CN116729397A - Vehicle tracking control method and device and vehicle - Google Patents
Vehicle tracking control method and device and vehicle Download PDFInfo
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- CN116729397A CN116729397A CN202210194630.1A CN202210194630A CN116729397A CN 116729397 A CN116729397 A CN 116729397A CN 202210194630 A CN202210194630 A CN 202210194630A CN 116729397 A CN116729397 A CN 116729397A
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- 238000000034 method Methods 0.000 title claims abstract description 37
- 238000012545 processing Methods 0.000 claims description 21
- 230000008569 process Effects 0.000 abstract description 6
- 230000007704 transition Effects 0.000 description 6
- 230000033001 locomotion Effects 0.000 description 5
- 230000004044 response Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 238000013459 approach Methods 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 3
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- 238000009825 accumulation Methods 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 238000011217 control strategy Methods 0.000 description 1
- 230000005764 inhibitory process Effects 0.000 description 1
- 238000013507 mapping Methods 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
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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
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
- B60W40/072—Curvature of the road
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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
- B60W60/00—Drive control systems specially adapted for autonomous road vehicles
- B60W60/001—Planning or execution of driving tasks
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- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
The disclosure relates to a vehicle tracking control method, a vehicle tracking control device and a vehicle, comprising the following steps: acquiring the current position of the vehicle, and determining a tracking track corresponding to the current position of the vehicle and track curvature of the tracking track; determining a plurality of points in the vehicle travelling direction as pre-aiming points according to the track curvature; determining path points corresponding to the pre-aiming points one by one in the tracking track; determining a target offset corresponding to the pre-aiming point according to the distance between the pre-aiming point and the corresponding path point; determining steering angles corresponding to the pre-aiming points according to target offset corresponding to the pre-aiming points; when the vehicle runs to the position corresponding to the pre-aiming point, the running direction of the vehicle is controlled according to the steering angle corresponding to the pre-aiming point. Therefore, the transverse direction of the vehicle can be quickly and dynamically adjusted simply through the offset between the pre-aiming point and the path point, the control and process parameters are reduced, the influence of the radius of curvature is avoided, and the quick and accurate vehicle tracking control is ensured.
Description
Technical Field
The disclosure relates to the technical field of vehicles, and in particular relates to a vehicle tracking control method and device and a vehicle.
Background
Unmanned vehicles typically control the vehicle to track during driving by pre-aiming following theory. For an unmanned vehicle, there are two routes: and the given driving track and the local movement track planned through the pre-aiming point. Because the given driving track represents the actual driving target of the vehicle, the local actual track is required to be continuously approximated to the given track through a proper control strategy so as to realize the control of the vehicle. The local running track is usually combined with a vehicle model, such as a bicycle model, and three or five fitting curves are adopted to realize the movement transition from the deviated position to the given track; or the lateral adjustment is done using a pure tracking approach (PP algorithm).
The method has the advantages that the current fitting curve strategy or the PP pure tracking mode is found to have certain limitation in the actual scene (such as quick and accurate stopping) in the actual unmanned transverse control and performance calibration. The fitting curve strategy needs to be carried out for three times or five times, so that the curvature of a road or a lane line needs to be continuously calculated, and when abnormal jump or interference of the lane line is encountered, abnormal curve path planning is easy to generate and deviate; in addition, in order to ensure continuous vehicle tracking gesture adjustment and maintain smoothness, a slowly varying real-time planning curve path needs to be generated, which results in additional planning calculation and vehicle adjustment actions, which affect response continuity, especially in low-speed conditions. The PP pure tracking mode is easy to generate the phenomenon of frequent transverse adjustment in a scene with smaller turning radius, has certain transition radius limit when the length of the vehicle is larger, and has obvious influence on accurate parking.
Disclosure of Invention
The purpose of the present disclosure is to provide a vehicle tracking control method, a device and a vehicle, which can quickly and dynamically adjust the transverse direction of the vehicle by short and direct control offset, avoid the complex operation of a plurality of parameters and the additional adjustment caused by indirect transition, have the characteristics of few parameters, strong curve adaptability and quick and accurate parking, and can not reduce the vehicle control accuracy due to the influence of the curvature radius, thereby conveniently realizing stable and continuous tracking and quick and accurate parking.
