Method and device for vehicle lane control

Abstract

An apparatus and a method for controlling the dynamics of a vehicle, wherein a current travel direction angle (α) of the vehicle is detected or determined, and a desired travel direction angle (α psi ) corresponding to a first point (120) on a time curve of a desired driving route (110) is defined, wherein the first point (120) is arranged at a distance corresponding to a first expected time from a position (116) corresponding to an instantaneous vehicle position, in particular, on the desired driving route (110), wherein a travel direction angle deviation between the current travel direction angle (α) and the desired travel direction angle (α psi ) is determined, wherein a target angle (α ta ) corresponding to a second point (124) on the time curve of the desired driving route (110) is defined, wherein the second point (124) is arranged at a distance corresponding to a second expected time from the position (116) on the desired driving route, and wherein a steering wheel angle (δ) is determined based on a sum of the target angle (α ta ) amplified by a first parameter and the travel direction angle deviation amplified by a second parameter.

Description

Technical Field

[0001] The present invention relates to a method and a device for controlling a vehicle lane. Background Art

[0002] Using lane control, the steering angle of a vehicle is determined such that the vehicle follows a desired driving route. Summary of the Invention

[0003] The method and device according to the independent claims enable robust lane control and the parameters of the lane control can be adjusted in a particularly simple manner.

[0004] A device for controlling the lateral dynamics (Querdynamik) of a vehicle, in particular a lane controller, comprises a detection device, an output device and a calculation device, wherein the detection device is configured to detect or determine the current travel direction angle of the vehicle, in particular, wherein the output device is configured to output a steering wheel angle by which the vehicle can be controlled, and wherein the calculation device is configured to define a desired travel direction angle corresponding to a first point on the time curve / trajectory (zeitlichen Verlauf) of the desired driving route, wherein the first point is arranged at a distance of a first prediction time (Vorausschauzeit) from the position corresponding to the instantaneous vehicle position on the desired driving route, and wherein the calculation device is configured to determine the deviation of the current travel direction angle from the desired travel direction angle, and to define a target angle corresponding to a second point on the time curve of the desired driving route, wherein the second point is arranged at a distance of a second prediction time from said position on the desired driving route, and wherein the calculation device is configured to determine the steering wheel angle based on the sum of the target angle amplified by a first parameter and the travel direction angle deviation amplified by a second parameter. Such a controller can be parameterized in a particularly simple manner by two proportional components.

[0005] The calculation device is preferably configured to define the first prediction time and determine the first point on the desired driving route at a distance of the first prediction time from said position, and / or the calculation device is configured to define the second prediction time and determine the second point on the desired driving route at a distance of the second prediction time from said position. As a result, the knowledge of the driver about the vehicle performance can be simulated by simple parameterization, and thus, the time lag due to the vehicle behavior can be compensated.

[0006] The computing device is preferably configured to determine a direction from a point having a fixed geometric reference relative to the vehicle, in particular from the center of gravity of the vehicle or the center point of the front axle or from the position of the driver, to a second point according to a model of the vehicle, and to determine a target angle based on an angle by which this direction deviates from the longitudinal axis of the vehicle according to the model of the vehicle.

[0007] The lane controller preferably includes an input device for inputting a first parameter and / or a second parameter and / or a first expected time and / or a second expected time. This enables the controller to be parameterized in a particularly simple manner.

[0008] A method for controlling the dynamics of a vehicle, in particular the lateral dynamics, provides for detecting or determining an especially current travel direction angle of the vehicle, defining an expected travel direction angle corresponding to a first point on the time curve of the desired driving route, wherein the first point is arranged on the desired driving route at a distance of a first expected time from the position corresponding to the especially instantaneous vehicle position, wherein determining a travel direction angle deviation between the current travel direction angle and the expected travel direction angle, wherein defining a target angle corresponding to a second point on the time curve of the desired driving route, wherein the second point is arranged on the desired driving route at a distance of a second expected time from the position, and wherein determining the steering wheel angle based on the sum of the target angle amplified by the first parameter and the travel direction angle deviation amplified by the second parameter. To control the vehicle, the steering wheel angle can be output, for example, to a downstream controller or a steering actuator that controls the vehicle.

[0009] On the one hand, a first expected time is defined and a first point is determined on the desired driving route at a distance of this first expected time from the position, and / or a second expected time is defined and a second point is determined on the desired driving route at a distance of a second expected time from the position.

[0010] It can be provided that a direction from a point having a fixed geometric reference relative to the vehicle, in particular from the center of gravity of the vehicle or the center point of the front axle or from the position of the driver, to a second point is determined according to a model of the vehicle, and a target angle is determined based on an angle by which this direction deviates from the longitudinal axis of the vehicle according to the model of the vehicle.

