Vehicle tracking control method and device and vehicle

Abstract

The present disclosure relates to a vehicle tracking control method and device and a vehicle, comprising: obtaining a current position of the vehicle, and determining a tracking trajectory corresponding to the current position of the vehicle and a trajectory curvature of the tracking trajectory; determining a plurality of points in a direction of travel of the vehicle as preview points according to the trajectory curvature; determining path points corresponding to the preview points in the tracking trajectory; determining a target offset corresponding to each preview point according to a distance between the preview point and the corresponding path point; determining a steering angle corresponding to each preview point according to the target offset corresponding to the preview point; and controlling the direction of travel of the vehicle according to the steering angle corresponding to the preview point when the vehicle travels to a position corresponding to the preview point. In this way, the lateral movement of the vehicle can be quickly and dynamically adjusted by the offset between the preview point and the path point, the control and process parameters are reduced, the influence of the curvature radius is eliminated, and the rapid and accurate vehicle tracking control is ensured.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more specifically, to a vehicle tracking control method, device, and vehicle. Background Technology

[0002] During operation, autonomous vehicles typically employ aim-and-follow theory for control and trajectory tracking. For an autonomous vehicle, there are two paths: a given driving trajectory and a local trajectory planned through the aiming point. Since the given driving trajectory represents the vehicle's actual driving target, an appropriate control strategy is needed to continuously approximate the local trajectory towards the given trajectory to achieve vehicle control. The local trajectory is usually combined with a vehicle model, such as a single-vehicle model, using cubic or quintic curve fitting to achieve the transition from the deviation position to the given trajectory; or a pure tracking method (PP algorithm) can be used to complete lateral adjustment movements.

[0003] In practical autonomous driving lateral control and performance calibration, it was found that current curve fitting strategies or pure tracking (PP) methods have certain limitations in real-world scenarios (such as rapid and precise parking). Curve fitting strategies require three or five iterations of curve fitting, necessitating continuous calculation of road or lane curvature. When encountering abnormal lane changes or disturbances, this can easily lead to abnormal curve path planning and deviation. Furthermore, to ensure continuous and smooth vehicle tracking attitude adjustments, gradually changing real-time planning curve paths need to be generated, resulting in additional planning calculations and vehicle adjustment actions, affecting response continuity, especially at low speeds. Pure tracking methods tend to exhibit frequent lateral adjustments in scenarios with small turning radii, and when the vehicle length is large, there are limitations on the turning radius, significantly impacting precise parking. Summary of the Invention

[0004] The purpose of this disclosure is to provide a vehicle tracking control method, device, and vehicle that can quickly and dynamically adjust the vehicle's lateral direction by simply and directly controlling the offset amount, avoiding complex calculations of multiple parameters and additional adjustments caused by indirect transitions. It features fewer parameters, strong adaptability to curves, and the ability to stop quickly and accurately. It will no longer reduce the accuracy of vehicle control due to the influence of the radius of curvature, thus conveniently achieving smooth and continuous tracking and quick and accurate stopping.

[0005] To achieve the above objectives, this disclosure provides a vehicle tracking control method, the method comprising:

[0006] Obtain the current position of the vehicle, and determine the tracking trajectory corresponding to the current position of the vehicle and the trajectory curvature of the tracking trajectory;

[0007] Multiple points along the vehicle's direction of travel are determined as pre-aiming points based on the trajectory curvature.

[0008] In the tracking trajectory, path points corresponding one-to-one with the pre-aiming points are determined, wherein the pre-aiming point is the projection of the corresponding path point in the direction of vehicle travel;

[0009] The target offset corresponding to the pre-aiming point is determined based on the distance between the pre-aiming point and the corresponding path point;

[0010] The turning angle corresponding to each pre-aiming point is determined based on the target offset corresponding to each pre-aiming point.

[0011] When the vehicle reaches the position corresponding to the pre-aiming point, the vehicle's direction of travel is controlled according to the steering angle corresponding to the pre-aiming point.

[0012] Optionally, determining the target offset corresponding to the pre-aiming point based on the distance between the pre-aiming point and the corresponding path point includes:

[0013] The distance between the pre-aiming point and the path point is determined as the actual offset.