In order to achieve the above object, the present disclosure provides a vehicle tracking control method, the method including:
acquiring a current position of a vehicle, and determining a tracking track corresponding to the current position of the vehicle and track curvature of the tracking track;
determining a plurality of points in the vehicle travelling direction as pre-aiming points according to the track curvature;
determining path points corresponding to the pretightening points one by one in the tracking track, wherein the pretightening points are projections of the corresponding path points in the vehicle travelling direction;
determining a target offset corresponding to the pre-aiming point according to the distance between the pre-aiming point and the corresponding path point;
determining steering angles respectively corresponding to the pre-aiming points according to the target offset respectively corresponding to the pre-aiming points;
when the vehicle runs to the position corresponding to the pre-aiming point, controlling the running direction of the vehicle according to the steering angle corresponding to the pre-aiming point.
Optionally, the determining the target offset corresponding to the pre-aiming point according to the distance between the pre-aiming point and the path point corresponding to the pre-aiming point includes:
determining the distance between the pre-aiming point and the path point as an actual offset;
and if the absolute value of the actual offset is smaller than the minimum offset threshold, determining that the target offset corresponding to the pre-aiming point is zero.
Optionally, the determining the target offset corresponding to the pre-aiming point according to the distance between the pre-aiming point and the path point corresponding to the pre-aiming point further includes:
and if the absolute value of the actual offset is larger than a highest offset threshold, determining the highest offset threshold as the absolute value of a target offset corresponding to the pre-aiming point, wherein the target offset and the actual offset are the same in number.
Optionally, the determining the steering angle corresponding to each pre-aiming point according to the target offset corresponding to each pre-aiming point includes:
and determining steering angles respectively corresponding to the pre-aiming points according to the track curvature, the current speed of the vehicle and the target offset respectively corresponding to the pre-aiming points.
Optionally, when the vehicle runs to the position corresponding to the pre-aiming point, controlling the running direction of the vehicle according to the steering angle corresponding to the pre-aiming point includes:
when the vehicle runs to the position corresponding to the pre-aiming point, determining the current corner position of the steering wheel of the vehicle;
determining a theoretical corner position of the steering wheel of the vehicle after responding to the steering angle according to the steering angle corresponding to the pre-aiming point and the current corner position;
if the theoretical corner position is located in a preset insensitive corner area, taking the sum of a steering angle corresponding to the preset aiming point and a preset corner margin as a target steering angle, wherein the preset corner margin is the same as the steering angle corresponding to the preset aiming point;
and controlling the traveling direction of the vehicle according to the target steering angle.
Optionally, when the vehicle travels to the position corresponding to the pre-aiming point, controlling the traveling direction of the vehicle according to the steering angle corresponding to the pre-aiming point further includes:
and if the actual turning angle position of the vehicle steering wheel is positioned in the preset insensitive turning angle area, controlling the turning angle of the vehicle steering wheel to be zero.
Optionally, the determining the tracking track corresponding to the current position of the vehicle and the track curvature of the tracking track includes:
searching a next track point in front of the current position of the vehicle in a preset track;
if the current position of the vehicle is not a track point, interpolation is carried out between a previous track point and the next track point of the current position of the vehicle to obtain a track of a preset distance in front of the current position of the vehicle and track curvature of the track;
and taking the tracking track with a preset distance in front of the current position of the vehicle and the track curvature of the tracking track as the tracking track corresponding to the current position of the vehicle and the track curvature of the tracking track.
Optionally, the larger the track curvature, the larger the number of pretighted spots, and the smaller the spacing between the pretighted spots.
The present disclosure also provides a vehicle tracking control device including:
the first processing module is used for acquiring the current position of the vehicle and determining a tracking track corresponding to the current position of the vehicle and track curvature of the tracking track;
the second processing module is used for determining a plurality of points in the travelling direction of the vehicle as pre-aiming points according to the track curvature;
the third processing module is used for determining path points corresponding to the pretightening points one by one in the tracking track, wherein the pretightening points are projections of the corresponding path points in the vehicle travelling direction;
a fourth processing module, configured to determine a target offset corresponding to the pre-aiming point according to a distance between the pre-aiming point and the path point corresponding to the pre-aiming point;
a fifth processing module, configured to determine steering angles corresponding to the pre-aiming points respectively according to the target offsets corresponding to the pre-aiming points respectively;
and the control module is used for controlling the advancing direction of the vehicle according to the steering angle corresponding to the pre-aiming point when the vehicle runs to the position corresponding to the pre-aiming point.
The present disclosure also provides a vehicle characterized by comprising the vehicle tracking control device described above.
