A vehicle control method and a driving direction control system

Abstract

The application discloses a vehicle control method and a driving direction control system, which acquires the lateral deviation of a vehicle from a lane center line in real time, and when a preset compensation condition is met, dynamically compensates a proportional integral differential controller for lateral control according to the lateral deviation and its associated characteristic parameters, and then generates a direction correction instruction to adjust the driving direction of the vehicle. The method can adaptively match the PID control parameters to the current driving condition, effectively overcome the defects of response lag or control overshoot of fixed parameter control in complex scenes, significantly improve the accuracy and stability of the vehicle in the middle of the lane, and maintain good control performance under different conditions.

Description

Technical Field

[0001] This invention relates to the field of automotive control technology, and in particular to a vehicle control method and a driving direction control system. Background Technology

[0002] In the field of lateral control for intelligent driving, centering the vehicle is a fundamental requirement. Existing technologies mostly employ fixed-parameter proportional-integral-derivative (PID) controllers, outputting steering correction commands based on the lateral deviation between the vehicle and the lane centerline. However, real-world driving conditions are complex and varied, and fixed PID parameters are difficult to adapt to different scenarios, easily leading to control overshoot or response lag, resulting in decreased centering accuracy. Therefore, improving the adaptability and stability of vehicle lateral control under different operating conditions has become a pressing technical problem to be solved in this field. Summary of the Invention

[0003] This application provides a vehicle control method and a driving direction control system, which solves the technical problem in the prior art where the fixed-parameter proportional-integral-derivative controller is difficult to adapt to different driving conditions, resulting in insufficient lateral control stability and centering accuracy. It achieves the technical effect of improving the adaptability and stability of lateral control of the vehicle under different driving conditions.

[0004] In a first aspect, this application provides a vehicle control method, the method comprising: During the vehicle's operation, the vehicle's operating parameters are acquired, including at least the lateral deviation between the vehicle and the centerline of the current lane. When the operating parameters meet the preset compensation conditions, the control parameters of the proportional-integral-derivative controller for lateral control in the vehicle are compensated based on the lateral deviation and the characteristic parameters associated with the lateral deviation to obtain the target control parameters. Determine the target direction correction parameters based on the target control parameters; The vehicle's driving direction is adjusted based on the target direction correction parameters.

[0005] Secondly, this application provides a driving direction control system, the system comprising: A parameter acquisition device is used to collect the vehicle's operating parameters and transmit them to the controller; the operating parameters include at least the lateral deviation between the vehicle and the centerline of the current lane. A storage device is used to store preset compensation conditions, characteristic parameters associated with the lateral deviation, and preset values ​​of control parameters of the proportional-integral-derivative controller for lateral control in the vehicle. The controller is connected to the parameter acquisition device and the storage device respectively, and is used to execute a vehicle control method as described above.

[0006] One or more technical solutions provided in the embodiments of this application have at least the following technical effects or advantages: This application embodiment acquires the lateral deviation between the vehicle and the lane centerline in real time, and when preset compensation conditions are met, dynamically compensates the proportional-integral-derivative (PID) controller used for lateral control based on the lateral deviation and its associated characteristic parameters, thereby generating a direction correction command to adjust the vehicle's driving direction. This method enables PID control parameters to adaptively match the current driving conditions, effectively overcoming the shortcomings of fixed parameter control in complex scenarios, such as response lag or control overshoot, significantly improving the accuracy and stability of vehicle centering, and maintaining good control performance under different conditions (such as different vehicle speeds, lane curvatures, and driver intervention levels). Attached Figure Description

[0007] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0008] Figure 1 A schematic flowchart of a vehicle control method provided in an embodiment of this application; Figure 2 This is a schematic diagram of the architecture of a driving direction control system provided in an embodiment of this application. Detailed Implementation

[0009] This application provides a vehicle control method and a driving direction control system, which solves the technical problem in the prior art where the fixed-parameter proportional-integral-derivative controller is difficult to adapt to different driving conditions, resulting in insufficient lateral control stability and centering accuracy. It achieves the technical effect of improving the adaptability and stability of lateral control of the vehicle under different driving conditions.

[0010] The technical solution of this application embodiment is to solve the above-mentioned technical problems, and the general idea is as follows: This application embodiment acquires the lateral deviation between the vehicle and the lane centerline in real time, and when preset compensation conditions are met, dynamically compensates the proportional-integral-derivative (PID) controller used for lateral control based on the lateral deviation and its associated characteristic parameters, thereby generating a direction correction command to adjust the vehicle's driving direction. This method enables PID control parameters to adaptively match the current driving conditions, effectively overcoming the shortcomings of fixed parameter control in complex scenarios, such as response lag or control overshoot, significantly improving the accuracy and stability of vehicle centering, and maintaining good control performance under different conditions (such as different vehicle speeds, lane curvatures, and driver intervention levels).

