Slope turning control method, device and equipment

Abstract

The application discloses a slope turning control method, device and equipment, and particularly discloses the following steps: obtaining initial turning control data of a vehicle when the vehicle is running on a current slope; obtaining a running position and a running speed of the vehicle when the vehicle is running on the current slope under control of the initial turning control data; determining turning compensation control data according to the running position, the running speed and a turning compensation coefficient, wherein the turning compensation coefficient is determined according to a ground adhesion force and a gravity force of the vehicle when the vehicle is running on the current slope; and controlling turning of the vehicle on the current slope according to the initial turning control data and the turning compensation control data.

Description

Technical Field

[0001] This invention relates to the field of terminal technology, and in particular to a method, apparatus and equipment for controlling steering on slopes. Background Technology

[0002] Currently, when a vehicle turns on a slope, if there is a deviation between the actual path the vehicle travels and the desired path, the steering angle is usually corrected based on the lateral deviation between the actual path and the desired path, or the difference between the actual steering angle and the desired steering angle, in order to reduce the deviation between the actual path and the desired path during the turning process.

[0003] As can be seen from the above, when a vehicle is driving on a slope, the error can currently only be corrected after the vehicle's steering has made a mistake, and it is not possible to avoid the error as much as possible when the vehicle's steering has not made a mistake. Summary of the Invention

[0004] This invention provides a slope steering control method, device, and equipment to solve the problem in related technologies that can only correct errors after vehicle steering errors occur, but cannot minimize the occurrence of errors when vehicle steering errors do not occur.

[0005] To solve the above-mentioned technical problems, the present invention is implemented as follows:

[0006] Firstly, a slope steering control method is provided, the method comprising:

[0007] Acquire initial steering control data of the vehicle while it is traveling on the current slope;

[0008] The vehicle's position and speed under the control of the initial steering control data are obtained when it is driving on the current slope.

[0009] Steering compensation control data is determined based on the driving position, the driving speed, and the steering compensation coefficient; wherein the steering compensation coefficient is determined based on the vehicle's grip and the force of gravity applied while driving on the current slope.

[0010] The vehicle's steering on the current slope is controlled based on the initial steering control data and the steering compensation control data.

[0011] Secondly, a slope steering control device is provided, the device comprising:

[0012] The first acquisition module is used to acquire the initial steering control data of the vehicle when it is driving on the current slope.

[0013] The second acquisition module is used to acquire the vehicle's driving position and speed under the control of the initial steering control data when the vehicle is driving on the current slope.

[0014] The determining module is used to determine steering compensation control data based on the driving position, the driving speed, and the steering compensation coefficient; wherein the steering compensation coefficient is determined based on the vehicle's grip and the gravity it experiences while driving on the current slope.

[0015] The control module is used to control the steering of the vehicle on the current slope based on the initial steering control data and the steering compensation control data.

[0016] Thirdly, a slope steering control device is provided, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, performs the steps of the method described in the first aspect above.

[0017] Fourthly, a computer-readable storage medium is provided, on which a computer program is stored, which, when executed by a processor, performs the steps of the method described in the first aspect above.

[0018] The at least one technical solution provided by the embodiments of the present invention can achieve the following technical effects:

[0019] In this embodiment of the invention, initial steering control data of the vehicle when driving on the current slope can be obtained first, and then the driving position and speed of the vehicle under the control of the initial steering control data when driving on the current slope can be obtained. Then, steering compensation control data can be determined based on the driving position, driving speed, and steering compensation coefficient. The steering compensation coefficient is determined based on the grip force and gravity of the vehicle when driving on the current slope. After determining the steering compensation control data, the steering of the vehicle on the current slope is controlled based on the initial steering control data and the steering compensation control data.

[0020] As described above, this embodiment of the invention can acquire the vehicle's grip and gravity when driving on a slope, and further determine a steering compensation coefficient based on the grip and gravity. Then, based on the steering compensation coefficient and the vehicle's position and speed under the control of the initial steering control data, steering compensation control data is determined, and the vehicle's steering on the current slope is controlled based on the initial steering control data and the steering compensation control data. Therefore, this embodiment of the invention can control the vehicle's steering on a slope based on the force conditions of the vehicle while driving on a slope, thereby effectively eliminating or reducing steering errors and allowing the vehicle to travel better along the desired path on the slope. Furthermore, since the vehicle's steering can be controlled in conjunction with the force conditions of the vehicle while driving on a slope, it can effectively alleviate the performance degradation caused by uneven force on slopes, effectively mitigating vehicle performance loss. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this invention, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention. In the drawings:

[0022] Figure 1 A schematic flowchart of a slope steering control method provided in one embodiment of the present invention;

[0023] Figure 2 This is one of the scenario diagrams illustrating a slope steering control method provided in an embodiment of the present invention;

[0024] Figure 3 A second schematic diagram of a scenario for a slope steering control method provided in an embodiment of the present invention;

