Vehicle control method, device and vehicle system for avoiding lane departure

Abstract

The present application provides a vehicle control method, device and vehicle system for avoiding lane departure. The method includes: constructing a vehicle lateral dynamics model; constructing a constraint model; constructing a vehicle control model according to the vehicle lateral dynamics model and the constraint model; and controlling the vehicle according to the vehicle control model so that the operation of the vehicle meets the limitations of the constraint model. Thereby, the vehicle will not deviate from the lane during driving, reducing the driver takeover frequency, and further improving the vehicle safety, thus solving the problem in the prior art that in the case of lane departure, safety problems are likely to occur due to reminding the driver to take over the steering wheel.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle control. Specifically, it relates to a vehicle control method, device, computer-readable storage medium, and vehicle system for avoiding lane departure. Background Art

[0002] Vehicle lane keeping technology is an important driving assistance technology. Existing technical solutions mostly include a perception module, a path planning module, and a path tracking control module. The perception module includes sensors such as cameras and lane line recognition algorithms to accurately identify lane lines; the path planning module generates a lane center line based on the lane lines on both sides, that is, the vehicle driving path; the path tracking control module uses path tracking control algorithms such as PID, model predictive control, sliding mode control, or linear quadratic optimal control to achieve automatic steering control of the vehicle, and there is a problem of lane departure due to large path tracking control errors. The processing method of the existing technical solution is: in the case of lane departure, the driver is reminded to take over the steering wheel. This method will bring certain safety hazards. Summary of the Invention

[0003] The main purpose of the present application is to provide a vehicle control method, device, computer-readable storage medium, and vehicle system for avoiding lane departure, so as to solve the problem of safety problems that are likely to occur when the driver is reminded to take over the steering wheel in the existing technology in the case of lane departure.

[0004] According to one aspect of an embodiment of the present invention, a vehicle control method for avoiding lane departure is provided. The method includes: constructing a vehicle lateral dynamics model; constructing a constraint model, where the constraint model is used to constrain the vehicle, and the constraint model is used to characterize the relationship between the y-axis coordinates of the first nearest point, the y-axis coordinates of the second nearest point, the rate of change of the left lane line over time in the forward direction of the vehicle, and the rate of change of the right lane line over time in the forward direction of the vehicle. The first nearest point is used to characterize the nearest point on the left lane line expansion line to the centroid of the vehicle, the second nearest point is used to characterize the nearest point on the right lane line expansion line to the centroid of the vehicle, and the rate of change of the left lane line over time in the forward direction of the vehicle is used to characterize the difference between the y-axis coordinate of the point with abscissa v x on the left lane line and the y-axis coordinate of the point with abscissa 0 in the vehicle coordinate system. The relationship of the rate of change of the right lane line over time in the forward direction of the vehicle is used to characterize the difference between the y-axis coordinate of the point with abscissa v x on the right lane line and the y-axis coordinate of the point with abscissa 0 in the vehicle coordinate system; constructing a vehicle control model according to the vehicle lateral dynamics model and the constraint model; controlling the vehicle according to the vehicle control model so that the operation of the vehicle satisfies the limitations of the constraint model.

[0005] Optionally, the vehicle lateral dynamics model is expressed as a parametric matrix formula; a constraint model is constructed and expressed as a first equality constraint parameter formula, a second equality parameter constraint formula, and a third equality parameter constraint formula; according to the vehicle lateral dynamics model and the constraint model, a vehicle control model is constructed, including: constructing a constraint control formula according to the parametric matrix formula, the first equality constraint parameter formula, the second equality parameter constraint formula, and the third equality parameter constraint formula, where the first equality constraint parameter formula is used to characterize the relationship between the y-axis coordinates of the first nearest point and the second nearest point, the second equality parameter constraint formula is used to characterize the relationship between the y-axis coordinates of the first nearest point, the negative of the y-axis coordinates of the second nearest point, the rate of change of the left lane line in the forward direction of the vehicle over time, and the rate of change of the right lane line in the forward direction of the vehicle over time, and the third equality parameter constraint formula is used to characterize the relationship between the y-axis coordinates of the first nearest point, the negative of the y-axis coordinates of the second nearest point, the rate of change of the left lane line in the forward direction of the vehicle over time, the rate of change of the right lane line in the forward direction of the vehicle over time, the derivative of the rate of change of the left lane line in the forward direction of the vehicle over time, the derivative of the rate of change of the right lane line in the forward direction of the vehicle over time, and the lateral velocity of the vehicle's center of mass.

[0006] Optionally, the parametric matrix formula is where M is a first parametric matrix, is the second derivative of the position vector of the vehicle, H is a second parametric matrix, B is a third parametric matrix, U is the control input value of the vehicle, Ω is a fourth parametric matrix, the first parametric matrix is used to characterize the relationship between the mass of the vehicle and the moment of inertia of the vehicle about the center of gravity perpendicular to the horizontal plane, the second parametric matrix is used to characterize the relationship between the mass of the vehicle, the cornering stiffness of the vehicle's front wheels, the cornering stiffness of the vehicle's rear wheels, the lateral velocity of the vehicle's center of mass, the longitudinal velocity of the vehicle's center of mass, the distance from the vehicle's center of mass to the center of the front axle, the distance from the vehicle's center of mass to the center of the rear axle, and the first derivative of the yaw angle of the vehicle, the third parametric matrix is used to characterize the relationship between the cornering stiffness of the vehicle's front wheels and the distance from the vehicle's center of mass to the center of the rear axle, and the fourth parametric matrix is used to characterize a first disturbance parameter and a second disturbance parameter.

[0007] Optionally, the first parametric matrix is The second parametric matrix is The third parametric matrix is The fourth parametric matrix is where m is the mass of the vehicle, I Z is the moment of inertia of the vehicle about the center of gravity perpendicular to the horizontal plane, kf is the cornering stiffness of the front wheels of the vehicle, k r is the cornering stiffness of the rear wheels of the vehicle, v x is the lateral velocity of the vehicle's center of mass, v y is the longitudinal velocity of the vehicle's center of mass, l f is the distance between the center of mass of the vehicle and the center of the front axle, l r is the distance between the center of mass of the vehicle and the center of the rear axle, is the first derivative of the yaw angle of the vehicle, ω1 is the first disturbance parameter, and ω2 is the second disturbance parameter.

[0008] Optionally, the first equality constraint parameter formula is The second equality parameter constraint formula is The third equality parameter constraint formula is where Δy1 is the y-axis coordinate of the first closest point, and Δy2 is the negative of the y-axis coordinate of the second closest point, is the rate of change of the left lane line with respect to time in the forward direction of the vehicle, is the rate of change of the right lane line with respect to time in the forward direction of the vehicle, is the derivative of the rate of change of the left lane line with respect to time in the forward direction of the vehicle, is the derivative of the rate of change of the right lane line with respect to time in the forward direction of the vehicle, v y is the lateral velocity of the vehicle's center of mass, A is the first equality constraint parameter, c is the second equality constraint parameter, and b is the third equality constraint parameter.