[0011] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0012] First, it should be clarified that the term "and / or" in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0013] In the field of lateral control for intelligent driving, vehicle centering is one of the core functions for ensuring driving safety and improving ride comfort. Current mainstream centering control schemes mostly employ fixed-parameter proportional-integral-derivative (PID) control algorithms. This algorithm calculates the lateral position deviation between the vehicle's actual position and the lane centerline in real time, and outputs corresponding directional control commands based on preset fixed PID parameters, thereby adjusting the vehicle's direction to tend towards the lane center. However, actual driving conditions are highly complex and time-varying, including frequent changes in vehicle speed, differences in lane curvature (such as between curves and straight sections), and varying degrees of driver intervention. Under such variable environments, existing fixed-parameter PID control technology reveals the following shortcomings: First, the parameters have poor adaptability. Fixed PID parameters cannot dynamically match the control requirements under different driving conditions. For example, when the lane radius is large (approximately straight driving) or when the driver slightly intervenes in the steering wheel, control overshoot or response lag is likely to occur, resulting in a significant decrease in vehicle centering accuracy.

[0014] Second, the compensation triggering condition is too simplistic. Most existing solutions use only the absolute value of the lateral position deviation as the sole basis for initiating control compensation, failing to comprehensively consider multi-dimensional operating parameters such as lane radius, vehicle speed acceleration, and driver hand strength. This results in inaccurate compensation initiation timing, making it prone to false triggering (compensation is initiated when it is not needed) or missed triggering (compensation is not initiated when it is needed).

[0015] Third, the PID parameter adjustment logic is rigid. Even if a few solutions introduce parameter adjustment mechanisms, they are mostly linear adjustments with a fixed ratio. They fail to dynamically and adaptively adapt parameters based on the amplitude of the position deviation (reflecting the vehicle's centering) and the period of deviation change (reflecting the frequency of the vehicle's lateral adjustment). Therefore, it is difficult to balance control accuracy and system stability under different driving scenarios.

[0016] Therefore, existing fixed-parameter PID control methods still have significant shortcomings in terms of adaptability and robustness when dealing with complex and ever-changing lateral control tasks in intelligent driving.

[0017] To address the aforementioned problems, this application provides a vehicle control method, which includes steps S11-S14, as detailed below. Figure 1 As shown.

[0018] Step S11: During the vehicle's operation, the vehicle's operating parameters are acquired, including at least the lateral deviation between the vehicle and the centerline of the current lane. Step S12: When the operating parameters meet the preset compensation conditions, the control parameters of the proportional-integral-derivative controller for lateral control in the vehicle are compensated based on the lateral deviation and the characteristic parameters associated with the lateral deviation to obtain the target control parameters. Step S13: Determine the target direction correction parameters based on the target control parameters; Step S14: Adjust the vehicle's driving direction based on the target direction correction parameters.

[0019] The vehicle control method provided in this application can be executed by electronic devices in the vehicle that have computing and control functions. For example, it can be executed by the vehicle's Autonomous Driving Control Unit (ADCU), by the Advanced Driver Assistance Systems (ADAS) controller that integrates lateral control algorithms, or by an electronic control unit (such as an electric power steering controller) connected to the steering system. Furthermore, this method can also be executed by computing devices (such as cloud servers or edge computing nodes) that are independent of the vehicle but can communicate with the vehicle in real time, and then send the generated control commands to the vehicle's actuators. In practical applications, to meet real-time and reliability requirements, it is generally preferred that the method be directly run by the onboard Autonomous Driving Control Unit or the vehicle's central computing platform.

[0020] Regarding step S11, during the vehicle's operation, the vehicle's operating parameters are acquired, including at least the lateral deviation between the vehicle and the centerline of the current lane.