[0025] Figure 4 The third scenario diagram of a slope steering control method provided in an embodiment of the present invention;

[0026] Figure 5 Fourth scenario diagram of a slope steering control method provided in an embodiment of the present invention;

[0027] Figure 6 Fifth scenario diagram of a slope steering control method provided in an embodiment of the present invention;

[0028] Figure 7 A schematic diagram of a scenario for a slope steering control method provided in an embodiment of the present invention;

[0029] Figure 8 Seventh scenario diagram of a slope steering control method provided in an embodiment of the present invention;

[0030] Figure 9 Eighth scenario diagram of a slope steering control method provided in an embodiment of the present invention;

[0031] Figure 10 A schematic diagram of the module composition of a slope steering control device 1000 provided in one embodiment of the present invention;

[0032] Figure 11 This is a schematic diagram of the hardware structure of a slope steering control device provided in one embodiment of the present invention. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below in conjunction with specific embodiments and corresponding drawings. Obviously, the described embodiments are only a part of the embodiments of this invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0034] The technical solutions provided by the various embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0035] Please see Figure 1 , Figure 1 This is a schematic flowchart of a slope steering control method provided in one embodiment of the present invention, as shown below. Figure 1 As shown, the method includes the following steps:

[0036] Step 102: Obtain the initial steering control data of the vehicle while driving on the current slope.

[0037] Step 104: Obtain the vehicle's position and speed under the initial steering control data while driving on the current slope.

[0038] Step 106: Determine the steering compensation control data based on the driving position, driving speed, and steering compensation coefficient; wherein, the steering compensation coefficient is determined based on the vehicle's grip and gravity when driving on the current slope.

[0039] Step 108: Control the vehicle's steering on the current slope based on the initial steering control data and the steering compensation control data.

[0040] In this embodiment of the invention, initial steering control data of the vehicle while driving on the current slope can be obtained first. This initial steering control data can be steering control data provided when the vehicle is manually steered, or it can be steering control data provided by a preset automatic steering controller; this embodiment does not impose any limitations on this. The initial steering control data can be a steering signal, or it can be other forms of control data; this embodiment does not impose any limitations on this either.

[0041] After obtaining the initial steering control data, the vehicle's position and speed under the control of the initial steering control data can be further obtained when driving on the current slope.

[0042] In this embodiment of the invention, initial steering control data can be used to control the vehicle's direction of travel and speed via the vehicle steering subsystem and the vehicle speed subsystem. In one example, the initial steering control system can generate a steering angle signal via the vehicle steering subsystem and a speed signal via the vehicle speed subsystem, and then control the vehicle's movement using the steering angle signal and the speed signal.

[0043] After determining the driving position and speed, the steering compensation control data can be determined based on the driving position, speed, and steering compensation coefficient. The steering compensation control data can be a steering signal or other forms of control data; this embodiment does not impose any limitations.

[0044] In this embodiment of the invention, the steering compensation coefficient can be determined based on the vehicle's grip and gravity when driving on the current slope.

[0045] In one example, the forces acting on a vehicle on a slope can be described as follows: Figure 2 As shown, N represents the vehicle's weight, F1 represents the component of the vehicle's weight perpendicular to the ground, and F2 represents the component of the vehicle's weight parallel to the ground, i.e., the lateral force. The angle between the slope and the horizontal plane is denoted by ζ. Then, the lateral force F2 can be expressed as:

[0046] F2=N*sinζ

[0047] like Figure 3 As shown, the steering angle of the vehicle tires can be μ, and F3 can represent the tire grip force, which is the force required for the vehicle to move forward. F22 can represent the component of F3 perpendicular to the vehicle's direction of travel before steering. Then, F22 can be expressed as...

[0048] F22=F3*sinμ

[0049] In this embodiment of the invention, the steering force F22 can be used to compensate for the lateral force F2 of the vehicle traveling on a slope, let F22 = F2. To avoid an excessively large compensation angle, a maximum compensation threshold needs to be set, which can be π / 36 (5°). Therefore:

[0050] F22 / F3=sinμ

[0051] N*sinζ / F3≈μ

[0052] μ≈K*sinζ

[0053] Wherein, the steering compensation coefficient K = N / F3.

[0054] In this embodiment of the invention, before determining the steering compensation control data based on the driving position, driving speed and steering compensation coefficient, the measured steering angle and measured speed of the vehicle under the control of the initial steering control data when driving on flat ground can also be obtained.

[0055] In one embodiment, the measured steering angle of the vehicle when driving on flat ground can be obtained based on the initial steering control data according to a preset measurement steering angle model of the steering subsystem. The preset measurement steering angle model can be obtained based on the vehicle's historical flat ground driving data, historical initial steering control data, and historical measurement steering angles. The measured speed can be determined based on satellite navigation data, inertial navigation data, etc., when the vehicle is driving on flat ground.