[0009] Optionally, the constraint control formula is U = p1 + p2 + p3, where U is the control input value of the vehicle, p1 is the first control quantity, p2 is the second control quantity, and p3 is the third control quantity, A is the first equality constraint parameter, M is the first parameter matrix, B is the third parameter matrix, b is the third equality constraint parameter, and H is the second parameter matrix, κ is the first constant parameter, and β is the constraint following error value, γ is the first intermediate variable, and μ is the second intermediate variable, is the estimated value of the disturbance quantity. The first intermediate variable is a variable related to the second intermediate variable and the second constant parameter, and the second intermediate variable is a variable related to the constraint following error value and the estimated value of the disturbance quantity.

[0010] Optionally, the method further includes: according to the second intermediate variable formula determine the second intermediate variable; according to the first intermediate variable formula Determine the first intermediate variable, where a is the second constant parameter.

[0011] According to another aspect of the embodiments of the present invention, there is also provided a vehicle control device for avoiding lane departure. The device includes a first construction unit, a second construction unit, a third construction unit, and a control unit. The first construction unit is used to construct a vehicle lateral dynamics model. The second construction unit is used to construct a constraint model, where the constraint model is used to constrain the vehicle, and the constraint model is used to characterize the relationship between the y-axis coordinates of the first nearest point, the y-axis coordinates of the second nearest point, the change rate of the left lane line over time in the forward direction of the vehicle, and the change rate of the right lane line over time in the forward direction of the vehicle. The first nearest point is used to characterize the nearest point on the expansion line of the left lane line to the centroid of the vehicle, and the second nearest point is used to characterize the nearest point on the expansion line of the right lane line to the centroid of the vehicle. The third construction unit is used to construct a vehicle control model according to the vehicle lateral dynamics model and the constraint model. The control unit is used to control the vehicle according to the vehicle control model so that the operation of the vehicle satisfies the limitations of the constraint model.

[0012] According to another aspect of the embodiments of the present invention, there is also provided a computer-readable storage medium. The computer-readable storage medium includes a stored program, where the program executes any one of the vehicle control methods for avoiding lane departure.

[0013] According to another aspect of the embodiments of the present invention, there is also provided a vehicle system. The system includes one or more processors, a memory, and one or more programs, where the one or more programs are stored in the memory and are configured to be executed by the one or more processors. The one or more programs include those for executing any one of the vehicle control methods for avoiding lane departure.

[0014] In the embodiments of the present invention, first, a vehicle control model is constructed according to the vehicle lateral dynamics model and the constraint model; then, the vehicle is controlled according to the vehicle control model so that the operation of the vehicle satisfies the limitations of the constraint model, thereby preventing the vehicle from deviating from the lane during driving, reducing the driver takeover frequency, and further improving vehicle safety, thus solving the problem in the prior art that in the case of lane departure, safety problems are likely to occur due to reminding the driver to take over the steering wheel. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The specification drawings forming a part of this application are used to provide a further understanding of this application. The schematic embodiments of this application and their descriptions are used to explain this application and do not constitute an improper limitation of this application. In the drawings:

[0016] Figure 1 The flowchart of a vehicle control method for avoiding lane departure according to an embodiment of the present application is shown;

[0017] Figure 2 The schematic diagram of constructing an inflation line based on a vehicle according to an embodiment of the present application is shown;

[0018] Figure 3 The flowchart of determining a first intermediate variable and a second intermediate variable according to an embodiment of the present application is shown;

[0019] Figure 4 The flowchart of another vehicle control method for avoiding lane departure according to an embodiment of the present application is shown;

[0020] Figure 5 The schematic diagram of a vehicle control device for avoiding lane departure according to an embodiment of the present application is shown;

[0021] Figure 6 The schematic diagram of a vehicle system according to an embodiment of the present application is shown.

[0022] Among them, the above-mentioned drawings include the following reference numerals:

[0023] 10, vehicle; 21, left lane line; 22, left lane line inflation line; 31, right lane line; 32, right lane line inflation line; 41, camera; 42, computing unit; 421, lane line recognition module; 422, non-linear control module; 43, steer-by-wire electronic control unit; 51, first construction unit; 52, second construction unit; 53, third construction unit; 54, control unit. Detailed implementation manners

[0024] It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments may be combined with each other. The present application will be described in detail below with reference to the drawings and in combination with the embodiments.

[0025] In order to enable those skilled in the art to better understand the solution of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application without creative efforts shall fall within the protection scope of the present application.

[0026] It should be noted that the terms "first", "second", etc. in the description, claims and above-mentioned drawings of this application are used to distinguish similar objects, and do not necessarily have to be used to describe a specific order or sequence. It should be understood that such data used can be interchanged under appropriate circumstances so as to implement the embodiments of the present application described herein. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device comprising a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0027] It should be understood that when an element (such as a layer, film, region, or substrate) is described as being "on" another element, the element can be directly on the other element, or there can also be an intermediate element. Moreover, in the description and claims of the specification, when an element is described as "connected" to another element, the element can be "directly connected" to the other element, or "connected" to the other element through a third element.

[0028] As described in the background art, the processing method of the prior art solution is as follows: when lane departure occurs, the driver is reminded to take over the steering wheel, and this method will bring certain potential safety hazards. In order to solve the problem in the prior art that when lane departure occurs, it is easy to cause safety problems due to reminding the driver to take over the steering wheel, in a typical implementation manner of this application, a vehicle control method, device, computer-readable storage medium and vehicle system for avoiding lane departure are provided.

[0029] According to an embodiment of the present application, a vehicle control method for avoiding lane departure is provided.

[0030] Figure 1 is a flowchart of a vehicle control method for avoiding lane departure according to an embodiment of the present application. As Figure 1 shown, the method includes the following steps:

[0031] Step S101, constructing a vehicle lateral dynamics model;

[0032] Specifically, it is assumed that the vehicle body and the suspension system are both rigid, and the influence of vehicle roll and pitch motions is not considered, that is, it is considered that the vehicle moves in a plane parallel to the ground; it is assumed that the vehicle is symmetric left and right, and the tire sideslip angles on both sides of the coaxial center axis are the same, and they can be combined into one tire for description.