[0014] If the absolute value of the actual offset is less than the minimum offset threshold, then the target offset corresponding to the aiming point is determined to be zero.

[0015] Optionally, determining the target offset corresponding to the pre-aiming point based on the distance between the pre-aiming point and the corresponding path point further includes:

[0016] If the absolute value of the actual offset is greater than the highest offset threshold, then the highest offset threshold is determined as the absolute value of the target offset corresponding to the aiming point, and the target offset has the same sign as the actual offset.

[0017] Optionally, determining the turning angle corresponding to each pre-aiming point based on the target offset corresponding to each pre-aiming point includes:

[0018] The steering angle corresponding to each aiming point is determined based on the trajectory curvature, the vehicle's current speed, and the target offset corresponding to each aiming point.

[0019] Optionally, controlling the vehicle's direction of travel based on the steering angle corresponding to the pre-aiming point when the vehicle reaches the position corresponding to the pre-aiming point includes:

[0020] When the vehicle reaches the position corresponding to the pre-aiming point, determine the current steering angle position of the vehicle's steering wheel;

[0021] The theoretical turning angle position of the vehicle steering wheel after responding to the steering angle is determined based on the steering angle corresponding to the pre-aiming point and the current turning angle position;

[0022] If the theoretical turning angle is located in a preset insensitive turning angle zone, the sum of the turning angle corresponding to the pre-aiming point and the preset turning angle margin is taken as the target turning angle, wherein the preset turning angle margin and the turning angle corresponding to the pre-aiming point have the same sign;

[0023] The vehicle's direction of travel is controlled according to the target steering angle.

[0024] Optionally, controlling the vehicle's direction of travel based on the steering angle corresponding to the pre-aiming point when the vehicle reaches the position corresponding to the pre-aiming point further includes:

[0025] If the actual turning angle of the vehicle steering wheel is located in the preset insensitive turning angle zone, the turning angle of the vehicle steering wheel is controlled to be zero.

[0026] Optionally, determining the tracking trajectory corresponding to the current position of the vehicle and the trajectory curvature includes:

[0027] Find the next trajectory point ahead of the vehicle's current position within the predetermined trajectory;

[0028] If the current position of the vehicle is not a trajectory point, interpolation is performed between the previous trajectory point and the next trajectory point of the current position of the vehicle to obtain the tracking trajectory at a preset distance in front of the current position of the vehicle and the trajectory curvature of the tracking trajectory.

[0029] The tracking trajectory at a preset distance in front of the vehicle's current position and the trajectory curvature of the tracking trajectory are taken as the tracking trajectory and trajectory curvature corresponding to the vehicle's current position.

[0030] Optionally, the greater the trajectory curvature, the more pre-aiming points there are, and the smaller the spacing between each pre-aiming point.

[0031] This disclosure also provides a vehicle tracking control device, the device comprising:

[0032] The first processing module is used to obtain the current position of the vehicle, and determine the tracking trajectory corresponding to the current position of the vehicle and the trajectory curvature of the tracking trajectory.

[0033] The second processing module is used to determine multiple points in the vehicle's direction of travel as pre-aiming points based on the trajectory curvature.

[0034] The third processing module is used to determine path points that correspond one-to-one with the pre-aiming points in the tracking trajectory, wherein the pre-aiming point is the projection of the corresponding path point in the direction of vehicle travel.

[0035] The fourth processing module is used to determine the target offset corresponding to the pre-aiming point based on the distance between the pre-aiming point and the corresponding path point;

[0036] The fifth processing module is used to determine the turning angle corresponding to each pre-aiming point based on the target offset corresponding to each pre-aiming point.

[0037] The control module is used to control the vehicle's direction of travel based on the steering angle corresponding to the pre-aiming point when the vehicle travels to the position corresponding to the pre-aiming point.

[0038] This disclosure also provides a vehicle, characterized in that it includes the vehicle tracking control device described above.

[0039] By combining the real-time position and direction of travel of the vehicle with the above technical solution, the vehicle can be quickly and dynamically adjusted laterally through a simple and direct control offset. This avoids the complex calculation of multiple parameters and the additional adjustments caused by indirect transitions. It features fewer parameters, strong adaptability to curves, and the ability to stop quickly and accurately. The accuracy of vehicle control will no longer be reduced due to the influence of the radius of curvature. Thus, it is convenient to achieve smooth and continuous tracking and quick and accurate stopping.

