CN118560473A

CN118560473A - Method for controlling vehicle, storage medium and computer product

Info

Publication number: CN118560473A
Application number: CN202411030194.XA
Authority: CN
Inventors: 张建源; 田艺凡; 李振伟; 谭梓航; 王晓伟
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2024-07-30
Filing date: 2024-07-30
Publication date: 2024-08-30

Abstract

The disclosure relates to a vehicle control method, a vehicle, a storage medium and a computer product, and relates to the technical field of automobiles, wherein the method comprises the following steps: acquiring lane line information of a target lane where a vehicle is located and a running track of the vehicle; determining a transverse error and a course departure angle of the vehicle according to the lane line information and the running track; and controlling the vehicle to run according to the transverse error and the heading deviation angle. According to the method, the transverse error and the course deviation angle of the vehicle are calculated according to the lane line information and the driving track, and then the vehicle is controlled to return to the center of the lane to continue driving according to the transverse error and the course deviation angle of the vehicle, so that the driving route of the vehicle can be quickly corrected by using the transverse error and the course deviation angle, the correction accuracy is higher, the flexibility of the lane keeping auxiliary system is improved, and the probability of traffic stories caused by the deviation from the lane is reduced.

Description

Method for controlling vehicle, storage medium and computer product

Technical Field

The present disclosure relates to the field of automotive technologies, and in particular, to a method for controlling a vehicle, a storage medium, and a computer product.

Background

In recent years, the automobile industry has developed rapidly, and people have higher requirements on the comfort level and the intelligent degree of driving. The research finds that the driver is easy to pay attention to the vehicle not to concentrate when driving on the same lane for a long time, and if the situation causes serious traffic accidents during high-speed driving, the possibility of causing serious traffic accidents is high, and the accidents can be avoided by timely intervention of lane keeping. Therefore, how to obtain a more stable lane keeping effect is a research target of many engineers.

In the prior art, the proportional integral derivative (Proportion INTEGRAL DIFFERENTIAL, PID) algorithm is generally adopted for control, or a table look-up is adopted for obtaining the deviation correcting angle, and the two methods can well control the vehicle not to deviate from the center line of the lane, but have the problem of low control accuracy.

Disclosure of Invention

To overcome the problems in the related art, the present disclosure provides a method of controlling a vehicle, a storage medium, and a computer product.

According to a first aspect of an embodiment of the present disclosure, there is provided a method of vehicle control, comprising: acquiring lane line information of a target lane where a vehicle is located and a running track of the vehicle; determining a transverse error and a course departure angle of the vehicle according to the lane line information and the running track; and controlling the vehicle to run according to the transverse error and the heading deviation angle.

In one embodiment, the determining the lateral error and heading deviation angle of the vehicle according to the lane line information and the driving track includes: determining the center position of a front axle of the vehicle according to the running track; determining the transverse error according to the lane line information and the front axle center position of the vehicle; and determining the course departure angle of the vehicle according to the lane line information and the running track.

In one embodiment, the determining the lateral error based on the lane line information and a front axle center position of the vehicle includes: determining the center line of the target lane according to the lane line information; and taking the distance between the center position of the front axle of the vehicle and the center line as the transverse error.

In one embodiment, the determining the heading deviation angle of the vehicle according to the lane line information and the driving track includes: determining the current heading and the reference heading of the vehicle according to the lane line information and the running track; and taking the difference between the current heading and the reference heading as the heading deviation angle.

In one embodiment, the determining the current heading and the reference heading of the vehicle according to the lane line information and the driving track includes: determining the current course of the vehicle according to the running track; obtaining a reference track of the vehicle according to the lane line information and the running track; and taking the tangential direction of the central point of the reference track as the reference course.

In one embodiment, said controlling said vehicle to travel based on said lateral error and said heading deviation angle comprises: determining a front wheel corner of the vehicle according to the lateral error and the heading deviation angle; and controlling the vehicle to run according to the front wheel rotation angle.

In one embodiment, said determining the front wheel steering angle of the vehicle from the lateral error and the heading deviation angle comprises: and under the condition that the transverse error is larger than or equal to a first preset threshold value or the heading deviation angle is larger than or equal to a second preset threshold value, determining the front wheel corner of the vehicle according to the transverse error and the heading deviation angle.

In one embodiment, said controlling said vehicle to travel according to said front wheel rotation angle comprises: determining a rear wheel steering angle of the vehicle according to the front wheel steering angle and a preset mapping relation, wherein the preset mapping relation is a mapping relation between the front wheel steering angle and the rear wheel steering angle; and controlling the vehicle to run according to the front wheel rotation angle and the rear wheel rotation angle.