[0033] Step S102: Construct a constraint model, where the constraint model is used to constrain the vehicle, and the constraint model is used to characterize the relationship between the y-axis coordinates of the first nearest point, the y-axis coordinates of the second nearest point, the change rate of the left lane line over time in the forward direction of the vehicle, and the change rate of the right lane line over time in the forward direction of the vehicle. The first nearest point is used to represent the nearest point on the dilated line of the left lane line to the centroid of the vehicle, and the second nearest point is used to represent the nearest point on the dilated line of the right lane line to the centroid of the vehicle. The change rate of the left lane line over time in the forward direction of the vehicle is used to characterize the difference between the ordinate of the point with abscissa v x on the left lane line and the ordinate of the point with abscissa 0 in the vehicle coordinate system. The relationship of the change rate of the right lane line over time in the forward direction of the vehicle is used to characterize the difference between the ordinate of the point with abscissa v x on the right lane line and the ordinate of the point with abscissa 0 in the vehicle coordinate system;

[0034] Step S103: Construct a vehicle control model according to the vehicle lateral dynamics model and the constraint model;

[0035] In an embodiment of the present application, the vehicle lateral dynamics model is expressed as a parameter matrix formula; the construction of the constraint model is expressed as a first equality constraint parameter formula, a second equality parameter constraint formula, and a third equality parameter constraint formula; constructing a vehicle control model according to the vehicle lateral dynamics model and the constraint model includes: constructing a constraint control formula according to the parameter matrix formula, the first equality constraint parameter formula, the second equality parameter constraint formula, and the third equality parameter constraint formula, where the first equality constraint parameter formula is used to characterize the relationship between the y-axis coordinates of the first nearest point and the second nearest point, and the second equality parameter constraint formula is used to characterize the relationship between the y-axis coordinates of the first nearest point, the negative of the y-axis coordinates of the second nearest point, the change rate of the left lane line over time in the forward direction of the vehicle, and the change rate of the right lane line over time in the forward direction of the vehicle. The third equality parameter constraint formula is used to characterize the relationship between the y-axis coordinates of the first nearest point, the negative of the y-axis coordinates of the second nearest point, the change rate of the left lane line over time in the forward direction of the vehicle, the change rate of the right lane line over time in the forward direction of the vehicle, the derivative of the change rate of the left lane line over time in the forward direction of the vehicle, the derivative of the change rate of the right lane line over time in the forward direction of the vehicle, and the lateral velocity of the vehicle centroid.

[0036] In an embodiment of the present application, the parameter matrix formula is where M is the first parameter matrix, is the second derivative of the position vector of the above vehicle, H is the second parameter matrix, B is the third parameter matrix, U is the control input value of the above vehicle, Ω is the fourth parameter matrix, the above first parameter matrix is used to characterize the relationship between the mass of the above vehicle and the moment of inertia of the above vehicle about the vertical direction perpendicular to the horizontal plane passing through the center of gravity, the above second parameter matrix is used to characterize the relationship between the mass of the above vehicle, the cornering stiffness of the front wheels of the above vehicle, the cornering stiffness of the rear wheels of the above vehicle, the lateral velocity of the vehicle's center of mass, the longitudinal velocity of the vehicle's center of mass, the distance from the vehicle's center of mass to the center of the front axle, the distance from the vehicle's center of mass to the center of the rear axle, and the first derivative of the yaw angle of the above vehicle, the above third parameter matrix is used to characterize the relationship between the cornering stiffness of the front wheels of the above vehicle and the distance from the vehicle's center of mass to the center of the rear axle, and the above fourth parameter matrix is used to characterize the first disturbance parameter and the second disturbance parameter.

[0037] Directly perform lane keeping control based on the recognized left and right lane lines. Specifically, according to the relative position relationship between the vehicle and the lane lines, the lane keeping task is converted into an equality constraint of the vehicle state, that is, the lane keeping equality constraint, and lane keeping is achieved through the equality constraint following control strategy. As Figure 2 shown, the width of vehicle 10 is d, the local coordinate system of the vehicle is the coordinate system x-o-y, the center of the rear axle of the vehicle is point o, and the recognized left and right lane lines are represented by a series of discrete points. According to the inflation distance inflate the lane lines towards the inside of the lane (the left lane line 21 and the right lane line 31 are inflated towards the inside of the lane respectively), to obtain the left lane line inflated line 22 and the right lane line inflated line 32. Δy1 is the y-axis coordinate of the first closest point, and Δy2 is the opposite of the y-axis coordinate of the second closest point. Calculate Δy1 and Δy2 respectively. There is the following conclusion: If Δy1 > 0 and Δy2 > 0 hold for any time t > 0, then vehicle 10 always remains within the lane.

[0038] To achieve lane keeping, it is required that at the initial moment, that is, when t = 0, Δy1 > 0 and Δy2 > 0. Define the error parameter e a = ln(Δy1) + ln(Δy2), where ln is the natural logarithm function. If the vehicle always remains within the lane, then e a ∈(-∞, +∞). The first derivative of e a is: Thus, we get and In addition is the position vector of the vehicle, y is the lateral position of the vehicle; U = δ f is the control input of the vehicle, is the yaw angle of the vehicle; δ f is the front wheel steering angle of the vehicle.

[0039] In an embodiment of the present application, the above first parameter matrix is The above second parameter matrix is The above third parameter matrix is The above fourth parameter matrix is Wherein, m is the mass of the above vehicle, I Z is the moment of inertia of the above vehicle about the vertical direction perpendicular to the horizontal plane passing through the center of gravity, k f is the cornering stiffness of the front wheels of the above vehicle, k r is the cornering stiffness of the rear wheels of the above vehicle, v x is the lateral velocity of the vehicle's center of mass, v y is the longitudinal velocity of the vehicle's center of mass, l f is the distance from the center of mass of the above vehicle to the center of the front axle, l r is the distance from the center of mass of the above vehicle to the center of the rear axle, is the first derivative of the yaw angle of the above vehicle, ω1 is the above first disturbance parameter, and ω2 is the above second disturbance parameter.

[0040] In an embodiment of the present application, the above first equality constraint parameter formula is The above second equality parameter constraint formula is The above third equality parameter constraint formula is Wherein, Δy1 is the y-axis coordinate of the first nearest point, and Δy2 is the opposite of the y-axis coordinate of the second nearest point. is the rate of change of the above left lane line with respect to time in the forward direction of the above vehicle. is the rate of change of the above right lane line with respect to time in the forward direction of the above vehicle. is the derivative of the rate of change of the above left lane line with respect to time in the forward direction of the above vehicle. is the derivative of the rate of change of the above right lane line with respect to time in the forward direction of the above vehicle. v y is the lateral velocity of the vehicle's center of mass, A is the first equality constraint parameter, c is the second equality constraint parameter, and b is the third equality constraint parameter. and are very small, approximately 0, and can be ignored. and can be obtained by differential approximation on the left and right lane lines based on the current speed of the vehicle. If is bounded, then within a finite time, e a ∈(-∞,+∞), and the vehicle always remains in the lane. Therefore, the following lane-keeping equality constraint is designed:

[0041] In an embodiment of the present application, the above constraint control formula is U = p1 + p2 + p3, where U is the control input value of the above vehicle, p1 is the first control quantity, p2 is the second control quantity, and p3 is the third control quantity. A is the first equality constraint parameter, M is the first parameter matrix, B is the third parameter matrix, b is the third equality constraint parameter, and H is the second parameter matrix. κ is the first constant parameter, and β is the constraint following error value. γ is the first intermediate variable, and μ is the second intermediate variable. is the estimated value of the disturbance quantity. The above first intermediate variable is a variable related to the above second intermediate variable and the second constant parameter, and the above second intermediate variable is a variable related to the above constraint following error value and the estimated value of the disturbance quantity.