[0056] After acquiring the measured steering angle and measured speed of the vehicle under the initial steering control data when driving on flat ground, the steering compensation control data can be determined based on the driving position, driving speed, measured steering angle, measured speed, and steering compensation coefficient.

[0057] In one embodiment of the invention, the measurement path point of the vehicle on flat ground at the current moment can be determined based on the measured steering angle, measured speed, and the vehicle's previous position on the current slope. Specifically, during the determination, a target measurement model can be determined based on the measured steering angle, measured speed, and a preset kinematic model. Then, the vehicle's previous position on the current slope, a preset sampling period, and the measured speed for each sampling period are input into the target measurement model for a specified number of iterations. The measurement path point of the vehicle on flat ground at the current moment is determined based on the data output by the target measurement model after the specified number of iterations.

[0058] In one example, the vehicle's position on the current slope at the previous moment can be represented as (X1, Y1) in a preset global coordinate system, and the vehicle's current position on the current slope at the current moment can be represented as (X2, Y2) in the same preset global coordinate system. Then, the actual travel path of the vehicle between the two moments can be roughly represented by vector a, i.e., the first path vector, i.e., a = (X2 - μ1, Y2 - Y1) = (X... A Y A ).

[0059] Then, the "desired path" of the vehicle under the control of the initial steering control data when traveling on flat ground can be determined. This is the vehicle's travel path based on the actual steering angle and actual speed obtained from the initial steering control data, without the influence of slope. This "desired path" can be roughly calculated using a kinematic model. The kinematic model can be a simple two-wheeled vehicle model, an extended kinematic model considering sideslip, or other higher-order and more accurate kinematic models, depending on the situation. The following section uses a simple two-wheeled vehicle kinematic model as an example.

[0060] It can be based on the measured rotation angle and measured velocity at the previous moment (represented as: And v), and then use the following discretized kinematic model:

[0061]

[0062]

[0063] Where k is a discrete variable, T is the sampling period, and v is the velocity input. For corner input. Further, let... For the execution cycle, That is, the execution period can be set to an integer multiple of the sampling period as needed. Based on (X1, Y1), If v can be iteratively calculated C times to obtain the "expected point" at the current time as (μ3, Y3), then the second path vector can be expressed as b = (X3 - μ1, Y3 - Y1) = (X... B Y B Then we have:

[0064] |a||b|cos<a,b> =a·b

[0065] At this point, the angle between the actual travel path and the "desired path" can be calculated, denoted as θ. Then, it can be determined whether the actual travel path is to the left or right of the "desired path" to determine the direction of steering compensation. Here, left steering angle can be defined as positive, and right steering angle as negative. Then, when X... A *Y B -μ B *Y A When X < 0, the actual path is to the left of the "desired path", so let θ be negative; when X A *Y B -X B *Y A When θ > 0, let θ be positive, and the actual path is to the right of the "desired path".

[0066] After determining the angle between the first path vector and the second path vector, the vehicle's position on the current slope, its speed, and the steering compensation coefficient, the steering compensation control data can be determined.

[0067] In one embodiment, the vehicle's attitude identification data can be determined based on the vehicle's driving position and speed; wherein the attitude identification data may include at least one of the following: inertial navigation data, satellite navigation data, and acceleration.

[0068] In this embodiment, after determining the vehicle's driving position and speed, attitude identification data of the vehicle at those positions and speeds can be obtained using the vehicle's inertial navigation device, satellite positioning device, and accelerometer. After obtaining the attitude identification data, the roll angle of the vehicle on the current slope can be determined based on this data. In this embodiment, the roll angle γ can be detected and estimated using methods such as filtering, conversion, and fusion.

[0069] Based on the mechanical analysis of the vehicle driving on a slope and turning, μ≈K*sin γ, where the steering compensation coefficient K=N / F3. Here, the direction of vehicle roll is not distinguished; the vehicle roll angle can be assumed to always be positive. For ease of representation, μ=K*|sin γ|.

[0070] After determining the roll angle, the steering compensation control data can be determined based on the angle between the first path vector and the second path vector, the roll angle, and the steering compensation coefficient.

[0071] In this embodiment of the invention, the steering compensation coefficient can be adjusted according to the automatic control strategy and the angle between the first path vector and the second path vector. During adjustment, the angle between the first path vector and the second path vector can be used as a specified parameter of the preset automatic controller to obtain the incremental update rate formula corresponding to the steering compensation coefficient. The specified parameter is a parameter characterizing the difference between the output value and the target value of the preset automatic controller. Then, the steering compensation coefficient can be adjusted according to the incremental update rate formula.

