Vehicle adaptive control method, device, computer equipment and storage medium

Abstract

The present application relates to a vehicle adaptive control method, apparatus, computer device, and storage medium. The method includes: when the vehicle is in an adaptive control state, obtaining the road curvature and transverse slope angle of the current road; determining whether the current road has a curve based on the road curvature, and determining whether the current road has a transverse slope based on the transverse slope angle; and adjusting the vehicle's direction of travel to center the vehicle if the current road has neither a curve nor a transverse slope, if the current road has only a curve, or if the current road has only a transverse slope. This method can improve the accuracy of vehicle centering control.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle driving automatic control, and in particular to a vehicle adaptive control method, apparatus, computer equipment and storage medium. Background Art

[0002] With the development of vehicle driving automatic control technology, vehicles can assist drivers in driving through automatic vehicle control within a certain period of time. Controlling the vehicle to travel along the center line of the lane is an important part of this technology. Ensuring that the vehicle travels along the center line of the lane can effectively reduce the driver's labor intensity and improve driving safety.

[0003] In traditional technologies, the control effect of controlling the vehicle to travel along the center line of the lane is poor, and there is a problem of inaccurate control of the vehicle's centering. Summary of the Invention

[0004] Based on this, it is necessary to provide a vehicle adaptive control method, device, computer equipment and storage medium that can improve the accuracy of vehicle centering control in order to address the above technical problems.

[0005] In a first aspect, the present application provides a vehicle adaptive control method. The method comprises:

[0006] When the vehicle is in an adaptive control state, the curvature and the lateral slope angle of the current road are obtained;

[0007] Determining whether the current road has a curve based on the road curvature, and determining whether the current road has a transverse slope based on the transverse slope angle;

[0008] When the current driving road does not have a curve and a transverse slope, obtaining an expected steering wheel angle, and adjusting the vehicle driving direction according to the expected steering wheel angle so that the vehicle travels in the center;

[0009] When the current driving road only has a curve, obtaining a curve compensation angle for the vehicle's driving direction, integrating the curve compensation angle with the expected steering wheel angle, and adjusting the vehicle's driving direction according to a corresponding first integration angle so that the vehicle travels in the center;

[0010] When only a transverse slope exists on the current driving road, a transverse slope compensation angle of the vehicle's driving direction is obtained, the transverse slope compensation angle is integrated with the expected steering wheel angle, and the vehicle's driving direction is adjusted according to a corresponding second integrated angle so that the vehicle travels in the center.

[0011] In one embodiment, the expected steering wheel angle is calculated using the following formula:

[0012] SWA1 = iu(t);

[0013]

[0014] Among them, SWA1 is the expected steering wheel angle, i is the steering gear ratio, Q is the error weight matrix, R is the control input weight matrix, A t is the discrete matrix of matrix A, B t is the discrete matrix of matrix B, is the discrete matrix A t The transposed matrix of is the discrete matrix B t The transposed matrix, C αf is the vehicle front wheel cornering stiffness, C αr is the vehicle rear wheel cornering stiffness, l f is the distance from the front axle to the center of mass of the vehicle, l r is the distance from the rear axle to the center of mass of the vehicle, m is the mass of the vehicle, V x is the vehicle longitudinal speed, I z is the moment of inertia, x(t) is the discrete matrix of matrix x, lat error is the lateral position error, θ error is the heading angle error, is the differential of the lateral position error, is the differential of the heading angle error, X pre is the preview distance of the vehicle, C0 is the deviation distance between the lane line and the camera in the direction perpendicular to the vehicle, C1 is the direction angle of the lane line relative to the vehicle, C2 is the curvature of the current road, and C3 is the rate of change of the curvature of the current road.

[0015] In one embodiment, the curve compensation angle is calculated by the following formula:

[0016] SWA2=iδ ff ;

[0017]

[0018] Among them, SWA2 is the curve compensation angle, L is the vehicle wheelbase, V x is the longitudinal speed of the vehicle, and k3 is the value in the first row and third column of vector K.

[0019] In one embodiment, the slope compensation angle is calculated by the following formula:

[0020]

[0021]

[0022] Among them, SWA3 is the slope compensation angle, i is the steering gear ratio, θ t is the transverse slope angle, V x is the longitudinal speed of the vehicle, θw is the compensation term, A y is the lateral acceleration of the vehicle, C2 is the curvature of the current road, L is the vehicle wheelbase, and g is the acceleration due to gravity.

[0023] In one embodiment, the method further comprises:

[0024] Obtain the road surface inequality coefficient of the current road;

[0025] determining, based on the road surface inequality coefficient, whether the current driving road reaches a preset roughness level;

[0026] When the current driving road reaches a preset roughness, determining a target expected steering wheel angle of the vehicle according to a curve determination result and a lateral slope determination result of the current driving road;

[0027] The current steering wheel angle of the vehicle is obtained, and the difference between the current steering wheel angle and the target expected steering wheel angle is compensated by a PID controller to keep the vehicle centered.

[0028] In one embodiment, determining the target expected steering wheel angle of the vehicle based on the curve determination result and the lateral slope determination result of the current driving road includes:

[0029] When the curve determination result is that there is no curve and the lateral slope determination result is that there is no lateral slope, determining the expected steering wheel angle as a target expected steering wheel angle;

[0030] When the curve determination result indicates that there is a curve and the lateral slope determination result indicates that there is no lateral slope, taking the sum of the expected steering wheel angle and the curve compensation angle as the target expected steering wheel angle;

[0031] When the curve determination result is that there is no curve and the lateral slope determination result is that there is a lateral slope, taking the sum of the expected steering wheel angle and the lateral slope compensation angle as the target expected steering wheel angle;

[0032] When the curve judgment result indicates that a curve exists and the lateral slope judgment result indicates that a lateral slope exists, the sum of the expected steering wheel angle, the curve compensation angle and the lateral slope compensation angle is used as the target expected steering wheel angle.

[0033] In a second aspect, the present application further provides a vehicle adaptive control device. The device comprises:

[0034] A parameter acquisition module is used to obtain the road curvature and transverse slope angle of the current driving road when the vehicle is in an adaptive control state;

[0035] a road determination module, configured to determine whether the current road has a curve based on the road curvature, and to determine whether the current road has a transverse slope based on the transverse slope angle;

[0036] a first control module, configured to obtain an expected steering wheel angle when the current driving road does not have a curve and a transverse slope, and adjust the vehicle driving direction according to the expected steering wheel angle so that the vehicle travels in the center;

[0037] a second control module configured to, when the current driving road only has a curve, obtain a curve compensation angle for the vehicle's driving direction, integrate the curve compensation angle with the expected steering wheel angle, and adjust the vehicle's driving direction according to a corresponding first integration angle so that the vehicle travels in the center;

[0038] The third control module is used to obtain a transverse slope compensation angle of the vehicle's driving direction when the current driving road only has a transverse slope, integrate the transverse slope compensation angle with the expected steering wheel angle, and adjust the vehicle's driving direction according to a corresponding second integration angle so that the vehicle travels in the center.