Through the technical scheme, the real-time pose such as the real-time position and the real-time travelling direction of the vehicle are combined, the vehicle is transversely and dynamically adjusted through the short and direct control offset, the complex operation of a plurality of parameters and the additional adjustment caused by indirect transition are avoided, the vehicle has the characteristics of few parameters, strong curve adaptability and capability of being quickly and accurately parked, the vehicle control accuracy can not be reduced due to the influence of the curvature radius, and therefore stable and continuous tracking and quick and accurate parking are conveniently realized.
Additional features and advantages of the present disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings are included to provide a further understanding of the disclosure, and are incorporated in and constitute a part of this specification, illustrate the disclosure and together with the description serve to explain, but do not limit the disclosure. In the drawings:
fig. 1 is a flowchart illustrating a vehicle tracking control method according to an exemplary embodiment of the present disclosure.
Fig. 2 is a flowchart illustrating a vehicle tracking control method according to still another exemplary embodiment of the present disclosure.
Fig. 3 is a flowchart illustrating a vehicle tracking control method according to still another exemplary embodiment of the present disclosure.
Fig. 4 is a flowchart illustrating a vehicle tracking control method according to still another exemplary embodiment of the present disclosure.
Fig. 5 is a block diagram showing a structure of a vehicle tracking control device according to an exemplary embodiment of the present disclosure.
Fig. 6 is a block diagram illustrating a structure of a vehicle tracking control device according to still another exemplary embodiment of the present disclosure.
Detailed Description
Specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the disclosure, are not intended to limit the disclosure.
Fig. 1 is a flowchart illustrating a vehicle tracking control method according to an exemplary embodiment of the present disclosure. As shown in fig. 1, the method includes steps 101 to 106.
In step 101, a current position of a vehicle is acquired, and a tracking track corresponding to the current position of the vehicle and a track curvature of the tracking track are determined. In the unmanned mode, the vehicle generally runs according to a predetermined track, after the current position of the vehicle is obtained, the track to be run in front of the vehicle can be determined according to the predetermined track, and further the track curvature of the track can be determined, and the track and the specific determining method of the track curvature are not limited in the present disclosure.
In step 102, a plurality of points in the direction of travel of the vehicle are determined as pretightening points based on the trajectory curvature. If the steering wheel of the vehicle is positioned at the position with the turning angle being zero at the current position of the vehicle, the running direction of the vehicle can be the direction in which the vehicle head faces; if the vehicle steering wheel is not at the position where the turning angle is zero at the current position of the vehicle, the vehicle traveling direction is the direction in which the vehicle is actually to travel in consideration of the turning angle of the vehicle steering wheel.
The spacing between the pretighted points in the direction of travel of the vehicle may or may not be fixed. The number of pretighted spots is also not specifically defined in the present disclosure. The spacing between the pretighted spots and the number of pretighted spots may be determined accordingly based on the trajectory curvature.
In one possible embodiment, the larger the track curvature, the larger the number of pretighted spots, and the smaller the spacing between the pretighted spots. The track curvature can represent the turning radius of the lane, the smaller the turning radius is, the more frequent the steering control is required to be performed by the vehicle, and in order to perform more accurate tracking control on the vehicle in the lane with the smaller turning radius, the density of pre-aiming points can be correspondingly increased to achieve the effect.
In step 103, path points corresponding to the pretightening points one by one are determined in the tracking track, wherein the pretightening points are projections of the corresponding path points in the vehicle travelling direction.
In step 104, a target offset corresponding to the pre-aiming point is determined according to the distance between the pre-aiming point and the corresponding path point.
The tracking track and the running direction of the vehicle can be coincident, for example, when the current lane of the vehicle is a straight line lane and no other influencing factors need to turn the vehicle; the tracking track may not coincide with the vehicle running direction, i.e. the vehicle may need to be steered to gradually approach the given track. Each pre-aiming point determined in step 102 may find a corresponding path point in the tracking track, and since the vehicle travelling direction is a directional straight line, the pre-aiming point may be used as a projection of the path point on the straight line, so as to find a path point corresponding to the pre-aiming point in the tracking track. The distance between the pre-aiming point and the corresponding path point can be the distance from the path point to the straight line where the vehicle travelling direction is located.