[0011] For parameterization, an input can be identified and the first parameter and / or the second parameter and / or the first expected time and / or the second expected time can be determined according to this input. Description of the Drawings

[0012] Further advantageous embodiments emerge from the following description and the drawings. In the drawings:

[0013] Figure 1 A graphical representation of the controller variables is shown

[0014] Figure 2a Shows a graphical representation of the travel direction angle deviation,

[0015] Figure 2b Shows a graphical representation of the target angle deviation,

[0016] Figure 3 Shows a graphical representation of the lane controller,

[0017] Figure 4 Shows a control method for the lane controller 300. Detailed implementation

[0018] Figure 1 Shows the control variables of the lane controller in the model 100 using an example of the single-track model 102 of the vehicle. The single-track model 102 has a first wheel 104 and a second wheel 108, and the second wheel can be turned by a steering angle δ relative to the vehicle longitudinal axis 106. A desired driving route 110 is defined for the vehicle 102. Different models of the vehicle can also be used.

[0019] In the example, the center of gravity 112 of the vehicle in the single-track model 102 is arranged on the vehicle longitudinal axis 106, between the wheels, and is arranged at a distance 114 from the desired driving route 110 relative to the desired driving route 110. The perpendicular to the desired driving route 110 extends through the position 116 on the desired driving route 110 and through the center of gravity 112, and the position can correspond to the instantaneous position of the vehicle. The distance 114 defines the lateral deviation (Querablage) of the vehicle from the desired driving route 110.

[0020] In Figure 1 it, a first expected period 118 for the desired travel direction angle α at a first point 120 on the desired driving route 110, and a second expected period 122 for the target angle α at a second point 124 are shown. In the example, the second point 124 is arranged at a distance farther from the position 116 than the first point 120 in the driving direction of the vehicle 102. The second point 124 does not have to be arranged at a distance farther from the position 116 than the first point 120. The expected periods can be selected as needed, and thus the first point 120 and the second point 124 do not have to be arranged on the desired driving route 110 in a fixed order. The first point 120 and the second point 124 can be arranged above / below / overlapping each other. The first point 120 can be arranged at a distance farther from the position 116 than the second point 124. psi psi ta ta

[0021] The first expected time T PreviewYaw PreviewYaw Figure 1Shows the travel direction 126 at the first point 120 as the tangent to the desired driving route 110 at the first point 120, i.e., the desired orientation of the vehicle longitudinal axis 106. The second expected time T PreviewXY constitutes the duration of the second expected period 122. As an example, in Figure 1 the perspective direction 128 of the driver of the vehicle to the target point on the desired driving route 110 is shown by the section from the center of gravity 112 to the second point 124.

[0022] By means of two separate expected times T PreviewYaw and T PreviewXY , the reaction time of the vehicle, the perspective direction of the human driver, and their knowledge of the vehicle performance can be simulated in a simple form.

[0023] In the example, the points of the desired driving route 110 are defined in the form of a value table. In the value table, the points on the desired driving route 110 are assigned the following values:

[0024] The distance of the vehicle along the desired driving route 110 especially from the position 116,

[0025] The travel direction angle α,

[0026] The x coordinate of the point,

[0027] The y coordinate of the point.

[0028] In the example, the control of the lane controller is parameterized and affected by the following four parameters:

[0029] The first expected time T PreviewXY ,

[0030] The first P component P ta ,

[0031] The second expected time T PreviewYaw ,

[0032] The second P component P psi .

[0033] For the travel direction angle α and the desired travel direction angle α psi , Figure 2a graphically shows the travel direction angle deviation (α psi -α) between the vehicle longitudinal axis 106 and the travel direction 126.

[0034] Figure 2b Graphically shows the target angle deviation α ta between the vehicle longitudinal axis 106 and the perspective direction 128.

[0035] The steering wheel angle δ required to follow the desired driving route 110 is thus defined by the lane controller as follows:

[0036] δ = α ta *P ta +(α psi (T PreviewYaw ) - α)*P psi

[0037] The lane controller can be used for lane control, i.e., lateral control, in a vehicle simulation model or in circuit / loop simulations (Rundstreckensimulationen). It can also be provided that this lateral control is used on a vehicle, especially in the context of a prototype implementation (prototypische Umsetzung).

[0038] Advantageously, only a P controller is required for lateral control here. Due to the corresponding properties of the vehicle, the control quality remains high. This lane control also functions in the dynamic situation of a moving vehicle.