[0039] In a third aspect, the present application further provides a computer device comprising a memory and a processor, wherein the memory stores a computer program, and the processor implements the steps of any of the above methods when executing the computer program.

[0040] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, which implements the steps of any of the above methods when executed by a processor.

[0041] In a fifth aspect, the present application further provides a computer program product, comprising a computer program that implements the steps of any of the above methods when executed by a processor.

[0042] The above-described vehicle adaptive control method, apparatus, computer device, and storage medium obtain the curvature and transverse slope angle of the current road while the vehicle is in an adaptive control state, and determine whether the current road has a curve or a transverse slope based on the curvature and transverse slope angle. The judgment results are divided into three cases: when the current road has no curve and no transverse slope, when the current road has only a curve, and when the current road has only a transverse slope. In these three cases, the vehicle's driving direction is adjusted using the expected steering wheel angle, the first integrated angle, or the second integrated angle to keep the vehicle centered. Compared to conventional technologies that control the vehicle to travel along the centerline of the lane, which have poor control effects, the present application uses the expected steering wheel angle, the first integrated angle, or the second integrated angle to adjust the vehicle's driving direction according to different situations. This allows the vehicle's driving direction to be adjusted when the current road has a curve or a transverse slope to keep the vehicle centered, thereby ensuring the accuracy of the vehicle's centering control. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 A schematic flow chart of a vehicle adaptive control method provided in an embodiment of the present application;

[0044] Figure 2 A schematic diagram of a vehicle and a lane line in one embodiment;

[0045] Figure 3 A schematic diagram of a flow chart of controlling a vehicle to center when a road reaches a preset roughness level in one embodiment;

[0046] Figure 4 This is a structural block diagram of a vehicle adaptive control device provided in an embodiment of the present application;

[0047] Figure 5 This is a diagram of the internal structure of a computer device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0048] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0049] In this embodiment, a vehicle adaptive control method is provided. This embodiment uses the method applied to a computer device as an example for illustration. It is understandable that the method can also be applied to a server, and can also be applied to a system including a computer device and a server, and is implemented through the interaction between the computer device and the server.

[0050] Figure 1This is a flow chart of a vehicle adaptive control method provided in an embodiment of the present application. The method is applied to a computer device or a server. In one embodiment, Figure 1 As shown, the following steps are included:

[0051] S101 , when the vehicle is in an adaptive control state, obtaining the road curvature and the lateral slope angle of the current driving road.

[0052] In this embodiment, when the vehicle meets the preset conditions, the vehicle starts the adaptive control state. The preset conditions include that the adaptive cruise control (ACC) function is activated, the automatic emergency braking system (AEB) is not activated, the lane line recognition of the perception system reaches a preset clarity, the longitudinal field of view reaches a preset range, the driver's hands are perceived to be on the steering wheel, the steering torque applied by the driver does not exceed the preset torque limit, the vehicle is not in a parking state, and the error of the lateral distance between the vehicle and the center line of the lane does not exceed the preset error limit. Furthermore, the preset clarity and preset range can be calibrated manually, and the steering wheel HOD device can be used to sense whether the driver's hands are on the steering wheel. The preset torque limit is calibrated by the actual vehicle and can generally be taken as 2.5Nm, which is not limited here. The lateral distance between the vehicle and the center line of the lane represents the deviation distance between the lane line and the camera in the direction perpendicular to the vehicle, such as Figure 2 As shown, Figure 2 A schematic diagram of a vehicle and a lane line in one embodiment is shown. Figure 2 Point O in the figure represents the location of the forward-looking camera of the advanced driver assistance system (ADAS) on the vehicle. A coordinate system is established with point O as the origin, the vehicle's front direction as the X-axis, and the Y-axis parallel to the front of the vehicle. The distance between point O and point A represents the lateral distance between the vehicle and the centerline of the lane. The preset error limit is calibrated through the actual vehicle and is generally 0.3m, which is not limited here.

[0053] In this embodiment, the road curvature is a parameter representing the curvature of the current road, and the transverse slope angle is a parameter representing the transverse inclination of the current road. The road curvature can be obtained by the forward-looking camera of the advanced driver assistance system (ADAS) on the vehicle. The transverse slope angle can be calculated using the following formula:

[0054]

[0055] Among them, θ t is the transverse slope angle, V x is the longitudinal speed of the vehicle, A yis the vehicle's lateral acceleration, C2 is the curvature of the current road, g is the acceleration due to gravity, and θw is a compensation term used to compensate for interference caused by accidental factors such as lateral wind. Its value is determined by actual vehicle calibration. The vehicle's longitudinal speed and lateral acceleration can be obtained from the vehicle's drive-by-wire chassis signal.

[0056] S102: Determine whether the current road has a curve based on the road curvature, and determine whether the current road has a transverse slope based on the transverse slope angle.

[0057] In this embodiment, the road curvature is used to determine whether there is a curve on the current road. If the road curvature is greater than or equal to a preset curve value, then the current road has a curve; if the road curvature is less than the preset curve value, then the current road does not have a curve. The preset curve value is generally 0.0008m. -1 The cross slope angle is used to determine whether the current road has a cross slope. If the cross slope angle is greater than or equal to a preset cross slope value, then the current road has a cross slope. If the cross slope angle is less than the preset cross slope value, then the current road does not have a cross slope. The preset cross slope value is generally 1 degree.

[0058] S113: When the current driving road does not have a curve and a transverse slope, obtain an expected steering wheel angle, and adjust the vehicle driving direction according to the expected steering wheel angle so that the vehicle drives in the center.