[0040] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0041] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0042] Figure 1 This is a flowchart illustrating a vehicle tracking control method according to an exemplary embodiment of the present disclosure.

[0043] Figure 2 This is a flowchart illustrating a vehicle tracking control method according to yet another exemplary embodiment of this disclosure.

[0044] Figure 3 This is a flowchart illustrating a vehicle tracking control method according to yet another exemplary embodiment of this disclosure.

[0045] Figure 4 This is a flowchart illustrating a vehicle tracking control method according to yet another exemplary embodiment of this disclosure.

[0046] Figure 5 This is a structural block diagram of a vehicle tracking control device according to an exemplary embodiment of the present disclosure.

[0047] Figure 6 This is a structural block diagram of a vehicle tracking control device according to yet another exemplary embodiment of the present disclosure. Detailed Implementation

[0048] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0049] Figure 1 This is a flowchart illustrating a vehicle tracking control method according to an exemplary embodiment of the present disclosure. Figure 1 As shown, the method includes steps 101 to 106.

[0050] In step 101, the current position of the vehicle is obtained, and the tracking trajectory corresponding to the current position and the curvature of the tracking trajectory are determined. Typically, in autonomous driving mode, the vehicle travels according to a predetermined trajectory. After obtaining the current position of the vehicle, the tracking trajectory that the vehicle will travel ahead of can be determined based on the predetermined trajectory, and thus the curvature of the tracking trajectory can also be determined. This disclosure does not limit the specific method for determining the tracking trajectory and the curvature.

[0051] In step 102, multiple points along the vehicle's direction of travel are determined as aiming points based on the trajectory curvature. If the vehicle's steering wheel is at a position with zero turning angle at the vehicle's current position, the vehicle's direction of travel can be the direction the front of the vehicle is facing; if the vehicle's steering wheel is not at a position with zero turning angle at the vehicle's current position, the vehicle's direction of travel is the actual direction the vehicle will travel, taking into account the turning angle of the vehicle's steering wheel.

[0052] The spacing between the aiming points along the vehicle's direction of travel can be fixed or not. The number of aiming points is not specifically limited in this disclosure. The spacing between the aiming points and the number of aiming points can be determined according to the trajectory curvature.

[0053] In one possible implementation, the greater the trajectory curvature, the greater the number of aiming points, and the smaller the spacing between the aiming points. Since trajectory curvature can characterize the turning radius of a lane, the smaller the turning radius, the more frequently the vehicle needs to perform steering control. In order to achieve more accurate tracking control for vehicles in lanes with small turning radii, the density of aiming points can be increased accordingly.

[0054] In step 103, path points corresponding to the pre-aiming points are determined in the tracking trajectory, wherein the pre-aiming point is the projection of the corresponding path point in the vehicle's direction of travel.

[0055] In step 104, the target offset corresponding to the pre-aiming point is determined based on the distance between the pre-aiming point and the corresponding path point.

[0056] The tracking trajectory can coincide with the vehicle's direction of travel, for example, when the vehicle is currently in a straight lane and there are no other influencing factors requiring the vehicle to turn; alternatively, the tracking trajectory may not coincide with the vehicle's direction of travel, meaning the vehicle needs to use certain steering control to gradually approach the given trajectory. Each pre-aiming point determined in step 102 can find a corresponding path point within the tracking trajectory. Since the vehicle's direction of travel is a directional straight line, the pre-aiming point can be used as the projection of the path point onto that straight line, thus finding the path point corresponding to the pre-aiming point within the tracking trajectory. The distance between the pre-aiming point and its corresponding path point can be considered the distance from the path point to the straight line containing the vehicle's direction of travel.

[0057] In one possible implementation, after determining the vehicle's direction of travel, a Cartesian coordinate system can be established with the vehicle's center as the origin, using the vehicle's direction of travel as the X-axis. Therefore, when multiple points along the vehicle's direction of travel are designated as preview points, these preview points are located on the positive half of the X-axis. When determining the path point corresponding to the preview point, the tracking trajectory can be represented in this Cartesian coordinate system, and points in the tracking trajectory represented in this Cartesian coordinate system that have the same X-coordinate value as the preview point are taken as the path points corresponding to the preview point. The distance between the preview point and its corresponding path point can also be considered the Y-coordinate value of the path point.

