Path tracking control method and device for integrated sailing and parking and intelligent automobile

Abstract

This invention provides a path tracking control method, device, and intelligent vehicle integrating driving and parking, comprising: acquiring the current position information, current driving information, and current speed information of the target vehicle; determining the desired path point corresponding to the current position based on a pre-determined desired path, and determining the driving information of the desired path point; wherein the desired path is acquired using a unified input interface; determining the corresponding PID controller based on the current speed information, and inputting the lateral position difference between the desired path point and the current position information, the driving information of the desired path point, and the current driving information into the PID controller to obtain the target steering wheel torque of the target vehicle; and performing lateral control of the target vehicle based on the target steering wheel torque. This invention improves the consistency and development efficiency of lateral control in driving and parking.

Description

Technical Field

[0001] This invention relates to the field of intelligent driving technology, and in particular to a path tracking control method, device, and intelligent vehicle that integrates driving and parking. Background Technology

[0002] With the continuous development of intelligent driving technology, vehicle path tracking, as a core technology in the research of lateral motion control for intelligent driving vehicles, is also constantly evolving. Vehicle path tracking enables autonomous vehicles to travel smoothly and accurately along a predetermined desired path. Current intelligent driving functions can be divided into two main categories: driving and parking. In development, two different path tracking algorithms are often used to implement vehicle path tracking. While this can address the differences between driving and parking control to some extent, it increases the investment of human and material resources. In actual development, a large amount of interface matching and real-vehicle debugging work is required, resulting in a long development cycle. Summary of the Invention

[0003] In view of this, the purpose of the present invention is to provide a path tracking control method, device and intelligent vehicle that integrates driving and parking, so as to improve the consistency of lateral control and development efficiency of driving and parking.

[0004] To achieve the above objectives, the technical solutions adopted in the embodiments of the present invention are as follows:

[0005] In a first aspect, embodiments of the present invention provide a path tracking control method integrating driving and parking, comprising: acquiring the current position information, current driving information, and current speed information of a target vehicle; determining a desired path point corresponding to the current position based on a predetermined desired path, and determining the driving information of the desired path point; wherein the desired path is acquired using a unified input interface; determining a corresponding PID controller based on the current speed information, and inputting the lateral position difference between the desired path point and the current position information, the driving information of the desired path point, and the current driving information into the PID controller to obtain the target steering wheel torque of the target vehicle; and performing lateral control of the target vehicle based on the target steering wheel torque.

[0006] In one embodiment, before obtaining the current location information and current driving information of the target vehicle, the method further includes: inputting a desired path to the target vehicle in the form of waypoints; wherein the path information of the desired path includes: the s-value of the starting point of the desired path in the Frenet coordinate system, the desired path points, the distance of each desired path point, the tangent value of the heading angle of the starting point of the desired path, and the tangent value of the heading angle of the ending point of the desired path.

[0007] In one implementation, after determining the corresponding PID controller based on the current speed information, the method further includes: acquiring the gear information of the target vehicle, and determining the driving state of the target vehicle based on the gear information; wherein the driving state includes: forward state and reverse state.

[0008] In one implementation, the lateral position difference between the desired path point and the current position information, the driving information of the desired path point, and the current driving information are input into a PID controller to obtain the target steering wheel torque of the target vehicle. This includes: if the target vehicle is in a forward state, the lateral position difference between the desired path point and the current position information, and the difference between the driving information of the desired path point and the current driving information are input into the PID controller to obtain the target steering wheel torque of the target vehicle; if the target vehicle is in a reverse state, the negative of the lateral position difference between the desired path point and the current position information, and the difference between the driving information of the desired path point and the current driving information are input into the PID controller to obtain the target steering wheel torque of the target vehicle.

[0009] In one implementation, the current driving information includes: current heading angle, current yaw rate, and current steering wheel angle; the driving information of the desired path point includes: heading angle of the desired path point, yaw rate of the desired path point, steering wheel angle of the desired path point, and steering wheel torque of the desired path point.