[0059] In one embodiment, the expected steering wheel angle is calculated using the following formula:

[0060] SWA1=iu(t);

[0061]

[0062] Among them, SWA1 is the expected steering wheel angle, i is the steering gear ratio, Q is the error weight matrix, R is the control input weight matrix, A t is the discrete matrix of matrix A, B t is the discrete matrix of matrix B, is the discrete matrix A t The transposed matrix of is the discrete matrix B t The transposed matrix, C αf is the vehicle front wheel cornering stiffness, C αr is the vehicle rear wheel cornering stiffness, l f is the distance from the front axle to the center of mass of the vehicle, l r is the distance from the rear axle to the center of mass of the vehicle, m is the mass of the vehicle, V x is the vehicle longitudinal speed, I z is the moment of inertia, x(t) is the discrete matrix of matrix x, laterror is the lateral position error, θ error is the heading angle error, is the differential of the lateral position error, is the differential of the heading angle error, X pre is the preview distance of the vehicle, C0 is the deviation distance between the lane line and the camera in the direction perpendicular to the vehicle, C1 is the direction angle of the lane line relative to the vehicle, C2 is the curvature of the current road, and C3 is the rate of change of the curvature of the current road.

[0063] S123, when the current driving road only has curves, obtain a curve compensation angle for the vehicle's driving direction, integrate the curve compensation angle with the expected steering wheel angle, and adjust the vehicle's driving direction according to the corresponding first integration angle so that the vehicle drives in the center.

[0064] In one embodiment, the curve compensation angle is calculated using the following formula:

[0065] SWA2=iδ ff ;

[0066]

[0067] Among them, SWA2 is the cornering compensation angle, i is the steering gear ratio, L is the vehicle wheelbase, V x is the longitudinal speed of the vehicle, k3 is the value of the first row and third column of vector K, X pre is the vehicle preview distance, C2 is the curvature of the current road, C3 is the rate of change of the curvature of the current road, and C αf is the vehicle front wheel cornering stiffness, C ar is the vehicle rear wheel cornering stiffness, l f is the distance from the front axle to the center of mass of the vehicle, l r is the distance from the rear axle to the center of mass of the vehicle, and m is the mass of the vehicle. The vector K is For the specific calculation formula, see the above-mentioned calculation formula for the expected steering wheel angle.

[0068] In this embodiment, the curve compensation angle and the expected steering wheel angle are integrated to obtain the first integrated angle by adding the curve compensation angle and the expected steering wheel angle to obtain the first integrated angle. Using the first integrated angle to adjust the vehicle's driving direction to maintain centering is intended to ensure the vehicle remains centered even when the current road has a curve.

[0069] S133: When only a transverse slope exists on the current road, a transverse slope compensation angle of the vehicle's driving direction is obtained, the transverse slope compensation angle is integrated with the expected steering wheel angle, and the vehicle's driving direction is adjusted according to a corresponding second integrated angle so that the vehicle travels in the center.

[0070] In one embodiment, the slope compensation angle is calculated using the following formula:

[0071]

[0072] Among them, SWA3 is the slope compensation angle, i is the steering gear ratio, θ t is the transverse slope angle, V x is the longitudinal speed of the vehicle, L is the wheelbase of the vehicle, and g is the acceleration due to gravity.

[0073] In this embodiment, the slope compensation angle and the expected steering wheel angle are integrated to obtain the second integrated angle by adding the slope compensation angle and the expected steering wheel angle to obtain the second integrated angle. Using the second integrated angle to adjust the vehicle's direction of travel to center the vehicle is intended to ensure the vehicle remains centered even when the road has a transverse slope.

[0074] The vehicle adaptive control method provided in this embodiment obtains the curvature and transverse slope angle of the current road while the vehicle is in an adaptive control state. Based on the curvature and transverse slope angle, the method determines whether the current road has a curve and a transverse slope. The determination results are categorized into three scenarios: when the current road has neither a curve nor a transverse slope, when the current road has only a curve, and when the current road has only a transverse slope. In each of these three scenarios, the vehicle's driving direction is adjusted using the expected steering wheel angle, the first integrated angle, or the second integrated angle to center the vehicle. Compared to conventional techniques that often provide poor control effects in controlling vehicle movement along the centerline of the lane, the present invention adjusts the vehicle's driving direction using the expected steering wheel angle, the first integrated angle, or the second integrated angle for different scenarios. This allows the vehicle to be centered when the current road has a curve or a transverse slope. Using different calculated angles to adjust the vehicle's driving direction in different scenarios ensures the accuracy of vehicle centering control.

[0075] Based on the above premise, if the current road has a curve and a transverse slope, the curve compensation angle, the transverse slope compensation angle, and the expected steering wheel angle are integrated, and the vehicle's driving direction is adjusted according to the corresponding third integrated angle to keep the vehicle centered. The curve compensation angle, the transverse slope compensation angle, and the expected steering wheel angle can be integrated by adding the curve compensation angle, the transverse slope compensation angle, and the expected steering wheel angle.

[0076] See also Figure 3 , Figure 3This is a flow chart of controlling a vehicle to center when a road reaches a preset roughness level in one embodiment, including the following contents:

[0077] S301, obtaining a road surface inequality coefficient of a current driving road.

[0078] The road surface inequality coefficient is a parameter indicating the roughness of the current road.

[0079] In this embodiment, the road surface inequality coefficient for the current road is obtained by using a scanning device mounted on the vehicle to obtain the road surface elevations of multiple road points on the current road; obtaining the road surface elevation error corresponding to the scanning device based on the current vertical acceleration and longitudinal vehicle speed of the scanning device; correcting the road surface elevation of each road point based on the road surface elevation error; and obtaining the road surface inequality coefficient for the current road point based on the correction results for each road point. The scanning device, such as a laser 3D scanner, is mounted on the front of the vehicle and used to obtain the road surface elevations of multiple road points on the current road; a vertical acceleration sensor is mounted on the laser 3D scanner and used to obtain the laser scanner's current vertical acceleration. The current vertical acceleration is integrated twice to obtain the laser scanner's current vertical displacement; the laser scanner's current vertical displacement and the vehicle's longitudinal speed are used to obtain the road surface elevation error corresponding to the laser scanner; the road surface elevation error is subtracted from the road surface elevation of each road point to obtain the correction result for each road point, calculated at a spatial frequency of 0.1 m. -1 The mean square value of the correction results of each road point at that time is calculated as the road surface inequality coefficient of the current driving road.

[0080] S302: Determine whether the current road reaches a preset roughness level based on the road surface inequality coefficient.

[0081] In this embodiment, whether the current road reaches a preset roughness is determined based on the road inequality coefficient, including determining the road roughness grade based on the road inequality coefficient in accordance with Table C.2 of the national standard GB / T 7031-2005 "Mechanical Vibration Road Spectrum Measurement Data Report". If the road roughness grade is not Class A, the current road reaches the preset roughness; if the road roughness grade is Class A, the current road does not reach the preset roughness.

[0082] S303 , when the current driving road reaches a preset roughness, determining a target expected steering wheel angle of the vehicle according to a curve judgment result and a lateral slope judgment result of the current driving road.

