A method, device and storage medium for limiting automatic driving steering

Abstract

The present invention discloses a method, device, and storage medium for limiting autonomous driving steering. The method comprises: obtaining first steering control data for the current vehicle; obtaining a corresponding angle response threshold from a preset calibration relationship based on the current vehicle type and / or driving state; limiting the first steering control data using the angle response threshold to obtain second steering control data, and controlling vehicle steering using the second steering control data. Through embodiments of the present invention, steering angles are limited based on the vehicle's actual angle response capability, thereby achieving safe driving in conjunction with autonomous driving path planning and improving vehicle safety.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a method, device, and storage medium for limiting automatic driving steering. Background Art

[0002] When a vehicle is driving, the friction between the tires and the ground will vary depending on the vehicle speed. The vehicle's steering response will be weaker at low speeds. If the angle request issued at this time is too fast, the actual steering wheel angle of the vehicle will not keep up with the requested value for a long time, and thus will not be able to match the trajectory of the autonomous driving planned path, which will bring certain risks to autonomous driving. Summary of the Invention

[0003] The main purpose of the present invention is to provide a method, device and storage medium for limiting autonomous driving steering, aiming to solve the problem in the prior art that angle requests are issued too quickly, resulting in the vehicle's actual steering wheel angle failing to keep up with the requested value for a long time, thereby failing to match the trajectory of the autonomous driving planned path, which brings certain risks to autonomous driving.

[0004] To achieve the above object, the present invention provides a method for limiting automatic driving steering, the method comprising the following steps:

[0005] Acquire first steering control data of the current vehicle;

[0006] Obtaining a corresponding angle response threshold from a preset calibration relationship according to the current vehicle type and / or driving state;

[0007] The first steering control data is limited by using the angle response threshold to obtain second steering control data, and the second steering control data is used to control vehicle steering.

[0008] Optionally, the driving state includes at least one of the following: road type, driving speed; or

[0009] The first steering control data includes at least one of the following: steering angle, angular velocity; or

[0010] The second steering control data includes at least one of the following: steering angle, angular velocity.

[0011] Optionally, the preset calibration relationship is obtained by the following steps:

[0012] The vehicle maintains a stable idle speed on the designated road at the designated speed;

[0013] Sending a steering test instruction to the vehicle, the steering test instruction including at least one of the following: a steering angle and an angular velocity; the steering angle starts from 0 degrees and the angular velocity starts from 0 degrees / second, and the steering angle or the angular velocity is gradually increased; after the steering angle or the angular velocity reaches a maximum threshold, the steering angle or the angular velocity is gradually reduced;

[0014] Obtaining a maximum steering angle or a maximum angular velocity actually responded by the vehicle to obtain an angle response threshold;

[0015] The corresponding relationship between the designated speed and / or the designated road and the angle response threshold is recorded to obtain a preset calibration relationship.

[0016] Optionally, the method further comprises the following steps:

[0017] The vehicle is steered to the left and / or right, and angle response capability calibration is performed multiple times in each direction.

[0018] Optionally, obtaining the maximum steering angle or maximum angular velocity actually responded by the vehicle comprises the following steps:

[0019] During the increase and decrease of the steering angle and / or the angular velocity, at least one of the following parameters is obtained: maximum overshoot angle, steady-state error, following difference, response delay time, execution time, stable control time, and dynamic following time;

[0020] The maximum steering angle and / or maximum angular velocity of the actual response of the vehicle is obtained according to the maximum overshoot angle and / or the steady-state error and / or the following difference and / or the response delay time and / or the execution time and / or the stable control time and / or the dynamic following time.

[0021] Optionally, the method further comprises the following steps:

[0022] After the second steering control data is used to control the steering, if the difference between the actual steering angle value and the target steering angle value of the steer-by-wire system of the vehicle is greater than the first difference, multiplying the angle value of the second steering control data by a first coefficient to obtain third steering control data; and controlling the steering of the vehicle using the third steering control data;

[0023] After the steering control is controlled using the second steering control data, if the difference between the actual steering angle value and the target steering angle value of the vehicle's wire-controlled steering system is greater than the second difference, the angle speed of the second steering control data is multiplied by the second coefficient to obtain fourth steering control data; the fourth steering control data is used to control the vehicle steering and send an alarm message.

[0024] Optionally, the using the angle response threshold to limit the first steering control data to obtain the second steering control data comprises the following steps:

[0025] determining whether the steering angle of the first steering control data is greater than the steering angle of the angle response threshold; if so, using the steering angle of the angle response threshold as the steering angle of the second steering control data; if so, using the steering angle of the first steering control data as the steering angle of the second steering control data;

[0026] Determine whether the angular velocity of the first steering control data is greater than the angular velocity of the angle response threshold; if it is greater, use the angular velocity of the angle response threshold as the angular velocity of the second steering control data; if it is less, use the angular velocity of the first steering control data as the angular velocity of the second steering control data.