[0010] In one implementation, if the target vehicle is in a forward-moving state, the lateral position difference between the desired path point and the current position information, the driving information of the desired path point, and the current driving information are input into a PID controller to obtain the target steering wheel torque of the target vehicle. This includes: inputting the lateral position difference between the current position information and the desired path point into a first PID controller to obtain a heading angle gain; inputting the heading angle gain and the difference between the heading angle of the desired path point and the current heading angle into a second PID controller to obtain a yaw rate gain; inputting the yaw rate gain and the difference between the yaw rate of the desired path point and the current yaw rate into a third PID controller to obtain a steering angle gain; inputting the steering angle gain and the difference between the steering wheel angle of the desired path point and the current steering wheel angle into a fourth PID controller to obtain a torque gain; and determining the target steering wheel torque of the target vehicle based on the torque gain and the steering wheel torque of the desired path point.

[0011] In one implementation, if the target vehicle is in reverse, the lateral position difference between the desired path point and the current position information, the driving information of the desired path point, and the current driving information are input into a PID controller to obtain the target steering wheel torque of the target vehicle. This includes: inputting the lateral position difference between the current position information and the desired path point into a first PID controller to obtain a heading angle gain; inputting the heading angle gain and the negative of the difference between the heading angle of the desired path point and the current heading angle into a second PID controller to obtain a yaw rate gain; inputting the yaw rate gain and the difference between the yaw rate of the desired path point and the current yaw rate into a third PID controller to obtain a steering angle gain; inputting the steering angle gain and the difference between the steering wheel angle of the desired path point and the current steering wheel angle into a fourth PID controller to obtain a torque gain; and determining the target steering wheel torque of the target vehicle based on the torque gain and the steering wheel torque of the desired path point.

[0012] In one implementation, before determining the corresponding PID controller based on the current speed information, the method further includes: calibrating the PID controller based on the speed of the target vehicle to determine the proportional or integral term of the PID controller at different speeds.

[0013] Secondly, embodiments of the present invention provide a path tracking control device integrating driving and parking, comprising: an information acquisition module for acquiring the current position information, current driving information, and current speed information of a target vehicle; a desired path information acquisition module for determining the desired path point corresponding to the current position based on a pre-determined desired path, and determining the driving information of the desired path point; wherein the desired path is acquired using a unified input interface; a PID control module for determining the corresponding PID controller based on the current speed information, and inputting the lateral position difference between the desired path point and the current position information, the driving information of the desired path point, and the current driving information into the PID controller to obtain the target steering wheel torque of the target vehicle; and a lateral control module for performing lateral control of the target vehicle based on the target steering wheel torque.

[0014] Thirdly, embodiments of the present invention provide an intelligent vehicle, including a processor and a memory, wherein the memory stores computer-executable instructions that can be executed by the processor, and the processor executes the computer-executable instructions to implement the steps of any of the methods provided in the first aspect above.

[0015] The embodiments of the present invention bring the following beneficial effects:

[0016] The path tracking control method, device, and intelligent vehicle integrating driving and parking provided in this invention first acquire the current position information, current driving information, and current speed information of the target vehicle; then, based on a pre-determined desired path, determine the desired path point corresponding to the current position and determine the driving information of the desired path point; wherein, the desired path is acquired using a unified input interface; next, based on the current speed information, determine the corresponding PID controller, and input the lateral position difference between the desired path point and the current position information, the driving information of the desired path point, and the current driving information into the PID controller to obtain the target steering wheel torque of the target vehicle; finally, perform lateral control on the target vehicle based on the target steering wheel torque. In the above method, PID control can be performed based on the current position information, current driving information, and the difference between desired path points to obtain the target steering wheel torque and achieve lateral control of the target vehicle. The above method can acquire the desired path through a unified input interface, and the PID controller and corresponding input can be determined based on the differences between driving and parking, using gear information and speed information, thereby achieving integrated lateral control of driving and parking in intelligent driving, improving the consistency of lateral control during driving and parking, and thus improving development efficiency.

[0017] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention are realized and obtained in accordance with the structures particularly pointed out in the description, claims and drawings.

[0018] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0019] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0020] Figure 1 A flowchart of a path tracking control method integrating navigation and berthing provided in an embodiment of the present invention;

[0021] Figure 2 This is a schematic diagram illustrating the relationship between speed and proportional terms, provided in an embodiment of the present invention.

[0022] Figure 3 This is a schematic diagram illustrating a vehicle's forward movement as provided in an embodiment of the present invention.