[0083] In one embodiment, determining a target expected steering wheel angle of the vehicle based on a curve determination result and a lateral slope determination result of the current road includes:

[0084] When the curve determination result is that there is no curve and the lateral slope determination result is that there is no lateral slope, determining the expected steering wheel angle as the target expected steering wheel angle;

[0085] When the curve determination result indicates that there is a curve and the lateral slope determination result indicates that there is no lateral slope, the sum of the expected steering wheel angle and the curve compensation angle is used as the target expected steering wheel angle;

[0086] When the curve judgment result is that there is no curve and the transverse slope judgment result is that there is a transverse slope, the sum of the expected steering wheel angle and the transverse slope compensation angle is used as the target expected steering wheel angle;

[0087] When the curve judgment result indicates that there is a curve and the transverse slope judgment result indicates that there is a transverse slope, the sum of the expected steering wheel angle, the curve compensation angle and the transverse slope compensation angle is used as the target expected steering wheel angle.

[0088] S304 , obtaining the current steering wheel angle of the vehicle, and compensating the difference between the current steering wheel angle and the target expected steering wheel angle through a PID controller so that the vehicle can travel in the center.

[0089] In this embodiment, the difference between the current steering wheel angle and the target expected steering wheel angle is compensated by a PID controller to ensure that the vehicle is centered. This is to ensure that the vehicle is still centered when the current road surface reaches a preset roughness.

[0090] In one embodiment, the vehicle's adaptive control state includes a non-drivable sub-state, a special driving sub-state, and a driving-on-the-line sub-state. In the non-drivable sub-state, the vehicle's adaptive control state is maintained and an alarm signal is triggered; in the special driving sub-state, an instrument display signal is triggered; in the driving-on-the-line sub-state, a lane departure warning signal is triggered. Among them, if any of the following three conditions is met: the road curvature is greater than or equal to the curve warning value, the transverse slope angle is greater than or equal to the transverse slope warning value, and the road surface roughness level is less than level D, it belongs to the non-drivable sub-state. The curve warning value is generally 0.004m -1 The cross-slope warning value is generally set at 6 degrees. Special driving sub-states occur when the current road has a curve, a cross-slope, or reaches a preset roughness level. A vehicle crossing the left or right lane marking also falls under the line-crossing driving sub-state.

[0091] In this embodiment, in the non-driving sub-state, special driving sub-state and driving on the line sub-state, corresponding operations will be triggered to remind the driver to pay more attention and ensure driving safety.

[0092] In one embodiment, when a vehicle fault is detected, the vehicle adaptive control state is terminated, the steering wheel angle is controlled to 0, and an alarm signal is triggered. If the driver takes over the steering wheel within a first preset time period, the alarm signal stops; if the driver does not take over the steering wheel within the first preset time period, a vibration warning signal is triggered, and the hazard light signal, horn signal, and brake signal are turned on. After the driver takes over the steering wheel and after a second preset time period, the alarm signal, vibration warning signal, hazard light signal, horn signal, and brake signal are terminated. The first preset time period can be set to 1 second, and the second preset time period can be set to 2 seconds, which are not limited here. In the event of a vehicle fault, driving safety can be guaranteed.

[0093] The vehicle adaptive control method provided in the present application can adjust the vehicle's driving direction when the current driving road is in a curve, has a transverse slope, or reaches a preset roughness level, so that the vehicle can drive in the center, ensuring the accuracy of the vehicle's centering driving control, and can remind the driver in a corresponding manner when the vehicle breaks down, or when the vehicle is in a non-driving sub-state, a special driving sub-state, or a line-driving sub-state, thereby ensuring driving safety.

[0094] It should be understood that, although the various steps in the flowcharts involved in the various embodiments described above are displayed in sequence according to the instructions of the arrows, these steps are not necessarily executed in sequence in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be executed in other orders. Moreover, at least a portion of the steps in the flowcharts involved in the various embodiments described above can include multiple steps or multiple stages, and these steps or stages are not necessarily executed and completed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a portion of steps or stages in other steps.

[0095] Based on the same inventive concept, embodiments of the present application also provide a vehicle adaptive control device for implementing the aforementioned vehicle adaptive control method. The solution provided by this device is similar to the solution described in the aforementioned method. Therefore, the specific limitations of one or more vehicle adaptive control device embodiments provided below can be found in the above-described limitations of the vehicle adaptive control method and will not be further elaborated here.

[0096] See also Figure 4 , Figure 4This is a structural block diagram of a vehicle adaptive control device provided in an embodiment of the present application. The device 400 includes: a parameter acquisition module 401, a road judgment module 402, a first control module 403, a second control module 404, and a third control module 405, wherein:

[0097] The parameter acquisition module 401 is used to obtain the road curvature and the transverse slope angle of the current driving road when the vehicle is in the adaptive control state;

[0098] A road determination module 402 is configured to determine whether the current road has a curve based on the road curvature and whether the current road has a transverse slope based on the transverse slope angle;

[0099] The first control module 403 is configured to obtain an expected steering wheel angle when the current driving road does not have a curve and a transverse slope, and adjust the vehicle driving direction according to the expected steering wheel angle so that the vehicle drives in the center;

[0100] The second control module 404 is configured to obtain a curve compensation angle for the vehicle's driving direction when the current driving road only has curves, integrate the curve compensation angle with the expected steering wheel angle, and adjust the vehicle's driving direction according to the corresponding first integrated angle so that the vehicle stays centered.

[0101] The third control module 405 is used to obtain the cross-slope compensation angle of the vehicle's driving direction when the current driving road only has a cross-slope, integrate the cross-slope compensation angle with the expected steering wheel angle, and adjust the vehicle's driving direction according to the corresponding second integrated angle so that the vehicle travels in the center.

[0102] The vehicle adaptive control device provided in this embodiment obtains the curvature and transverse slope angle of the current road while the vehicle is in an adaptive control state. Based on the curvature and transverse slope angle, the device determines whether the current road has a curve or a transverse slope. The determination results fall into three categories: when the current road has neither a curve nor a transverse slope, when the current road has only a curve, and when the current road has only a transverse slope. In each of these three cases, the device adjusts the vehicle's driving direction using the expected steering wheel angle, the first integrated angle, or the second integrated angle to center the vehicle. Compared to conventional technologies that often provide poor control effects in controlling vehicle movement along the centerline of the lane, the present invention adjusts the vehicle's driving direction using the expected steering wheel angle, the first integrated angle, or the second integrated angle in different situations. This allows the device to adjust the vehicle's driving direction when the current road has a curve or a transverse slope, ensuring the accuracy of vehicle centering control.