[0027] In addition, to achieve the above-mentioned purpose, the present invention further proposes a device for limiting automatic driving steering, the device for limiting automatic driving steering comprising:

[0028] A control data acquisition unit, configured to acquire first steering control data of the current vehicle;

[0029] a calibration data acquisition unit, configured to acquire a corresponding angle response threshold from a preset calibration relationship according to the current vehicle type and / or driving state;

[0030] A control data limiting unit is configured to use the angle response threshold to limit the first steering control data to obtain second steering control data, and use the second steering control data to control vehicle steering.

[0031] In addition, to achieve the above-mentioned purpose, the present invention also proposes a vehicle, which includes: a memory, a processor, and a program for limiting automatic driving steering stored on the memory and runnable on the processor, wherein the program for limiting automatic driving steering is configured to implement the steps of the method for limiting automatic driving steering as described above.

[0032] In addition, to achieve the above-mentioned purpose, the present invention also proposes a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the steps of the method for limiting automatic driving steering as described above are implemented.

[0033] In an embodiment of the present invention, corresponding steering response capability calibration data is obtained based on the vehicle type and vehicle status, and then the steering data received by the vehicle is restricted based on the calibration data, thereby cooperating with the path planning of the automatic driving system to achieve the purpose of safe driving and improve vehicle safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 A schematic flow chart of the method for limiting automatic driving steering provided by the present invention.

[0035] Figure 2 A schematic diagram of a process for angular response capability calibration provided by the present invention.

[0036] Figure 3 A schematic diagram of a process for obtaining maximum angular response capability provided by the present invention.

[0037] Figure 4 A schematic diagram of a flow chart for limiting automatic driving steering through coefficients provided by the present invention.

[0038] Figure 5 A schematic diagram of a process for obtaining steering control data provided by the present invention.

[0039] Figure 6 This is a structural block diagram of an embodiment of an automatic driving steering device limited by the present invention.

[0040] Figure 7 It is a schematic diagram of the structure of a vehicle in the hardware operating environment involved in the embodiment of the present invention.

[0041] Figure 8 Schematic diagram of limiting the automatic driving steering calibration test indicators of the present invention.

[0042] The purpose, features and advantages of the present invention will be further described with reference to the accompanying drawings and in conjunction with the embodiments. DETAILED DESCRIPTION

[0043] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention clearer and more understandable, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only for explaining the present invention and are not intended to limit the present invention.

[0044] In the subsequent description, suffixes such as "module," "component," or "unit" used to represent elements are only used to facilitate the description of the present invention and have no specific meaning. Therefore, "module," "component," or "unit" can be used interchangeably.

[0045] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence.

[0046] In one embodiment, Figure 1 As shown, the present invention provides a method for limiting automatic driving steering, the method comprising:

[0047] Step S101: Acquire first steering control data of the current vehicle.

[0048] The inputs to the path planning of an autonomous driving system include topological maps, obstacles and their predicted trajectories, the status of traffic lights, positioning navigation (because knowing the destination is necessary to plan a route), vehicle status, and other information. The output of trajectory planning is a trajectory, which is a function of time to position, meaning that the vehicle is at a specific location at a specific moment. A safe and comfortable trajectory is calculated for the unmanned vehicle to complete its intended driving mission. Safety means that the vehicle maintains an appropriate distance from obstacles during driving to avoid collisions; comfort means providing passengers with a comfortable ride, such as avoiding excessive acceleration and deceleration, slowing down appropriately on curves to avoid excessive centripetal acceleration, and so on. Finally, completing the driving mission means that the planned trajectory must complete the given driving mission and must not result in unacceptable driving times due to overly conservative driving.

[0049] The autonomous driving system controls the vehicle's trajectory by outputting steering control parameters, ensuring that the vehicle's trajectory matches the trajectory output by the path planner. These steering control parameters include steering angle, angular velocity, and other parameters. Based on the vehicle's condition, the system outputs the corresponding steering control parameters in real time to control the vehicle's steering, ensuring that the vehicle's trajectory matches the trajectory output by the path planner.

[0050] When a vehicle is driving, the friction between the tires and the ground will vary depending on the vehicle speed. The vehicle's steering response will be weaker at low speeds. If the angle request sent by the autonomous driving system is too fast at this time, the actual steering wheel angle of the vehicle will not keep up with the requested value for a long time, and thus will not be able to match the path planned trajectory, which will bring certain risks to autonomous driving.