[0072] In one example, as shown above, μ = K*|sinγ|. Since the vehicle's gravity N changes with the vehicle load, the vehicle's traction force F3 also changes with the vehicle's acceleration. Therefore, to simplify the compensation method, we introduce the theoretical method of the most common PID controller in automatic control theory to automatically adjust the value of K during vehicle operation. The simplified formula of incremental PID is as follows:

[0073] Δu(k)=K p [e(k)-e(k-1)]+K i e(k)+Kd [e(k)-2e(k-1)+e(k-2)]

[0074] Where k can be a discrete variable, Δu can be the control increment, and K p It can be a proportionality coefficient, K i 0 can be the integral coefficient, K d Let e ​​be the differential coefficient, and 'e' be the difference between the target value and the actual system output. Let e ​​be the angle between the actual travel path and the "desired path," and 'u' be the steering compensation coefficient K. Then the compensation value (compensation steering) μ can be automatically adjusted, and the incremental update rate of the compensation coefficient K is: ΔK(k) = K p [θ(k)-θ(k-1)]+K i θ(k)+K d [θ(k)-2θ(k-1)+θ(k-2)]

[0075] Where K p >0 proportionality coefficient, K i >0 integral coefficient, K d The differential coefficients > 0 all need to be determined according to the actual situation of the vehicle. The compensation coefficient can be K(k) = K(k-1) + ΔK(k), and the compensation angle is calculated as: μ(k) = K(k) * |sinγ|. μ(k) remains unchanged when make

[0076] We can assume that the preset measurement steering angle model has no model error, as described below:

[0077]

[0078] Where φ is the steering compensation control data input. This is the actual turning angle output. Its inverse model is:

[0079]

[0080] Based on the compensation perspective, the steering compensation control data can be calculated using the inverse model.

[0081] Below, in conjunction with Figure 4 The process of determining the above-mentioned steering compensation control data is explained in detail:

[0082] The first step is to determine the proportional coefficient K based on the actual condition of the vehicle or the actual effect of the compensation. p Integral coefficient K i Differential coefficient K d Sampling period T and execution period The values ​​of are determined, and k = 0 and θ(k-2) = θ(k-1) = 0 are initialized.

[0083] The second step is to skip this step when k = 0; otherwise, based on the vehicle's previous position s(k-1), sampling period T, and the speed and initial steering control data measured in each sampling period, the "desired point" is obtained by iteratively calculating C times using the kinematic model.

[0084] The third step involves estimating the vehicle's position s(k), initial steering control data φ(k), and roll angle γ(k) through measurement.

[0085] Fourth step: When k = 0, directly set the angle θ(k) between the actual travel path a and the "desired path" b to 0. Otherwise, based on the vehicle's position s(k-1) at the previous moment, the vehicle's position s(k) at the current moment, and the "desired point", calculate θ(k) using the vector dot product formula and the method for judging the positional relationship between the actual travel path and the "desired path".

[0086] The fifth step is to calculate the compensation coefficient K(k) based on θ(k-2), θ(k-1), and θ(k) using the incremental update rate of the compensation coefficient.

[0087] Step 6: Based on the roll angle γ(k) and the compensation coefficient K(k), using μ=K*|sinγ| and considering the maximum compensation threshold... The compensation value μ(k) is calculated.

[0088] Step 7: Based on the compensation value μ(k), use the inverse model of the preset measurement steering angle model. Calculated steering compensation control data The compensated steering signal is obtained by summing the initial steering control data φ(k) with the original steering control data and then applied to the system. Let k = k + 1.

[0089] Finally, return to step two and repeat the calculation.

[0090] Below, in conjunction with Figure 5 The process of controlling vehicle steering based on initial steering control data and steering compensation control data will be explained in detail below:

[0091] In this embodiment of the invention, under the action of the compensated steering control signal and speed control signal, the actual steering angle signal and actual speed generated by the vehicle steering subsystem and vehicle speed subsystem respectively act on the vehicle's movement. The initial steering control data represents the steering signal (in steering angle) given by the manual steering or automatic controller when the vehicle is not equipped with the compensation device. The steering compensation control data is obtained by adding the steering angle compensation signal to the initial steering control data after the compensation device is added. The dashed lines in the figure indicate that the actual steering angle and actual speed signals are not output to the satellite positioning and inertial navigation devices in a true signal form, but rather change the signals measured by satellite positioning and inertial navigation by affecting the vehicle's motion state. By installing satellite positioning, inertial navigation, and control devices on the vehicle, a signal filtering and fusion processor can be designed to process the relevant signals and estimate the vehicle's real-time position and speed. Based on the vehicle's real-time position and speed signals and initial steering control data, the established mathematical model of the vehicle steering subsystem, namely the preset measurement steering angle model, can be used to calculate the steering angle compensation signal, i.e., the steering compensation control data. After the steering angle compensation signal is added to the initial steering control signal to obtain compensation, the steering signal is re-acted on the vehicle steering subsystem.