[0058] Furthermore, since the vehicle's current position can be to the left, right, or on the tracking trajectory, the sign of the target offset can be used to characterize the orientation between the path point and the target aiming point. For example, if the path point is to the left of its corresponding target aiming point, the distance between them can be used as the target offset, which is a positive number. If the path point is to the right of its corresponding target aiming point, the distance can be inverted and used as the target offset, which is a negative number. Thus, the sign of the target offset can be used to determine the relative position between the path point and the target aiming point, thereby representing the direction in which the vehicle needs to be steered.

[0059] In step 105, the turning angle corresponding to each pre-aiming point is determined based on the target offset corresponding to each pre-aiming point.

[0060] After determining the target offset corresponding to each aiming point, the turning angle corresponding to each aiming point can be determined by, for example, a preset mapping table, or the turning angle can be calculated based on the target offset by a preset function. The specific determination method is not limited in this disclosure.

[0061] In step 106, when the vehicle travels to the position corresponding to the pre-aiming point, the vehicle's direction of travel is controlled according to the steering angle corresponding to the pre-aiming point.

[0062] Through steps 101 to 105, the steering angles corresponding to several aiming points within a distance ahead of the vehicle's current position can be obtained. Due to the vehicle's continuous movement along its trajectory, in one possible implementation, the aiming points can be sorted according to their distance from the vehicle, with the nearest aiming point indexed as 0, the next nearest as indexed as 1, and so on, thus obtaining a set of control data. The relevant control data is then retrieved sequentially according to the index to control the vehicle's steering. This control data is also continuously updated forward based on the vehicle's movement and index. For example, if the vehicle has already passed the aiming point with a current index of 0, the next nearest point in the control data will be updated to the nearest point, and its index will also be updated to 0; subsequent aiming points will be updated accordingly. Furthermore, since steps 101 to 105 are continuously performed during vehicle movement, the vehicle's current position is collected in real time, and the latest set of control data is determined accordingly. The control data corresponding to the new aiming point determined in a new loop is added after the control loop obtained in the previous loop, and is updated from a larger index number to a smaller index number as the vehicle moves. The two aiming point positions determined in any two loops can be the same position in the lane, but since the vehicle moves to a different position in each loop, the steering angle and position relative to the vehicle corresponding to the aiming point position will be different in different loops according to the vehicle's movement, and the index number in the control data will also be different.

[0063] When determining whether a vehicle has traveled to the location corresponding to the aiming point, the location corresponding to the aiming point is not limited to the location of the aiming point itself, but can also be the path point corresponding to the aiming point. Alternatively, the determination of whether a vehicle has traveled to the location corresponding to the aiming point can also be based on the distance between the aiming point and the vehicle, as well as the distance traveled by the vehicle.

[0064] For vehicles that can be driven autonomously or manually by a driver, before executing step 101, the vehicle can determine whether it has entered the autonomous driving mode. If it is determined that it has entered the autonomous driving mode, then the vehicle tracking control in the autonomous driving mode will be executed.

[0065] By combining the real-time position and direction of travel of the vehicle with the above technical solution, the vehicle can be quickly and dynamically adjusted laterally through a simple and direct control offset. This avoids the complex calculation of multiple parameters and the additional adjustments caused by indirect transitions. It features fewer parameters, strong adaptability to curves, and the ability to stop quickly and accurately. The accuracy of vehicle control will no longer be reduced due to the influence of the radius of curvature. Thus, it is convenient to achieve smooth and continuous tracking and quick and accurate stopping.

[0066] Figure 2 This is a flowchart illustrating a vehicle tracking control method according to yet another exemplary embodiment of this disclosure. Figure 2 As shown, the method includes steps 201 to 203.

[0067] In step 201, the distance between the pre-aiming point and the path point is determined as the actual offset.

[0068] In step 202, if the absolute value of the actual offset is less than the minimum offset threshold, then the target offset corresponding to the aiming point is determined to be zero.

[0069] In step 203, if the absolute value of the actual offset is greater than the highest offset threshold, then the highest offset threshold is determined as the absolute value of the target offset corresponding to the aiming point, and the target offset has the same sign as the actual offset.