[0051] Step S102: Obtain a corresponding angle response threshold from a preset calibration relationship according to the current vehicle type and / or driving state.

[0052] Based on the current vehicle type and driving state, a preset calibration relationship table is queried to obtain the corresponding angle response threshold. Vehicle state includes road type and driving speed, while angle response thresholds include steering angle and angular velocity. This technical solution does not specify the specific road type; you can set the corresponding road type based on actual needs.

[0053] The preset calibration relationship table is shown in the following table:

[0054]

[0055]

[0056] The preset calibration relationship is as follows Figure 2 The process shown is used for calibration acquisition.

[0057] Step S201: The vehicle maintains an idling stable driving at a specified speed on a specified road.

[0058] Install and debug the test equipment in the vehicle and begin signal acquisition. The road type is a dry asphalt road. Specific road types can be selected based on actual needs, such as rural roads, urban roads, cement roads, asphalt roads, dirt roads, etc.

[0059] The vehicle maintains a stable idling speed and drives on a road corresponding to a specified road type, such as an asphalt road.

[0060] Step S202: Send a steering test instruction to the vehicle, where the steering test instruction includes at least one of the following: a steering angle and an angular velocity; the steering angle starts from 0 degrees, and the angular velocity starts from 0 degrees / second, and the steering angle or the angular velocity is gradually increased; after the steering angle or the angular velocity reaches a maximum threshold, the steering angle or the angular velocity is gradually reduced.

[0061] The steering test instruction is sent through the test equipment. The test instruction includes the steering angle and angular velocity. The steering angle change rate signal value sent is equal to the maximum actual value change rate. The steering angle value starts from 0° and increases to the maximum actual value at the slope of the maximum actual value change rate. After the steering angle increases to the maximum actual value, it continues for a period of time until the vehicle response has stabilized. The vehicle speed test needs to cover at least 0 to 60km / h (0km / h, 5km / h, 10km / h, 20km / h, 30km / h, 40km / h, 50km / h, 60km / h); it can also be greater than 60km / h. The specific vehicle speed is set according to actual needs and is not limited by this technical solution.

[0062] The steering angle value decreases from the maximum actual value to 0° at the maximum actual value change rate for a period of time until the vehicle response stabilizes. Stop sending test commands and safely drive the vehicle to a stop. After the vehicle has completely stopped, stop signal collection and save the original data. The collected data is shown in the following table:

[0063]

[0064] Step S203: Acquire the maximum steering angle or maximum angular velocity of the actual response of the vehicle to obtain an angle response threshold.

[0065] Get the maximum steering angle and maximum angular velocity of the actual response of the vehicle, see Figure 3 The process shown.

[0066] Step S301: During the process of the steering angle and / or the angular velocity increasing and decreasing, at least one of the following parameters is obtained: maximum overshoot angle, steady-state error, following difference, response delay time, execution time, stable control time, and dynamic following time.

[0067] Step S302: Obtain the maximum steering angle and / or maximum angular velocity of the actual response of the vehicle based on the maximum overshoot angle and / or the steady-state error and / or the following difference and / or the response delay time and / or the execution time and / or the stable control time and / or the dynamic following time.

[0068] The test data was processed to evaluate the maximum overshoot angle, steady-state error, following error, response delay time, execution time, stable control time, dynamic following time and symmetry index during the rising and falling process of the steering angle value. Figure 8 As shown, the time of ΔT1+ΔT2+ΔT3 (time to reach steady state) is counted based on the relevant statistical data, and the maximum slope of the angular velocity request issued cannot exceed the target value / (ΔT1+ΔT2+ΔT3).

[0069] Maximum overshoot (Δθ1) – the difference between the maximum actual value and the maximum target value during a steer-by-wire system rotation.

[0070] Steady-state error (Δθ2) – the difference between the actual value and the maximum target value during a steer-by-wire system rotation.

[0071] Following error (Δθ3) – the difference between the actual and target values ​​at a given moment in the steer-by-wire system’s rotation process.

[0072] Response delay time (ΔT1) - the time difference between the moment the autopilot controller sends the target value and the moment the actual value is received and begins to change.

[0073] Execution time (ΔT2) – the time difference between the moment the actual value begins to change and the moment the actual value first reaches 90% of the target value.

[0074] Stable control time (ΔT3) - the time difference between the moment the actual value first reaches 90% of the target value and the moment the actual value reaches the stable actual value.

[0075] Dynamic following time (ΔT4) – The time difference between the target value and the actual value of the same direction of change during the rotation of the steer-by-wire system.