[0092] Please see Figure 6 and Figure 7 This is a schematic diagram of vehicle path tracking control, in which... Figure 6 This cascaded hierarchical structure simplifies the design of the navigation controller and improves the dynamic performance of the entire system. Figure 7 This is for the navigation controller to directly control the vehicle. Here, we take... Figure 6 Taking the control structure and digital controller as an example, at each control moment, the navigation controller can calculate the desired steering and desired speed based on the desired path and vehicle state information such as position, speed, heading angle, and steering angle obtained by the signal filtering and fusion processor. Then, the steering controller estimates the steering output of the steering system based on the desired steering and real-time measurements, and calculates the steering angle control quantity to be applied to the steering system. Similarly, the speed controller estimates the speed output of the speed system based on the desired speed and real-time measurements, and calculates the speed control quantity to be applied to the speed system. The above process is repeated at each control moment. Of course, for some engineering vehicles, such as agricultural machinery, the desired speed of the speed controller is set to a constant under specific working conditions, and the navigation controller only calculates the desired steering (in this case, the design of the navigation controller is generally related to the constant speed setting). This is a special case of the control framework described above, and it does not affect the design of the compensator (used to output steering compensation control data), so it will not be described in detail here.

[0093] like Figure 8The diagram illustrates the vehicle path tracking control angle compensation with added steering compensation control data. The dashed lines indicate the modified portion. Here, the steering control quantity calculated by the steering controller (corresponding to the initial steering control data) is summed with the steering compensation signal output by the compensator to obtain the compensated steering signal. The compensation algorithm is the same as described earlier, but generally, the sampling period T should be less than or equal to the steering controller's control period to allow the compensator to calculate a more accurate "desired path," thus improving compensation accuracy. Therefore, the compensator can be independently and conveniently applied to the vehicle path tracking control system.

[0094] In another example, under specific conditions, the compensator can be designed closely in conjunction with the navigation controller to reduce the computational load and improve compensation accuracy. When the navigation controller design considers the vehicle's kinematics model and the system model comprising the steering controller and the vehicle steering subsystem, and when the vehicle is traveling on flat ground, the relevant variables in the navigation controller's algorithm can accurately predict the vehicle's position at the next moment. In this case, the "desired point" can be quickly obtained by processing the relevant variables. The compensator does not need to calculate the "desired point" iteratively, greatly reducing the computational load and avoiding the impact of measurement noise on the accurate calculation of the "desired point." In this scenario, the compensator's measurement cycle and execution cycle should be the same as the navigation controller's calculation cycle. A corresponding schematic diagram is shown below. Figure 9 As shown.

[0095] In this embodiment of the invention, initial steering control data of the vehicle when driving on the current slope can be obtained first, and then the driving position and speed of the vehicle under the control of the initial steering control data when driving on the current slope can be obtained. Then, steering compensation control data can be determined based on the driving position, driving speed, and steering compensation coefficient. The steering compensation coefficient is determined based on the grip force and gravity of the vehicle when driving on the current slope. After determining the steering compensation control data, the steering of the vehicle on the current slope is controlled based on the initial steering control data and the steering compensation control data.

[0096] As described above, this embodiment of the invention can acquire the vehicle's grip and gravity when driving on a slope, and further determine a steering compensation coefficient based on the grip and gravity. Then, based on the steering compensation coefficient and the vehicle's position and speed under the control of the initial steering control data, steering compensation control data is determined, and the vehicle's steering on the current slope is controlled based on the initial steering control data and the steering compensation control data. Therefore, this embodiment of the invention can control the vehicle's steering on a slope based on the force conditions of the vehicle while driving on a slope, thereby effectively eliminating or reducing steering errors and allowing the vehicle to travel better along the desired path on the slope. Furthermore, since the vehicle's steering can be controlled in conjunction with the force conditions of the vehicle while driving on a slope, it can effectively alleviate the performance degradation caused by uneven force on slopes, effectively mitigating vehicle performance loss.

[0097] Corresponding to the above-described slope steering control method, this embodiment of the invention also provides a slope steering control device. Figure 10 A schematic diagram of the module composition of the slope steering control device 1000 provided in an embodiment of the present invention is shown below. Figure 10 As shown, the slope steering control device 1000 includes:

[0098] The first acquisition module 1001 is used to acquire the initial steering control data of the vehicle when it is driving on the current slope.

[0099] The second acquisition module 1002 is used to acquire the vehicle's driving position and speed under the control of the initial steering control data when the vehicle is driving on the current slope.

[0100] The determining module 1003 is used to determine steering compensation control data based on the driving position, the driving speed, and the steering compensation coefficient; wherein the steering compensation coefficient is determined based on the vehicle's grip and the gravity it experiences while driving on the current slope.

[0101] The control module 1004 is used to control the steering of the vehicle on the current slope based on the initial steering control data and the steering compensation control data.

[0102] Optionally, the device further includes:

[0103] The third acquisition module 1005 is used to acquire the measured steering angle and measured speed of the vehicle when it is driving on flat ground under the control of the initial steering control data.