In one possible embodiment, after determining the vehicle traveling direction, a rectangular coordinate system may be established with the vehicle traveling direction as the X-axis and the vehicle center as the origin. Thus, when a plurality of points in the vehicle traveling direction are determined as pre-aiming points, the pre-aiming points are points located on the positive half axis of the X axis. When determining the path point corresponding to the pre-aiming point, the tracking track can be represented in the rectangular coordinate system, and the point with the same X coordinate value as the pre-aiming point in the tracking track represented in the rectangular coordinate system is taken as the path point corresponding to the pre-aiming point. The distance between the pre-aiming point and the corresponding path point can be the Y-coordinate value of the path point.
In addition, since the current position of the vehicle may be on either the left side or the right side of the tracking track, or on the tracking track, the orientation between the path point and the pre-aiming point may be characterized by the sign of the target offset. For example, if the path point is on the left of the pretightening point corresponding thereto, the distance between the path point and the pretightening point corresponding thereto may be set as the target offset, that is, the target offset may be a positive number, and if the path point is on the right of the pretightening point corresponding thereto, the distance between the path point and the pretightening point corresponding thereto may be inverted and then set as the target offset, that is, the target offset may be a negative number. Therefore, the relative position between the path point and the pre-aiming point can be determined through the positive and negative signs of the target offset, and the direction in which the vehicle needs to be controlled to turn is further represented.
In step 105, a steering angle corresponding to each pretightening point is determined according to the target offset corresponding to each pretightening point.
After determining the target offset corresponding to each pretightening point, the steering angle corresponding to each pretightening point may be determined, for example, by a preset mapping table, or may be calculated according to the target offset by a preset function, which is not limited in the present disclosure.
In step 106, when the vehicle runs to the position corresponding to the pre-aiming point, the running direction of the vehicle is controlled according to the steering angle corresponding to the pre-aiming point.
Through the processing from step 101 to step 105, steering angles respectively corresponding to a plurality of pre-aiming points in a distance in front of the current position of the vehicle can be obtained. Because of the continuous motion of the vehicle along the track, in one possible implementation manner, the vehicles may be sequentially ordered according to the distance between the pre-aiming point and the vehicle, the index of the nearest pre-aiming point is 0, the index of the next-nearest point is 1, and the like, so as to obtain a set of control data, and the related control data are sequentially taken out according to the sequence of the indexes to perform steering control on the vehicles. The control data is also updated by scrolling forward according to the index, continuously, according to the movement of the vehicle. For example, if the vehicle has already traveled the pre-aiming point with the current index of 0, the next-closest point in the control data is updated to the nearest point, and the index is also updated to 0, and the subsequent pre-aiming points are also updated accordingly. In addition, as the steps 101 to 105 are all the time carried out in a circulating way in the running process of the vehicle, namely, the current position of the vehicle is acquired in real time in the running process of the vehicle, and the latest control data are correspondingly determined; the control data corresponding to the new pre-aiming point determined in the new cycle is added after the control cycle obtained in the previous cycle, and the control data is updated from a larger index number to a smaller index number in a rolling way along with the running of the vehicle. The two pre-aiming point positions respectively determined in any two cycles can be the same position in the lane, but because the vehicle moves to different positions in each cycle, the corresponding steering angle and the position relative to the vehicle of the pre-aiming point positions in different cycles are different according to the movement of the vehicle, and the index numbers in the control data are also different.
When determining whether the vehicle is driven to the position corresponding to the pre-aiming point, the position corresponding to the pre-aiming point is not limited to the position corresponding to the pre-aiming point, but may be a path point corresponding to the pre-aiming point, or the determination whether the vehicle is driven to the position corresponding to the pre-aiming point may be determined according to the distance between the pre-aiming point and the vehicle and the driving distance of the vehicle.
In the case of a vehicle that can be driven either by an unmanned vehicle or by a driver, before step 101 is executed, the vehicle may determine whether or not to enter an unmanned mode, and if it is determined that the unmanned mode is entered, execution of the vehicle tracking control in the unmanned mode may be restarted.
Through the technical scheme, the real-time pose such as the real-time position and the real-time travelling direction of the vehicle are combined, the vehicle is transversely and dynamically adjusted through the short and direct control offset, the complex operation of a plurality of parameters and the additional adjustment caused by indirect transition are avoided, the vehicle has the characteristics of few parameters, strong curve adaptability and capability of being quickly and accurately parked, the vehicle control accuracy can not be reduced due to the influence of the curvature radius, and therefore stable and continuous tracking and quick and accurate parking are conveniently realized.
Fig. 2 is a flowchart illustrating a vehicle tracking control method according to still another exemplary embodiment of the present disclosure. As shown in fig. 2, the method comprises steps 201 to 203.