[0039] Figure 3 The lane controller 300 is shown diagrammatically. The lane controller 300 includes a detection device 302 configured to detect or determine the current travel direction angle α. The lane controller 300 includes an output device 304 designed to output the steering wheel angle δ. The lane controller 300 includes a calculation device 306 configured to determine the steering wheel angle δ based on the current travel direction angle α, a first P component P ta , a second expected time T PreviewYaw and a second P component P psi .

[0040] This will be described below for the position 116 on the desired driving route 110, at which the perpendicular through the center of gravity 112 falls. In the example, the position 116 corresponds to the instantaneous position of the vehicle controlled by the lane controller 300.

[0041] The calculation device 306 is configured to define, for the position 116, the desired travel direction angle α corresponding to a first point 120 psi . The first point 120 is arranged on the time curve of the desired driving route 110 at a distance from the position 116 corresponding to a first expected time T PreviewYaw .

[0042] The calculation device 306 is configured to determine the travel direction angle deviation α psi between the current travel direction angle α and the desired travel direction angle α psi - α.

[0043] The calculation device 306 is configured to define a target angle α for a second point 124ta At the second point 124 on the time curve of the desired driving route 110, the second point 124 is arranged at a distance from the position 116 on the desired driving route that is the second expected time T PreviewXY The computing device 306 is configured to determine the angle enclosed by the viewing direction 128 and the vehicle longitudinal axis 106 for the point as the target angle α ta .

[0044] The computing device 306 is configured to determine the steering wheel angle δ based on the sum of the target angle α magnified by the first parameter P ta and the travel direction angle deviation α magnified by the second parameter P ta -α psi . psi Furthermore, the lane controller 300 may include an input device 308 for inputting the first P component P

[0045] and the second P component P ta and / or the first expected time T psi and / or the second expected time T PreviewYaw . As a result, the lane controller 300 can be adjusted in a particularly simple manner PreviewXY .

[0046] For example, the lane controller 300 may implement the method described in the following reference Figure 4 .

[0047] In the parameterization operation, an optional step 400 may be provided. In step 400, for example, in order to parameterize the lane controller 300, an input is identified that defines the first parameter P ta , the second parameter P psi , the first expected time T PreviewYaw and / or the second expected time T PreviewXY .

[0048] In this case, the first parameter P ta and / or the second parameter P psi and / or the first expected time T PreviewYaw and / or the second expected time T PreviewXY can be determined based on the input

[0049] . As a result, the lane controller 300 can be parameterized in a simple manner

[0050] In step 402, the particularly current travel direction angle α of the vehicle is determined at the position 116 corresponding to the particularly instantaneous vehicle position. The current travel direction angle α can be measured or calculated from the measured signals

[0051] In step 404, the first expected time T PreviewYawand determine a first point 120 on the desired driving route 110, the first point being at a distance T from the position 116 on the desired driving route 110 corresponding to a first expected time PreviewYaw at.

[0052] In step 404, a second expected time T is defined PreviewXY and a second point 124 on the desired driving route 110 is determined, the second point being at a distance from the position 116 corresponding to the second expected time T PreviewXY at.

[0053] In step 404, the desired travel direction angle α corresponding to the first point 120 is defined psi .

[0054] In step 406, the current travel direction angle α and the desired travel direction angle α psi of the travel direction angle deviation α psi -α.

[0055] In step 408, the target angle α corresponding to the second point 124 is defined ta . In the example, the viewing direction 128 from the vehicle center of gravity 112 to the second point 124 is determined according to the single-track model 102. Instead of determining the viewing direction 128 from the center of gravity 112, it may also be provided that the direction from any other point having a fixed geometric reference relative to the vehicle to the second point 124 is determined. Examples of other points are the center point of the front axle of the vehicle or the position of the driver according to the vehicle model 102. The target angle α ta is determined based on the angle by which the viewing direction 128 at the position 116 deviates from the orientation of the vehicle longitudinal axis 106 according to the single-track model 102 of the vehicle

[0056] In step 410, the steering wheel angle δ is determined. The steering wheel angle δ is based on the target angle α magnified by the first parameter P ta and the travel direction angle deviation α magnified by the second parameter P ta and the sum of -α psi is determined. psi -α

[0057] In the subsequent step 412, the steering wheel angle δ is output. In step 414, the vehicle is subsequently controlled by the steering wheel angle δ

[0058] Subsequently, for example, in the case of parameterization processing, step 402 or step 404 is implemented. For example, when the lane control ends, the method ends