[0103] Optionally, the expected steering wheel angle is calculated using the following formula:

[0104] SWA1=iu(t);

[0105]

[0106] Among them, SWA1 is the expected steering wheel angle, i is the steering gear ratio, Q is the error weight matrix, R is the control input weight matrix, A t is the discrete matrix of matrix A, B t is the discrete matrix of matrix B, is the discrete matrix A t The transposed matrix of is the discrete matrix B t The transposed matrix, C αf is the vehicle front wheel cornering stiffness, C αr is the vehicle rear wheel cornering stiffness, l f is the distance from the front axle to the center of mass of the vehicle, l r is the distance from the rear axle to the center of mass of the vehicle, m is the mass of the vehicle, V x is the vehicle longitudinal speed, I z is the moment of inertia, x(t) is the discrete matrix of matrix x, lat error is the lateral position error, Ω error is the heading angle error, is the differential of the lateral position error, is the differential of the heading angle error, X pre is the preview distance of the vehicle, C0 is the deviation distance between the lane line and the camera in the direction perpendicular to the vehicle, C1 is the direction angle of the lane line relative to the vehicle, C2 is the curvature of the current road, and C3 is the rate of change of the curvature of the current road.

[0107] Optionally, the curve compensation angle is calculated using the following formula:

[0108] SWA2=iδ ff ;

[0109]

[0110] Among them, SWA2 is the curve compensation angle, L is the vehicle wheelbase, V x is the longitudinal speed of the vehicle, and k3 is the value in the first row and third column of vector K.

[0111] Optionally, the slope compensation angle is calculated using the following formula:

[0112]

[0113]

[0114] Among them, SWA3 is the slope compensation angle, i is the steering gear ratio, θ t is the transverse slope angle, V x is the longitudinal speed of the vehicle, θw is the compensation term, A y is the lateral acceleration of the vehicle, c2 is the curvature of the current road, L is the vehicle wheelbase, and g is the acceleration due to gravity.

[0115] Optionally, the device 400 further includes:

[0116] A coefficient acquisition module is used to obtain the road surface inequality coefficient of the current driving road;

[0117] A roughness judgment module is used to judge whether the current road reaches a preset roughness based on the road inequality coefficient;

[0118] A steering angle determination module is used to determine a target expected steering wheel angle of the vehicle based on a curve determination result and a lateral slope determination result of the current road when the current road reaches a preset roughness level;

[0119] The compensation module is used to obtain the current steering wheel angle of the vehicle and compensate the difference between the current steering wheel angle and the target expected steering wheel angle through the PID controller to make the vehicle drive in the center.

[0120] Optionally, the turning angle determination module includes:

[0121] a first steering angle determining unit, configured to determine the expected steering wheel angle as a target expected steering wheel angle when the curve determination result is that there is no curve and the lateral slope determination result is that there is no lateral slope;

[0122] a second steering angle determination unit configured to, when the curve determination result indicates that there is a curve and the lateral slope determination result indicates that there is no lateral slope, use the sum of the expected steering wheel angle and the curve compensation angle as the target expected steering wheel angle;

[0123] a third steering angle determination unit, configured to, when the curve determination result is that there is no curve and the transverse slope determination result is that there is a transverse slope, use the sum of the expected steering wheel angle and the transverse slope compensation angle as the target expected steering wheel angle;

[0124] The fourth turning angle determination unit is used to use the sum of the expected steering wheel angle, the curve compensation angle and the slope compensation angle as the target expected steering wheel angle when the curve judgment result is that there is a curve and the transverse slope judgment result is that there is a transverse slope.

[0125] Each module in the aforementioned vehicle adaptive control device may be implemented in whole or in part through software, hardware, or a combination thereof. Each module may be embedded in or independent of a processor within a computer device in the form of hardware, or may be stored in a computer device memory in the form of software, so that the processor can call and execute the corresponding operations of each module.

[0126] In one embodiment, a computer device is provided. The computer device may be a terminal, and its internal structure diagram may be as follows: Figure 5 As shown. The computer device includes a processor, a memory, an input / output interface, a communication interface, a display unit and an input device. The processor, the memory and the input / output interface are connected via a system bus, and the communication interface, the display unit and the input device are connected to the system bus via the input / output interface. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the computer device is used to exchange information between the processor and an external device. The communication interface of the computer device is used to communicate with an external terminal in a wired or wireless manner, and the wireless manner can be achieved through WIFI, a mobile cellular network, NFC (near field communication) or other technologies. When the computer program is executed by the processor, a vehicle adaptive control method is implemented. The display unit of the computer device is used to form a visually visible picture, which can be a display screen, a projection device or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen, and the input device of the computer device can be a touch layer covering the display screen, or a button, trackball or touchpad set on the computer device casing, or an external keyboard, touchpad or mouse.

[0127] Those skilled in the art will understand that Figure 5 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0128] In one embodiment, a computer device is provided, including a memory and a processor. The memory stores a computer program, and when the processor executes the computer program, the steps of the vehicle adaptive control method provided in the above embodiment are implemented:

[0129] When the vehicle is in an adaptive control state, the curvature and the lateral slope angle of the current road are obtained;

[0130] Determine whether the current road has a curve based on the road curvature, and determine whether the current road has a transverse slope based on the transverse slope angle;

[0131] When the current driving road does not have a curve and a transverse slope, obtaining an expected steering wheel angle and adjusting the vehicle's driving direction according to the expected steering wheel angle so that the vehicle is centered;

[0132] When the current driving road only has curves, obtaining a curve compensation angle for the vehicle's driving direction, integrating the curve compensation angle with the expected steering wheel angle, and adjusting the vehicle's driving direction according to a corresponding first integration angle so that the vehicle is centered;

[0133] When only a transverse slope exists on the current road, a transverse slope compensation angle of the vehicle's driving direction is obtained, the transverse slope compensation angle is integrated with the expected steering wheel angle, and the vehicle's driving direction is adjusted according to a corresponding second integrated angle to keep the vehicle centered.