In one embodiment, the method further comprises: acquiring the speed of the vehicle; the determining the front wheel steering angle of the vehicle according to the lateral error and the heading deviation angle comprises: determining gain coefficients corresponding to the vehicle speeds, wherein different vehicle speeds correspond to different gain coefficients; and determining the front wheel rotation angle according to the transverse error, the course off angle and the gain coefficient.

In one embodiment, said controlling said vehicle to travel according to said front wheel rotation angle comprises: determining a torque output value of a steering motor of the vehicle according to the front wheel rotation angle and the transmission ratio of the vehicle; and controlling the vehicle to run according to the torque output value.

According to a second aspect of embodiments of the present disclosure, there is provided a vehicle comprising: a memory having a computer program stored thereon; a processor for executing the computer program in the memory to implement the steps of the method of vehicle control provided by the first aspect of the present disclosure.

According to a third aspect of embodiments of the present disclosure, there is provided a computer readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement the steps of the method of vehicle control provided by the first aspect of the present disclosure.

According to a fourth aspect of embodiments of the present disclosure, there is provided a computer program product comprising a computer program which, when executed by a processor, implements the steps of the method of vehicle control provided by the first aspect.

According to the technical scheme, the transverse error and the course deviation angle of the vehicle are calculated according to the lane line information and the driving track, and then the vehicle is controlled to return to the center of the lane to continue driving according to the transverse error and the course deviation angle of the vehicle, so that the driving route of the vehicle can be quickly corrected by utilizing the transverse error and the course deviation angle, the correction accuracy is higher, the flexibility of the lane keeping auxiliary system is improved, and the probability of traffic stories caused by the deviation from the lane is reduced.

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.

FIG. 1 is a flowchart illustrating a method of vehicle control, according to an exemplary embodiment.

FIG. 2 is a flowchart illustrating a method of vehicle control, according to an exemplary embodiment.

FIG. 3 is a schematic diagram illustrating a kinematic model of a vehicle according to an exemplary embodiment.

FIG. 4 is a flowchart illustrating a method of vehicle control, according to an exemplary embodiment.

Fig. 5 is a block diagram illustrating an apparatus for vehicle control according to an exemplary embodiment.

FIG. 6 is a block diagram of a vehicle, according to an exemplary embodiment.

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.

It should be noted that, all actions of acquiring signals, information or data in the present application are performed under the condition of conforming to the corresponding data protection rule policy of the country of the location and obtaining the authorization given by the owner of the corresponding device.

The terms first, second and the like in the description and claims of the present disclosure and in the above-described figures, are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. In addition, in the description with reference to the drawings, the same reference numerals in different drawings denote the same elements.

In the description of the present disclosure, unless otherwise indicated, "a plurality" means two or more than two, and other adjectives are similar thereto; "at least one item", "an item" or "a plurality of items" or the like, refer to any combination of these items, including any combination of single item(s) or plural items(s). For example, at least one (a) may represent any number a; as another example, one (or more) of a, b, and c may represent: a, b, c, a-b, a-c, b-c, or a-b-c, wherein a, b, c may be single or plural; "and/or" is an association relationship describing an association object, meaning that there may be three relationships, e.g., a and/or B, which may represent: there are three cases, a alone, a and B together, and B alone, wherein a, B may be singular or plural. The character "/" indicates that the front-rear association object is an or relationship.

Although operations or steps are described in a particular order in the figures in the disclosed embodiments, it should not be understood as requiring that such operations or steps be performed in the particular order shown or in sequential order, or that all illustrated operations or steps be performed, to achieve desirable results. In embodiments of the present disclosure, these operations or steps may be performed serially; these operations or steps may also be performed in parallel; some of these operations or steps may also be performed.

The lane centering system (LANE KEEPING ASSIST SYSTEM, LKAS) system belongs to one of the advanced driver assistance systems (ADVANCED DRIVER ASSISTANCE SYSTEM, ADAS), and can control the vehicle in the presence of relevant side lane lines to avoid collision between the vehicle and adjacent lane vehicles or curbs.

The lane keeping aid system can control the steering system on the basis of the lane departure warning system (Lane Departure Warning, LDWS) to assist the vehicle to keep running in the own lane. LDWS is a system for assisting a driver in reducing traffic accidents caused by lane departure of an automobile by means of warning or vibration or the like. The system detects a front lane line through a camera, calculates the distance between a vehicle body and the lane line, and judges whether the vehicle deviates from the lane; when the driver unconsciously (without turning on the steering lamp) deviates from the original lane, the system can give a warning or the steering wheel starts vibrating before the driver deviates from the lane for 0.5s, so that the driver is prompted to return to the lane, and the danger caused by the fact that the automobile deviates from the lane is reduced.