[0076] The maximum steering angle and maximum angular velocity of the actual vehicle response are obtained, such as a maximum steering angle of 120 degrees and a maximum angular velocity of 300 degrees per second.

[0077] Step S204: Record the corresponding relationship between the designated speed and / or the designated road and the angle response threshold to obtain a preset calibration relationship.

[0078] Record the calibrated angle response thresholds under different vehicle types, road types, and vehicle speeds, as shown in the following table:

[0079]

[0080]

[0081] Step S205: Steering the vehicle to the left and / or right, and performing multiple angle response capability calibrations in each direction.

[0082] When calibrating a vehicle, test both left and right turns at least three times in each direction. After obtaining multiple angle response capabilities from these multiple measurements, calculate the average, maximum, or minimum value of these multiple angle response capabilities as the calibration record.

[0083] Step S103: Use the angle response threshold to limit the first steering control data to obtain second steering control data, and use the second steering control data to control vehicle steering.

[0084] According to the angle response threshold obtained in step S102, for example, the angle response threshold is: steering angle --- 320 degrees, angular velocity --- 300 degrees / s. Use this angle response threshold to limit the first steering control data issued by the automatic driving system. For specific restriction schemes, see Figure 5 The process shown is:

[0085] Step S501, determine whether the steering angle of the first steering control data is greater than the steering angle of the angle response threshold; if it is greater, use the steering angle of the angle response threshold as the steering angle of the second steering control data; if it is less, use the steering angle of the first steering control data as the steering angle of the second steering control data.

[0086] Step S502: determine whether the angular velocity of the first steering control data is greater than the angular velocity of the angle response threshold; if it is greater, use the angular velocity of the angle response threshold as the angular velocity of the second steering control data; if it is less, use the angular velocity of the first steering control data as the angular velocity of the second steering control data.

[0087] For steering control data sent by the autonomous driving system, for example, the steering control data includes a steering angle of 350 degrees and an angular velocity of 280 degrees per second. The system then compares the steering control data with the angular response threshold. If the steering angle of the steering control data is greater than the angular response threshold (e.g., 350 degrees > 300 degrees), the steering angle within the angular response threshold is used for vehicle steering control. If the angular velocity of the steering control data is less than the angular velocity within the angular response threshold (e.g., 280 degrees per second < 300 degrees per second), the angular velocity within the angular response threshold is used for vehicle steering control. This comparison generates new steering control data, the second steering control data, such as a steering angle of 300 degrees and an angular velocity of 280 degrees per second. This second steering control data is then sent to the steer-by-wire system for vehicle steering control, ensuring that the steering control parameters sent by the autonomous driving system to the steer-by-wire system do not exceed the vehicle's maximum angular response capability.

[0088] In an embodiment of the present invention, corresponding steering response capability calibration data is obtained based on the vehicle type and vehicle status, and then the steering data received by the vehicle is restricted based on the calibration data, thereby cooperating with the path planning of the automatic driving system to achieve the purpose of safe driving and improve vehicle safety.

[0089] In one embodiment, the present invention provides a method for limiting autonomous driving steering, such as Figure 4 This method is shown in Figure 1 In addition to the above, it also includes:

[0090] Step S401: After using the second steering control data to control the steering control, if the difference between the actual steering angle value and the target steering angle value of the vehicle's wire-controlled steering system is greater than the first difference, then multiply the angle speed of the second steering control data by the first coefficient to obtain third steering control data; use the third steering control data to control the vehicle steering.

[0091] Step S402: After using the second steering control data to control the steering control, if the difference between the actual steering angle value and the target steering angle value of the vehicle's wire-controlled steering system is greater than the second difference, the angle speed of the second steering control data is multiplied by the second coefficient to obtain fourth steering control data; use the fourth steering control data to control the vehicle steering and send an alarm message.

[0092] use Figure 1After the vehicle is steered using the solution of the illustrated embodiment, if there is a certain deviation between the actual steering angle of the vehicle and the target steering angle, it is necessary to multiply the angular velocity in the steering control parameter by a coefficient and then use this angular velocity to control the vehicle's steering. If the vehicle encounters some extreme road conditions or the tire hits an obstacle, the steering response may be slower. Based on the difference between the actual steering wheel angle and the requested angle, it is necessary to multiply the current angular velocity limit by a coefficient (equivalent to reducing the angular velocity). This is shown in the following table:

[0093] Phase difference angle coefficient Phase difference angle <30 degrees 1 30deg<=Phase difference angle<100deg 0.8 100deg<=Phase difference angle<150deg 0.5 150deg<=phase difference angle 0.2