Claims

1. An apparatus (300) for controlling the lateral dynamics of a vehicle, characterized in that, The device (300) includes a detection device (302), an output device (304), and a calculation device (306). The detection device (302) is configured to detect or determine the current travel direction angle (α) of the vehicle. The output device (304) is configured to output a steering wheel angle (δ) by which the vehicle can be controlled. The calculation device (306) is configured to define a desired travel direction angle (α psi ) corresponding to a first point (120) on the time curve of the desired driving route (110). The first point (120) is arranged at a distance from the position (116) corresponding to the instantaneous vehicle position on the desired driving route (110) that is a first expected time (T PreviewYaw ). The calculation device (306) is configured to determine a travel direction angle deviation (α psi -α) between the current travel direction angle (α) and the desired travel direction angle (α psi ). The calculation device (306) is further configured to define a target angle (α ta ) corresponding to a second point (124) on the time curve of the desired driving route (110). The second point (124) is arranged at a distance from the position (116) on the desired driving route (110) that is a second expected time (T PreviewXY ). The calculation device (306) is configured to determine the steering wheel angle (δ) based on the sum of the target angle (α ta ) amplified by a first parameter (P ta ) and the travel direction angle deviation (α psi -α) amplified by a second parameter (P psi ).

2. The device (300) according to claim 1, characterized in that, The computing device (306) is configured to define a first expected time (T PreviewYaw ) and determine, on the desired driving route (110), the first point (120) that is at a distance from the location (116) corresponding to the first expected time (T PreviewYaw ), and / or the computing device is configured to define a second expected time (T PreviewXY ) and determine, on the desired driving route (110), the second point (124) that is at a distance from the location (116) corresponding to the second expected time (T PreviewXY ).

3. The device (300) according to claim 2, characterized in that, The computing device (306) is configured to determine a direction (128) from a point having a fixed geometric reference relative to the vehicle or from the driver's position to the second point (124) according to a model (102) of the vehicle, and to determine a target angle (α ta ) based on an angle by which the direction (128) deviates from the vehicle longitudinal axis (106) according to the model (102) of the vehicle.

4. The device (300) according to claim 1, characterized in that, The device is a lane controller.

5. The device (300) according to claim 3, characterized in that, The point relative to the fixed geometric reference of the vehicle is the center of gravity (112) of the vehicle or the center point of the front axle.

6. The device (300) according to claim 4, wherein, The lane controller includes an input device (308) for inputting a first parameter (P ta ) and / or a second parameter (P psi ) and / or a first expected time (T PreviewYaw ) and / or a second expected time (T PreviewXY ).

7. A method for controlling the dynamics of a vehicle, characterized in that, Detect or determine the current travel direction angle (α) of the vehicle, which is defined as the desired travel direction angle (α psi ) corresponding to the first point (120) on the time curve of the desired driving route (110), where the first point (120) is arranged at a distance from the position (116) corresponding to the instantaneous vehicle position on the desired driving route (110) that is equal to the first expected time (T PreviewYaw ), and where the current travel direction angle (α) and the desired travel direction angle (α psi ) are determined to obtain the travel direction angle deviation (α psi -α), and where the target angle (α ta ) corresponding to the second point (124) on the time curve of the desired driving route (110) is defined, where the second point (124) is arranged at a distance from the position (116) on the desired driving route that is equal to the second expected time (T PreviewXY ), and where the steering wheel angle (δ) is determined based on the sum of the target angle (α ta ) amplified by the first parameter (P ta ) and the travel direction angle deviation (α psi -α) amplified by the second parameter (P psi ), and where the steering wheel angle (δ) is output.

8. The method according to claim 7, wherein Define a first expected time (T PreviewYaw ), and determine a first point (120) on the desired driving route (110) that is at a distance from the position (116) corresponding to this first expected time (T PreviewYaw ), and / or define a second expected time (T PreviewXY ) and determine a second point (124) on the desired driving route (110) that is at a distance from the position (116) corresponding to this second expected time (T PreviewXY ).

9. The method according to claim 8, wherein Determine a direction (128) from a point having a fixed geometric reference relative to the vehicle or from the driver's position to the second point (124) according to a model (102) of the vehicle, and determine a target angle (α ta ) based on an angle by which the direction (128) deviates from a longitudinal axis (106) of the vehicle according to the model (102) of the vehicle.

10. The method according to any one of claims 7 to 9, characterized in that Identify the input (400) and determine a first parameter (P ta ) and / or a second parameter (P psi ) and / or a first expected time (T PreviewYaw ) and / or a second expected time (T PreviewXY ) based on the input.

11. The method according to claim 7, wherein The dynamics are lateral dynamics.

12. The method according to claim 9, wherein The point relative to the fixed geometric reference of the vehicle is the center of gravity (112) of the vehicle or the center point of the front axle.

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