In step 201, the distance between the pre-aiming point and the path point is determined as the actual offset.
In step 202, if the absolute value of the actual offset is smaller than the minimum offset threshold, it is determined that the target offset corresponding to the pretightening point is zero.
In step 203, if the absolute value of the actual offset is greater than the highest offset threshold, the highest offset threshold is determined as the absolute value of the target offset corresponding to the pretightening point, and the target offset is the same as the actual offset.
The distance between the pre-aiming point and the path point is determined as the actual offset, and the left-right relationship between the pre-aiming point and the path point can be represented by the positive and negative signs.
Under the condition that a plurality of pre-aiming points are determined, the target offset corresponding to the pre-aiming points can be sequentially determined according to the sequence from near to far of the distance between the pre-aiming points and the vehicle. When the target offset corresponding to the current pretightening point is determined, in order to avoid the influence of excessive frequent adjustment of the vehicle on riding experience, a transverse adjustment neutral zone can be set, and when the absolute value of the actual offset of the pretightening point is smaller than the minimum offset threshold value, the target offset corresponding to the pretightening point is determined to be zero, namely the vehicle is not subjected to transverse adjustment, so that the response sensitivity of the vehicle is reduced. In order to avoid the excessive adjustment of the transverse direction, the highest offset threshold value can be set as the maximum limit value to limit the transverse control output, if the absolute value of the actual offset is larger than the highest offset threshold value, the highest offset threshold value is only used as the absolute value of the target offset corresponding to the pre-aiming point, and the target offset and the actual offset are the same in number to ensure that the target offset is also negative when the actual offset is negative and is also positive when the actual offset is positive.
Fig. 3 is a flowchart illustrating a vehicle tracking control method according to still another exemplary embodiment of the present disclosure. As shown in fig. 3, the method comprises step 301.
In step 301, a steering angle corresponding to each pretightening point is determined according to the track curvature, the current speed of the vehicle and the target offset corresponding to each pretightening point.
The current vehicle speed may be obtained when the steering angle is determined, but may be obtained before, and the present disclosure is not limited to this obtaining timing, as long as the current vehicle speed can be obtained when the steering angle of each pretightening point is determined.
Because the steering angles corresponding to the same target offset are correspondingly different under the conditions of different vehicle speeds and different track curvatures, when the steering angles corresponding to the pre-aiming points are determined, the steering angles can be determined together through the track curvatures, the current vehicle speed and the target offset corresponding to the pre-aiming points.
In a possible real-time manner, a reference coefficient corresponding to the track curvature can be obtained by determining according to the track curvature, a reference coefficient corresponding to the current speed of the vehicle can be obtained by determining according to the current speed of the vehicle, and then the steering angle corresponding to the pre-aiming point can be obtained by adjusting according to the reference coefficient corresponding to the track curvature and the reference coefficient corresponding to the current speed of the vehicle on the basis of determining the steering angle according to the target offset.
In one possible real-time manner, the steering angle corresponding to the pre-aiming point may also be determined from the vehicle steering gear ratio. That is, a reference coefficient corresponding to the track curvature is determined according to the track curvature, a reference coefficient corresponding to the current speed of the vehicle is determined according to the current speed of the vehicle, a reference coefficient corresponding to the steering transmission ratio of the vehicle is determined according to the steering transmission ratio of the vehicle, and then the steering angle corresponding to the pre-aiming point is obtained by adjusting the reference coefficient corresponding to the track curvature, the reference coefficient corresponding to the current speed of the vehicle and the reference coefficient corresponding to the steering transmission ratio of the vehicle on the basis of the steering angle determined according to the target offset.
Fig. 4 is a flowchart illustrating a vehicle tracking control method according to still another exemplary embodiment of the present disclosure. As shown in fig. 4, the method includes steps 401 to 405.
In step 401, when the vehicle runs to the position corresponding to the pre-aiming point, the current turning angle position of the steering wheel of the vehicle is determined.
In step 402, a theoretical steering angle position of the steering wheel of the vehicle after responding to the steering angle is determined according to the steering angle corresponding to the pre-aiming point and the current steering angle position.
In step 403, if the theoretical corner position is located in the preset insensitive corner area, taking the sum of the steering angle corresponding to the preset aiming point and the preset corner margin as the target steering angle, where the preset corner margin is the same as the steering angle corresponding to the preset aiming point.
In step 404, the direction of travel of the vehicle is controlled in accordance with the target steering angle.