[0070] The distance between the pre-aiming point and the path point is determined as the actual offset, and the left-right relationship between the pre-aiming point and the path point can be characterized by the aforementioned positive and negative signs.

[0071] When multiple aiming points are identified, the target offset corresponding to each aiming point can be determined sequentially from closest to furthest from the vehicle. To avoid excessive vehicle adjustments and compromised passenger experience when determining the target offset for the current aiming point, a lateral adjustment neutral zone can be set. If the absolute value of the actual offset of the aiming point is less than the minimum offset threshold, the target offset corresponding to that aiming point is determined to be zero, meaning no lateral adjustment is made to the vehicle, thus reducing its responsiveness. To further prevent excessive lateral adjustments, a maximum offset threshold can be set as a limit to restrict lateral control output. If the absolute value of the actual offset is greater than the maximum offset threshold, only the maximum offset threshold is used as the absolute value of the target offset corresponding to that aiming point. By ensuring that the target offset and the actual offset have the same sign, the target offset remains negative when the actual offset is negative and positive when the actual offset is positive.

[0072] Figure 3This is a flowchart illustrating a vehicle tracking control method according to yet another exemplary embodiment of this disclosure. Figure 3 As shown, the method includes step 301.

[0073] In step 301, the steering angle corresponding to each aiming point is determined based on the trajectory curvature, the vehicle's current speed, and the target offset corresponding to each aiming point.

[0074] The vehicle's current speed can be obtained when determining the steering angle, but it can also be obtained beforehand. This disclosure does not limit the timing of obtaining the speed, as long as it can be obtained when determining the steering angle of each aiming point.

[0075] Since the steering angle corresponding to the same target offset will be different under different vehicle speeds and different trajectory curvatures, the steering angle corresponding to each aiming point can be determined by the trajectory curvature, the current vehicle speed, and the target offset corresponding to each aiming point.

[0076] In one possible real-time approach, the reference coefficient corresponding to the trajectory curvature can be determined first based on the trajectory curvature, and the reference coefficient corresponding to the current vehicle speed can be determined based on the current vehicle speed. Then, the steering angle determined based on the target offset is adjusted according to the reference coefficients corresponding to the trajectory curvature and the current vehicle speed to obtain the steering angle corresponding to the aiming point.

[0077] In one possible real-time approach, the steering angle corresponding to the aiming point can also be determined based on the vehicle's steering gear ratio. That is, first, a reference coefficient corresponding to the trajectory curvature is determined based on the trajectory curvature, and a reference coefficient corresponding to the vehicle's current speed is determined based on the vehicle's current speed. Then, a reference coefficient corresponding to the vehicle's steering gear ratio is determined based on the steering angle obtained from the target offset. Finally, adjustments are made based on the reference coefficients corresponding to the trajectory curvature, the vehicle's current speed, and the vehicle's steering gear ratio to obtain the steering angle corresponding to the aiming point.

[0078] Figure 4 This is a flowchart illustrating a vehicle tracking control method according to yet another exemplary embodiment of this disclosure. Figure 4 As shown, the method includes steps 401 to 405.

[0079] In step 401, when the vehicle travels to the position corresponding to the pre-aiming point, the current steering angle position of the vehicle's steering wheel is determined.

[0080] In step 402, the theoretical turning angle position of the vehicle steering wheel after responding to the steering angle is determined based on the steering angle corresponding to the pre-aiming point and the current turning angle position.

[0081] In step 403, if the theoretical turning angle position is located in a preset insensitive turning angle zone, the sum of the turning angle corresponding to the pre-aiming point and the preset turning angle margin is taken as the target turning angle, wherein the preset turning angle margin and the turning angle corresponding to the pre-aiming point have the same sign.

[0082] In step 404, the vehicle's direction of travel is controlled according to the target steering angle.

[0083] In step 405, if the actual turning angle of the vehicle steering wheel is located in the preset insensitive turning angle zone, the turning angle of the vehicle steering wheel is controlled to be zero.