[0094] When a vehicle is operating under certain road conditions, there may be a deviation between the vehicle's angular response capability and the calibrated angular response threshold. In this case, the angular velocity of the steering control parameters sent to the steer-by-wire system needs to be controlled. A coefficient is selected based on the difference between the actual steering angle and the target steering angle. This coefficient is then multiplied by the angular velocity, and the resulting angular velocity is sent to the steer-by-wire system. The steer-by-wire system reports the steering angle to the autonomous driving system in real time. The autonomous driving system determines the difference between the actual steering angle and the target angle, selects a corresponding coefficient based on this difference, and then multiplies this coefficient with the angular velocity in the second steering control data to generate the third steering control data. The autonomous driving system uses the third steering control data and sends it to the steer-by-wire system for vehicle steering control.

[0095] When the autonomous driving system determines that the actual steering angle and the target steering angle are greater than a certain threshold, such as greater than 150 degrees, it needs to report an alarm message to the background system or the vehicle's local system. After the vehicle's local system receives the alarm message, it prompts that the vehicle's local driver needs to take over the driving of the vehicle.

[0096] Through the embodiments of the present invention, when the difference between the actual steering angle and the target steering angle of a vehicle reaches a certain value under special circumstances, the angular velocity of the steering control parameter is multiplied by a coefficient to reduce the angular velocity and thus reduce the difference between the actual steering angle and the target steering angle, thereby cooperating with the path planning of the automatic driving system to achieve the purpose of safe driving and improve vehicle safety.

[0097] In addition, the embodiment of the present invention also proposes a device for limiting automatic driving steering, referring to Figure 6 , the device for limiting automatic driving steering comprises:

[0098] A control data acquisition unit 10 is used to acquire first steering control data of the current vehicle;

[0099] The calibration data acquisition unit 20 is used to obtain the corresponding angle response threshold from a preset calibration relationship according to the current vehicle type and / or driving state;

[0100] The control data limiting unit 30 is configured to use the angle response threshold to limit the first steering control data to obtain second steering control data, and use the second steering control data to control vehicle steering.

[0101] In an embodiment of the present invention, corresponding steering response capability calibration data is obtained based on the vehicle type and vehicle status, and then the steering data received by the vehicle is restricted based on the calibration data, thereby cooperating with the path planning of the automatic driving system to achieve the purpose of safe driving and improve vehicle safety.

[0102] It should be noted that each unit in the above-mentioned device can be used to implement each step in the above-mentioned method and achieve corresponding technical effects, which will not be described in detail in this embodiment.

[0103] Reference Figure 7 , Figure 7 A schematic diagram of the structure of a vehicle in the hardware operating environment involved in an embodiment of the present invention.

[0104] like Figure 7 As shown, the vehicle may include: a processor 1001, such as a CPU, a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to implement connection and communication between these components. The user interface 1003 may include a display screen (Display), an input unit such as a keyboard (Keyboard), and optionally the user interface 1003 may also include a standard wired interface and a wireless interface. The network interface 1004 may optionally include a standard wired interface and a wireless interface (such as Wi-Fi, 4G, 5G interface). The memory 1005 may be a high-speed RAM memory or a stable memory (non-volatile memory), such as a disk memory. The memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0105] Those skilled in the art will understand that Figure 7 The structure shown in the figure does not constitute a limitation of the vehicle, and may include more or fewer components than shown in the figure, or combine certain components, or arrange the components differently.

[0106] like Figure 7 As shown, the memory 1005 as a computer storage medium may include an operating system, a network communication module, a user interface module, and a program for limiting automatic driving steering.

[0107] exist Figure 7In the vehicle shown, the network interface 1004 is primarily used for data communication with an external network; the user interface 1003 is primarily used for receiving user input instructions; the vehicle invokes the restricted autonomous driving steering program stored in the memory 1005 via the processor 1001 and performs the following operations:

[0108] Acquire first steering control data of the current vehicle;

[0109] Obtaining a corresponding angle response threshold from a preset calibration relationship according to the current vehicle type and / or driving state;

[0110] The first steering control data is limited by using the angle response threshold to obtain second steering control data, and the second steering control data is used to control vehicle steering.

[0111] Optionally, the driving state includes at least one of the following: road type, driving speed; or

[0112] The first steering control data includes at least one of the following: steering angle, angular velocity; or

[0113] The second steering control data includes at least one of the following: steering angle, angular velocity.