[0042] Constraint following error value For the fourth parameter matrix, the following property holds: ||AM -1 Ω|| ≤ ω M , ω M is the third constant parameter, taking a positive value, indicating that the modeling error and external disturbance are bounded, but this upper bound is often unknown. According to to estimate ω M , is the estimated value of ω M , is 's first derivative, η ω is the fourth constant parameter, ε is the fifth constant parameter, and both η ω and ε are positive numbers.

[0043] Among them, is the estimated value of the parameter ω M , and its initial value takes a positive number.

[0044] Step S104: Control the vehicle according to the above vehicle control model so that the operation of the above vehicle satisfies the limitations of the above constraint model.

[0045] In the above steps, first, a vehicle control model is constructed based on the above vehicle lateral dynamics model and the above constraint model; then, the vehicle is controlled according to the above vehicle control model so that the operation of the above vehicle satisfies the limitations of the above constraint model, thereby preventing the vehicle from deviating from the lane during driving, reducing the driver takeover frequency, and further improving the vehicle safety, thus solving the problem in the prior art that in the case of lane departure, safety problems are likely to occur due to reminding the driver to take over the steering wheel.

[0046] In an embodiment of the present application, as Figure 3 shown, the above method further includes:

[0047] Step S201, determine the above-mentioned second intermediate variable according to the second intermediate variable formula ;

[0048] Step S202, determine the above-mentioned first intermediate variable according to the first intermediate variable formula , where a is the above-mentioned second constant parameter.

[0049] Specifically, a is a constant parameter close to 0, and usually can take the value of 0.1.

[0050] The Lyapunov function is selected as V is a function of the constraint following error value and the estimation error value of the third constant parameter. Taking the derivative of V with respect to time and substituting it into the constraint control formula, we can obtain where τ1 is the sixth constant parameter, τ2 is the seventh constant parameter, τ3 is the eighth constant parameter, τ1 = min{2κ, 2ε}, τ2 = 2εω M , For all According to the Lyapunov min-max analysis method, it can be obtained that β and have uniform boundedness and uniform ultimate boundedness. The uniform boundedness ensures that for any t > 0, β and are bounded. The uniform ultimate boundedness ensures that after a finite time, β and can converge to a very small interval near 0. According to the uniform boundedness of β, it can be obtained that has uniform boundedness. Therefore, within a finite time, e a is bounded. Combining the definition of e a , it can be obtained that Δy1 > 0 and Δy2 > 0 hold for any t > 0, that is, the vehicle will not deviate from the lane.

[0051] According to the uniform ultimate boundedness of β, it can be obtained that will approach and be equal to 0. If the current lane is a straight lane, then the result of approaching 0 is equivalent to Δy1 = Δy2, that is, the vehicle is driving on the lane center line, or equivalently v y = 0, that is, the lateral speed of the vehicle is 0, and the vehicle is driving straight. Due to the existence of vehicle lateral interference, the situation of v y = 0 is difficult to maintain. Then in the steady state where it approaches 0, the vehicle will basically drive along the lane center line. Therefore, it not only ensures that the vehicle will not deviate from the lane, but also ensures that the vehicle drives along the lane center line in the steady state.

[0052] It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. And although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order than here.

[0053] This application also provides a vehicle control method for avoiding lane departure, as Figure 4 shown, the method includes the following steps:

[0054] Step 1: Construct a parameter matrix formula, and the parameter matrix formula is where M is the first parameter matrix, is the second derivative of the position vector of the above vehicle, H is the second parameter matrix, B is the third parameter matrix, U is the control input value of the above vehicle, Ω is the fourth parameter matrix. The above first parameter matrix is used to characterize the relationship between the mass of the above vehicle and the moment of inertia of the above vehicle about the vertical direction of the center of gravity perpendicular to the horizontal plane. The above second parameter matrix is used to characterize the relationship between the mass of the above vehicle, the cornering stiffness of the front wheels of the above vehicle, the cornering stiffness of the rear wheels of the above vehicle, the lateral velocity of the vehicle's center of mass, the longitudinal velocity of the vehicle's center of mass, the distance from the vehicle's center of mass to the center of the front axle, the distance from the vehicle's center of mass to the center of the rear axle, and the first derivative of the yaw angle of the above vehicle. The above third parameter matrix is used to characterize the relationship between the cornering stiffness of the front wheels of the above vehicle and the distance from the vehicle's center of mass to the center of the rear axle. The above fourth parameter matrix is used to characterize the first disturbance parameter and the second disturbance parameter;

[0055] The above first parameter matrix is The above second parameter matrix is The above third parameter matrix is The above fourth parameter matrix is where m is the mass of the above vehicle, I Z is the moment of inertia of the above vehicle about the vertical direction of the center of gravity perpendicular to the horizontal plane, k f is the cornering stiffness of the front wheels of the above vehicle, k r is the cornering stiffness of the rear wheels of the above vehicle, v x is the lateral velocity of the vehicle's center of mass, v y is the longitudinal velocity of the vehicle's center of mass, l f is the distance from the vehicle's center of mass to the center of the front axle, l r is the distance from the vehicle's center of mass to the center of the rear axle, is the first derivative of the yaw angle of the above vehicle, ω1 is the above first disturbance parameter, and ω2 is the above second disturbance parameter

[0056] Step 2: Construct the first equality constraint parameter formula, the second equality parameter constraint formula, and the third equality parameter constraint formula. The above first equality constraint parameter formula is

[0057] The above second equality parameter constraint formula is The above third equality parameter constraint formula is where Δy1 is the y-axis coordinate of the first nearest point, and Δy2 is the negative of the y-axis coordinate of the second nearest point. is the rate of change of the above left lane line over time in the forward direction of the vehicle. is the rate of change of the above right lane line over time in the forward direction of the vehicle. is the derivative of the rate of change of the above left lane line over time in the forward direction of the vehicle. is the derivative of the rate of change of the above right lane line over time in the forward direction of the vehicle. v y is the lateral velocity of the vehicle's center of mass. A is the first equality constraint parameter, c is the second equality constraint parameter, and b is the third equality constraint parameter. The first nearest point is used to represent the nearest point on the expansion line of the left lane line to the vehicle's center of mass, and the second nearest point is used to represent the nearest point on the expansion line of the right lane line to the vehicle's center of mass. and are very small, approximately 0, and can be ignored. and can be obtained by differential approximation on the left and right lane lines based on the current speed of the vehicle. If is bounded, then within a finite time, e a ∈(-∞,+∞), and the vehicle always remains in the lane. Therefore, the following lane-keeping equality constraint is designed:

[0058] Step 3: Construct a constraint control formula according to the above parameter matrix formula, the first equality constraint parameter formula, the second equality parameter constraint formula, and the third equality parameter constraint formula.