Typically, one or more image sensors provide multiple frames of images of the road, and these sensors are connected to multiple video ports of an electronic controller unit (Electronic Control Unit, ECU). After entering the system, the data is converted into a processable format in real time. In the ECU, preprocessing is firstly performed, and noise mixed in the image capturing period is filtered; the position of the vehicle relative to the lane markings is then detected, the input stream of road images is transformed into a series of lines outlining the road surface, and the lane markings are found by looking for edges in the data field, which edges in fact form the boundaries that the vehicle should keep traveling forward. The ECU then tracks these sign lines from time to determine whether the driving route is normal. Once the vehicle is found to be unintentionally deviated from the roadway, the ECU makes a judgment and then outputs a signal to drive the alarm circuit, so that a driver immediately corrects the driving route. The alarm can be a buzzer or a loudspeaker, can also be used for prompting by a language, and can also be used for prompting a driver in a mode of vibrating a seat or a steering wheel. LKAS also consider the braking and steering devices normally used by automobiles, which can affect the operation of LKAS, complicating the system. Thus, LKAS is inactive during slow travel or braking, normal steering.

In the prior art, proportional integral derivative (Proportion INTEGRAL DIFFERENTIAL, PID) algorithm control is generally adopted, or a table look-up is adopted to obtain a deviation correcting angle, and the two methods can well control the vehicle not to deviate from the center line of a lane, but have the problem of low control accuracy.

In order to solve the above problems, the present disclosure provides a method for controlling a vehicle, a storage medium, and a computer product, which acquire lane line information of a target lane in which the vehicle is located and a travel track of the vehicle; determining a transverse error and a course off angle of the vehicle according to the lane line information and the driving track; and controlling the running of the vehicle according to the transverse error and the course deviation angle. According to the method, the transverse error and the course deviation angle of the vehicle are calculated according to the lane line information and the driving track, and then the vehicle is controlled to return to the center of the lane to continue driving according to the transverse error and the course deviation angle of the vehicle, so that the driving route of the vehicle can be quickly corrected by utilizing the transverse error and the course deviation angle, the correction accuracy is higher, the flexibility of the lane keeping auxiliary system is improved, and the probability of traffic stories caused by the deviation from the lane is further reduced.

The following detailed description of specific embodiments of the present disclosure refers to the accompanying drawings.

FIG. 1 is a flowchart illustrating a method of vehicle control, as shown in FIG. 1, for use in a vehicle, according to an exemplary embodiment, including the following steps.

In step S101, lane line information of a target lane in which the vehicle is located and a travel track of the vehicle are acquired.

In some embodiments, the lane line information may be a distance between the vehicle and the target lane line. The target lane line refers to a traffic marking used for separating traffic flows running in the same direction or in opposite directions in the target lane. Alternatively, the target lane line may be a white dotted line, the target lane line may be a white solid line, and the target lane line may be a double yellow line, which is not particularly limited in the form of the target lane line in this embodiment.

In the present embodiment, the lane type of the target lane in which the vehicle is located includes, but is not limited to, a straight lane and a curve lane. Alternatively, the lane line information may also include other contents, such as curvature of the lane line, and the like.

In some embodiments, step S101 may include: the lane line distance between the edge of the vehicle and the target lane line is identified by a visual sensor. Alternatively, the vision sensor may be a front-view camera in an ADAS. The front-view camera can be a monocular camera, and the front-view camera can also be a binocular camera; the number of the front-view cameras may be one or more, and the specific form of the arrangement of the vision sensor is not limited in this embodiment.

In some embodiments, step S101 may further include: the lane line information of the running environment is collected through a camera sensor and a radar sensor. For example, a front-view monocular camera sensor and two rear-mounted angle radar sensors are mounted on a current vehicle, and image information acquired by the camera and radar signals are fused to obtain lane line information.

In this embodiment, the travel locus may be a locus coordinate point of the vehicle travel obtained according to the path tracking algorithm. Optionally, the driving track may further include a position of the vehicle.

In some embodiments, before step S101, the vehicle control method may further include: and (3) comprehensively judging whether the lane keeping function of the vehicle is started according to the signal of the whole vehicle controller area network bus (Controller Area Network, CAN), and executing the step S101 under the condition that the starting condition is met.