[0114] Optionally, the preset calibration relationship is obtained by the following steps:

[0115] The vehicle maintains a stable idle speed on the designated road at the designated speed;

[0116] Sending a steering test instruction to the vehicle, the steering test instruction including at least one of the following: a steering angle and an angular velocity; the steering angle starts from 0 degrees and the angular velocity starts from 0 degrees / second, and the steering angle or the angular velocity is gradually increased; after the steering angle or the angular velocity reaches a maximum threshold, the steering angle or the angular velocity is gradually reduced;

[0117] Obtaining a maximum steering angle or a maximum angular velocity actually responded by the vehicle to obtain an angle response threshold;

[0118] The corresponding relationship between the designated speed and / or the designated road and the angle response threshold is recorded to obtain a preset calibration relationship.

[0119] Optionally, the method further comprises the following steps:

[0120] The vehicle is steered leftward and / or rightward, and the angle response capability is calibrated at least three times in each direction.

[0121] Optionally, obtaining the maximum steering angle or maximum angular velocity actually responded by the vehicle comprises the following steps:

[0122] During the increase and decrease of the steering angle and / or the angular velocity, at least one of the following parameters is obtained: maximum overshoot angle, steady-state error, following difference, response delay time, execution time, stable control time, and dynamic following time;

[0123] The maximum steering angle and / or maximum angular velocity of the actual response of the vehicle is obtained according to the maximum overshoot angle and / or the steady-state error and / or the following difference and / or the response delay time and / or the execution time and / or the stable control time and / or the dynamic following time.

[0124] Optionally, the method further comprises the following steps:

[0125] After the second steering control data is used to control the steering, if the difference between the actual steering angle value and the target steering angle value of the steer-by-wire system of the vehicle is greater than the first difference, multiplying the angle value of the second steering control data by a first coefficient to obtain third steering control data; and controlling the steering of the vehicle using the third steering control data;

[0126] After the steering control is controlled using the second steering control data, if the difference between the actual steering angle value and the target steering angle value of the vehicle's wire-controlled steering system is greater than the second difference, the angle speed of the second steering control data is multiplied by the second coefficient to obtain fourth steering control data; the fourth steering control data is used to control the vehicle steering and send an alarm message.

[0127] Optionally, the using the angle response threshold to limit the first steering control data to obtain the second steering control data comprises the following steps:

[0128] determining whether the steering angle of the first steering control data is greater than the steering angle of the angle response threshold; if so, using the steering angle of the angle response threshold as the steering angle of the second steering control data; if so, using the steering angle of the first steering control data as the steering angle of the second steering control data;

[0129] Determine whether the angular velocity of the first steering control data is greater than the angular velocity of the angle response threshold; if it is greater, use the angular velocity of the angle response threshold as the angular velocity of the second steering control data; if it is less, use the angular velocity of the first steering control data as the angular velocity of the second steering control data.

[0130] In an embodiment of the present invention, corresponding steering response capability calibration data is obtained based on the vehicle type and vehicle status, and then the steering data received by the vehicle is restricted based on the calibration data, thereby cooperating with the path planning of the automatic driving system to achieve the purpose of safe driving and improve vehicle safety.

[0131] In addition, an embodiment of the present invention further provides a computer-readable storage medium, on which a program for limiting automatic driving steering is stored. When the program for limiting automatic driving steering is executed by a processor, the following operations are implemented:

[0132] Acquire first steering control data of the current vehicle;

[0133] Obtaining a corresponding angle response threshold from a preset calibration relationship according to the current vehicle type and / or driving state;

[0134] The first steering control data is limited by using the angle response threshold to obtain second steering control data, and the second steering control data is used to control vehicle steering.

[0135] Optionally, the driving state includes at least one of the following: road type, driving speed; or

[0136] The first steering control data includes at least one of the following: steering angle, angular velocity; or

[0137] The second steering control data includes at least one of the following: steering angle, angular velocity.

[0138] Optionally, the preset calibration relationship is obtained by the following steps:

[0139] The vehicle maintains a stable idle speed on the designated road at the designated speed;

[0140] Sending a steering test instruction to the vehicle, the steering test instruction including at least one of the following: a steering angle and an angular velocity; the steering angle starts from 0 degrees and the angular velocity starts from 0 degrees / second, and the steering angle or the angular velocity is gradually increased; after the steering angle or the angular velocity reaches a maximum threshold, the steering angle or the angular velocity is gradually reduced;

[0141] Obtaining a maximum steering angle or a maximum angular velocity actually responded by the vehicle to obtain an angle response threshold;

[0142] The corresponding relationship between the designated speed and / or the designated road and the angle response threshold is recorded to obtain a preset calibration relationship.

[0143] Optionally, the method further comprises the following steps:

[0144] The vehicle is steered leftward and / or rightward, and the angle response capability is calibrated at least three times in each direction.