[0023] Figure 4 This is a schematic diagram of a vehicle in a reverse state provided by an embodiment of the present invention;

[0024] Figure 5 A schematic diagram of a cascaded PID controller provided in an embodiment of the present invention;

[0025] Figure 6 A schematic diagram of a path tracking and control device integrating navigation and berthing provided in an embodiment of the present invention;

[0026] Figure 7 This is a structural schematic diagram of an intelligent vehicle provided in an embodiment of the present invention. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0028] Current intelligent driving functions can be divided into two main categories: driving and parking. In the development process, two different path tracking algorithms are often used to achieve vehicle path tracking. Although this can solve the differences between driving and parking control to a certain extent, it increases the investment of human and material resources. In actual development, a lot of interface matching and real vehicle debugging work is required, and the development cycle is long.

[0029] Based on this, the present invention provides a path tracking control method, device and intelligent vehicle that integrates driving and parking, which can improve the consistency of lateral control and development efficiency of driving and parking.

[0030] To facilitate understanding of this embodiment, a detailed description of the integrated driving and parking path tracking control method disclosed in this embodiment of the invention will be provided first. This method can be executed by the path tracking controller of an intelligent vehicle. See also... Figure 1 The flowchart shown illustrates a path tracking control method integrating navigation and parking, indicating that the method mainly includes the following steps S101 to S104:

[0031] Step S101: Obtain the target vehicle's current location information, current driving information, and current speed information.

[0032] In one implementation, the current driving information includes: current heading angle, current yaw rate, and current steering wheel angle. The current position information, current driving information, and current speed information of the target vehicle can be obtained by various sensors installed on the target vehicle. The sensors may include: speed sensors, position sensors, heading angle sensors, angle sensors, etc.

[0033] Step S102: Determine the desired path point corresponding to the current location based on the predetermined desired path, and determine the driving information of the desired path point.

[0034] The desired path is obtained using a unified input interface. Specifically, the desired path can be input to the target vehicle in the form of path points. The path information of the desired path includes: the s-value of the starting point of the desired path in the Frenet coordinate system, the desired path points, the distance of each desired path point, the tangent of the heading angle of the starting point of the desired path, and the tangent of the heading angle of the ending point of the desired path.

[0035] In one implementation, the driving information of the desired path point includes: the heading angle of the desired path point, the yaw rate of the desired path point, the steering wheel angle of the desired path point, and the steering wheel torque of the desired path point.

[0036] After obtaining the current location information of the target vehicle, the desired path point in the desired path corresponding to the current location can be determined according to the pre-input desired path. Specifically, the path point closest to the current location in the desired path can be taken as the desired path point corresponding to the current location. Then, the heading angle of the desired path point is determined according to the slope of the desired path point, the curvature of the desired path is determined according to the tangent of the heading angle at the starting point of the desired path and the tangent of the heading angle at the ending point of the desired path, and the yaw rate of the desired path point is determined according to the curvature of the desired path. In addition, the steering wheel angle and steering wheel torque of the desired path point can be pre-calibrated.

[0037] Step S103: Determine the corresponding PID controller based on the current speed information, and input the lateral position difference between the desired path point and the current position information, the driving information of the desired path point and the current driving information into the PID controller to obtain the target steering wheel torque of the target vehicle.

[0038] In one implementation, the current state of the target vehicle can be determined based on the current speed, i.e., whether the target vehicle is in a driving state or a parked state. Different PID controllers are selected based on the difference between the driving and parked states. In practice, during actual vehicle testing, the PID controllers are pre-calibrated based on the target vehicle's speed to determine the proportional or integral term of the PID controller at different speeds. That is, each PID controller is calibrated based on the vehicle speed, obtaining a one-dimensional correspondence between the speed-proportional term and the speed-integral term for each PID controller. For details, please refer to [link to relevant documentation]. Figure 2 The diagram illustrates the relationship between speed and proportional term, where the horizontal axis represents speed and the vertical axis represents the proportional term of the PID controller. It should be noted that... Figure 2 This is merely an example and is not intended to be limiting.

[0039] After determining the corresponding PID controller, the lateral position difference between the desired path point and the current position information, and the difference between the driving information of the desired path point and the current driving information can be input into the PID controller to obtain the target steering wheel torque of the target vehicle.