In step 405, if the actual steering angle position of the steering wheel of the vehicle is located in the preset insensitive steering angle area, the steering angle of the steering wheel of the vehicle is controlled to be zero.
In order to avoid that the steering wheel angle control of the vehicle enters a preset insensitive angle area (such as a dead zone with +/-4 degrees) in the response process and cannot respond when the vehicle is transversely controlled according to the steering angle corresponding to the pre-aiming point, the theoretical angle position of the steering wheel of the vehicle after responding to the steering angle can be judged in advance before the vehicle is transversely controlled according to the steering angle corresponding to the pre-aiming point.
When the theoretical turning angle position is in the preset insensitive turning angle area, in order to avoid the situation as much as possible, a preset turning angle allowance (such as 5 degrees) is added to the steering angle corresponding to the pre-aiming point before the vehicle is transversely controlled according to the steering angle corresponding to the pre-aiming point, so that a target steering angle is obtained, and then the vehicle is controlled according to the target steering angle. The preset corner allowance is the same as the steering angle corresponding to the preset aiming point, if the steering angle corresponding to the preset aiming point is 6 degrees, the preset corner allowance can be 5 degrees, and if the steering angle corresponding to the preset aiming point is-6 degrees, the preset corner allowance can be-5 degrees, so that the direction of transverse adjustment of the vehicle is not influenced.
When the actual turning angle position of the vehicle steering wheel is located in the preset insensitive turning angle area, whether the situation occurs in the process of responding the target turning angle of the vehicle steering wheel or after the vehicle steering wheel has responded the target turning angle is finished, in order to avoid control faults of the vehicle steering wheel in the preset insensitive turning angle area, for example, the actual turning angle position of the vehicle steering wheel overshoots to the other side of the middle position, a turning angle command is directly sent to the vehicle steering wheel so as to control the turning angle of the vehicle steering wheel to be zero, and stable running and safe running of the vehicle are ensured as much as possible.
For example, if a preset insensitive turning angle area of the vehicle steering wheel is set to be +/-4 degrees, a steering angle corresponding to a pre-aiming point is set to be 6 degrees (taking anticlockwise positive and representing turning from right side to left side), and at the moment, the current turning angle position of the vehicle steering wheel is located at the position of 6 degrees on the right side of the middle position, the vehicle steering wheel can enter the preset insensitive turning angle area after responding to the steering angle corresponding to the pre-aiming point for 2 degrees; at the moment, taking the sum of the steering angle corresponding to the pre-aiming point and a preset steering angle allowance (taking 5 degrees) as a target steering angle, and controlling the travelling direction of the vehicle according to the target steering angle; in the process of response control according to the target steering angle, the preset insensitive turning angle area is still formed after the steering wheel of the vehicle turns 2 degrees, and the turning angle of the steering wheel of the vehicle is directly controlled to be zero at the moment to carry out rotation inhibition.
Therefore, the problem that the transverse control does not respond or the hysteresis response is caused after large-angle accumulation when the vehicle moves straight is avoided, or the problem that the control effect is affected due to overshoot adjustment is avoided, and the safety, stability and route accuracy of the vehicle are better ensured.
In a possible real-time manner, in step 101 shown in fig. 1, determining the tracking track corresponding to the current position of the vehicle and the track curvature of the tracking track may further include the following steps: searching a next track point in front of the current position of the vehicle in a preset track; if the current position of the vehicle is not a track point, interpolation is carried out between a previous track point and the next track point of the current position of the vehicle to obtain a track of a preset distance in front of the current position of the vehicle and track curvature of the track; and taking the tracking track with a preset distance in front of the current position of the vehicle and the track curvature of the tracking track as the tracking track corresponding to the current position of the vehicle and the track curvature of the tracking track.
Fig. 5 is a block diagram showing a structure of a vehicle tracking control device according to an exemplary embodiment of the present disclosure. As shown in fig. 5, the apparatus includes: a first processing module 10, configured to acquire a current position of a vehicle, and determine a tracking track corresponding to the current position of the vehicle and a track curvature of the tracking track; a second processing module 20 for determining a plurality of points in the vehicle traveling direction as pre-aiming points according to the track curvature; a third processing module 30, configured to determine path points corresponding to the pre-aiming points in a tracking track, where the pre-aiming points are projections of the corresponding path points in the vehicle travelling direction; a fourth processing module 40, configured to determine a target offset corresponding to the pre-aiming point according to a distance between the pre-aiming point and the path point corresponding to the pre-aiming point; a fifth processing module 50, configured to determine steering angles corresponding to the pre-aiming points respectively according to the target offsets corresponding to the pre-aiming points respectively; and the control module 60 is used for controlling the traveling direction of the vehicle according to the steering angle corresponding to the pre-aiming point when the vehicle travels to the position corresponding to the pre-aiming point.