[0145] Optionally, obtaining the maximum steering angle or maximum angular velocity actually responded by the vehicle comprises the following steps:

[0146] During the increase and decrease of the steering angle and / or the angular velocity, at least one of the following parameters is obtained: maximum overshoot angle, steady-state error, following difference, response delay time, execution time, stable control time, and dynamic following time;

[0147] The maximum steering angle and / or maximum angular velocity of the actual response of the vehicle is obtained according to the maximum overshoot angle and / or the steady-state error and / or the following difference and / or the response delay time and / or the execution time and / or the stable control time and / or the dynamic following time.

[0148] Optionally, the method further comprises the following steps:

[0149] After the second steering control data is used to control the steering, if the difference between the actual steering angle value and the target steering angle value of the steer-by-wire system of the vehicle is greater than the first difference, multiplying the angle value of the second steering control data by a first coefficient to obtain third steering control data; and controlling the steering of the vehicle using the third steering control data;

[0150] After the steering control is controlled using the second steering control data, if the difference between the actual steering angle value and the target steering angle value of the vehicle's wire-controlled steering system is greater than the second difference, the angle speed of the second steering control data is multiplied by the second coefficient to obtain fourth steering control data; the fourth steering control data is used to control the vehicle steering and send an alarm message.

[0151] Optionally, the using the angle response threshold to limit the first steering control data to obtain the second steering control data comprises the following steps:

[0152] determining whether the steering angle of the first steering control data is greater than the steering angle of the angle response threshold; if so, using the steering angle of the angle response threshold as the steering angle of the second steering control data; if so, using the steering angle of the first steering control data as the steering angle of the second steering control data;

[0153] Determine whether the angular velocity of the first steering control data is greater than the angular velocity of the angle response threshold; if it is greater, use the angular velocity of the angle response threshold as the angular velocity of the second steering control data; if it is less, use the angular velocity of the first steering control data as the angular velocity of the second steering control data.

[0154] In an embodiment of the present invention, corresponding steering response capability calibration data is obtained based on the vehicle type and vehicle status, and then the steering data received by the vehicle is restricted based on the calibration data, thereby cooperating with the path planning of the automatic driving system to achieve the purpose of safe driving and improve vehicle safety.

[0155] It should be noted that, in this document, the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or system comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or system. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or system comprising the element.

[0156] The serial numbers of the above embodiments of the present invention are for description only and do not represent the advantages or disadvantages of the embodiments.

[0157] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform, and of course can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes a number of instructions for enabling a terminal device (which can be a mobile phone, computer, server, controller, or network device, etc.) to execute the methods described in each embodiment of the present invention.

[0158] The above are only preferred embodiments of the present invention and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention description and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A method for limiting automatic driving steering, characterized in that: The method comprises the following steps: Acquire first steering control data of the current vehicle; Obtaining a corresponding angle response threshold from a preset calibration relationship according to the current vehicle type and / or driving state; Using the angle response threshold to limit the first steering control data to obtain second steering control data, and using the second steering control data to control vehicle steering; The method further comprises the following steps: After the second steering control data is used to control the steering, if a difference between an actual steering angle value and a target steering angle value of the steer-by-wire system of the vehicle is less than a first difference, multiplying an angular velocity of the second steering control data by a first coefficient to obtain third steering control data; and controlling the steering of the vehicle using the third steering control data; After controlling the steering control using the second steering control data, if the difference between the actual steering angle value and the target steering angle value of the steer-by-wire system of the vehicle is greater than or equal to the first difference and less than the third difference, multiplying the angular velocity of the second steering control data by a third coefficient to obtain fifth steering control data; and controlling the steering of the vehicle using the fifth steering control data; After controlling the steering control using the second steering control data, if the difference between the actual steering angle value and the target steering angle value of the steer-by-wire system of the vehicle is greater than or equal to the third difference and less than the second difference, multiplying the angular velocity of the second steering control data by a fourth coefficient to obtain sixth steering control data; and controlling the steering of the vehicle using the sixth steering control data; After the second steering control data is used to control the steering, if the difference between the actual steering angle value and the target steering angle value of the steer-by-wire system of the vehicle is greater than or equal to the second difference, multiplying the angular velocity of the second steering control data by a second coefficient to obtain fourth steering control data; controlling the vehicle steering using the fourth steering control data and sending an alarm message; Among them, the first difference is 30 degrees, the third difference is 100 degrees, the second difference is 150 degrees, the first coefficient is 1, the third coefficient is 0.8, the fourth coefficient is 0.5, and the second coefficient is 0.

2.