[0040] Step S104: Perform lateral control on the target vehicle based on the target steering wheel torque.

[0041] In one implementation, after obtaining the target steering wheel torque, a control signal for the target steering wheel torque can be sent to the steering wheel so that the steering wheel can be controlled based on the control signal to reduce the lateral distance between the target vehicle and the desired path point.

[0042] The path tracking control method for integrated driving and parking provided in this invention can perform PID control based on the current position information, current driving information, and the difference between desired path points, thereby obtaining the target steering wheel torque and achieving lateral control of the target vehicle. In this method, the desired path can be obtained through a unified input interface. The PID controller can determine the PID controller and corresponding input based on the differences between driving and parking, using gear information and speed information. This achieves integrated lateral control for driving and parking in intelligent driving, improving the consistency of lateral control during driving and parking, and thus increasing development efficiency.

[0043] In one implementation, considering the differences between driving and parking, the parameters input to the PID controller need to be converted based on the gear information to ensure consistent control between driving and parking. Therefore, in this embodiment of the invention, after determining the corresponding PID controller based on the current speed information, the method further includes: acquiring the gear information of the target vehicle and determining the driving state of the target vehicle based on the gear information; wherein the driving state includes: forward state and reverse state.

[0044] Further, see Figure 3 As shown, in forward motion, when the lateral position deviation between the desired path point and the target vehicle's current position is greater than zero, the desired path point is to the left of the target vehicle. In this case, the steering wheel needs to be turned to the left to reduce the distance between the desired path point and the target vehicle. When the lateral position deviation between the desired path point and the target vehicle's current position is less than zero, the desired path point is to the right of the target vehicle. In this case, the steering wheel needs to be turned to the right to reduce the distance between the desired path point and the target vehicle. When the deviation between the heading angle of the desired path point and the target vehicle's current heading angle is greater than zero, the steering wheel needs to be turned to the left to gradually bring the current heading angle to the heading angle of the desired path point. When the deviation between the heading angle of the desired path point and the target vehicle's current heading angle is less than zero, the steering wheel needs to be turned to the right to gradually bring the current heading angle to the heading angle of the desired path point.

[0045] In forward motion, at a constant speed, when the curvature of the desired path is negative clockwise, the deviation between the yaw rate of the desired path point and the current yaw rate of the target vehicle is less than zero, requiring a right turn of the steering wheel to gradually bring the target vehicle closer to the desired path; when the curvature of the desired path is positive clockwise, the deviation between the yaw rate of the desired path point and the current yaw rate of the target vehicle is greater than zero, requiring a left turn of the steering wheel to gradually bring the target vehicle closer to the desired path.

[0046] See Figure 4 As shown, in reverse mode, when the lateral position deviation between the desired path point and the target vehicle's current position is greater than zero, the desired path point is to the left of the target vehicle. In this case, the steering wheel needs to be turned to the left to reduce the distance between the desired path point and the target vehicle. When the lateral position deviation between the desired path point and the target vehicle's current position is less than zero, the desired path point is to the right of the target vehicle. In this case, the steering wheel needs to be turned to the right to reduce the distance between the desired path point and the target vehicle. When the deviation between the heading angle of the desired path point and the target vehicle's current heading angle is greater than zero, the steering wheel needs to be turned to the right to gradually bring the current heading angle to the heading angle of the desired path point. When the deviation between the heading angle of the desired path point and the target vehicle's current heading angle is less than zero, the steering wheel needs to be turned to the left to gradually bring the current heading angle to the heading angle of the desired path point.

[0047] In reverse, at a constant speed, when the curvature of the desired path is negative clockwise, the deviation between the yaw rate of the desired path point and the current yaw rate of the target vehicle is less than zero, requiring the steering wheel to be turned to the left to gradually bring the target vehicle closer to the desired path; when the curvature of the desired path is positive clockwise, the deviation between the yaw rate of the desired path point and the current yaw rate of the target vehicle is greater than zero, requiring the steering wheel to be turned to the right to gradually bring the target vehicle closer to the desired path.