[0059] The above constraint control formula is U = p1 + p2 + p3, where U is the control input value of the vehicle, p1 is the first control quantity, p2 is the second control quantity, and p3 is the third control quantity. A is the first equality constraint parameter, M is the first parameter matrix, B is the third parameter matrix, b is the third equality constraint parameter, and H is the second parameter matrix. κ is the first constant parameter, and β is the constraint following error value. γ is the first intermediate variable, and μ is the second intermediate variable. is the estimated value of the interference amount, the above first intermediate variable is a variable related to the above second intermediate variable and the second constant parameter, and the above second intermediate variable is a variable related to the above constraint following error value and the estimated value of the interference amount;

[0060] Step 4: Control the vehicle according to the above vehicle control model so that the operation of the above vehicle satisfies the limitations of the above constraint model.

[0061] First, construct a vehicle control model according to the above vehicle lateral dynamics model and the above constraint model; then, control the vehicle according to the above vehicle control model so that the operation of the above vehicle satisfies the limitations of the above constraint model, thereby preventing the vehicle from deviating from the lane during driving, reducing the driver takeover frequency, and further improving vehicle safety, thus solving the problem in the prior art that in the case of lane departure, safety problems are likely to occur due to reminding the driver to take over the steering wheel.

[0062] The embodiment of the present application also provides a vehicle control device for avoiding lane departure. It should be noted that the vehicle control device for avoiding lane departure in the embodiment of the present application can be used to execute the vehicle control method for avoiding lane departure provided by the embodiment of the present application. The vehicle control device for avoiding lane departure provided by the embodiment of the present application is introduced below.

[0063] As Figure 5 shown, the device includes a first construction unit 51, a second construction unit 52, a third construction unit, and a control unit 53;

[0064] The first construction unit 51 is used to construct a vehicle lateral dynamics model;

[0065] The second construction unit 52 is used to construct a constraint model, where the above constraint model is used to constrain the above vehicle, and the above constraint model is used to characterize the relationship between the y-axis coordinates of the first nearest point, the y-axis coordinates of the second nearest point, the rate of change of the left lane line over time in the forward direction of the above vehicle, and the rate of change of the right lane line over time in the forward direction of the above vehicle. The first nearest point is used to characterize the nearest point on the inflation line of the left lane line to the centroid of the above vehicle, and the second nearest point is used to characterize the nearest point on the inflation line of the right lane line to the centroid of the above vehicle. The rate of change of the left lane line over time in the forward direction of the above vehicle is used to characterize the difference between the ordinate of the point with abscissa v x on the left lane line and the ordinate of the point with abscissa 0 in the vehicle coordinate system, and the relationship of the rate of change of the right lane line over time in the forward direction of the above vehicle is used to characterize the difference between the ordinate of the point with abscissa v x on the right lane line and the ordinate of the point with abscissa 0 in the vehicle coordinate system;

[0066] The third construction unit 53 is used to construct a vehicle control model according to the above vehicle lateral dynamics model and the above constraint model;

[0067] In an embodiment of the present application, the above vehicle lateral dynamics model is expressed as a parameter matrix formula; the construction constraint model is expressed as a first equality constraint parameter formula, a second equality parameter constraint formula, and a third equality parameter constraint formula; the third construction unit includes a construction module, and the construction module is used to construct a constraint control formula according to the above parameter matrix formula, the above first equality constraint parameter formula, the above second equality parameter constraint formula, and the above third equality parameter constraint formula, wherein the above first equality constraint parameter formula is used to characterize the relationship between the y-axis coordinates of the first nearest point and the second nearest point, and the above second equality parameter constraint formula is used to characterize the relationship between the y-axis coordinates of the first nearest point, the opposite number of the y-axis coordinates of the second nearest point, the change rate of the left lane line in the forward direction of the vehicle over time, and the change rate of the right lane line in the forward direction of the vehicle over time, and the above third equality parameter constraint formula is used to characterize the relationship between the y-axis coordinates of the first nearest point, the opposite number of the y-axis coordinates of the second nearest point, the change rate of the left lane line in the forward direction of the vehicle over time, the change rate of the right lane line in the forward direction of the vehicle over time, the derivative of the change rate of the left lane line in the forward direction of the vehicle over time, the derivative of the change rate of the right lane line in the forward direction of the vehicle over time, and the lateral velocity of the vehicle's center of mass.

[0068] In an embodiment of the present application, the above parameter matrix formula is where M is the first parameter matrix, is the second derivative of the position vector of the above vehicle, H is the second parameter matrix, B is the third parameter matrix, U is the control input value of the above vehicle, Ω is the fourth parameter matrix, the above first parameter matrix is used to characterize the relationship between the mass of the above vehicle and the moment of inertia of the above vehicle about the center of gravity perpendicular to the horizontal plane, the above second parameter matrix is used to characterize the relationship between the mass of the above vehicle, the cornering stiffness of the front wheels of the above vehicle, the cornering stiffness of the rear wheels of the above vehicle, the lateral velocity of the vehicle's center of mass, the longitudinal velocity of the vehicle's center of mass, the distance from the center of mass of the above vehicle to the center of the front axle, the distance from the center of mass of the above vehicle to the center of the rear axle, and the first derivative of the yaw angle of the above vehicle, the above third parameter matrix is used to characterize the relationship between the cornering stiffness of the front wheels of the above vehicle and the distance from the center of mass of the above vehicle to the center of the rear axle, and the above fourth parameter matrix is used to characterize the first interference parameter and the second interference parameter.

[0069] In an embodiment of the present application, the above first parameter matrix is The above second parameter matrix is The above third parameter matrix is The above fourth parameter matrix is where m is the mass of the above vehicle, and I Z is the moment of inertia of the above vehicle about the vertical direction perpendicular to the center of gravity and the horizontal plane, and k f is the cornering stiffness of the front wheels of the above vehicle, and k r is the cornering stiffness of the rear wheels of the above vehicle, and v x is the lateral velocity of the vehicle's center of mass, and v y is the longitudinal velocity of the vehicle's center of mass, and l f is the distance between the center of mass of the above vehicle and the center of the front axle, and l r is the distance between the center of mass of the above vehicle and the center of the rear axle, is the first derivative of the yaw angle of the above vehicle, ω1 is the above first interference parameter, and ω2 is the above second interference parameter.