[0084] To prevent the vehicle's steering wheel angle control from entering a preset insensitive angle zone (such as a dead zone of ±4°) and failing to respond when lateral control is performed based on the steering angle corresponding to the pre-aiming point, the theoretical steering angle position of the vehicle after responding to the steering angle can be determined in advance before lateral control is performed based on the steering angle corresponding to the pre-aiming point.

[0085] When the theoretical turning angle is within the preset insensitive turning angle zone, to minimize the possibility of this situation occurring, a preset turning angle margin (e.g., 5°) is added to the turning angle corresponding to the preview point before lateral control of the vehicle. This is done to obtain the target turning angle, which is then used to control the vehicle. The preset turning angle margin has the same sign as the turning angle corresponding to the preview point. If the turning angle corresponding to the preview point is 6°, the preset turning angle margin can be 5°; if the turning angle corresponding to the preview point is -6°, the preset turning angle margin can be -5°, thus ensuring that the direction of lateral adjustment of the vehicle is not affected.

[0086] When the actual steering angle of the vehicle's steering wheel is located in the preset insensitive steering angle zone, whether this situation occurs during the vehicle's steering wheel's response to the target steering angle or after the vehicle's steering wheel has finished responding to the target steering angle, in order to avoid control failure of the vehicle's steering wheel in the preset insensitive steering angle zone, such as overshooting to the other side of the center position, a steering angle command will be directly sent to the vehicle's steering wheel to control the steering wheel's angle to zero, so as to ensure the vehicle's stable and safe driving as much as possible.

[0087] For example, if the preset insensitive steering angle zone of the vehicle steering wheel is set to ±4°, and the steering angle corresponding to the aiming point is 6° (taking counterclockwise as positive, representing rotation from right to left), and the current steering angle position of the vehicle steering wheel is at the 6° position to the right of the center, then the vehicle steering wheel will enter the preset insensitive steering angle zone after rotating 2° in response to the steering angle corresponding to the aiming point. At this time, the sum of the steering angle corresponding to the aiming point and the preset steering angle margin (taken as 5°) of 6°+5° will be used as the target steering angle, and the vehicle's direction of travel will be controlled according to the target steering angle. During the control process according to the target steering angle, if the vehicle steering wheel still enters the preset insensitive steering angle zone after rotating 2°, the steering wheel angle will be directly controlled to zero to suppress rotation.

[0088] This avoids the problems of lateral control not responding when there is a small offset adjustment while the vehicle is traveling straight, or the problem of lag response after large angle accumulation, or the problem of overshoot adjustment affecting the control effect, thus better ensuring the safety, stability and route accuracy of the vehicle.

[0089] In one possible real-time approach Figure 1 In step 101 shown, determining the tracking trajectory corresponding to the current position of the vehicle and the trajectory curvature of the tracking trajectory may further include the following steps: finding the next trajectory point ahead of the current position of the vehicle in the predetermined trajectory; if the current position of the vehicle is not a trajectory point, interpolating between the previous trajectory point and the next trajectory point of the current position of the vehicle to obtain the tracking trajectory at a preset distance ahead of the current position of the vehicle and the trajectory curvature of the tracking trajectory; and using the tracking trajectory at the preset distance ahead of the current position of the vehicle and the trajectory curvature of the tracking trajectory as the tracking trajectory and the trajectory curvature corresponding to the current position of the vehicle.

[0090] Figure 5 This is a structural block diagram of a vehicle tracking control device according to an exemplary embodiment of the present disclosure. Figure 5As shown, the device includes: a first processing module 10, used to acquire the current position of the vehicle and determine the tracking trajectory corresponding to the current position of the vehicle and the trajectory curvature of the tracking trajectory; a second processing module 20, used to determine multiple points in the vehicle's direction of travel as pre-aiming points based on the trajectory curvature; a third processing module 30, used to determine path points in the tracking trajectory that correspond one-to-one with the pre-aiming points, wherein the pre-aiming point is the projection of the corresponding path point in the vehicle's direction of travel; a fourth processing module 40, used to determine the target offset corresponding to the pre-aiming point based on the distance between the pre-aiming point and the corresponding path point; a fifth processing module 50, used to determine the steering angle corresponding to each pre-aiming point based on the target offset corresponding to each pre-aiming point; and a control module 60, used to control the vehicle's direction of travel based on the steering angle corresponding to the pre-aiming point when the vehicle travels to the position corresponding to the pre-aiming point.