[0134] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0135] The expected steering wheel angle is calculated using the following formula:

[0136] SWA1=iu(t);

[0137]

[0138] Among them, SWA1 is the expected steering wheel angle, i is the steering gear ratio, Q is the error weight matrix, R is the control input weight matrix, A t is the discrete matrix of matrix A, B t is the discrete matrix of matrix B, is the discrete matrix A t The transposed matrix of is the discrete matrix B t The transposed matrix, C αf is the vehicle front wheel cornering stiffness, C ar is the vehicle rear wheel cornering stiffness, l f is the distance from the front axle to the center of mass of the vehicle, l r is the distance from the rear axle to the center of mass of the vehicle, m is the mass of the vehicle, V x is the vehicle longitudinal speed, I z is the moment of inertia, x(t) is the discrete matrix of matrix x, lat error is the lateral position error, θ error is the heading angle error, is the differential of the lateral position error, is the differential of the heading angle error, X preis the preview distance of the vehicle, C0 is the deviation distance between the lane line and the camera in the direction perpendicular to the vehicle, C1 is the direction angle of the lane line relative to the vehicle, C2 is the curvature of the current road, and C3 is the rate of change of the curvature of the current road.

[0139] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0140] The curve compensation angle is calculated using the following formula:

[0141] SWA2=iδ ff ;

[0142]

[0143] Among them, SWA2 is the curve compensation angle, L is the vehicle wheelbase, V x is the longitudinal speed of the vehicle, and k3 is the value in the first row and third column of vector K.

[0144] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0145] The slope compensation angle is calculated using the following formula:

[0146]

[0147]

[0148] Among them, SWA3 is the slope compensation angle, i is the steering gear ratio, θ t is the transverse slope angle, V x is the longitudinal speed of the vehicle, θw is the compensation term, A y is the lateral acceleration of the vehicle, c2 is the curvature of the current road, L is the vehicle wheelbase, and g is the acceleration due to gravity.

[0149] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0150] Obtain the road surface inequality coefficient of the current road;

[0151] According to the road surface inequality coefficient, determine whether the current road reaches the preset roughness level;

[0152] When the current road surface reaches a preset roughness level, determining the target expected steering wheel angle of the vehicle based on the curve determination result and the lateral slope determination result of the current road surface;

[0153] The vehicle's current steering wheel angle is obtained, and the difference between the current steering wheel angle and the target expected steering wheel angle is compensated by a PID controller to keep the vehicle centered.

[0154] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0155] When the curve determination result is that there is no curve and the lateral slope determination result is that there is no lateral slope, determining the expected steering wheel angle as the target expected steering wheel angle;

[0156] When the curve determination result indicates that there is a curve and the lateral slope determination result indicates that there is no lateral slope, the sum of the expected steering wheel angle and the curve compensation angle is used as the target expected steering wheel angle;

[0157] When the curve judgment result is that there is no curve and the transverse slope judgment result is that there is a transverse slope, the sum of the expected steering wheel angle and the transverse slope compensation angle is used as the target expected steering wheel angle;

[0158] When the curve judgment result indicates that there is a curve and the transverse slope judgment result indicates that there is a transverse slope, the sum of the expected steering wheel angle, the curve compensation angle and the transverse slope compensation angle is used as the target expected steering wheel angle.

[0159] The implementation principle and technical effects of the above embodiment are similar to those of the above method embodiment and will not be repeated here.

[0160] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps of the vehicle adaptive control method provided in the above embodiment are implemented:

[0161] When the vehicle is in an adaptive control state, the curvature and the lateral slope angle of the current road are obtained;

[0162] Determine whether the current road has a curve based on the road curvature, and determine whether the current road has a transverse slope based on the transverse slope angle;

[0163] When the current driving road does not have a curve and a transverse slope, obtaining an expected steering wheel angle, and adjusting the vehicle's driving direction according to the expected steering wheel angle so that the vehicle is centered;

[0164] When the current driving road only has curves, obtaining a curve compensation angle for the vehicle's driving direction, integrating the curve compensation angle with the expected steering wheel angle, and adjusting the vehicle's driving direction according to a corresponding first integration angle so that the vehicle is centered;

[0165] When only a transverse slope exists on the current road, a transverse slope compensation angle of the vehicle's driving direction is obtained, the transverse slope compensation angle is integrated with the expected steering wheel angle, and the vehicle's driving direction is adjusted according to a corresponding second integrated angle to keep the vehicle centered.

[0166] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0167] The expected steering wheel angle is calculated using the following formula:

[0168] SWA1 = iu(t);

[0169]

[0170] Among them, SWA1 is the expected steering wheel angle, i is the steering gear ratio, Q is the error weight matrix, R is the control input weight matrix, A t is the discrete matrix of matrix A, B t is the discrete matrix of matrix B, is the discrete matrix A t The transposed matrix of is the discrete matrix B t The transposed matrix, C αf is the vehicle front wheel cornering stiffness, C αr is the vehicle rear wheel cornering stiffness, l f is the distance from the front axle to the center of mass of the vehicle, l r is the distance from the rear axle to the center of mass of the vehicle, m is the mass of the vehicle, V x is the vehicle longitudinal speed, I z is the moment of inertia, x(t) is the discrete matrix of matrix x, lat error is the lateral position error, θ error is the heading angle error, is the differential of the lateral position error, is the differential of the heading angle error, X pre is the preview distance of the vehicle, C0 is the deviation distance between the lane line and the camera in the direction perpendicular to the vehicle, C1 is the direction angle of the lane line relative to the vehicle, C2 is the curvature of the current road, and C3 is the rate of change of the curvature of the current road.

[0171] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0172] The curve compensation angle is calculated using the following formula:

[0173] SWA2=iδ ff ;

[0174]

[0175] Among them, SWA2 is the curve compensation angle, L is the vehicle wheelbase, V x is the longitudinal speed of the vehicle, and k3 is the value in the first row and third column of vector K.

[0176] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0177] The slope compensation angle is calculated using the following formula:

[0178]

[0179]

[0180] Among them, SWA3 is the slope compensation angle, i is the steering gear ratio, θ t is the transverse slope angle, V x is the longitudinal speed of the vehicle, θw is the compensation term, A y is the lateral acceleration of the vehicle, C2 is the curvature of the current road, L is the vehicle wheelbase, and g is the acceleration due to gravity.

[0181] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0182] Obtain the road surface inequality coefficient of the current road;

[0183] According to the road surface inequality coefficient, determine whether the current road reaches the preset roughness level;

[0184] When the current road surface reaches a preset roughness level, determining the target expected steering wheel angle of the vehicle based on the curve determination result and the lateral slope determination result of the current road surface;

[0185] The vehicle's current steering wheel angle is obtained, and the difference between the current steering wheel angle and the target expected steering wheel angle is compensated by a PID controller to keep the vehicle centered.