[0070] In an embodiment of the present application, the above first equality constraint parameter formula is The above second equality parameter constraint formula is The above third equality parameter constraint formula is where Δy1 is the y-axis coordinate of the first closest point, and Δy2 is the negative of the y-axis coordinate of the second closest point, is the rate of change of the above left lane line with respect to time in the forward direction of the above vehicle, is the rate of change of the above right lane line with respect to time in the forward direction of the above vehicle, is the derivative of the rate of change of the above left lane line with respect to time in the forward direction of the above vehicle, is the derivative of the rate of change of the above right lane line with respect to time in the forward direction of the above vehicle, and v y is the lateral velocity of the vehicle's center of mass, A is the first equality constraint parameter, c is the second equality constraint parameter, and b is the third equality constraint parameter.

[0071] In an embodiment of the present application, the above constraint control formula is U = p1 + p2 + p3, where U is the control input value of the above vehicle, p1 is the first control quantity, p2 is the second control quantity, and p3 is the third control quantity, A is the first equality constraint parameter, M is the first parameter matrix, B is the third parameter matrix, b is the third equality constraint parameter, and H is the second parameter matrix, κ is the first constant parameter, β is the constraint following error value, γ is the first intermediate variable, and μ is the second intermediate variable, is the estimated value of the disturbance quantity. The above first intermediate variable is a variable related to the above second intermediate variable and the second constant parameter, and the above second intermediate variable is a variable related to the above constraint following error value and the estimated value of the disturbance quantity.

[0072] ​The control unit 54 is used to control the vehicle according to the above vehicle control model, so that the operation of the above vehicle meets the limitations of the above constraint model.

[0073] In the above device, first, a vehicle control model is constructed according to the above vehicle lateral dynamics model and the above constraint model; then, the vehicle is controlled according to the above vehicle control model, so that the operation of the above vehicle meets the limitations of the above constraint model, thereby preventing the vehicle from deviating from the lane during driving, reducing the driver takeover frequency, and further improving vehicle safety, thus solving the problem in the prior art that in the case of lane departure, safety problems are likely to occur due to reminding the driver to take over the steering wheel.

[0074] In an embodiment of the present application, the device further includes a first determination unit and a second determination unit. The first determination unit is used to determine the above second intermediate variable according to the second intermediate variable formula The second determination unit is used to determine the above first intermediate variable according to the first intermediate variable formula where a is the above second constant parameter.

[0075] The above vehicle control device for avoiding lane departure includes a processor and a memory. The above first construction unit, second construction unit, third construction unit, and control unit are all stored in the memory as program units, and the corresponding functions are implemented by the processor executing the above program units stored in the memory.

[0076] The processor includes a kernel, and the kernel retrieves the corresponding program unit from the memory. One or more kernels can be set, and by adjusting the kernel parameters, the problem in the prior art that in the case of lane departure, safety problems are likely to occur due to reminding the driver to take over the steering wheel can be solved.

[0077] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM), and / or non-volatile memory in the form of, for example, read-only memory (ROM) or flash memory (flash RAM). The memory includes at least one memory chip.

[0078] An embodiment of the present invention provides a computer-readable storage medium, on which a program is stored, and when the program is executed by a processor, the above vehicle control method for avoiding lane departure is implemented.

[0079] An embodiment of the present invention provides a processor, and the above processor is used to run a program, where when the above program runs, the above vehicle control method for avoiding lane departure is executed.

[0080] An embodiment of the present invention provides a device, which includes a processor, a memory, and a program stored on the memory and executable on the processor. When the processor executes the program, at least the following steps are implemented:

[0081] Step S101: Construct a vehicle lateral dynamics model;

[0082] Step S102: Construct a constraint model, where the constraint model is used to constrain the vehicle, and the constraint model is used to characterize the relationship between the y-axis coordinate of the first nearest point, the y-axis coordinate of the second nearest point, the rate of change of the left lane line over time in the forward direction of the vehicle, and the rate of change of the right lane line over time in the forward direction of the vehicle. The first nearest point is used to represent the nearest point on the left lane line expansion line to the centroid of the vehicle, and the second nearest point is used to represent the nearest point on the right lane line expansion line to the centroid of the vehicle. The rate of change of the left lane line over time in the forward direction of the vehicle is used to characterize the difference between the y-axis coordinate of the point with abscissa v x on the left lane line and the y-axis coordinate of the point with abscissa 0 in the vehicle coordinate system, and the relationship of the rate of change of the right lane line over time in the forward direction of the vehicle is used to characterize the difference between the y-axis coordinate of the point with abscissa v x on the right lane line and the y-axis coordinate of the point with abscissa 0 in the vehicle coordinate system;

[0083] Step S103: Construct a vehicle control model according to the vehicle lateral dynamics model and the constraint model;

[0084] Step S104: Control the vehicle according to the vehicle control model so that the operation of the vehicle satisfies the limitations of the constraint model. The device herein can be a server, a PC, a PAD, a mobile phone, etc.

[0085] The present application also provides a computer program product, which, when executed on a data processing device, is adapted to execute a program initialized with at least the following method steps: Step S101: Construct a vehicle lateral dynamics model;

[0086] Step S102: Construct a constraint model, where the constraint model is used to constrain the vehicle, and the constraint model is used to characterize the relationship between the y-axis coordinate of the first nearest point, the y-axis coordinate of the second nearest point, the rate of change of the left lane line over time in the forward direction of the vehicle, and the rate of change of the right lane line over time in the forward direction of the vehicle. The first nearest point is used to represent the nearest point on the left lane line expansion line to the centroid of the vehicle, and the second nearest point is used to represent the nearest point on the right lane line expansion line to the centroid of the vehicle. The rate of change of the left lane line over time in the forward direction of the vehicle is used to characterize the difference between the y-axis coordinate of the point with abscissa v xThe difference between the ordinate of the point and the ordinate of the point with abscissa 0, and the relationship between the rate of change of the right lane line over time in the forward direction of the vehicle is used to characterize the ordinate of the point with abscissa v on the right lane line in the vehicle coordinate system x The difference between the ordinate of the point with abscissa v and the ordinate of the point with abscissa 0;

[0087] Step S103, construct a vehicle control model according to the above vehicle lateral dynamics model and the above constraint model;

[0088] Step S104, control the vehicle according to the above vehicle control model so that the operation of the vehicle satisfies the limitations of the above constraint model.

[0089] The present application also provides a vehicle system, which includes one or more processors, a memory, and one or more programs. Among them, the above one or more programs are stored in the above memory and are configured to be executed by the above one or more processors. The above one or more programs include those for executing any one of the above vehicle control methods for avoiding lane departure.