In step S102, a lateral error and a heading deviation angle of the vehicle are determined based on the lane line information and the travel track.

In the present embodiment, the lateral error of the vehicle is the distance between the front axle center position of the vehicle and the center locus point of the target lane.

In this embodiment, the lateral error refers to the distance from the front axle center of the vehicle to the nearest track reference point, which may be the point on the lane center line nearest to the vehicle.

In the present embodiment, the heading deviation angle of the vehicle is an angle required for the vehicle to resume straight running.

In step S103, the vehicle travel is controlled based on the lateral error and the heading deviation angle.

In some embodiments, step S103 may include: determining a target steering angle required by the vehicle to return to the center of the lane for continuous running according to the transverse error and the course deviation angle; and controlling the vehicle to steer according to the target steering angle, so that the vehicle returns to the center of the lane to continue running.

In some embodiments, step S103 may further include: determining a steering wheel corner required by the vehicle to return to the center of the lane for continuous running according to the transverse error and the course deviation angle; and controlling the vehicle to run according to the turning angle of the steering wheel, so that the vehicle returns to the center of the lane to continue running.

According to the method, the transverse error and the course deviation angle of the vehicle are calculated according to the lane line information and the driving track, and then the vehicle is controlled to return to the center of the lane to continue driving according to the transverse error and the course deviation angle of the vehicle, so that the driving route of the vehicle can be quickly corrected by using the transverse error and the course deviation angle, the correction accuracy is higher, the flexibility of the lane keeping auxiliary system is improved, and the probability of traffic stories caused by the deviation from the lane is reduced.

In some embodiments, referring to fig. 2, step S102 may include the following steps.

In step S1021, the front axle center position of the vehicle is determined based on the travel track.

In one possible implementation, the driving track is a rough track of the vehicle within a preset time period after the current time based on the current driving data of the vehicle. Step S1021 may be preceded by: predicting a driving track of the vehicle based on the current driving data of the vehicle and based on a vehicle kinematic model; wherein, the current driving data of the vehicle comprises: current acceleration and current angular velocity of the vehicle.

Exemplary, vehicle kinematics models are shown in fig. 3. In general, the motion characteristics of a four-wheeled vehicle can be simplified to a certain extent, and a pair of front wheels and a pair of rear wheels can be combined and considered, respectively, to simplify the vehicle into a linear two-degree-of-freedom vehicle model, thereby forming a "bicycle model" as shown in fig. 3. The motion model ignores the influence of a steering system, takes the front wheel steering angle as input, ignores the action of a suspension, considers that an automobile carriage only performs plane motion parallel to the ground, namely ignores displacement in the vertical direction of the automobile, ignores the pitch angle and the roll angle of the automobile, and can achieve the effect of simplifying calculation while well describing the actual motion process of the automobile.

In one possible implementation, the front axle center position of the vehicle may be obtained by a positioning sensor.

In one possible implementation, step S1021 may further include: and determining the mass center position of the vehicle according to the running track, and carrying out coordinate axis transformation on the mass center position to obtain the front axle center position. Optionally, the centroid position may also be obtained in real time by a global positioning system (Global Positioning System, GPS) combined inertial navigation system.

In step S1022, a lateral error is determined based on the lane line information and the front axle center position of the vehicle.

In some embodiments, step S1022 may include: determining the center line of the target lane according to the lane line information; the distance between the center position of the front axle of the vehicle and the center line is taken as a lateral error.

In one possible implementation, determining the center line of the target lane according to the lane line information may include: according to the lane line information, determining the left lane line position of the target lane, the right lane line position of the target lane and the width of the target lane; and determining the center line of the target lane according to the left lane line position of the target lane, the right lane line position of the target lane and the width of the target lane.

For example, referring to fig. 3, a coordinate system is established with the center of the front axle of the vehicle as the origin, and the distance between the center position of the front axle of the vehicle and the center line is denoted by e.

Therefore, the calculation of the transverse error of the vehicle in the running process is beneficial to realizing the transverse control of the vehicle, has higher tracking precision, and improves the calculation speed compared with the traditional control algorithm.

In step S1023, a heading deviation angle of the vehicle is determined based on the lane line information and the travel track.

In some embodiments, step S1023 may include: determining the current heading and the reference heading of the vehicle according to the lane line information and the driving track; and taking the difference between the current heading and the reference heading as a heading deviation angle.

By adopting the method, the tracking control can be completed by only confirming the position information of the near track point without depending on global path planning, and the requirement on the vehicle-mounted sensor is not higher than other algorithms because the vehicle-mounted sensor only focuses on the current position information, and the engineering implementation is easy.

