleration compensation strategy comprises the steps of presetting a deceleration compensation table, wherein the deceleration compensation table comprises a plurality of different deceleration reference values and feedback angle reference compensation coefficients, the deceleration reference values and the feedback angle reference compensation coefficients are in one-to-one correspondence, and the feedback angle reference compensation coefficients corresponding to the vehicle deceleration values in the deceleration compensation table are indexed to be used as superposition compensation coefficients;
for example, if the vehicle speed in the vehicle data information is always kept at Vkm/s after entering a curve, it is indicated that the vehicle is at a constant speed during steering, then the steering compensation of the vehicle only needs to be performed according to the compensation strategy in the steering compensation step, and if it is detected that the vehicle speed starts to be reduced from Vkm/s to V1km/s after entering the curve, it is indicated that the vehicle is reduced during steering, and the deceleration needs to be calculated at this time, as shown in the following table 1:
i.e. when the deceleration is 12km/s, the superposition compensation coefficient corresponding to 1.15 in table 1 is multiplied by the feedback angle compensation coefficient in the superposition compensation washing and steering compensation step to obtain the actual compensation coefficient of the feedback angle.
The road surface analysis step comprises a lane analysis substep and a lane analysis substep, wherein the lane analysis substep is used for analyzing the point position coordinates of a lane line in a three-dimensional coordinate system according to a road surface image and calculating to obtain the curvature (curve curvature) of the lane line as a curve radius value;
the method further comprises a steering wheel steering calculation step, wherein a feedforward angle value of the steering wheel is calculated according to a curve radius value and vehicle data information through a feedforward angle calculation formula, a heading angle value (angle of a vehicle heading deviating from a lane central line tangent line) of the vehicle is obtained, and a feedback angle value is calculated according to a transverse deviation distance value and the heading angle value through a PID controller.
The compensation strategy comprises a preset feedforward angle compensation table and a feedback angle compensation table, wherein the feedforward angle compensation table and the feedback angle compensation table comprise a vehicle position reference type, a vehicle motion reference trend and a compensation coefficient value, the vehicle position reference type, the vehicle motion reference trend and the compensation coefficient value are uniform and correspond to each other, the vehicle position reference type and the vehicle motion reference trend comprise transverse deviation reference distances of different intervals, and the compensation coefficient value corresponding to the transverse deviation distance value is respectively indexed in the feedforward angle compensation table and the feedback angle compensation table to serve as the feedforward angle compensation coefficient and the feedback angle compensation coefficient.
The vehicle position type comprises a first deviation position, a second deviation position, a middle position, a third deviation position and a fourth deviation position, wherein the first deviation position and the second deviation position reflect the left side of the vehicle deviated from the center line of the lane, the third deviation position and the fourth deviation position reflect the right side of the vehicle deviated from the center line of the lane, the deviation degree of the first deviation position is larger than that of the second deviation position, and the deviation degree of the third deviation position is smaller than that of the fourth deviation position; the vehicle movement trend comprises a first deviation trend, a second deviation trend, a centering trend, a third deviation trend and a fourth deviation trend, wherein the first deviation trend and the second deviation trend reflect the movement trend of the vehicle to deviate from the left side of the center line of the lane, the third deviation trend and the fourth deviation trend reflect the movement trend of the vehicle to deviate from the right side of the center line of the lane, the movement trend deviation degree of the first deviation trend is larger than that of the second deviation trend, the movement trend degree of the third trend position is smaller than that of the fourth deviation trend, and the vehicle movement trend is judged according to the course angle deviation.
The feed forward angle compensation table is shown in table 2,
the feedback angle compensation table is shown in table 3,
for example, four range points of the lateral deviation distance values are preset, one range point being sequentially made from small to large, x1, x2, x3, the first deviation position (too much to the left) is determined when the actual lateral deviation distance value is in x-x1, the second deviation position (too much to the left) is determined when the actual lateral deviation distance value is in x1-0, the center position (traveling in the middle) is determined when the actual lateral deviation distance value is 0, the third deviation position (too much to the right) is determined when the actual lateral deviation distance value is 0-x2, the fourth deviation position (too much to the right) is determined when the actual lateral deviation distance value is in x2-x3, the vehicle movement reference trend is determined to be the same, the four range points being sequentially made from large to small, a1, a2, a3 are determined as the heading angle value, the first deviation trend (too much to the left) is determined when the actual lateral deviation angle value is in a-a1, the center trend is determined when the actual heading angle value is in a-0, the third deviation position (too much to the right) is determined when the actual heading angle value is in a-0, the third deviation trend is determined to be more to the center angle value is 0, the third deviation trend is determined when the actual lateral deviation angle is in a-0-2, and the fourth deviation trend is determined to be the actual heading angle is more to be 0-0.
The method comprises the steps of multiplying a feedforward angle value by a feedforward angle compensation coefficient to obtain a feedforward angle conversion value, multiplying a feedback angle value by a feedback angle compensation system to obtain a feedback angle conversion value, calculating the feedforward angle conversion value and the feedback angle conversion value by a steering wheel angle calculation formula to obtain an actual steering angle of the steering wheel, when the vehicle is in a left-turn scene, the vehicle is deviated to the left side of a curve center line, damping the feedforward angle, reducing the feedforward angle, amplifying the feedback angle, improving the vehicle centering, when the vehicle is in the left-turn scene, amplifying the feedforward angle, improving the feedback angle, and improving the vehicle centering.
The above is only a preferred embodiment of the present invention, and the protection scope of the present invention is not limited to the above examples, and all technical solutions belonging to the concept of the present invention belong to the protection scope of the present invention. It should be noted that modifications and adaptations to the present invention may occur to one skilled in the art without departing from the principles of the present invention and are intended to be within the scope of the present invention.