[0021] The operating parameters include: the lane radius where the vehicle is located, steering wheel torque, acceleration, and lateral deviation. These parameters are collected or calculated by different on-board devices. Specifically, the lane radius is calculated by fitting the lane line equation to obtain the curvature after the perception system (such as a forward-facing camera or millimeter-wave radar) identifies the lane lines, then taking the reciprocal to obtain the radius of curvature (in meters), which is finally output by the perception fusion module. The steering wheel torque is directly measured by a torque sensor mounted on the steering column and transmitted to the controller in the form of an analog or digital signal. The acceleration (i.e., longitudinal acceleration) is read directly from the Electronic Stability Control (ESC) system via the vehicle's CAN bus by the Inertial Measurement Unit (IMU) or the vehicle's CAN bus, and is usually a value obtained after sensor fusion. The lateral deviation is calculated by using a positioning unit (such as high-precision GPS combined with inertial navigation) or visual lane line recognition results to determine the lateral distance (in centimeters) between the vehicle's center of gravity and the lane centerline; this is a calculated feature quantity.

[0022] After obtaining the vehicle's operating parameters, the method further includes determining whether the operating parameters meet the preset compensation conditions.

[0023] Determining whether the operating parameters meet the preset compensation conditions includes: Determine whether the lane radius is greater than a first threshold; determine whether the steering wheel torque is less than a second threshold; determine whether the absolute value of the acceleration is less than a third threshold; determine whether the absolute value of the lateral deviation is greater than a fourth threshold; If the lane radius is greater than the first threshold, the steering wheel torque is less than the second threshold, the absolute value of the acceleration is less than the third threshold, and the absolute value of the lateral deviation is greater than the fourth threshold, then the operating parameters are determined to meet the preset compensation conditions.

[0024] When determining whether to activate dynamic compensation, this method first collects four operating parameters in real time: lane radius, steering wheel torque, acceleration, and lateral deviation, and compares them with preset thresholds. Only when the lane radius is greater than the first threshold (e.g., 10,000 meters, indicating the current road is approximately straight) and the steering wheel torque is less than the second threshold (e.g., 0.35 N) will the dynamic compensation be activated. The compensation activation conditions are met only when the following conditions are met: the absolute value of acceleration is less than the third threshold (e.g., 0.5 m / s², indicating the vehicle is in a constant speed or smooth acceleration / deceleration state), and the absolute value of lateral deviation is greater than the fourth threshold (e.g., 20 cm, indicating the vehicle has significantly deviated from the lane center). This multi-dimensional joint judgment mechanism can accurately identify ideal compensation scenarios of "straight line, no intervention, stable driving and significant deviation," avoiding accidental triggering of compensation in situations where intervention is not advisable, such as curves, driver-driven steering, or sudden acceleration / deceleration. This improves the accuracy of centering control while fully protecting the driver's control priority. For example, when a vehicle is traveling at a constant speed on a long straight section of a highway, and the driver lightly grips the steering wheel with both hands (hand force only 0.2 N), the compensation activation conditions are met. When the vehicle deviates from the center line by 25 centimeters due to crosswinds, and all four conditions are met simultaneously, the system will automatically activate PID parameter dynamic compensation to quickly and smoothly pull the vehicle back to the center of the lane.

[0025] Regarding step S12, when the operating parameters meet the preset compensation conditions, the control parameters of the proportional-integral-derivative controller for lateral control in the vehicle are compensated based on the lateral deviation and the characteristic parameters associated with the lateral deviation to obtain the target control parameters.

[0026] When the vehicle's operating parameters meet the preset compensation start conditions, instead of directly using fixed PID control parameters, the control parameters of the proportional-integral-derivative (PID) controller used for lateral control are dynamically compensated based on the specific conditions of the current lateral deviation (such as the magnitude and fluctuation pattern of the deviation), thereby generating target control parameters adapted to the current operating conditions. This step, by adjusting the PID parameters in real time according to the characteristics of the lateral deviation, overcomes the adaptive limitations of traditional fixed-parameter control, achieving the optimal balance between response speed and stability in different driving scenarios, laying the foundation for subsequent precise correction of the vehicle's driving direction.

[0027] Specifically, the control parameters include a proportional term parameter, and the characteristic parameters associated with the lateral deviation include a preset proportional compensation coefficient and a preset deviation threshold.

[0028] Step S12 includes step S121.

[0029] Step S121: Based on the preset proportional compensation coefficient and the first difference between the lateral deviation and the preset deviation threshold, compensate the preset value of the proportional term parameter to obtain the target proportional parameter value of the proportional-integral-derivative controller. See the first formula for details:

[0030] in, The target ratio parameter value, The lateral deviation is mentioned. The preset deviation threshold, The preset proportional compensation coefficient is... This is the preset value for the proportional term parameter.