In some embodiments, determining the current heading and the reference heading of the vehicle based on the lane-line information and the travel track may include:

Determining the current course of the vehicle according to the running track;

Obtaining a reference track of the vehicle according to the lane line information and the driving track;

and taking the tangential direction of the central point of the reference track as the reference course.

In one possible implementation, the current heading angle of the vehicle may be obtained by a location sensor, a map, or a GPS.

In one possible implementation manner, according to the lane line information and the driving track, obtaining the reference track of the vehicle may include: determining lane line marks and lane curvature radius according to the lane line information; and predicting the running route of the vehicle according to the running track, the vehicle speed and the steering wheel angle to obtain a reference track.

Alternatively, the reference trajectory of the vehicle may be the lane center line. Illustratively, the reference trajectory of the vehicle is a lane centerline, and the center point of the reference trajectory is the point where the vehicle is closest to the lane centerline.

In one possible implementation, the reference trajectory may be obtained by a Stanley control algorithm based on a kinematic model, and the front wheel yaw angle is consistent with the tangential direction of the reference trajectory, regardless of the side tracking error, and the reference heading may be obtained by the Stanley controller.

By the method, the lane center line can be used as a control track for emergency lane keeping control, and the vehicle course angle is calculated based on the lane center line track and the self-vehicle running track, so that the problems that the intelligent degree is not high when the manual steering control is used for vehicle emergency lane keeping, and the vehicle possibly deviates from the self-vehicle lane due to the existing lane departure keeping and lane centering functions, so that the risk of vehicle collision is caused can be solved.

In one embodiment, referring to fig. 4, step S103 may include the following steps.

In step S1031, a front wheel rotation angle of the vehicle is determined based on the lateral error and the heading deviation angle.

In some embodiments, the vehicle control method further includes: acquiring the speed of a vehicle; step S1031 may include: determining gain coefficients corresponding to vehicle speeds, wherein different vehicle speeds correspond to different gain coefficients; and determining the front wheel rotation angle according to the transverse error, the course off angle and the gain coefficient.

In the present embodiment, the determination of the front wheel steering angle may be obtained by the Stanley algorithm.

For example, referring to fig. 3, the calculation formula of the front wheel rotation angle is shown below.

Wherein,The rotation angle of the front wheel is represented,The yaw angle of the heading is indicated,The lateral deviation angle is indicated as such,Represents the lateral error, k represents the gain factor, and v represents the vehicle speed.

In this embodiment, the correspondence between the gain coefficient and the vehicle speed may be calibrated through an experiment, to obtain the vehicle speed-gain coefficient map. For example, the calculation of the front wheel rotation angle at a low speed is good for the tracking control, so that in the case where the vehicle speed is less than or equal to the preset speed threshold, the gain coefficient is set to a constant value, that is, the control can be performed at a constant k value in the low speed section. In the case where the vehicle speed is less than or equal to the preset speed threshold, the gain factor increases with an increase in the vehicle speed, that is, the k value increases with an increase in the vehicle speed in the medium-high speed section, ensuring that the vehicle can quickly return to the lane center line for running after being deviated.

Thus, the problem of poor high-speed control effect of the Stanley algorithm is solved, the Stanley algorithm is suitable for lane keeping at any vehicle speed, and the smoothness of a control curve is improved.

In some embodiments, before step S1031, the vehicle control method may further include: and carrying out Kalman filtering on the transverse error and the course off angle.

Therefore, noise caused by sensor identification can be eliminated, the influence of environmental interference factors is reduced, and an optimal value is distinguished based on a space state equation, so that the defect that the control effect of the Stanley algorithm is not smooth enough is overcome, and the situation that a vehicle cannot drive to be stable in the process of lane keeping control is avoided.

In step S1032, the vehicle travel is controlled according to the front wheel rotation angle.

In some embodiments, step S1032 includes: determining the rear wheel corner of the vehicle according to the front wheel corner and a preset mapping relation, wherein the preset mapping relation is the mapping relation between the front wheel corner and the rear wheel corner; and controlling the vehicle to run according to the front wheel rotation angle and the rear wheel rotation angle.

In this embodiment, the preset map may be a proportional relationship existing between the front wheel rotation angle and the rear wheel rotation angle. Optionally, determining the rear wheel steering angle of the vehicle according to the front wheel steering angle and the preset mapping relation includes: and multiplying the front wheel rotation angle by the front and rear wheel rotation angle proportionality coefficient to obtain the rear wheel rotation angle of the vehicle.