[0090] The present application also provides a vehicle system, as Figure 6 shown. The system includes a camera 41, a calculation unit 42, and a steer-by-wire electronic control unit 43. The calculation unit 42 includes a lane line recognition module 421 and a non-linear control module 422. The camera 41 is electrically connected to the lane line recognition module 421 through a USB connection. The non-linear control module 422 is electrically connected to the lane line recognition module 421. The non-linear control module 422 also communicates with the steer-by-wire electronic control unit 43 through a CAN communication method. The lane line recognition module 421 receives the original data of the camera 41 and generates the lane lines on both sides of the lane where the vehicle is located according to the built-in lane line recognition algorithm. The steps of generating the lane lines are prior art and will not be elaborated here. The lane line recognition module 421 includes steps such as grayscale image conversion, image Gaussian smoothing, edge extraction, region of interest selection, and lane line extraction based on the Hough transform, and generates lane line data on both sides represented by discrete points. The non-linear control module receives the lane line information on both sides and calculates the vehicle steering wheel angle control amount through any one of the above vehicle control methods for avoiding lane departure. The steering angle control amount command is transmitted to the steer-by-wire electronic control unit 43 through CAN communication. The non-linear control module 422 is used to execute any one of the above vehicle control methods for avoiding lane departure.

[0091] In the above embodiments of the present invention, the descriptions of the various embodiments have their own emphases. For the parts not detailed in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0092] In several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are merely illustrative. For example, the above division of units can be a logical function division. In actual implementation, there can be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling or direct coupling or communication connection between each other can be through some interfaces. The indirect coupling or communication connection of units or modules can be in an electrical or other form.

[0093] The units described above as separate components may or may not be physically separated. The components displayed as units may or may not be physical units, that is, they can be located in one place, or they can be distributed to multiple units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0094] In addition, in each embodiment of the present invention, the functional units can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit. The above integrated units can be implemented in the form of hardware or in the form of software functional units.

[0095] If the above integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods in each embodiment of the present invention. The foregoing storage medium includes: USB flash drives, read-only memories (ROMs), random access memories (RAMs), mobile hard disks, magnetic disks, or optical discs, etc., which can store program codes.

[0096] From the above description, it can be seen that the above embodiments of this application achieve the following technical effects:

[0097] 1) The vehicle control method for avoiding lane departure in this application first constructs a vehicle control model based on the above vehicle lateral dynamics model and the above constraint model; then controls the vehicle according to the above vehicle control model so that the operation of the above vehicle meets the limitations of the above constraint model, thereby ensuring that the vehicle does not deviate from the lane during driving, reducing the driver takeover frequency, and further improving vehicle safety, thus solving the problem in the prior art that in the case of lane departure, safety problems are easily caused by reminding the driver to take over the steering wheel.

[0098] 2) The vehicle control device for avoiding lane departure in this application first constructs a vehicle control model based on the above vehicle lateral dynamics model and the above constraint model; then controls the vehicle according to the above vehicle control model so that the operation of the above vehicle meets the limitations of the above constraint model, thereby ensuring that the vehicle does not deviate from the lane during driving, reducing the driver takeover frequency, and further improving vehicle safety, thus solving the problem in the prior art that in the case of lane departure, safety problems are easily caused by reminding the driver to take over the steering wheel.

[0099] 3) The vehicle system in this application first constructs a vehicle control model based on the above vehicle lateral dynamics model and the above constraint model; then controls the vehicle according to the above vehicle control model so that the operation of the above vehicle meets the limitations of the above constraint model, thereby ensuring that the vehicle does not deviate from the lane during driving, reducing the driver takeover frequency, and further improving vehicle safety, thus solving the problem in the prior art that in the case of lane departure, safety problems are easily caused by reminding the driver to take over the steering wheel.

[0100] The above are only the preferred embodiments of this application and are not intended to limit this application. For those skilled in the art, this application can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of this application shall be included within the protection scope of this application.

Claims

1. A vehicle control method for avoiding lane departure, characterized in that, Including: Construct a vehicle lateral dynamics model; Build a constraint model, where the constraint model is used to constrain the vehicle, and the constraint model is used to characterize the relationship between the y-axis coordinate of the first nearest point, the y-axis coordinate of the second nearest point, the change rate of the left lane line over time in the forward direction of the vehicle, and the change rate of the right lane line over time in the forward direction of the vehicle. The first nearest point is used to characterize the nearest point on the expansion line of the left lane line to the centroid of the vehicle, and the second nearest point is used to characterize the nearest point on the expansion line of the right lane line to the centroid of the vehicle. The change rate of the left lane line over time in the forward direction of the vehicle is used to characterize the difference between the ordinate of the point with the abscissa of on the left lane line and the ordinate of the point with the abscissa of 0 in the vehicle coordinate system. The relationship of the change rate of the right lane line over time in the forward direction of the vehicle is used to characterize the difference between the ordinate of the point with the abscissa of on the right lane line and the ordinate of the point with the abscissa of 0 in the vehicle coordinate system; Construct a vehicle control model according to the vehicle lateral dynamics model and the constraint model; Control the vehicle according to the vehicle control model so that the operation of the vehicle satisfies the limitations of the constraint model; The vehicle lateral dynamics model is expressed as a parameter matrix formula; the constructed constraint model is expressed as a first equality constraint parameter formula, a second equality parameter constraint formula, and a third equality parameter constraint formula; Construct a vehicle control model according to the vehicle lateral dynamics model and the constraint model, including: Construct a constraint control formula according to the parameter matrix formula, the first equality constraint parameter formula, the second equality parameter constraint formula, and the third equality parameter constraint formula, where the first equality constraint parameter formula is used to characterize the relationship between the y-axis coordinates of the first nearest point and the second nearest point, and the second equality parameter constraint formula is used to characterize the relationship between the y-axis coordinate of the first nearest point, the opposite of the y-axis coordinate of the second nearest point, the change rate of the left lane line in the forward direction of the vehicle over time, and the change rate of the right lane line in the forward direction of the vehicle over time, and the third equality parameter constraint formula is used to characterize the relationship between the y-axis coordinate of the first nearest point, the opposite of the y-axis coordinate of the second nearest point, the change rate of the left lane line in the forward direction of the vehicle over time, the change rate of the right lane line in the forward direction of the vehicle over time, the derivative of the change rate of the left lane line in the forward direction of the vehicle over time, the derivative of the change rate of the right lane line in the forward direction of the vehicle over time, and the lateral velocity of the vehicle's center of mass; The first equation constraint parameter formula is , and the second equation parameter constraint formula is , and the third equation parameter constraint formula is , where is the y-axis coordinate of the first nearest point, is the negative of the y-axis coordinate of the second nearest point, is the rate of change of the left lane line over time in the forward direction of the vehicle, is the rate of change of the right lane line over time in the forward direction of the vehicle, is the derivative of the rate of change of the left lane line over time in the forward direction of the vehicle, is the derivative of the rate of change of the right lane line over time in the forward direction of the vehicle, is the lateral velocity of the vehicle's center of mass, is the first equality constraint parameter, is the second equality constraint parameter, is the third equality constraint parameter; To achieve lane keeping, at the initial moment, that is when and ; Define the error parameter , if the vehicle always stays within the lane, there is ; The first derivative of is: ； If is bounded, then within a finite time,[[]] , the vehicle always remains in the lane, and the lane-keeping equality constraint is: .