[0031] In the process of proportional term (P term) compensation, this method first obtains the absolute value of the current lateral deviation. And calculate its deviation from the preset threshold. The difference (e.g., 20 cm). If Greater than If the first difference is positive, it indicates that the vehicle's deviation exceeds the compensation trigger threshold; subsequently, this difference is multiplied by a preset proportional compensation coefficient. (For example, 0.02), to obtain the compensation ratio, then add it to 1 to form the proportional gain factor; finally, multiply this gain factor by the preset value of the proportional term parameter. That is, to obtain the dynamically adjusted target scale parameter value. .

[0032] The physical meaning of this formula is that the more severely the vehicle deviates from the centerline, the greater the increase in the proportional term parameter, thus driving the vehicle to quickly return to center with stronger control force and shortening the centering response time. When Exactly equal to At that time, the compensation ratio was 0. Maintain the basic control strength (i.e., the preset value); when Less than At that time, the compensation conditions have not yet been met (as required in step S11). The fourth threshold, the fourth threshold is... In reality, these will not be included in this compensation process. For example, suppose... , , If the current ,but The proportional term parameter is increased by 20%, significantly enhancing the controller's sensitivity to deviations and helping to quickly eliminate offset. This dynamic proportional compensation mechanism ensures smooth control when deviations are minor, while providing sufficient corrective torque when deviations are severe, effectively balancing control response speed and stability.

[0033] Furthermore, the control parameters also include differential term parameters, and the characteristic parameters associated with the lateral deviation also include a preset period threshold and a preset differential compensation coefficient.

[0034] Step S12 also includes step S122.

[0035] Step S122: Obtain the reference deviation period between the vehicle and the centerline; if the reference deviation period is less than or equal to the preset period threshold, compensate the preset value of the derivative parameter according to the preset differential compensation coefficient and the second difference between the reference deviation period and the preset period threshold, to obtain the target differential parameter value of the proportional-integral-derivative controller. See the second formula for details:

[0036] in, The target differential parameter value, The reference deviation period is... The preset period threshold, The preset differential compensation coefficient is... This is a preset value for the differential term parameter.

[0037] When the reference deviation period is greater than the preset period threshold, the preset value of the differential term parameter is determined as the target differential parameter value of the proportional-integral-derivative controller.

[0038] The process of obtaining the reference deviation period between the vehicle and the centerline includes: Obtain the historical moments when the lateral deviation between the vehicle and the centerline was 0 for the most recent N times; N is a positive integer. Determine the historical time difference between any two adjacent historical moments in the most recent N times when the horizontal deviation is 0, and obtain N-1 historical time differences; The average of N-1 historical time differences is determined as the reference deviation period between the vehicle and the centerline.

[0039] Reference deviation period It is used to quantify the frequency of vehicle lateral sway, and its calculation is based on vehicle lateral deviation. The system records the zero-crossing history. Specifically, it monitors and stores in real time the moments when the lateral deviation between the vehicle and the lane centerline is 0 (i.e., the historical moments when the vehicle is exactly on the lane centerline). It takes the most recent N (e.g., N=5) such historical moments, arranges them in chronological order, and calculates the time difference between two adjacent zero-crossing points to obtain N. One historical time difference; finally, these N The arithmetic mean of one time difference is used as the reference deviation period for the current moment. The smaller this value, the higher the frequency of the vehicle adjusting back and forth on both sides of the centerline, and the more prone the system is to oscillation. For example, assuming the last 5 zero-crossing times are at 0 seconds, 3 seconds, 5 seconds, 9 seconds, and 10 seconds, the adjacent time differences are 3 seconds, 2 seconds, 4 seconds, and 1 second respectively, with an average value of (3+2+4+1) / 4=2.5(3+2+4+1) / 4=2.5 seconds. That is, the current reference deviation period is 2.5 seconds, indicating that the vehicle sways laterally too quickly, and the differential term needs to be strengthened to suppress overshoot.

[0040] When the calculated reference deviation period Less than or equal to the preset period threshold (For example When the time reaches (seconds), it indicates that the vehicle's lateral adjustment frequency is high, and the system has a risk of overshoot. At this time, this method uses the preset value of the differential term parameter based on the second formula. Dynamic compensation is performed by first calculating the absolute value of the difference between the reference deviation period and the preset period threshold. This absolute value reflects the degree to which the current oscillation frequency deviates from the ideal stable frequency. The smaller the value, the larger the difference; then multiply by the preset differential compensation coefficient. (For example Add 1 to obtain the differential gain factor; finally, multiply this factor by... The target differential parameter values ​​are obtained. The physical meaning of this compensation logic is: the more frequently the vehicle sways laterally ( The smaller the value, the greater the increase in the differential term parameter, thus enhancing the system's "damping" effect, effectively suppressing overshoot, and ensuring the vehicle remains smoothly centered. For example, suppose... Second, , Current reference deviation period seconds, then This means that the differential parameter is increased by 30%, which significantly enhances the ability to suppress rapid swaying and prevents the vehicle from oscillating back and forth near the centerline.