Claims (9)
1. A transverse control method for vehicle over-bending is characterized in that: the method comprises the following steps:
a road surface analysis step, namely obtaining a road surface image, and calculating the distance between a vehicle and the center line of a lane as a transverse deviation distance value according to the road surface image;
a steering compensation step, namely judging a vehicle position type and a vehicle movement trend according to the transverse deviation distance value, respectively obtaining a feedforward angle compensation coefficient and a feedback angle compensation coefficient according to the vehicle position type and the vehicle movement trend through a compensation strategy, and obtaining an actual steering angle of the steering wheel through an expansion strategy by the feedforward angle compensation coefficient and the feedback angle compensation coefficient;
and in the compensation clearing step, a target threshold range is preset, whether the target threshold range is fallen into is judged according to the transverse deviation distance value, if the target threshold range is fallen into, the actual steering angle of the steering wheel is cleared through a clearing strategy, and if the actual steering angle of the steering wheel is not fallen into, the actual steering angle of the steering wheel is used as the actual steering angle of the steering wheel of the vehicle.
2. The lateral control method of vehicle overbending according to claim 1, wherein: the method further comprises a scene analysis sub-step of judging whether the vehicle decelerates according to the vehicle data information, if so, calculating to obtain a vehicle deceleration value, obtaining a superposition compensation coefficient of the feedback angle according to the vehicle deceleration value through a deceleration compensation strategy, obtaining an actual compensation coefficient of the feedback angle through double calculation of the superposition compensation coefficient and the feedback angle compensation coefficient, and if the speed is uniform, entering a steering compensation step.
3. A lateral control method of vehicle overbending according to claim 2, wherein: the deceleration compensation strategy comprises a preset deceleration compensation table, wherein the deceleration compensation table comprises a plurality of different deceleration reference values and feedback angle reference compensation coefficients, the deceleration reference values and the feedback angle reference compensation coefficients are in one-to-one correspondence, and the feedback angle reference compensation coefficients corresponding to the vehicle deceleration values in the deceleration compensation table are indexed to be used as superposition compensation coefficients.
4. The lateral control method of vehicle overbending according to claim 1, wherein: the road surface analysis step comprises a lane analysis substep, wherein the lane analysis substep is used for obtaining curve curvature as a curve radius value according to the road surface image analysis;
the method further comprises a steering wheel steering calculation step, wherein a feedforward angle value of the steering wheel is calculated according to the curve radius value and the vehicle data information through a feedforward angle calculation formula, a heading angle value of the vehicle is obtained, and a feedback angle value is calculated according to the transverse deviation distance value and the heading angle value.
5. A lateral control method of vehicle overbending according to claim 1 or 4, characterized in that: the compensation strategy comprises a pre-set feedforward angle compensation table and a feedback angle compensation table, wherein the feedforward angle compensation table and the feedback angle compensation table comprise a vehicle position reference type, a vehicle motion reference trend and a compensation coefficient value, the vehicle position reference type, the vehicle motion reference trend and the compensation coefficient value are uniform and correspond to each other, the vehicle position reference type and the vehicle motion reference trend comprise transverse deviation reference distances in different intervals, and the compensation coefficient value corresponding to the transverse deviation distance value is respectively indexed in the feedforward angle compensation table and the feedback angle compensation table to serve as the feedforward angle compensation coefficient and the feedback angle compensation coefficient.
6. The lateral control method for vehicle overbending according to claim 5, wherein: the vehicle position types include a first offset position, a second offset position, a center position, a third offset position, and a fourth offset position, each of the first offset position and the second offset position reflecting a vehicle offset to the left of a lane centerline, each of the third offset position and the fourth offset position reflecting a vehicle offset to the right of a lane centerline, the first offset position being offset to a greater extent than the second offset position, the third offset position being offset to a lesser extent than the fourth offset position.
7. The lateral control method for vehicle overbending according to claim 6, wherein: the vehicle movement trends comprise a first deviation trend, a second deviation trend, a centering trend, a third deviation trend and a fourth deviation trend, wherein the first deviation trend and the second deviation trend reflect that the movement trend of the vehicle deviates from the left side of the center line of the lane, the third deviation trend and the fourth deviation trend reflect that the movement trend of the vehicle deviates from the right side of the center line of the lane, the movement trend deviation degree of the first deviation trend is larger than that of the second deviation trend, and the movement trend degree of the third trend position is smaller than that of the fourth deviation trend.
8. The lateral control method of vehicle overbending according to claim 1, wherein: the expansion strategy comprises the steps of multiplying the feedforward angle value by a feedforward angle compensation coefficient to obtain a feedforward angle conversion value, multiplying the feedback angle value by a feedback angle compensation system to obtain a feedback angle conversion value, and calculating the feedforward angle conversion value and the feedback angle conversion value by a steering wheel angle calculation formula to obtain the actual steering angle of the steering wheel.
9. The lateral control method for vehicle overbending according to claim 8, wherein: the clearing strategy comprises presetting a clearing table, wherein the clearing table comprises a plurality of different transverse reference distance values and a plurality of different clearing reference moments, the clearing reference moments reflect the time when the steering compensation step is to be finished, the transverse reference distance values and the clearing reference moments are in one-to-one correspondence, and the clearing reference moments corresponding to the transverse deviation distance values in the clearing table are used as actual clearing moments.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116811841A (en) * | 2023-08-31 | 2023-09-29 | 江西科技学院 | Vehicle control method, system, computer and readable storage medium |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116811841A (en) * | 2023-08-31 | 2023-09-29 | 江西科技学院 | Vehicle control method, system, computer and readable storage medium |
| CN116811841B (en) * | 2023-08-31 | 2023-11-10 | 江西科技学院 | Vehicle control method, system, computer and readable storage medium |
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