2. The method according to claim 1, characterized in that The parameter matrix formula is , where is the first parameter matrix, is the second derivative of the position vector of the vehicle, is the second parameter matrix, is the third parameter matrix, is the control input value of the vehicle, is the fourth parameter matrix. The first parameter matrix is used to characterize the relationship between the mass of the vehicle and the moment of inertia of the vehicle about the vertical direction perpendicular to the center of gravity of the vehicle. The second parameter matrix is used to characterize the relationship between the mass of the vehicle, the cornering stiffness of the front wheels of the vehicle, the cornering stiffness of the rear wheels of the vehicle, the lateral velocity of the vehicle's center of mass, the longitudinal velocity of the vehicle's center of mass, the distance from the center of mass of the vehicle to the center of the front axle, the distance from the center of mass of the vehicle to the center of the rear axle, and the first derivative of the yaw angle of the vehicle. The third parameter matrix is used to characterize the relationship between the cornering stiffness of the front wheels of the vehicle and the distance from the center of mass of the vehicle to the center of the rear axle. The fourth parameter matrix is used to characterize the first disturbance parameter and the second disturbance parameter.

3. The method according to claim 2, wherein The first parameter matrix is , the second parameter matrix is , the third parameter matrix is , the fourth parameter matrix is , where is the mass of the vehicle, is the moment of inertia of the vehicle about the center of gravity perpendicular to the horizontal plane, is the cornering stiffness of the front wheels of the vehicle, is the cornering stiffness of the rear wheels of the vehicle, is the lateral velocity of the vehicle's center of mass, is the longitudinal velocity of the vehicle's center of mass, is the distance from the center of mass of the vehicle to the center of the front axle, is the distance from the center of mass of the vehicle to the center of the rear axle, is the first derivative of the yaw angle of the vehicle, is the first interference parameter, is the second interference parameter.

4. The method according to claim 1, wherein The constraint control formula is , is the control input value of the vehicle, is the first control quantity, is the second control quantity, is the third control quantity, , is the first equality constraint parameter, is the first parameter matrix, is the third parameter matrix, is the third equality constraint parameter, is the second parameter matrix, , is the first constant parameter, is the constraint following error value, , is the first intermediate variable, is the second intermediate variable, is the estimated value of the disturbance quantity. The first intermediate variable is a variable related to the second intermediate variable and the second constant parameter, and the second intermediate variable is a variable related to the constraint following error value and the estimated value of the disturbance quantity.

5. The method according to claim 4, characterized in that The method further includes: According to the second intermediate variable formula , determine the second intermediate variable; According to the first intermediate variable formula , determine the first intermediate variable, where is the second constant parameter.

6. A vehicle control device for avoiding lane departure, characterized in that, Including: A first construction unit for constructing a vehicle lateral dynamics model; A second construction unit for constructing a constraint model, where the constraint model is used to constrain the vehicle, and the constraint model is used to characterize the relationship between the y-axis coordinates of the first nearest point, the second nearest point, the change rate of the left lane line in the forward direction of the vehicle over time, and the change rate of the right lane line in the forward direction of the vehicle over time. The first nearest point is used to characterize the nearest point on the left lane line expansion line to the vehicle's center of mass, and the second nearest point is used to characterize the nearest point on the right lane line expansion line to the vehicle's center of mass; A third construction unit for constructing a vehicle control model according to the vehicle lateral dynamics model and the constraint model; A control unit for controlling the vehicle according to the vehicle control model so that the operation of the vehicle satisfies the limitations of the constraint model; The vehicle lateral dynamics model is expressed as a parameter matrix formula; the constructed constraint model is expressed as a first equality constraint parameter formula, a second equality parameter constraint formula, and a third equality parameter constraint formula; The third construction unit includes a construction module, which is used to construct a constraint control formula according to the parameter matrix formula, the first equality constraint parameter formula, the second equality parameter constraint formula, and the third equality parameter constraint formula, wherein the first equality constraint parameter formula is used to represent the relationship between the y-axis coordinates of the first nearest point and the y-axis coordinates of the second nearest point, the second equality parameter constraint formula is used to represent the relationship between the y-axis coordinates of the first nearest point, the opposite number of the y-axis coordinates of the second nearest point, the rate of change of the left lane line over time in the forward direction of the vehicle, and the rate of change of the right lane line over time in the forward direction of the vehicle, and the third equality parameter constraint formula is used to represent the relationship between the y-axis coordinates of the first nearest point, the opposite number of the y-axis coordinates of the second nearest point, the rate of change of the left lane line over time in the forward direction of the vehicle, the rate of change of the right lane line over time in the forward direction of the vehicle, the derivative of the rate of change of the left lane line over time in the forward direction of the vehicle, the derivative of the rate of change of the right lane line over time in the forward direction of the vehicle, and the lateral velocity of the vehicle's center of mass; Among them, the first equation constraint parameter formula is , and the second equation parameter constraint formula is , and the third equation parameter constraint formula is , where is the y-axis coordinate of the first nearest point, is the negative of the y-axis coordinate of the second nearest point, is the rate of change of the left lane line with respect to time in the forward direction of the vehicle, is the rate of change of the right lane line with respect to time in the forward direction of the vehicle, is the derivative of the rate of change of the left lane line with respect to time in the forward direction of the vehicle, is the derivative of the rate of change of the right lane line with respect to time in the forward direction of the vehicle, is the lateral velocity of the vehicle's center of mass, is the first equation constraint parameter, is the second equation constraint parameter, is the third equation constraint parameter; To achieve lane keeping, it is required that at the initial moment, that is, when and ; Define the error parameter , if the vehicle always stays within the lane, there is ; The first derivative of ; If is bounded, then within a finite time, , the vehicle always remains in the lane, and the lane-keeping equality constraint is: .

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein the program executes the vehicle control method for avoiding lane departure according to any one of claims 1 to 5.

8. A vehicle system, characterized in that, Comprising: One or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and are configured to be executed by the one or more processors, and the one or more programs include the vehicle control method for avoiding lane departure according to any one of claims 1 to 5.

Images