In one possible implementation, controlling the vehicle to travel according to the front wheel rotation angle and the rear wheel rotation angle may include: determining a steering wheel angle according to the front wheel angle and the rear wheel angle; according to the steering wheel angle, the vehicle is controlled to turn so that the vehicle returns to the center of the target lane for running.

Therefore, the mapping relation between the front wheel rotation angle and the rear wheel rotation angle is calculated to obtain the rear wheel target rotation angle, and the rear wheels of the corresponding control vehicle are combined to rotate on the basis of the front wheel rotation angle, so that more optimal control on the rotation of the vehicle can be realized, the instantaneity and the flexibility can be ensured, and the stability can be improved.

In one embodiment, step S1032 may further include: determining a torque output value of a steering motor of the vehicle according to the front wheel rotation angle and the transmission ratio of the vehicle; and controlling the vehicle to run according to the torque output value.

In this embodiment, the transmission ratio of the vehicle is the ratio of the rotational speeds of the front and rear transmission mechanisms of the transmission in the automobile transmission. The transmission ratio of the vehicle comprises the speed ratio of the main driver and the speed ratio of the transmission. In the same vehicle model, the speed ratio of the main driver is a fixed value, and the speed ratio of the transmission also has different values according to the gear used.

In one possible implementation, determining the torque output value of the steering motor of the vehicle from the front wheel angle and the gear ratio of the vehicle may include: determining a steering wheel corner required by the vehicle to return to the center of the lane for continuous running according to the front wheel corner and the transmission ratio of the vehicle; and determining a torque output value of the steering motor corresponding to the steering wheel angle.

Therefore, according to the front wheel rotation angle and the transmission ratio of the vehicle, the torque output value of the steering motor required by the vehicle to return to the center of the lane for continuous running is calculated, and the vehicle is controlled according to the torque output value, so that the vehicle can quickly resume straight running, the transverse running stability of the vehicle in lane change running is improved, the steering wheel of the vehicle can be better controlled, the vehicle can stably run on the road, and the required control effect is achieved.

In one embodiment, step S1031 includes: and under the condition that the transverse error is greater than or equal to a first preset threshold value or the heading deviation angle is greater than or equal to a second preset threshold value, determining the front wheel corner of the vehicle according to the transverse error and the heading deviation angle.

In practical application, the first preset threshold and the second preset threshold can be calibrated according to experiments.

It will be appreciated that in the event of a vehicle departure from a lane, compensation of the opposite direction is required depending on the direction of the vehicle departure. For example, when the left-right minus is specified, the heading deviation angle is negative and represents a deviation to the right, and the lateral error is also negative; the heading deviation angle is positive and represents a left deviation, and the transverse error is also positive. The values of the first preset threshold and the second preset threshold are usually smaller, and can be calibrated according to actual conditions.

Therefore, the first preset threshold value and the second preset threshold value are set to avoid the situation that the ECU heats due to long-term operation of the controller of the vehicle, and memory resources of the ECU are saved.

In some embodiments, the vehicle control method may further include: obtaining the lane line distance between the vehicle and the target lane line; and acquiring the running track of the vehicle under the condition that the lane line distance is smaller than or equal to a preset distance threshold value. The preset distance threshold value is obtained according to the lane width and the vehicle width.

In some embodiments, the vehicle control method may further include: and outputting prompt information through a prompt device. The prompt information is used for prompting the vehicle to deviate from the target lane.

In this embodiment, the prompting device may be a speaker, and the prompting information may be voice prompting information; the prompting device can also be a steering wheel and/or a seat of the vehicle, and the prompting information can also be vibration prompting information; the prompting device can also be a combination of a loudspeaker and a steering wheel and/or a seat of the vehicle, and the prompting information can also be a combination of voice prompting information and vibration prompting information.

For example, outputting vibration alert information through a steering wheel of a vehicle may include: and sending a vibration moment signal to the ECU, and sending a command through the ECU to enable the motor to output corresponding moment so as to make the steering wheel of the vehicle vibrate.

For example, the limit threshold is zero, the ECU judges the driving intention of the driver through input signals such as steering wheel torque, rotation angle and vehicle speed, and if it is judged that the steering wheel is in an automatic return process, the electric power steering (Electric Power Steering, EPS) system is controlled to provide corresponding power assistance, so that the steering wheel returns to the middle position stably and rapidly.

Therefore, when the vehicle deviates to the adjacent lane, the steering wheel is actively controlled to return, so that the occurrence of traffic accidents is avoided.