Through the technical scheme, the real-time pose such as the real-time position and the real-time travelling direction of the vehicle are combined, the vehicle is transversely and dynamically adjusted through the short and direct control offset, the complex operation of a plurality of parameters and the additional adjustment caused by indirect transition are avoided, the vehicle has the characteristics of few parameters, strong curve adaptability and capability of being quickly and accurately parked, the vehicle control accuracy can not be reduced due to the influence of the curvature radius, and therefore stable and continuous tracking and quick and accurate parking are conveniently realized.
Fig. 6 is a block diagram illustrating a structure of a vehicle tracking control device according to still another exemplary embodiment of the present disclosure. As shown in fig. 6, the fourth processing module 40 includes: a first determining sub-module 401, configured to determine a distance between the pre-aiming point and the path point as an actual offset; the first processing sub-module 402 is configured to determine that the target offset corresponding to the pre-aiming point is zero if the absolute value of the actual offset is less than the minimum offset threshold. And the second processing sub-module 403 is configured to determine the highest offset threshold as an absolute value of a target offset corresponding to the pretightening point if the absolute value of the actual offset is greater than the highest offset threshold, where the target offset is the same as the actual offset.
In one possible real-time manner, the fifth processing module 50 is further configured to: and determining steering angles respectively corresponding to the pre-aiming points according to the track curvature, the current speed of the vehicle and the target offset respectively corresponding to the pre-aiming points.
In one possible real-time manner, the control module 60 is further configured to: when the vehicle runs to the position corresponding to the pre-aiming point, determining the current corner position of the steering wheel of the vehicle; determining a theoretical corner position of the steering wheel of the vehicle after responding to the steering angle according to the steering angle corresponding to the pre-aiming point and the current corner position; if the theoretical corner position is located in a preset insensitive corner area, taking the sum of a steering angle corresponding to the preset aiming point and a preset corner margin as a target steering angle, wherein the preset corner margin is the same as the steering angle corresponding to the preset aiming point; and controlling the traveling direction of the vehicle according to the target steering angle.
In one possible real-time manner, the control module 60 is further configured to: when the vehicle runs to the position corresponding to the pre-aiming point, controlling the running direction of the vehicle according to the steering angle corresponding to the pre-aiming point further comprises: and if the actual turning angle position of the vehicle steering wheel is positioned in the preset insensitive turning angle area, controlling the turning angle of the vehicle steering wheel to be zero.
In one possible real-time manner, the first processing module 20 is further configured to: searching a next track point in front of the current position of the vehicle in a preset track; if the current position of the vehicle is not a track point, interpolation is carried out between a previous track point and the next track point of the current position of the vehicle to obtain a track of a preset distance in front of the current position of the vehicle and track curvature of the track; and taking the tracking track with a preset distance in front of the current position of the vehicle and the track curvature of the tracking track as the tracking track corresponding to the current position of the vehicle and the track curvature of the tracking track.
In one possible real-time approach, the greater the track curvature, the greater the number of pretighted spots, and the smaller the spacing between the pretighted spots.
The specific manner in which the various modules perform the operations in the apparatus of the above embodiments have been described in detail in connection with the embodiments of the method, and will not be described in detail herein.
The present disclosure also provides a vehicle including the vehicle tracking control device described above.
The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings, but the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solutions of the present disclosure within the scope of the technical concept of the present disclosure, and all the simple modifications belong to the protection scope of the present disclosure.
In addition, the specific features described in the above embodiments may be combined in any suitable manner without contradiction. The various possible combinations are not described further in this disclosure in order to avoid unnecessary repetition.
Moreover, any combination between the various embodiments of the present disclosure is possible as long as it does not depart from the spirit of the present disclosure, which should also be construed as the disclosure of the present disclosure.