[0091] By combining the real-time position and direction of travel of the vehicle with the above technical solution, the vehicle can be quickly and dynamically adjusted laterally through a simple and direct control offset. This avoids the complex calculation of multiple parameters and the additional adjustments caused by indirect transitions. It features fewer parameters, strong adaptability to curves, and the ability to stop quickly and accurately. The accuracy of vehicle control will no longer be reduced due to the influence of the radius of curvature. Thus, it is convenient to achieve smooth and continuous tracking and quick and accurate stopping.

[0092] Figure 6 This is a structural block diagram of a vehicle tracking control device according to yet another exemplary embodiment of the present disclosure. Figure 6 As shown, the fourth processing module 40 includes: a first determining submodule 401, used to determine the distance between the pre-aiming point and the path point as the actual offset; a first processing submodule 402, used to determine the target offset corresponding to the pre-aiming point as zero if the absolute value of the actual offset is less than the minimum offset threshold; and a second processing submodule 403, used to determine the maximum offset threshold as the absolute value of the target offset corresponding to the pre-aiming point if the absolute value of the actual offset is greater than the maximum offset threshold, and the target offset and the actual offset have the same sign.

[0093] In one possible real-time mode, the fifth processing module 50 is further configured to: determine the steering angle corresponding to each aiming point based on the trajectory curvature, the vehicle's current speed, and the target offset corresponding to each aiming point.

[0094] In one possible real-time mode, the control module 60 is further configured to: determine the current steering angle position of the vehicle's steering wheel when the vehicle travels to the position corresponding to the pre-aiming point; determine the theoretical steering angle position of the vehicle's steering wheel after responding to the steering angle based on the steering angle corresponding to the pre-aiming point and the current steering angle position; if the theoretical steering angle position is located in a preset insensitive steering angle zone, take the sum of the steering angle corresponding to the pre-aiming point and a preset steering angle margin as the target steering angle, wherein the preset steering angle margin and the steering angle corresponding to the pre-aiming point have the same sign; and control the vehicle's travel direction based on the target steering angle.

[0095] In one possible real-time mode, the control module 60 is further configured to: when the vehicle travels to the position corresponding to the pre-aiming point, control the vehicle's direction of travel according to the steering angle corresponding to the pre-aiming point, further comprising: if the actual turning angle position of the vehicle's steering wheel is located in the preset insensitive turning angle zone, control the turning angle of the vehicle's steering wheel to be zero.

[0096] In one possible real-time mode, the first processing module 20 is further configured to: find the next trajectory point ahead of the current position of the vehicle in the predetermined trajectory; if the current position of the vehicle is not a trajectory point, interpolate between the previous trajectory point and the next trajectory point of the current position of the vehicle to obtain a tracking trajectory at a preset distance ahead of the current position of the vehicle and the trajectory curvature of the tracking trajectory; and use the tracking trajectory at the preset distance ahead of the current position of the vehicle and the trajectory curvature of the tracking trajectory as the tracking trajectory and the trajectory curvature corresponding to the current position of the vehicle.

[0097] In one possible real-time approach, the greater the trajectory curvature, the more pre-aiming points there are, and the smaller the spacing between each pre-aiming point.

[0098] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0099] This disclosure also provides a vehicle including the vehicle tracking control device described above.

[0100] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0101] It should also be noted that the various specific technical features described in the above embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0102] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle tracking control method, characterized in that, The method includes: Obtain the current position of the vehicle, and determine the tracking trajectory corresponding to the current position of the vehicle and the trajectory curvature of the tracking trajectory; Multiple points along the vehicle's direction of travel are determined as pre-aiming points based on the trajectory curvature. In the tracking trajectory, path points corresponding one-to-one with the pre-aiming points are determined, wherein the pre-aiming point is the projection of the corresponding path point in the direction of vehicle travel; The target offset corresponding to the pre-aiming point is determined based on the distance between the pre-aiming point and the corresponding path point; The turning angle corresponding to each pre-aiming point is determined based on the target offset corresponding to each pre-aiming point. When the vehicle reaches the position corresponding to the pre-aiming point, the vehicle's direction of travel is controlled according to the steering angle corresponding to the pre-aiming point; The step of determining the target offset corresponding to the pre-aiming point based on the distance between the pre-aiming point and the corresponding path point includes: The distance between the pre-aiming point and the path point is determined as the actual offset. If the absolute value of the actual offset is less than the minimum offset threshold, the target offset corresponding to the pre-aiming point is determined to be zero.