Fig. 5 is a block diagram of an apparatus for vehicle control according to an exemplary embodiment. Referring to fig. 5, the apparatus includes an acquisition module 510, a determination module 520, and a control module 530.

The obtaining module 510 is configured to obtain lane line information of a target lane where the vehicle is located and a driving track of the vehicle.

The determining module 520 is configured to determine a lateral error and a heading deviation angle of the vehicle according to the lane line information and the driving track.

The control module 530 is configured to control the vehicle to travel according to the lateral error and the heading deviation angle.

In one embodiment, the determining module 520 is further configured to: determining the center position of a front axle of the vehicle according to the running track; determining a transverse error according to the lane line information and the center position of the front axle of the vehicle; and determining the course departure angle of the vehicle according to the lane line information and the driving track.

In one embodiment, the determining module 520 is further configured to: determining the center line of the target lane according to the lane line information; the distance between the center position of the front axle of the vehicle and the center line is taken as a lateral error.

In one embodiment, the determining module 520 is further configured to: determining the current heading and the reference heading of the vehicle according to the lane line information and the driving track; and taking the difference between the current heading and the reference heading as a heading deviation angle.

In one embodiment, root determination module 520 is further to: determining the current course of the vehicle according to the running track; obtaining a reference track of the vehicle according to the lane line information and the driving track; and taking the tangential direction of the central point of the reference track as the reference course.

In one embodiment, the determining module 520 is further configured to determine a front wheel corner of the vehicle based on the lateral error and the heading deviation angle; the control module 530 is further configured to control the vehicle to travel according to the front wheel rotation angle.

In one embodiment, the determining module 520 is further configured to: under the condition that the transverse error is greater than or equal to a first preset threshold value, determining the front wheel corner of the vehicle according to the transverse error and the course off angle; or under the condition that the heading deviation angle is larger than or equal to a second preset threshold value, determining the front wheel corner of the vehicle according to the transverse error and the heading deviation angle.

In one embodiment, the determining module 520 is further configured to determine a rear wheel corner of the vehicle according to the front wheel corner and a preset mapping relationship, where the preset mapping relationship is a mapping relationship between the front wheel corner and the rear wheel corner.

The control module 530 is further configured to control vehicle driving according to the front wheel angle and the rear wheel angle.

In one embodiment, the obtaining module 510 is further configured to obtain a vehicle speed of the vehicle.

The determining module 520 is further configured to: determining gain coefficients corresponding to vehicle speeds, wherein different vehicle speeds correspond to different gain coefficients; and determining the front wheel rotation angle according to the transverse error, the course off angle and the gain coefficient.

In one embodiment, the determination module 520 is further configured to determine a torque output value of a steering motor of the vehicle based on the front wheel angle and the gear ratio of the vehicle.

The control module 530 is further configured to control the vehicle to run according to the torque output value.

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.

Fig. 6 is a block diagram of a vehicle 600, according to an exemplary embodiment. For example, vehicle 600 may be a hybrid vehicle, but may also be a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other type of vehicle. The vehicle 600 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

Referring to fig. 6, a vehicle 600 may include various subsystems, such as an infotainment system 610, a perception system 620, a decision control system 630, a drive system 640, and a computing platform 650. Wherein the vehicle 600 may also include more or fewer subsystems, and each subsystem may include multiple components. In addition, interconnections between each subsystem and between each component of the vehicle 600 may be achieved by wired or wireless means.

In some embodiments, the infotainment system 610 may include a communication system, an entertainment system, a navigation system, and the like.

The perception system 620 may include several sensors for sensing information of the environment surrounding the vehicle 600. For example, the sensing system 620 may include a global positioning system (which may be a GPS system, a beidou system, or other positioning system), an inertial measurement unit (inertial measurement unit, IMU), a lidar, millimeter wave radar, an ultrasonic radar, and a camera device.

Decision control system 630 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

The drive system 640 may include components that provide powered movement of the vehicle 600. In one embodiment, the drive system 640 may include an engine, an energy source, a transmission, and wheels. The engine may be one or a combination of an internal combustion engine, an electric motor, an air compression engine. The engine is capable of converting energy provided by the energy source into mechanical energy.

Some or all of the functions of the vehicle 600 are controlled by the computing platform 650. The computing platform 650 may include at least one processor 651 and memory 652, the processor 651 may execute instructions 653 stored in the memory 652.

The processor 651 may be any conventional processor, such as a commercially available CPU. The processor may also include, for example, an image processor (Graphic Process Unit, GPU), a field programmable gate array (Field Programmable GATE ARRAY, FPGA), a System On Chip (SOC), an Application SPECIFIC INTEGRATED Circuit (ASIC), or a combination thereof.