[0186] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0187] When the curve determination result is that there is no curve and the lateral slope determination result is that there is no lateral slope, determining the expected steering wheel angle as the target expected steering wheel angle;

[0188] When the curve determination result indicates that there is a curve and the lateral slope determination result indicates that there is no lateral slope, the sum of the expected steering wheel angle and the curve compensation angle is used as the target expected steering wheel angle;

[0189] When the curve judgment result is that there is no curve and the transverse slope judgment result is that there is a transverse slope, the sum of the expected steering wheel angle and the transverse slope compensation angle is used as the target expected steering wheel angle;

[0190] When the curve judgment result indicates that there is a curve and the transverse slope judgment result indicates that there is a transverse slope, the sum of the expected steering wheel angle, the curve compensation angle and the transverse slope compensation angle is used as the target expected steering wheel angle.

[0191] The implementation principle and technical effects of the above embodiment are similar to those of the above method embodiment and will not be repeated here.

[0192] In one embodiment, a computer program product is provided, including a computer program. When the computer program is executed by a processor, the steps of the vehicle adaptive control method provided in the above embodiment are implemented:

[0193] When the vehicle is in an adaptive control state, the curvature and the lateral slope angle of the current road are obtained;

[0194] Determine whether the current road has a curve based on the road curvature, and determine whether the current road has a transverse slope based on the transverse slope angle;

[0195] When the current driving road does not have a curve and a transverse slope, obtaining an expected steering wheel angle and adjusting the vehicle's driving direction according to the expected steering wheel angle so that the vehicle is centered;

[0196] When the current driving road only has curves, obtaining a curve compensation angle for the vehicle's driving direction, integrating the curve compensation angle with the expected steering wheel angle, and adjusting the vehicle's driving direction according to a corresponding first integration angle so that the vehicle is centered;

[0197] When only a transverse slope exists on the current road, a transverse slope compensation angle of the vehicle's driving direction is obtained, the transverse slope compensation angle is integrated with the expected steering wheel angle, and the vehicle's driving direction is adjusted according to a corresponding second integrated angle to keep the vehicle centered.

[0198] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0199] The expected steering wheel angle is calculated using the following formula:

[0200] SWA1=iu(t);

[0201]

[0202] Among them, SWA1 is the expected steering wheel angle, i is the steering gear ratio, Q is the error weight matrix, R is the control input weight matrix, A t is the discrete matrix of matrix A, B t is the discrete matrix of matrix B, is the discrete matrix A t The transposed matrix of is the discrete matrix B t The transposed matrix, C αf is the vehicle front wheel cornering stiffness, C αr is the vehicle rear wheel cornering stiffness, l f is the distance from the front axle to the center of mass of the vehicle, l r is the distance from the rear axle to the center of mass of the vehicle, m is the mass of the vehicle, V x is the vehicle longitudinal speed, I z is the moment of inertia, x(t) is the discrete matrix of matrix x, lat error is the lateral position error, Ω error is the heading angle error, is the differential of the lateral position error, is the differential of the heading angle error, X pre is the preview distance of the vehicle, C0 is the deviation distance between the lane line and the camera in the direction perpendicular to the vehicle, C1 is the direction angle of the lane line relative to the vehicle, C2 is the curvature of the current road, and C3 is the rate of change of the curvature of the current road.

[0203] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0204] The curve compensation angle is calculated using the following formula:

[0205] SWA2=iδ ff ;

[0206]

[0207] Among them, SWA2 is the curve compensation angle, L is the vehicle wheelbase, V x is the longitudinal speed of the vehicle, and k3 is the value in the first row and third column of vector K.

[0208] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0209] The slope compensation angle is calculated using the following formula:

[0210]

[0211]

[0212] Among them, SWA3 is the slope compensation angle, i is the steering gear ratio, θ t is the transverse slope angle, V x is the longitudinal speed of the vehicle, θw is the compensation term, A y is the lateral acceleration of the vehicle, c2 is the curvature of the current road, L is the vehicle wheelbase, and g is the acceleration due to gravity.

[0213] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0214] Obtain the road surface inequality coefficient of the current road;

[0215] According to the road surface inequality coefficient, determine whether the current road reaches the preset roughness level;

[0216] When the current road surface reaches a preset roughness level, determining the target expected steering wheel angle of the vehicle based on the curve determination result and the lateral slope determination result of the current road surface;

[0217] The vehicle's current steering wheel angle is obtained, and the difference between the current steering wheel angle and the target expected steering wheel angle is compensated by a PID controller to keep the vehicle centered.

[0218] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0219] When the curve determination result is that there is no curve and the lateral slope determination result is that there is no lateral slope, determining the expected steering wheel angle as the target expected steering wheel angle;

[0220] When the curve determination result indicates that there is a curve and the lateral slope determination result indicates that there is no lateral slope, the sum of the expected steering wheel angle and the curve compensation angle is used as the target expected steering wheel angle;

[0221] When the curve judgment result is that there is no curve and the transverse slope judgment result is that there is a transverse slope, the sum of the expected steering wheel angle and the transverse slope compensation angle is used as the target expected steering wheel angle;

[0222] When the curve judgment result indicates that there is a curve and the transverse slope judgment result indicates that there is a transverse slope, the sum of the expected steering wheel angle, the curve compensation angle and the transverse slope compensation angle is used as the target expected steering wheel angle.

[0223] The implementation principle and technical effects of the above embodiment are similar to those of the above method embodiment and will not be repeated here.

[0224] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiment methods can be implemented by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, database or other media used in the embodiments provided in this application may include at least one of non-volatile and volatile memory. Non-volatile memory may include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory may include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The database involved in the various embodiments provided herein may include at least one of a relational database and a non-relational database. Non-relational databases may include, but are not limited to, distributed databases based on blockchains. The processor involved in the various embodiments provided herein may be, but are not limited to, a general-purpose processor, a central processing unit, a graphics processing unit, a digital signal processor, a programmable logic unit, a data processing logic unit based on quantum computing, and the like.