[0104] The determining module 1003 is further configured to:

[0105] Steering compensation control data are determined based on the driving position, driving speed, measured steering angle, measured speed, and steering compensation coefficient.

[0106] The determining module 1003 is further configured to:

[0107] Based on the measured steering angle, the measured speed, and the vehicle's position on the current slope at the previous moment, determine the vehicle's current measurement path point on flat ground.

[0108] The first path vector is determined based on the vehicle's previous position on the current slope and its current position on the current slope.

[0109] The second path vector is determined based on the vehicle's previous position on the current slope and the vehicle's current path point on flat ground.

[0110] Steering compensation control data is determined based on the angle between the first path vector and the second path vector, the vehicle's position on the current slope, its speed, and the steering compensation coefficient.

[0111] Optionally, the determining module 1003 is further configured to:

[0112] Based on the vehicle's driving position and driving speed, the vehicle's attitude identification data is determined; wherein the attitude identification data includes at least one of the following: inertial navigation data, satellite navigation data, and acceleration.

[0113] Based on the vehicle's attitude identification data, determine the vehicle's roll angle on the current slope;

[0114] Steering compensation control data is determined based on the angle between the first path vector and the second path vector, the roll angle, and the steering compensation coefficient.

[0115] Optionally, the determining module 1003 is further configured to:

[0116] The target measurement model is determined based on the measured steering angle and measured speed at the previous moment, as well as the preset kinematic model.

[0117] The vehicle's previous driving position on the current slope, the preset sampling period, and the measurement speed of each sampling period are input into the target measurement model for a specified number of iterations. Based on the data output by the target measurement model after the specified number of iterations, the measurement path point of the vehicle on flat ground at the current moment is determined.

[0118] Optionally, the determining module 1003 is further configured to:

[0119] The steering compensation coefficient is adjusted according to the automatic control strategy and the angle between the first path vector and the second path vector;

[0120] Steering compensation control data is determined based on the angle between the first path vector and the second path vector, the vehicle's position on the current slope, its speed, and the adjusted steering compensation coefficient.

[0121] Optionally, the determining module 1003 is further configured to:

[0122] The angle between the first path vector and the second path vector is used as a specified parameter of the preset automatic controller to obtain the incremental update rate formula corresponding to the steering compensation coefficient; wherein, the specified parameter is a parameter characterizing the difference between the output value and the target value of the preset automatic controller;

[0123] The steering compensation coefficient is adjusted according to the incremental update rate formula.

[0124] In this embodiment of the invention, initial steering control data of the vehicle when driving on the current slope can be obtained first, and then the driving position and speed of the vehicle under the control of the initial steering control data when driving on the current slope can be obtained. Then, steering compensation control data can be determined based on the driving position, driving speed, and steering compensation coefficient. The steering compensation coefficient is determined based on the grip force and gravity of the vehicle when driving on the current slope. After determining the steering compensation control data, the steering of the vehicle on the current slope is controlled based on the initial steering control data and the steering compensation control data.

[0125] As described above, this embodiment of the invention can acquire the vehicle's grip and gravity when driving on a slope, and further determine a steering compensation coefficient based on the grip and gravity. Then, based on the steering compensation coefficient and the vehicle's position and speed under the control of the initial steering control data, steering compensation control data is determined, and the vehicle's steering on the current slope is controlled based on the initial steering control data and the steering compensation control data. Therefore, this embodiment of the invention can control the vehicle's steering on a slope based on the force conditions of the vehicle while driving on a slope, thereby effectively eliminating or reducing steering errors and allowing the vehicle to travel better along the desired path on the slope. Furthermore, since the vehicle's steering can be controlled in conjunction with the force conditions of the vehicle while driving on a slope, it can effectively alleviate the performance degradation caused by uneven force on slopes, effectively mitigating vehicle performance loss.

[0126] Corresponding to the above-described slope steering control method, this embodiment of the invention also provides a slope steering control device. Figure 11 This is a schematic diagram of the hardware structure of a slope steering control device provided in one embodiment of the present invention.

[0127] The slope steering control device can be a terminal device or server, etc., provided in the above embodiments for controlling slope steering.

[0128] Hill-steering control devices can vary considerably depending on configuration and performance. They may include one or more processors 1101 and memory 1102, with memory 1102 storing one or more application programs or data. Memory 1102 can be temporary or persistent storage. The application programs stored in memory 1102 may include one or more modules (not shown), each module including a series of computer-executable instructions for the hill-steering control device. Furthermore, processor 1101 may be configured to communicate with memory 1102 and execute the series of computer-executable instructions stored in memory 1102 on the hill-steering control device. The hill-steering control device may also include one or more power supplies 1103, one or more wired or wireless network interfaces 1104, one or more input / output interfaces 1105, and one or more keyboards 1106.