The memory 652 may be implemented by any type or combination of volatile or nonvolatile memory devices such as Static Random Access Memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic or optical disk.

In addition to instructions 653, memory 652 may store data such as road maps, route information, vehicle location, direction, speed, and the like. The data stored by memory 652 may be used by computing platform 650.

In the disclosed embodiment, the processor 651 can execute the instructions 653 to complete all or part of the steps of the control method of the vehicle described above.

The present disclosure also provides a computer readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement the steps of the method of vehicle control provided by the present disclosure.

In another exemplary embodiment, a computer program product is also provided, which comprises a computer program executable by a programmable apparatus, the computer program having code portions for performing the above-mentioned method of vehicle control when being executed by the programmable apparatus.

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 embodiments described above, 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 foregoing embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, the present disclosure does not further describe various possible combinations.

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

1. A vehicle control method characterized by comprising:

Acquiring lane line information of a target lane where a vehicle is located and a running track of the vehicle;

determining a transverse error and a course departure angle of the vehicle according to the lane line information and the running track;

and controlling the vehicle to run according to the transverse error and the heading deviation angle.

2. The vehicle control method according to claim 1, characterized in that the determining of the lateral error and the heading deviation angle of the vehicle from the lane line information and the travel locus includes:

determining the center position of a front axle of the vehicle according to the running track;

determining the transverse error according to the lane line information and the front axle center position of the vehicle;

And determining the course departure angle of the vehicle according to the lane line information and the running track.

3. The vehicle control method according to claim 2, characterized in that the determining the lateral error based on the lane line information and a front axle center position of the vehicle includes:

Determining the center line of the target lane according to the lane line information;

and taking the distance between the center position of the front axle of the vehicle and the center line as the transverse error.

4. The vehicle control method according to claim 2, characterized in that the determining the heading deviation angle of the vehicle from the lane line information and the travel locus includes:

Determining the current heading and the reference heading of the vehicle according to the lane line information and the running track;

And taking the difference between the current heading and the reference heading as the heading deviation angle.

5. The vehicle control method according to claim 4, wherein the determining the current heading and the reference heading of the vehicle based on the lane line information and the travel track includes:

determining the current course of the vehicle according to the running track;

obtaining a reference track of the vehicle according to the lane line information and the running track;

6. The vehicle control method according to claim 1, characterized in that the controlling the vehicle running according to the lateral error and the heading deviation angle includes:

determining a front wheel corner of the vehicle according to the lateral error and the heading deviation angle;

And controlling the vehicle to run according to the front wheel rotation angle.

7. The vehicle control method according to claim 6, characterized in that the determining the front wheel rotation angle of the vehicle based on the lateral error and the heading deviation angle includes:

and under the condition that the transverse error is larger than or equal to a first preset threshold value or the heading deviation angle is larger than or equal to a second preset threshold value, determining the front wheel corner of the vehicle according to the transverse error and the heading deviation angle.

8. The vehicle control method according to claim 6, characterized in that the controlling the vehicle running according to the front wheel rotation angle includes:

determining a rear wheel steering angle of the vehicle according to the front wheel steering angle and a preset mapping relation, wherein the preset mapping relation is a mapping relation between the front wheel steering angle and the rear wheel steering angle;

and controlling the vehicle to run according to the front wheel rotation angle and the rear wheel rotation angle.

9. The vehicle control method according to claim 6, characterized in that the method further comprises:

acquiring the speed of the vehicle;

the determining the front wheel steering angle of the vehicle according to the lateral error and the heading deviation angle comprises:

Determining gain coefficients corresponding to the vehicle speeds, wherein different vehicle speeds correspond to different gain coefficients;

and determining the front wheel rotation angle according to the transverse error, the course off angle and the gain coefficient.

10. The vehicle control method according to claim 6, characterized in that the controlling the vehicle running according to the front wheel rotation angle includes:

Determining a torque output value of a steering motor of the vehicle according to the front wheel rotation angle and the transmission ratio of the vehicle;

and controlling the vehicle to run according to the torque output value.

11. A vehicle comprising a processor and a memory;

a memory having a computer program stored thereon;

a processor for executing the computer program in the memory to implement the steps of the method of any one of claims 1 to 10.

12. A computer readable storage medium, on which a computer program is stored, characterized in that the computer program, when being executed by a processor, implements the steps of the method of any of claims 1 to 10.

13. A computer program product comprising a computer program which, when executed by a processor, implements the steps of the method of any one of claims 1 to 10.