[0041] When the reference deviates from the period Greater than the preset period threshold Time (e.g.) Seconds, current The low lateral adjustment frequency (in seconds) indicates that the system already possesses good stability and there is no significant risk of overshoot. In this case, continuing to increase the derivative parameter according to the second formula might actually make the steering response sluggish, affecting centering efficiency. Therefore, this method does not perform any derivative compensation in this situation, directly setting the preset value of the derivative parameter. As the current target differential parameter value, i.e. This treatment ensures that the original control sensitivity is maintained under stable system conditions, avoiding unnecessary parameter enhancement. For example, when a vehicle travels at a constant speed on a long straight road, the lateral deviation changes gradually, and the reference deviation period... If the time exceeds the preset period threshold of 6 seconds, the system will maintain [the status quo]. This ensures that the basic ability to suppress overshoot is maintained, while preventing the timeliness of directional adjustments from being affected by excessive damping.

[0042] Regarding step S13, the target direction correction parameters are determined based on the target control parameters.

[0043] This step involves applying the target control parameters (e.g., target proportional parameter values) obtained after dynamic compensation. and target differential parameter values It is applied in the proportional-integral-derivative (PID) control algorithm, and combined with the lateral deviation and its rate of change at the current moment, the target direction correction parameter (usually the target steering wheel angle or target steering torque) is calculated to correct the vehicle's driving direction.

[0044] The specific process is as follows: First, the current lateral deviation is acquired in real time. and its rate of change; then respectively with Multiply The proportional term is output, in order to Multiplying by the rate of change yields the derivative output (the integral term can be selected to retain a preset value as needed); finally, the two outputs are added together (adding the integral term if necessary) to generate the target direction correction parameters. This step, with dynamically adjusted PID parameters, allows for more precise matching of the current operating conditions. When the vehicle deviates significantly, the enhanced proportional term can quickly correct the deviation; when the vehicle sways frequently, the enhanced derivative term can effectively suppress overshoot, thereby improving the overall rationality and smoothness of the direction correction.

[0045] For example, let the current lateral deviation be... The rate of change is 55 cm / s. , The proportional output is 1.2 × 25 = 30, the differential output is 1.3 × 5 = 6.5, and the total correction parameter is 36.5 (corresponding to a steering wheel angle of approximately 3.65°; the specific mapping relationship needs to be calibrated). Based on this, the controller outputs a steering command to drive the vehicle smoothly back to the center of the lane.

[0046] Regarding step S14, the driving direction of the vehicle is adjusted based on the target direction correction parameters.

[0047] This step involves sending the calculated target direction correction parameters (such as the target steering wheel angle or target steering torque) to the vehicle's steering actuator, which then drives the wheels to deflect, thereby achieving real-time adjustment of the vehicle's driving direction.

[0048] The specific process is as follows: The controller (such as an intelligent driving domain controller or an electric power steering controller) sends the target direction correction parameters to the electric power steering system (EPS) via the vehicle communication bus (such as a CAN bus or Ethernet). The motor control unit inside the EPS generates a corresponding current command based on these parameters, driving the steering motor to output the corresponding torque, which in turn drives the steering tie rod to deflect the front wheels by a specified angle, thereby changing the vehicle's trajectory and gradually bringing the vehicle closer to and stabilizing it near the lane centerline. This step, through closed-loop execution of dynamically compensated control commands, can quickly and smoothly eliminate lateral deviations while avoiding passenger discomfort caused by excessive steering angles, achieving comfortable and safe lane centering.

[0049] For example, following the example in step S13, when the target direction correction parameter corresponds to a steering wheel angle of 3.65°, after receiving the instruction, the EPS drives the motor to turn the front wheels to the right by about 0.5° within milliseconds (assuming the steering gear ratio is about 7.3:1). As the vehicle moves forward, it gradually reduces the lateral deviation from the center line of the lane and eventually returns to the center of the lane for stable driving.