[0048] As mentioned above, in both forward and reverse states, the lateral position deviation between the desired path point and the current position of the target vehicle is consistent with the steering rule of positive and negative steering. However, in both forward and reverse states, the deviations between the heading angle of the desired path point and the current heading angle of the target vehicle, as well as the deviations between the yaw rate of the desired path point and the current yaw rate of the target vehicle, are opposite to the steering rule of positive and negative steering. Therefore, in reverse state, the deviations between the heading angle of the desired path point and the current heading angle of the target vehicle, as well as the deviations between the yaw rate of the desired path point and the current yaw rate of the target vehicle, need to be processed before being input into the PID controller. Specifically, a negative sign is added before inputting these deviations into the PID controller; that is, the negative values ​​of the deviations between the heading angle of the desired path point and the current heading angle of the target vehicle, and the negative values ​​of the deviations between the yaw rate of the desired path point and the current yaw rate of the target vehicle are input into the PID controller.

[0049] Based on the above principles, in this embodiment of the invention, when the lateral position difference between the desired path point and the current position information, the driving information of the desired path point, and the current driving information are input into the PID controller to obtain the target steering wheel torque of the target vehicle, the following two cases are included:

[0050] (1) If the target vehicle is in a forward state, the lateral position difference between the desired path point and the current position information, the driving information of the desired path point and the difference between the current driving information are input into the PID controller to obtain the target steering wheel torque of the target vehicle.

[0051] For specific implementation, see Figure 5 As shown, in this embodiment of the invention, a cascaded PID controller can be used as the lateral controller, with the desired path point's driving information as the feedforward quantity and the current driving information as the feedback quantity. In the forward state, the PID control process mainly includes the following steps 1 to 5:

[0052] Step 1: Input the lateral position difference between the desired path point and the current position information into the first PID controller to obtain the heading angle gain.

[0053] Specifically, the lateral position difference = the desired lateral position of the path point - the current lateral position. The heading angle gain is... Figure 6 The gain1 shown.

[0054] Step 2: Input the heading angle gain, the difference between the heading angle of the desired path point and the current heading angle into the second PID controller to obtain the yaw rate gain.

[0055] Specifically, the difference between the desired path angle and the current path angle = desired path angle - current path angle. The yaw rate gain is... Figure 6 The gain2 shown.

[0056] Step 3: Input the yaw rate gain, the difference between the yaw rate at the desired path point and the current yaw rate into the third PID controller to obtain the steering angle gain.

[0057] Specifically, the difference between the desired yaw rate and the current yaw rate at the desired path point = desired yaw rate at the desired path point - current yaw rate. The turning gain is... Figure 6 The gain3 shown.

[0058] Step 4: Input the steering angle gain, the difference between the steering wheel angle at the desired path point and the current steering wheel angle into the fourth PID controller to obtain the torque gain.

[0059] Specifically, the difference between the steering wheel angle at the desired path point and the current steering wheel angle = steering wheel angle at the desired path point - current steering wheel angle. The torque gain is... Figure 6 The gain4 shown.

[0060] Step 5: Determine the target steering torque of the target vehicle based on the torque gain and the steering torque at the desired path point.

[0061] (2) If the target vehicle is in a reverse state, the lateral position difference between the desired path point and the current position information, and the negative of the difference between the driving information of the desired path point and the current driving information are input into the PID controller to obtain the target steering wheel torque of the target vehicle.

[0062] In practical implementation, in the reverse state, the PID control process mainly includes the following steps 1 to 5:

[0063] Step 1: Input the lateral position difference between the desired path point and the current position information into the first PID controller to obtain the heading angle gain.

[0064] Step 2: Input the heading angle gain and the negative of the difference between the heading angle of the desired path point and the current heading angle into the second PID controller to obtain the yaw rate gain.

[0065] Specifically, the negative of the difference between the desired path point's heading angle and the current heading angle is equal to -(desired path point's heading angle - current heading angle).

[0066] Step 3: Input the yaw rate gain, the difference between the yaw rate at the desired path point and the current yaw rate into the third PID controller to obtain the steering angle gain.

[0067] Specifically, the difference between the desired yaw rate and the current yaw rate is -(desired yaw rate - current yaw rate).

[0068] Step 4: Input the steering angle gain, the difference between the steering wheel angle at the desired path point and the current steering wheel angle into the fourth PID controller to obtain the torque gain.