[0129] Specifically, in this embodiment, the slope steering control device includes a memory and one or more programs, wherein one or more programs are stored in the memory, and one or more programs may include one or more modules, and each module may include a series of computer-executable instructions for the slope steering control device, and is configured to be executed by one or more processors as described above.

[0130] In this embodiment of the invention, initial steering control data of the vehicle when driving on the current slope can be obtained first, and then the driving position and speed of the vehicle under the control of the initial steering control data when driving on the current slope can be obtained. Then, steering compensation control data can be determined based on the driving position, driving speed, and steering compensation coefficient. The steering compensation coefficient is determined based on the grip force and gravity of the vehicle when driving on the current slope. After determining the steering compensation control data, the steering of the vehicle on the current slope is controlled based on the initial steering control data and the steering compensation control data.

[0131] As described above, this embodiment of the invention can acquire the vehicle's grip and gravity when driving on a slope, and further determine a steering compensation coefficient based on the grip and gravity. Then, based on the steering compensation coefficient and the vehicle's position and speed under the control of the initial steering control data, steering compensation control data is determined, and the vehicle's steering on the current slope is controlled based on the initial steering control data and the steering compensation control data. Therefore, this embodiment of the invention can control the vehicle's steering on a slope based on the force conditions of the vehicle while driving on a slope, thereby effectively eliminating or reducing steering errors and allowing the vehicle to travel better along the desired path on the slope. Furthermore, since the vehicle's steering can be controlled in conjunction with the force conditions of the vehicle while driving on a slope, it can effectively alleviate the performance degradation caused by uneven force on slopes, effectively mitigating vehicle performance loss.

[0132] In the 1990s, improvements to a technology could be clearly distinguished as either hardware improvements (e.g., improvements to the circuit structure of diodes, transistors, switches, etc.) or software improvements (improvements to the methodology). However, with technological advancements, many methodological improvements today can be considered direct improvements to the hardware circuit structure. Designers almost always obtain the corresponding hardware circuit structure by programming the improved methodology into the hardware circuit. Therefore, it cannot be said that a methodological improvement cannot be implemented using a hardware physical module. For example, a Programmable Logic Device (PLD) (e.g., a Field Programmable Gate Array (FPGA)) is such an integrated circuit whose logic function is determined by the user programming the device. Designers can program a digital system themselves to "integrate" it onto a PLD, without needing chip manufacturers to design and manufacture dedicated integrated circuit chips. Furthermore, nowadays, instead of manually manufacturing integrated circuit chips, this programming is mostly implemented using "logic compiler" software. Similar to the software compiler used in program development, the original code before compilation must be written in a specific programming language, called a Hardware Description Language (HDL). There are many HDLs, such as ABEL (Advanced Boolean Expression Language), AHDL (Altera Hardware Description Language), Confluence, CUPL (Cornell University Programming Language), HDCal, JHDL (Java Hardware Description Language), Lava, Lola, MyHDL, PALASM, and RHDL (Ruby Hardware Description Language). Currently, the most commonly used are VHDL (Very-High-Speed ​​Integrated Circuit Hardware Description Language) and Verilog. Those skilled in the art should understand that by simply performing some logic programming on the method flow using one of these hardware description languages ​​and programming it into an integrated circuit, the hardware circuit implementing the logical method flow can be easily obtained.

[0133] The controller can be implemented in any suitable manner. For example, it can take the form of a microprocessor or processor and a computer-readable medium storing computer-readable program code (e.g., software or firmware) executable by the (micro)processor, logic gates, switches, application-specific integrated circuits (ASICs), programmable logic controllers, and embedded microcontrollers. Examples of controllers include, but are not limited to, the following microcontrollers: ARC 625D, Atmel AT91SAM, Microchip PIC18F26K20, and Silicon Labs C8051F320. A memory controller can also be implemented as part of the control logic of the memory. Those skilled in the art will also recognize that, in addition to implementing the controller in purely computer-readable program code form, the same functionality can be achieved by logically programming the method steps to make the controller take the form of logic gates, switches, application-specific integrated circuits, programmable logic controllers, and embedded microcontrollers. Therefore, such a controller can be considered a hardware component, and the means included therein for implementing various functions can also be considered as structures within the hardware component. Alternatively, the means for implementing various functions can be considered as both software modules implementing the method and structures within the hardware component.

[0134] The systems, devices, modules, or units described in the above embodiments can be implemented by computer chips or entities, or by products with certain functions. A typical implementation device is a computer. Specifically, a computer can be, for example, a personal computer, laptop computer, cellular phone, camera phone, smartphone, personal digital assistant, media player, navigation device, email device, game console, tablet computer, wearable device, or any combination of these devices.

[0135] For ease of description, the above apparatus is described by dividing it into various functional units. Of course, in implementing this invention, the functions of each unit can be implemented in one or more software and / or hardware components.