2. The method according to claim 1, characterized in that, The step of determining the target offset corresponding to the pre-aiming point based on the distance between the pre-aiming point and the corresponding path point further includes: If the absolute value of the actual offset is greater than the highest offset threshold, then the highest offset threshold is determined as the absolute value of the target offset corresponding to the aiming point, and the target offset has the same sign as the actual offset.

3. The method according to claim 1, characterized in that, The step of determining the turning angle corresponding to each pre-aiming point based on the target offset corresponding to each pre-aiming point includes: The steering angle corresponding to each aiming point is determined based on the trajectory curvature, the vehicle's current speed, and the target offset corresponding to each aiming point.

4. The method according to any one of claims 1-3, characterized in that, The step of controlling the vehicle's direction of travel based on the steering angle corresponding to the pre-aiming point when the vehicle reaches the position corresponding to the pre-aiming point includes: When the vehicle reaches the position corresponding to the pre-aiming point, determine the current steering angle position of the vehicle's steering wheel; The theoretical turning angle position of the vehicle steering wheel after responding to the steering angle is determined based on the steering angle corresponding to the pre-aiming point and the current turning angle position; If the theoretical turning angle is located in a preset insensitive turning angle zone, the sum of the turning angle corresponding to the pre-aiming point and the preset turning angle margin is taken as the target turning angle, wherein the preset turning angle margin and the turning angle corresponding to the pre-aiming point have the same sign; The vehicle's direction of travel is controlled according to the target steering angle.

5. The method according to claim 4, characterized in that, The step of controlling the vehicle's direction of travel based on the steering angle corresponding to the pre-aiming point when the vehicle reaches the position corresponding to the pre-aiming point further includes: If the actual turning angle of the vehicle steering wheel is located in the preset insensitive turning angle zone, the turning angle of the vehicle steering wheel is controlled to be zero.

6. The method according to claim 1, characterized in that, Determining the tracking trajectory corresponding to the current position of the vehicle and the trajectory curvature includes: Find the next trajectory point ahead of the vehicle's current position within the predetermined trajectory; If the current position of the vehicle is not a trajectory point, interpolation is performed between the previous trajectory point and the next trajectory point of the current position of the vehicle to obtain the tracking trajectory at a preset distance in front of the current position of the vehicle and the trajectory curvature of the tracking trajectory. The tracking trajectory at a preset distance in front of the vehicle's current position and the trajectory curvature of the tracking trajectory are taken as the tracking trajectory and trajectory curvature corresponding to the vehicle's current position.

7. The method according to claim 1, characterized in that, The greater the trajectory curvature, the more aiming points there are, and the smaller the distance between each aiming point.

8. A vehicle tracking control device, characterized in that, The device includes: The first processing module is used to obtain the current position of the vehicle, and determine the tracking trajectory corresponding to the current position of the vehicle and the trajectory curvature of the tracking trajectory. The second processing module is used to determine multiple points in the vehicle's direction of travel as pre-aiming points based on the trajectory curvature. The third processing module is used to determine path points that correspond one-to-one with the pre-aiming points in the tracking trajectory, wherein the pre-aiming point is the projection of the corresponding path point in the direction of vehicle travel. The fourth processing module is used to determine the target offset corresponding to the pre-aiming point based on the distance between the pre-aiming point and the corresponding path point; The fifth processing module is used to determine the turning angle corresponding to each pre-aiming point based on the target offset corresponding to each pre-aiming point. The control module is used to control the vehicle's direction of travel according to the steering angle corresponding to the pre-aiming point when the vehicle travels to the position corresponding to the pre-aiming point; The fourth processing module includes: The first determining submodule is used to determine the distance between the pre-aiming point and the path point as the actual offset; The first processing submodule is used to determine that the target offset corresponding to the pre-aiming point is zero if the absolute value of the actual offset is less than the minimum offset threshold.

9. A vehicle, characterized in that, Includes the vehicle tracking control device as described in claim 8.

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