[0050] Furthermore, after adjusting the vehicle's driving direction based on the target direction correction parameters, the method further includes: For each time point after the current time, determine whether the absolute value of the lateral deviation between the vehicle and the centerline is less than a fifth threshold. After the target moment when the absolute value of the lateral deviation between the vehicle and the centerline is less than the fifth threshold, the control parameters of the proportional-integral-derivative controller are restored to preset values.

[0051] During continuous monitoring after directional adjustment, this method also includes a compensation exit mechanism. Specifically, within each control cycle, it continuously checks whether the absolute value of the lateral deviation between the current vehicle and the lane centerline is less than a fifth threshold (e.g., 10 cm, indicating the vehicle has regained good centering). Once the absolute value of the lateral deviation is detected to be consistently below this threshold (usually requiring several consecutive cycles to avoid frequent switching due to noise), the control parameters of the proportional-integral-derivative (PID) controller are restored to the preset value (i.e., ...) after the target time is reached. , (Base parameters, etc.) will no longer be dynamically compensated. This mechanism allows the vehicle to exit the compensation mode promptly after returning to the vicinity of the centerline, avoiding over-adjustment that could cause new oscillations or make the steering response too sensitive, thus maintaining the smoothness and stability of the system while ensuring centering accuracy.

[0052] For example, if the vehicle deviates by 30 centimeters due to crosswinds at a certain moment, the system will activate compensation and increase the proportional parameter to 1.2 times. When the vehicle gradually returns to the center under control, and the lateral deviation is reduced to 8 centimeters and maintained stably for 0.5 seconds, the system will determine that the exit condition is met and immediately restore the proportional parameter to 1.0 and the differential parameter to the preset value. The vehicle will continue to drive in the standard control mode to avoid steering vibration caused by excessive parameters.

[0053] It is important to note that in conventional closed-loop control design, the compensation start threshold (fourth threshold) and compensation exit threshold (fifth threshold) typically employ a hysteresis comparison strategy where the start threshold is greater than the exit threshold. For example, the start threshold is 20cm and the exit threshold is 10cm, to form a stable switching range and avoid frequent compensation switching in and out due to deviation fluctuations around the thresholds. If the opposite is true, setting the fifth threshold to be greater than the fourth threshold (e.g., start threshold 20cm, exit threshold 30cm), then once compensation is initiated, it must wait until the deviation expands to 30cm before exiting. This clearly violates the control logic, as the purpose of compensation is to reduce the deviation, not to wait for it to expand further. Therefore, a hysteresis design where the fifth threshold is less than the fourth threshold is used to ensure that the compensation mechanism intervenes only when needed and withdraws promptly after recovery, thus balancing control accuracy and stability.

[0054] In summary, this embodiment of the application acquires the lateral deviation between the vehicle and the lane centerline in real time, and when preset compensation conditions are met, dynamically compensates the proportional-integral-derivative (PID) controller used for lateral control based on the lateral deviation and its associated characteristic parameters, thereby generating a direction correction command to adjust the vehicle's driving direction. This method enables the PID control parameters to adaptively match the current driving conditions, effectively overcoming the shortcomings of fixed parameter control in complex scenarios, such as response lag or control overshoot, significantly improving the accuracy and stability of vehicle centering, and maintaining good control performance under different conditions (such as different vehicle speeds, lane curvatures, and driver intervention levels).

[0055] This application embodiment uses multi-dimensional operating parameters (lane radius, steering wheel torque, acceleration, and lateral deviation) to jointly determine the compensation activation conditions, avoiding false triggering or missed triggering caused by a single parameter. Compensation is only activated in scenarios of straight-line driving, driver-free operation, vehicle stability, and significant deviation, improving the accuracy and safety of compensation timing. Based on this, the proportional parameter is linearly enhanced according to the degree to which the lateral deviation exceeds the activation threshold; the more severe the deviation, the faster the response. Simultaneously, the derivative parameter is dynamically adjusted based on the reference deviation period of the vehicle's lateral sway; the more frequent the sway, the stronger the overshoot suppression capability, thus achieving an optimal balance between response speed and system stability. When the lateral deviation recovers to below the exit threshold, the control parameters automatically return to preset values, avoiding over-adjustment. The entire solution supports real-vehicle calibration of various compensation coefficients and thresholds, adapting to the steering characteristics of different vehicle models, ultimately achieving high precision, high robustness, and high comfort in intelligent driving lateral control across various driving scenarios.