[0069] Step 5: Determine the target steering torque of the target vehicle based on the torque gain and the steering torque at the desired path point.

[0070] In the method provided by the embodiments of the present invention, a unified input desired path interface is adopted, and the desired path is input in the form of path points; according to the difference between driving and parking, PID control conversion is performed according to gear information; a cascaded PID is used as a lateral controller, and the PID controller is pre-calibrated according to the vehicle speed, so that a single algorithm can be used to realize the lateral control of driving and parking, improving the consistency of lateral control of driving and parking, and thus improving development efficiency.

[0071] In addition to the aforementioned path tracking control method integrating navigation and berthing, this invention also provides a path tracking control device integrating navigation and berthing, see [link to relevant documentation]. Figure 6 The schematic diagram shown illustrates the structure of a path tracking and control device integrating navigation and parking, indicating that the device mainly comprises the following parts:

[0072] The information acquisition module 601 is used to acquire the target vehicle's current location information, current driving information, and current speed information;

[0073] The expected path information acquisition module 602 is used to determine the expected path point corresponding to the current location based on the predetermined expected path, and to determine the driving information of the expected path point; wherein, the expected path is acquired using a unified input interface;

[0074] The PID control module 603 is used to determine the corresponding PID controller based on the current speed information, and input the lateral position difference between the desired path point and the current position information, the driving information of the desired path point and the current driving information into the PID controller to obtain the target steering wheel torque of the target vehicle.

[0075] Lateral control module 604 is used to perform lateral control of the target vehicle based on the target steering wheel torque.

[0076] The integrated driving and parking path tracking control device provided in this embodiment of the invention can perform PID control based on the current position information, current driving information, and the difference between desired path points, thereby obtaining the target steering wheel torque and achieving lateral control of the target vehicle. The device can obtain the desired path through a unified input interface. During PID controller operation, the gear information and speed information can be used to determine the PID controller and corresponding input based on the differences between driving and parking, thus achieving integrated driving and parking lateral control in intelligent driving, improving the consistency of lateral control during driving and parking, and consequently improving development efficiency.

[0077] In one embodiment, the above-mentioned device further includes an input module for: inputting a desired path to the target vehicle in the form of path points; wherein the path information of the desired path includes: the s-value of the starting point of the desired path in the Frenet coordinate system, the desired path points, the distance of each desired path point, the tangent of the heading angle of the starting point of the desired path, and the tangent of the heading angle of the ending point of the desired path.

[0078] In one embodiment, the above-mentioned device further includes a driving state determination module, used to: acquire gear information of the target vehicle, and determine the driving state of the target vehicle based on the gear information; wherein the driving state includes: forward state and reverse state.

[0079] In one embodiment, the PID control module 603 is further configured to: if the target vehicle is in a forward state, input the lateral position difference between the desired path point and the current position information, and the difference between the driving information of the desired path point and the current driving information into the PID controller to obtain the target steering wheel torque of the target vehicle; if the target vehicle is in a reverse state, input the lateral position difference between the desired path point and the current position information, and the negative of the difference between the driving information of the desired path point and the current driving information into the PID controller to obtain the target steering wheel torque of the target vehicle.

[0080] In one embodiment, the current driving information includes: current heading angle, current yaw rate, and current steering wheel angle; the driving information of the desired path point includes: the heading angle of the desired path point, the yaw rate of the desired path point, the steering wheel angle of the desired path point, and the steering wheel torque of the desired path point.

[0081] In one embodiment, the PID control module 603 is further configured to: input the lateral position difference between the desired path point and the current position information to a first PID controller to obtain a heading angle gain; input the heading angle gain and the difference between the heading angle of the desired path point and the current heading angle to a second PID controller to obtain a yaw rate gain; input the yaw rate gain and the difference between the yaw rate of the desired path point and the current yaw rate to a third PID controller to obtain a steering angle gain; input the steering angle gain and the difference between the steering wheel angle of the desired path point and the current steering wheel angle to a fourth PID controller to obtain a torque gain; and determine the target steering wheel torque of the target vehicle based on the torque gain and the steering wheel torque of the desired path point.