[0225] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0226] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. A vehicle adaptive control method, characterized in that: The method comprises: When the vehicle is in an adaptive control state, the curvature and the lateral slope angle of the current road are obtained; Determining whether the current road has a curve based on the road curvature, and determining whether the current road has a transverse slope based on the transverse slope angle; When the current driving road does not have a curve and a transverse slope, obtaining an expected steering wheel angle, and adjusting the vehicle driving direction according to the expected steering wheel angle so that the vehicle drives in the center; When the current driving road only has a curve, obtaining a curve compensation angle for the vehicle's driving direction, integrating the curve compensation angle with the expected steering wheel angle, and adjusting the vehicle's driving direction according to a corresponding first integration angle so that the vehicle travels in the center; When only a transverse slope exists on the current driving road, obtaining a transverse slope compensation angle of the vehicle's driving direction, integrating the transverse slope compensation angle with the expected steering wheel angle, and adjusting the vehicle's driving direction according to a corresponding second integrated angle so that the vehicle travels in the center; The expected steering wheel angle is calculated using the following formula: SWA1=iu(t); Among them, SWA1 is the expected steering wheel angle, i is the steering gear ratio, Q is the error weight matrix, R is the control input weight matrix, A t is the discrete matrix of matrix A, B t is the discrete matrix of matrix B, is the discrete matrix A t The transposed matrix of is the discrete matrix B t The transposed matrix, C αf is the vehicle front wheel cornering stiffness, C αr is the vehicle rear wheel cornering stiffness, l f is the distance from the front axle to the center of mass of the vehicle, l r is the distance from the rear axle to the center of mass of the vehicle, m is the mass of the vehicle, V x is the vehicle longitudinal speed, I z is the moment of inertia, x(t) is the discrete matrix of matrix x, lat error is the lateral position error, θ error is the heading angle error, is the differential of the lateral position error, is the differential of the heading angle error, X pre is the preview distance of the vehicle, C0 is the deviation distance between the lane line and the camera in the direction perpendicular to the vehicle, C1 is the direction angle of the lane line relative to the vehicle, C2 is the curvature of the current road, and C3 is the rate of change of the curvature of the current road; The curve compensation angle is calculated by the following formula: <h2 style=";text-align:left;direction:ltr">SWA2=iδ<h2 style=";text-align:left;direction:ltr"> ff <h2 style=";text-align:left;direction:ltr"> ; Among them, SWA2 is the curve compensation angle, L is the vehicle wheelbase, V x is the longitudinal speed of the vehicle, k3 is the value of the first row and third column of vector K; The slope compensation angle is calculated by the following formula: Among them, SWA3 is the slope compensation angle, i is the steering gear ratio, θ t is the transverse slope angle, V x is the longitudinal speed of the vehicle, θw is the compensation term, A y is the lateral acceleration of the vehicle, C2 is the curvature of the current road, L is the vehicle wheelbase, and g is the acceleration due to gravity.

2. The method according to claim 1, characterized in that The method further comprises: Obtain the road surface inequality coefficient of the current road; determining, based on the road surface inequality coefficient, whether the current driving road reaches a preset roughness level; When the current driving road reaches a preset roughness, determining a target expected steering wheel angle of the vehicle according to a curve determination result and a lateral slope determination result of the current driving road; The current steering wheel angle of the vehicle is obtained, and the difference between the current steering wheel angle and the target expected steering wheel angle is compensated by a PID controller to keep the vehicle centered.

3. The method according to claim 2, characterized in that The determining of the target expected steering wheel angle of the vehicle according to the curve judgment result and the lateral slope judgment result of the current driving road includes: When the curve determination result is that there is no curve and the lateral slope determination result is that there is no lateral slope, determining the expected steering wheel angle as a target expected steering wheel angle; When the curve determination result indicates that there is a curve and the lateral slope determination result indicates that there is no lateral slope, taking the sum of the expected steering wheel angle and the curve compensation angle as the target expected steering wheel angle; When the curve determination result is that there is no curve and the lateral slope determination result is that there is a lateral slope, taking the sum of the expected steering wheel angle and the lateral slope compensation angle as the target expected steering wheel angle; When the curve judgment result indicates that a curve exists and the lateral slope judgment result indicates that a lateral slope exists, the sum of the expected steering wheel angle, the curve compensation angle and the lateral slope compensation angle is used as the target expected steering wheel angle.

4. A vehicle adaptive control device, characterized in that: The device comprises: A parameter acquisition module is used to obtain the road curvature and transverse slope angle of the current driving road when the vehicle is in an adaptive control state; a road determination module, configured to determine whether the current road has a curve based on the road curvature, and to determine whether the current road has a transverse slope based on the transverse slope angle; a first control module, configured to obtain an expected steering wheel angle when the current driving road does not have a curve and a transverse slope, and adjust the vehicle driving direction according to the expected steering wheel angle so that the vehicle travels in the center; a second control module configured to, when the current driving road only has a curve, obtain a curve compensation angle for the vehicle's driving direction, integrate the curve compensation angle with the expected steering wheel angle, and adjust the vehicle's driving direction according to a corresponding first integration angle so that the vehicle travels in the center; a third control module, configured to, when only a transverse slope exists on the current driving road, obtain a transverse slope compensation angle of the vehicle's driving direction, integrate the transverse slope compensation angle with the expected steering wheel angle, and adjust the vehicle's driving direction according to a corresponding second integrated angle so that the vehicle travels in the center; The expected steering wheel angle is calculated using the following formula: SWA1 = iu(t); Among them, SWA1 is the expected steering wheel angle, i is the steering gear ratio, Q is the error weight matrix, R is the control input weight matrix, A t is the discrete matrix of matrix A, B t is the discrete matrix of matrix B, is the discrete matrix A t The transposed matrix of is the discrete matrix B t The transposed matrix, C αf is the vehicle front wheel cornering stiffness, C αr is the vehicle rear wheel cornering stiffness, l f is the distance from the front axle to the center of mass of the vehicle, l r is the distance from the rear axle to the center of mass of the vehicle, m is the mass of the vehicle, V x is the vehicle longitudinal speed, I z is the moment of inertia, x(t) is the discrete matrix of matrix x, lat error is the lateral position error, θ error is the heading angle error, is the differential of the lateral position error, is the differential of the heading angle error, X pre is the preview distance of the vehicle, C0 is the deviation distance between the lane line and the camera in the direction perpendicular to the vehicle, C1 is the direction angle of the lane line relative to the vehicle, C2 is the curvature of the current road, and C3 is the rate of change of the curvature of the current road; The curve compensation angle is calculated by the following formula: <h2 style=";text-align:left;direction:ltr">SWA2=iδ<h2 style=";text-align:left;direction:ltr"> ff <h2 style=";text-align:left;direction:ltr"> ; Among them, SWA2 is the curve compensation angle, L is the vehicle wheelbase, V x is the longitudinal speed of the vehicle, k3 is the value of the first row and third column of vector K; The slope compensation angle is calculated by the following formula: Among them, SWA3 is the slope compensation angle, i is the steering gear ratio, θ t is the transverse slope angle, V x is the longitudinal speed of the vehicle, θw is the compensation term, A y is the lateral acceleration of the vehicle, C2 is the curvature of the current road, L is the vehicle wheelbase, and g is the acceleration due to gravity.

5. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 3 are implemented.

6. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 3 are implemented.

7. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 3 are implemented.

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