[0056] Based on the same inventive concept, the embodiments of this application provide, as follows: Figure 2 The driving direction control system shown includes: The parameter acquisition device 21 is used to acquire the vehicle's operating parameters and transmit them to the controller 23; the operating parameters include at least the lateral deviation between the vehicle and the centerline of the current lane. Storage device 22 is used to store preset compensation conditions, characteristic parameters associated with the lateral deviation, and preset values ​​of control parameters of the proportional-integral-derivative controller 23 for lateral control in the vehicle; The controller 23 is connected to the parameter acquisition device 21 and the storage device 22 respectively, and is used to execute a vehicle control method as described above.

[0057] The driving direction control system provided in this application mainly includes a parameter acquisition device 21, a storage device 22, and a controller 23 (such as an intelligent driving domain controller 23) at the hardware level. Specifically, the parameter acquisition device 21 includes a sensing unit (such as a forward-facing camera, used to acquire lane radius data). Torque sensor (used to collect driver's hand force) ), CAN bus interface (for acquiring vehicle speed and acceleration a), and positioning unit (for calculating the lateral deviation between the vehicle and the lane centerline). Storage device 22 is used to store preset compensation conditions (such as R>10000m, F<0.35N·m, |a|<0.5m / s², |ΔL|>20cm) and characteristic parameters associated with lateral deviation (such as preset proportional compensation coefficient). Preset period threshold Preset differential compensation coefficient ) and preset values ​​of proportional-integral-derivative (PID) control parameters (such as , ).

[0058] The controller 23 is electrically connected to the aforementioned equipment. During operation, it internally instantiates a working condition judgment module, a PID parameter adjustment module, and a direction control module. The working condition judgment module determines whether the compensation start-up or shutdown conditions are met based on the multi-dimensional data reported in real time by the parameter acquisition device 21. When compensation is activated, the PID parameter adjustment module dynamically calculates the actual output value of the proportional term based on the amplitude of the lateral deviation. The actual output value of the differential term is calculated based on the periodic dynamic calculation of the lateral deviation. (When the period exceeds the threshold, the preset value is maintained); the direction control module generates steering wheel angle control commands based on the adjusted PID parameters. This system achieves multi-condition adaptive control by distributing the compensation trigger conditions to dedicated storage and judgment logic and embedding the dynamic adjustment algorithm of PID parameters into the controller 23. The technical effects are: it can accurately identify compensation scenarios of "straight line, no intervention, stable and obvious deviation" to avoid false triggering; it dynamically adjusts the ratio and derivative intensity according to the degree of deviation and the frequency of swaying, ensuring both rapid correction and suppression of overshoot, thereby comprehensively improving the centering accuracy, driving stability and ride comfort of intelligent driving lateral control.

[0059] Since the vehicle described in this embodiment is the vehicle used to implement the information processing method in the embodiments of this application, those skilled in the art can understand the specific implementation method and various variations of the vehicle in this embodiment based on the information processing method described in the embodiments of this application. Therefore, how the vehicle implements the method in the embodiments of this application will not be described in detail here. Any vehicle used by those skilled in the art to implement the information processing method in the embodiments of this application falls within the scope of protection of this application.

[0060] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0061] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a controller of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the controller of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0062] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0063] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0064] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including both the preferred embodiments and all changes and modifications falling within the scope of the invention.

[0065] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A vehicle control method, characterized in that, The method includes: During the vehicle's operation, the vehicle's operating parameters are acquired, including at least the lateral deviation between the vehicle and the centerline of the current lane. When the operating parameters meet the preset compensation conditions, the control parameters of the proportional-integral-derivative controller for lateral control in the vehicle are compensated based on the lateral deviation and the characteristic parameters associated with the lateral deviation to obtain the target control parameters. Determine the target direction correction parameters based on the target control parameters; The vehicle's driving direction is adjusted based on the target direction correction parameters.

2. The vehicle control method as described in claim 1, characterized in that, The control parameters include a proportional term parameter, and the characteristic parameters associated with the lateral deviation include a preset proportional compensation coefficient and a preset deviation threshold. Based on the lateral deviation and the characteristic parameters associated with the lateral deviation, the control parameters of the proportional-integral-derivative controller for lateral control in the vehicle are compensated to obtain target control parameters, including: The preset value of the proportional term parameter is compensated based on the preset proportional compensation coefficient and the first difference between the lateral deviation and the preset deviation threshold to obtain the target proportional parameter value of the proportional-integral-derivative controller.