[0082] In one embodiment, the PID control module 603 is further configured to: input the lateral position difference between the desired path point and the current position information to a first PID controller to obtain a heading angle gain; input the heading angle gain and the negative of the difference between the heading angle of the desired path point and the current heading angle to a second PID controller to obtain a yaw rate gain; input the yaw rate gain and the difference between the yaw rate of the desired path point and the current yaw rate to a third PID controller to obtain a steering angle gain; input the steering angle gain and the difference between the steering wheel angle of the desired path point and the current steering wheel angle to a fourth PID controller to obtain a torque gain; and determine the target steering wheel torque of the target vehicle based on the torque gain and the steering wheel torque of the desired path point.

[0083] In one embodiment, the above-mentioned device further includes a calibration module for: calibrating the PID controller based on the speed of the target vehicle, and determining the proportional or integral term of the PID controller at different speeds.

[0084] The device provided in this embodiment of the invention has the same implementation principle and technical effect as the aforementioned method embodiment. For the sake of brevity, any parts not mentioned in the device embodiment can be referred to the corresponding content in the aforementioned method embodiment.

[0085] This invention also provides an intelligent vehicle, specifically, the intelligent vehicle includes a processor and a storage device; the storage device stores a computer program, and the computer program, when run by the processor, executes the method described in any of the above embodiments.

[0086] Figure 7 This is a schematic diagram of the structure of an intelligent vehicle provided in an embodiment of the present invention. The intelligent vehicle 100 includes: a processor 70, a memory 71, a bus 72 and a communication interface 73. The processor 70, the communication interface 73 and the memory 71 are connected through the bus 72. The processor 70 is used to execute executable modules, such as computer programs, stored in the memory 71.

[0087] The memory 71 may include high-speed random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Communication between this system network element and at least one other network element is achieved through at least one communication interface 73 (which can be wired or wireless), such as the Internet, wide area network, local area network, metropolitan area network, etc.

[0088] Bus 72 can be an ISA bus, PCI bus, or EISA bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 7 The symbol is represented by a single double-headed arrow, but this does not mean that there is only one bus or one type of bus.

[0089] The memory 71 is used to store programs. After receiving an execution instruction, the processor 70 executes the programs. The method executed by the device for defining the flow process disclosed in any of the foregoing embodiments of the present invention can be applied to the processor 70 or implemented by the processor 70.

[0090] The processor 70 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed by the integrated logic circuitry in the hardware of the processor 70 or by instructions in software form. The processor 70 may be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; it may also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this invention. The general-purpose processor may be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this invention can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules may reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. The storage medium is located in memory 71. Processor 70 reads the information in memory 71 and, in conjunction with its hardware, completes the steps of the above method.

[0091] The computer program product of the readable storage medium provided in the embodiments of the present invention includes a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the methods described in the foregoing method embodiments. For specific implementation, please refer to the foregoing method embodiments, which will not be repeated here.

[0092] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, essentially, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0093] Finally, it should be noted that the above-described embodiments are merely specific implementations of the present invention, used to illustrate the technical solutions of the present invention, and not to limit it. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments within the technical scope disclosed in the present invention, or make equivalent substitutions for some of the technical features; and these modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A path tracking control method integrating navigation and berthing, characterized in that, include: Obtain the target vehicle's current location, current driving information, and current speed information; Based on a predetermined expected path, the expected path point corresponding to the current location is determined, and the driving information of the expected path point is determined; wherein, the expected path is obtained using a unified input interface; Based on the current speed information, a corresponding PID controller is determined, and the lateral position difference between the desired path point and the current position information, the driving information of the desired path point, and the current driving information are input into the PID controller to obtain the target steering wheel torque of the target vehicle. The target vehicle is laterally controlled based on the target steering wheel torque; The method of inputting the lateral position difference between the desired path point and the current position information, the driving information of the desired path point, and the current driving information into the PID controller to obtain the target steering wheel torque of the target vehicle includes: if the target vehicle is in a forward state, inputting the lateral position difference between the desired path point and the current position information, and the difference between the driving information of the desired path point and the current driving information into the PID controller to obtain the target steering wheel torque of the target vehicle; if the target vehicle is in a reverse state, inputting the negative of the lateral position difference between the desired path point and the current position information, and the difference between the driving information of the desired path point and the current driving information into the PID controller to obtain the target steering wheel torque of the target vehicle.