Claims (10)
1. A vehicle tracking control method, characterized in that the method comprises:
acquiring a current position of a vehicle, and determining a tracking track corresponding to the current position of the vehicle and track curvature of the tracking track;
determining a plurality of points in the vehicle travelling direction as pre-aiming points according to the track curvature;
determining path points corresponding to the pretightening points one by one in the tracking track, wherein the pretightening points are projections of the corresponding path points in the vehicle travelling direction;
determining a target offset corresponding to the pre-aiming point according to the distance between the pre-aiming point and the corresponding path point;
determining steering angles respectively corresponding to the pre-aiming points according to the target offset respectively corresponding to the pre-aiming points;
when the vehicle runs to the position corresponding to the pre-aiming point, controlling the running direction of the vehicle according to the steering angle corresponding to the pre-aiming point.
2. The method of claim 1, wherein the determining the target offset corresponding to the pretighted point based on the distance between the pretighted point and the waypoint corresponding thereto comprises:
determining the distance between the pre-aiming point and the path point as an actual offset;
and if the absolute value of the actual offset is smaller than the minimum offset threshold, determining that the target offset corresponding to the pre-aiming point is zero.
3. The method of claim 2, wherein the determining the target offset corresponding to the pretighted point according to the distance between the pretighted point and the corresponding path point further comprises:
and if the absolute value of the actual offset is larger than a highest offset threshold, determining the highest offset threshold as the absolute value of a target offset corresponding to the pre-aiming point, wherein the target offset and the actual offset are the same in number.
4. The method of claim 1, wherein determining the steering angle for each pretightening point based on the target offset for each pretightening point comprises:
and determining steering angles respectively corresponding to the pre-aiming points according to the track curvature, the current speed of the vehicle and the target offset respectively corresponding to the pre-aiming points.
5. The method according to any one of claims 1-4, wherein controlling the traveling direction of the vehicle according to the steering angle corresponding to the pre-aiming point when the vehicle travels to the position corresponding to the pre-aiming point comprises:
when the vehicle runs to the position corresponding to the pre-aiming point, determining the current corner position of the steering wheel of the vehicle;
determining a theoretical corner position of the steering wheel of the vehicle after responding to the steering angle according to the steering angle corresponding to the pre-aiming point and the current corner position;
if the theoretical corner position is located in a preset insensitive corner area, taking the sum of a steering angle corresponding to the preset aiming point and a preset corner margin as a target steering angle, wherein the preset corner margin is the same as the steering angle corresponding to the preset aiming point;
and controlling the traveling direction of the vehicle according to the target steering angle.
6. The method of claim 5, wherein controlling the direction of travel of the vehicle according to the steering angle corresponding to the pre-aiming point when the vehicle is traveling to the position corresponding to the pre-aiming point further comprises:
and if the actual turning angle position of the vehicle steering wheel is positioned in the preset insensitive turning angle area, controlling the turning angle of the vehicle steering wheel to be zero.
7. The method of claim 1, wherein the determining a tracking trajectory corresponding to the current position of the vehicle and a trajectory curvature of the tracking trajectory comprises:
searching a next track point in front of the current position of the vehicle in a preset track;
if the current position of the vehicle is not a track point, interpolation is carried out between a previous track point and the next track point of the current position of the vehicle to obtain a track of a preset distance in front of the current position of the vehicle and track curvature of the track;
and taking the tracking track with a preset distance in front of the current position of the vehicle and the track curvature of the tracking track as the tracking track corresponding to the current position of the vehicle and the track curvature of the tracking track.
8. The method of claim 1, wherein the greater the track curvature, the greater the number of pretighted spots, and the smaller the spacing between the pretighted spots.
9. A vehicle tracking control apparatus, characterized by comprising:
the first processing module is used for acquiring the current position of the vehicle and determining a tracking track corresponding to the current position of the vehicle and track curvature of the tracking track;
the second processing module is used for determining a plurality of points in the travelling direction of the vehicle as pre-aiming points according to the track curvature;
the third processing module is used for determining path points corresponding to the pretightening points one by one in the tracking track, wherein the pretightening points are projections of the corresponding path points in the vehicle travelling direction;
a fourth processing module, configured to determine a target offset corresponding to the pre-aiming point according to a distance between the pre-aiming point and the path point corresponding to the pre-aiming point;
a fifth processing module, configured to determine steering angles corresponding to the pre-aiming points respectively according to the target offsets corresponding to the pre-aiming points respectively;
and the control module is used for controlling the advancing direction of the vehicle according to the steering angle corresponding to the pre-aiming point when the vehicle runs to the position corresponding to the pre-aiming point.
10. A vehicle characterized by comprising the vehicle tracking control device according to claim 9.
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| CN202210194630.1A CN116729397A (en) | 2022-03-01 | 2022-03-01 | Vehicle tracking control method and device and vehicle |
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