2. The method according to claim 1, characterized in that The driving state includes at least one of the following: road type, driving speed; or The first steering control data includes at least one of the following: steering angle, angular velocity; or The second steering control data includes at least one of the following: steering angle, angular velocity.

3. The method according to claim 1, characterized in that The preset calibration relationship is obtained by the following steps: The vehicle maintains a stable idle speed on the designated road at the designated speed; Sending a steering test instruction to the vehicle, the steering test instruction including at least one of the following: a steering angle and an angular velocity; the steering angle starts from 0 degrees and the angular velocity starts from 0 degrees / second, and the steering angle or the angular velocity is gradually increased; after the steering angle or the angular velocity reaches a maximum threshold, the steering angle or the angular velocity is gradually reduced; Obtaining a maximum steering angle or a maximum angular velocity actually responded by the vehicle to obtain an angle response threshold; The corresponding relationship between the designated speed and / or the designated road and the angle response threshold is recorded to obtain a preset calibration relationship.

4. The method according to claim 3, characterized in that The method further comprises the following steps: The vehicle is steered to the left and / or right, and angle response capability calibration is performed multiple times in each direction.

5. The method according to claim 3, characterized in that: The step of obtaining the maximum steering angle or maximum angular velocity actually responded by the vehicle comprises the following steps: During the increase and decrease of the steering angle and / or the angular velocity, at least one of the following parameters is obtained: maximum overshoot angle, steady-state error, following difference, response delay time, execution time, stable control time, and dynamic following time; The maximum steering angle and / or maximum angular velocity of the actual response of the vehicle is obtained according to the maximum overshoot angle and / or the steady-state error and / or the following difference and / or the response delay time and / or the execution time and / or the stable control time and / or the dynamic following time.

6. The method according to claim 1, characterized in that The step of limiting the first steering control data by using the angle response threshold to obtain second steering control data comprises the following steps: determining whether the steering angle of the first steering control data is greater than the steering angle of the angle response threshold; if so, using the steering angle of the angle response threshold as the steering angle of the second steering control data; if so, using the steering angle of the first steering control data as the steering angle of the second steering control data; Determine whether the angular velocity of the first steering control data is greater than the angular velocity of the angle response threshold; if it is greater, use the angular velocity of the angle response threshold as the angular velocity of the second steering control data; if it is less, use the angular velocity of the first steering control data as the angular velocity of the second steering control data.

7. A device for limiting automatic driving steering, characterized in that: The device for limiting automatic driving steering comprises: A control data acquisition unit, configured to acquire first steering control data of the current vehicle; a calibration data acquisition unit, configured to acquire a corresponding angle response threshold from a preset calibration relationship according to the current vehicle type and / or driving state; a control data limiting unit, configured to use the angle response threshold to limit the first steering control data to obtain second steering control data, and use the second steering control data to control vehicle steering; Wherein, the control data limiting unit is further used for, after using the second steering control data to control the steering control, if the difference between the actual steering angle value and the target steering angle value of the wire-controlled steering system of the vehicle is less than the first difference, then multiplying the angular velocity of the second steering control data by a first coefficient to obtain third steering control data; using the third steering control data to control the steering of the vehicle; if the difference between the actual steering angle value and the target steering angle value of the wire-controlled steering system of the vehicle is greater than or equal to the first difference and less than the third difference, then multiplying the angular velocity of the second steering control data by a third coefficient to obtain fifth steering control data; using the the fifth steering control data controls vehicle steering; if the difference between an actual steering angle value and a target steering angle value of the vehicle's steer-by-wire system is greater than or equal to a third difference and less than a second difference, multiplying an angular velocity of the second steering control data by a fourth coefficient to obtain sixth steering control data; and controlling vehicle steering using the sixth steering control data; if the difference between an actual steering angle value and a target steering angle value of the vehicle's steer-by-wire system is greater than or equal to the second difference, multiplying an angular velocity of the second steering control data by a second coefficient to obtain fourth steering control data; and controlling vehicle steering using the fourth steering control data and sending an alarm message; Among them, the first difference is 30 degrees, the third difference is 100 degrees, the second difference is 150 degrees, the first coefficient is 1, the third coefficient is 0.8, the fourth coefficient is 0.5, and the second coefficient is 0.

2.

8. A means of transport, characterized in that: The vehicle includes: a memory, a processor, and a program for limiting autonomous driving steering stored in the memory and executable on the processor, wherein the program for limiting autonomous driving steering is configured to implement the steps of the method for limiting autonomous driving steering according to any one of claims 1 to 6.

9. 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 for limiting automatic driving steering according to any one of claims 1 to 6 are implemented.

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