2. The method according to claim 1, characterized in that, Before obtaining the target vehicle's current location and current driving information, the method further includes: The desired path is input to the target vehicle in the form of path points; wherein, the path information of the desired path includes: the s-value of the starting point of the desired path in the Frenet coordinate system, the desired path points, the distance of each desired path point, the tangent of the heading angle of the starting point of the desired path, and the tangent of the heading angle of the ending point of the desired path.

3. The method according to claim 1, characterized in that, After determining the corresponding PID controller based on the current speed information, the method further includes: The gear position information of the target vehicle is obtained, and the driving state of the target vehicle is determined based on the gear position information; wherein, the driving state includes: forward state and reverse state.

4. The method according to claim 1, characterized in that, The current driving information includes: current heading angle, current yaw rate, and current steering wheel angle; the driving information of the desired path point includes: the heading angle of the desired path point, the yaw rate of the desired path point, the steering wheel angle of the desired path point, and the steering wheel torque of the desired path point.

5. The method according to claim 4, characterized in that, If the target vehicle is moving forward, the lateral position difference between the desired path point and the current position information, the driving information of the desired path point, and the current driving information are input into the PID controller to obtain the target steering wheel torque of the target vehicle, including: The difference between the current position information and the lateral position of the desired path point is input into the first PID controller to obtain the heading angle gain. The heading angle gain, the difference between the heading angle of the desired path point and the current heading angle are input into the second PID controller to obtain the yaw rate gain; The yaw rate gain, the difference between the yaw rate at the desired path point and the current yaw rate are input to the third PID controller to obtain the turning angle gain. The difference between the steering angle gain, the steering wheel angle at the desired path point, and the current steering wheel angle is input to the fourth PID controller to obtain the torque gain. The target steering torque of the target vehicle is determined based on the torque gain and the steering torque at the desired path point.

6. The method according to claim 4, characterized in that, If the target vehicle is in reverse, the lateral position difference between the desired path point and the current position information, the driving information of the desired path point, and the current driving information are input into the PID controller to obtain the target steering wheel torque of the target vehicle, including: The difference between the current position information and the lateral position of the desired path point is input into the first PID controller to obtain the heading angle gain. The heading angle gain and the negative of the difference between the heading angle of the desired path point and the current heading angle are input into the second PID controller to obtain the yaw rate gain. The yaw rate gain, the difference between the yaw rate at the desired path point and the current yaw rate are input to the third PID controller to obtain the turning angle gain. The difference between the steering angle gain, the steering wheel angle at the desired path point, and the current steering wheel angle is input to the fourth PID controller to obtain the torque gain. The target steering torque of the target vehicle is determined based on the torque gain and the steering torque at the desired path point.

7. The method according to claim 1, characterized in that, Before determining the corresponding PID controller based on the current speed information, the method further includes: The PID controller is calibrated based on the speed of the target vehicle to determine the proportional or integral term of the PID controller at different speeds.

8. A path tracking and control device integrating navigation and berthing, characterized in that, include: The information acquisition module is used to acquire the target vehicle's current location information, current driving information, and current speed information; The expected path information acquisition module is used to determine the expected path point corresponding to the current location based on a pre-determined expected path, and to determine the driving information of the expected path point; wherein, the expected path is acquired using a unified input interface; The PID control module is used to determine the corresponding PID controller based on the current speed information, and input the lateral position difference between the desired path point and the current position information, the driving information of the desired path point and the current driving information into the PID controller to obtain the target steering wheel torque of the target vehicle; A lateral control module is used to perform lateral control on the target vehicle based on the target steering wheel torque; The PID control module is further configured to: if the target vehicle is in a forward state, input the lateral position difference between the desired path point and the current position information, and the difference between the driving information of the desired path point and the current driving information into the PID controller to obtain the target steering wheel torque of the target vehicle; if the target vehicle is in a reverse state, input the lateral position difference between the desired path point and the current position information, and the negative of the difference between the driving information of the desired path point and the current driving information into the PID controller to obtain the target steering wheel torque of the target vehicle.

9. A smart car, characterized in that, The method includes a processor and a memory, the memory storing computer-executable instructions executable by the processor, the processor executing the computer-executable instructions to implement the steps of the method according to any one of claims 1 to 7.

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