3. The vehicle control method as described in claim 2, characterized in that, Based on the preset proportional compensation coefficient and the first difference between the lateral deviation and the preset deviation threshold, the preset value of the proportional term parameter is compensated to obtain the target proportional parameter value of the proportional-integral-derivative controller, including: Based on the first formula, the preset proportional compensation coefficient, and the first difference between the lateral deviation and the preset deviation threshold, the preset value of the proportional term parameter is compensated to obtain the target proportional parameter value of the proportional-integral-derivative controller. The first formula is: in, The target ratio parameter value, The lateral deviation is mentioned. The preset deviation threshold, The preset proportional compensation coefficient is... This is the preset value for the proportional term parameter.

4. The vehicle control method as described in claim 2, characterized in that, The control parameters also include differential term parameters, and the characteristic parameters associated with the lateral deviation also include a preset period threshold and a preset differential compensation coefficient. Based on the lateral deviation and the characteristic parameters associated with the lateral deviation, the control parameters of the proportional-integral-derivative controller for lateral control in the vehicle are compensated to obtain target control parameters, including: Obtain the reference deviation period between the vehicle and the centerline; if the reference deviation period is less than or equal to the preset period threshold, compensate the preset value of the derivative term parameter according to the preset differential compensation coefficient and the second difference between the reference deviation period and the preset period threshold, and obtain the target differential parameter value of the proportional-integral-derivative controller.

5. A vehicle control method as described in claim 4, characterized in that, Obtaining the reference deviation period between the vehicle and the centerline includes: Obtain the historical moments when the lateral deviation between the vehicle and the centerline was 0 for the most recent N times; N is a positive integer. Determine the historical time difference between any two adjacent historical moments in the most recent N times when the horizontal deviation is 0, and obtain N-1 historical time differences; The average of N-1 historical time differences is determined as the reference deviation period between the vehicle and the centerline.

6. The vehicle control method as described in claim 4, characterized in that, After obtaining the reference deviation period between the vehicle and the centerline, the method further includes: When the reference deviation period is greater than the preset period threshold, the preset value of the differential term parameter is determined as the target differential parameter value of the proportional-integral-derivative controller.

7. The vehicle control method as described in claim 4, characterized in that, When the reference deviation period is less than or equal to the preset period threshold, the preset value of the derivative term parameter is compensated according to the preset differential compensation coefficient and the second difference between the reference deviation period and the preset period threshold to obtain the target differential parameter value of the proportional-integral-derivative controller, including: When the reference deviation period is less than or equal to the preset period threshold, the preset value of the derivative term parameter is compensated based on the second formula, the preset differential compensation coefficient, and the second difference between the reference deviation period and the preset period threshold, so as to obtain the target differential parameter value of the proportional-integral-derivative controller. The second formula is: in, The target differential parameter value, The reference deviation period is... The preset period threshold, The preset differential compensation coefficient is... This is a preset value for the differential term parameter.

8. The vehicle control method as described in claim 1, characterized in that, The operating parameters include: the lane radius where the vehicle is located, steering wheel torque, acceleration, and lateral deviation; After obtaining the vehicle's operating parameters, the method further includes: Determining whether the operating parameters meet the preset compensation conditions includes: Determine whether the lane radius is greater than a first threshold; determine whether the steering wheel torque is less than a second threshold; determine whether the absolute value of the acceleration is less than a third threshold; determine whether the absolute value of the lateral deviation is greater than a fourth threshold; If the lane radius is greater than the first threshold, the steering wheel torque is less than the second threshold, the absolute value of the acceleration is less than the third threshold, and the absolute value of the lateral deviation is greater than the fourth threshold, then the operating parameters are determined to meet the preset compensation conditions.

9. A vehicle control method as described in claim 1, characterized in that, After adjusting the vehicle's driving direction based on the target direction correction parameters, the method further includes: For each time point after the current time, determine whether the absolute value of the lateral deviation between the vehicle and the centerline is less than a fifth threshold. After the target moment when the absolute value of the lateral deviation between the vehicle and the centerline is less than the fifth threshold, the control parameters of the proportional-integral-derivative controller are restored to preset values.

10. A driving direction control system, characterized in that, The system includes: A parameter acquisition device is used to collect the vehicle's operating parameters and transmit them to the controller; the operating parameters include at least the lateral deviation between the vehicle and the centerline of the current lane. A storage device is used to store preset compensation conditions, characteristic parameters associated with the lateral deviation, and preset values ​​of control parameters of the proportional-integral-derivative controller for lateral control in the vehicle. The controller is connected to the parameter acquisition device and the storage device respectively, and is used to execute a vehicle control method as described in any one of claims 1 to 9.

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