[0136] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0137] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0138] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0139] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0140] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0141] Memory may include non-persistent storage in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0142] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0143] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0144] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0145] This invention can be described in the general context of computer-executable instructions, such as program modules, that are executed by a computer. Generally, program modules include routines, programs, objects, components, data structures, etc., that perform a specific task or implement a specific abstract data type. This invention can also be practiced in distributed computing environments where tasks are performed by remote processing devices connected via a communication network. In distributed computing environments, program modules can reside in local and remote computer storage media, including storage devices.

[0146] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0147] The above description is merely an embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of the present invention should be included within the scope of the claims of the present invention.

Claims

1. A slope steering control method, characterized in that, The method includes: Acquire initial steering control data of the vehicle while it is traveling on the current slope; The vehicle's position and speed under the control of the initial steering control data are obtained when it is driving on the current slope. Steering compensation control data is determined based on the driving position, the driving speed, and the steering compensation coefficient; wherein the steering compensation coefficient is determined based on the vehicle's grip and the force of gravity applied while driving on the current slope. The vehicle's steering on the current slope is controlled based on the initial steering control data and the steering compensation control data.

2. The method according to claim 1, characterized in that, Before determining the steering compensation control data based on the driving position, the driving speed, and the steering compensation coefficient, the method further includes: The vehicle is driven on flat ground, and the measured steering angle and speed are obtained under the control of the initial steering control data. The step of determining steering compensation control data based on the driving position, the driving speed, and the steering compensation coefficient includes: Steering compensation control data are determined based on the driving position, driving speed, measured steering angle, measured speed, and steering compensation coefficient.

3. The method according to claim 2, characterized in that, The step of determining steering compensation control data based on the driving position, driving speed, measured steering angle, measured speed, and steering compensation coefficient includes: Based on the measured steering angle, the measured speed, and the vehicle's position on the current slope at the previous moment, determine the vehicle's current measurement path point on flat ground. The first path vector is determined based on the vehicle's previous position on the current slope and its current position on the current slope. The second path vector is determined based on the vehicle's previous position on the current slope and the vehicle's current path point on flat ground. Steering compensation control data is determined based on the angle between the first path vector and the second path vector, the vehicle's position on the current slope, its speed, and the steering compensation coefficient.

4. The method according to claim 3, characterized in that, Based on the angle between the first path vector and the second path vector, the vehicle's position on the current slope, its speed, and the steering compensation coefficient, steering compensation control data is determined, including: Based on the vehicle's driving position and driving speed, the vehicle's attitude identification data is determined; wherein the attitude identification data includes at least one of the following: inertial navigation data, satellite navigation data, and acceleration; Based on the vehicle's attitude identification data, determine the vehicle's roll angle on the current slope; Steering compensation control data is determined based on the angle between the first path vector and the second path vector, the roll angle, and the steering compensation coefficient.

5. The method according to claim 3, characterized in that, Determining the vehicle's current path point on flat ground based on the measured steering angle, measured speed, and the vehicle's previous position on the current slope includes: The target measurement model is determined based on the measured steering angle and measured speed at the previous moment, as well as the preset kinematic model. The vehicle's previous driving position on the current slope, the preset sampling period, and the measurement speed of each sampling period are input into the target measurement model for a specified number of iterations. Based on the data output by the target measurement model after the specified number of iterations, the measurement path point of the vehicle on flat ground at the current moment is determined.

6. The method according to claim 3, characterized in that, The step of determining steering compensation control data based on the angle between the first path vector and the second path vector, the vehicle's position on the current slope, its speed, and the steering compensation coefficient includes: The steering compensation coefficient is adjusted according to the automatic control strategy and the angle between the first path vector and the second path vector; Steering compensation control data is determined based on the angle between the first path vector and the second path vector, the vehicle's position on the current slope, its speed, and the adjusted steering compensation coefficient.

7. The method according to claim 6, characterized in that, The step of adjusting the steering compensation coefficient according to the automatic control strategy and the angle between the first path vector and the second path vector includes: The angle between the first path vector and the second path vector is used as a specified parameter of the preset automatic controller to obtain the incremental update rate formula corresponding to the steering compensation coefficient; wherein, the specified parameter is a parameter characterizing the difference between the output value and the target value of the preset automatic controller; The steering compensation coefficient is adjusted according to the incremental update rate formula.

8. A slope steering control device, characterized in that, The device includes: The first acquisition module is used to acquire the initial steering control data of the vehicle when it is driving on the current slope. The second acquisition module is used to acquire the vehicle's driving position and speed under the control of the initial steering control data when the vehicle is driving on the current slope. The determining module is used to determine steering compensation control data based on the driving position, the driving speed, and the steering compensation coefficient; wherein the steering compensation coefficient is determined based on the vehicle's grip and the gravity it experiences while driving on the current slope. The control module is used to control the steering of the vehicle on the current slope based on the initial steering control data and the steering compensation control data.

9. A slope steering control device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements the steps of the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the method as described in any one of claims 1 to 7.

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