Vehicle lateral control method, device, equipment and computer readable storage medium

Abstract

The application relates to the technical field of vehicles, in particular to a vehicle lateral control method, device and equipment and a computer readable storage medium, the method comprising the following steps: acquiring a current vehicle speed and a road curvature of a road where the vehicle is located; adjusting a reference state weight matrix of a lateral controller of the vehicle through the current vehicle speed and the road curvature to obtain a target state weight matrix, and adjusting a reference control weight matrix of the lateral controller through the road curvature to obtain a target control weight matrix; determining a target steering angle of the vehicle according to the target state weight matrix and the target control weight matrix, and performing lateral control on the vehicle based on the target steering angle. The application improves the accuracy of vehicle lateral control.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle lateral control method, apparatus, device, and computer-readable storage medium. Background Technology

[0002] Lateral control of a vehicle refers to controlling the vehicle in a direction perpendicular to its direction of travel. Commonly used lateral control methods include PID (Proportion Integral Differential) control, MPC (Model Predictive Control) control, LQR (Linear Quadratic Regulator) control, neural network-based control, and deep learning-based control.

[0003] The LQR (Lane Queuing) control method is widely used in vehicle lateral motion control due to its clear physical meaning of model parameters, relatively good versatility, and ability to solve multi-objective optimization problems. However, the parameters in LQR controllers are generally pre-calibrated fixed values, which affects the accuracy of vehicle lateral control. Summary of the Invention

[0004] The main objective of this application is to provide a vehicle lateral control method, apparatus, device, and computer-readable storage medium, which aims to improve the accuracy of vehicle lateral control with minimal control cost.

[0005] To achieve the above objectives, this application provides a vehicle lateral control method, which includes the following steps:

[0006] Obtain the vehicle's current speed and the road curvature of the road where the vehicle is located;

[0007] The target state weight matrix is ​​obtained by adjusting the reference state weight matrix of the lateral controller of the vehicle using the current vehicle speed and the road curvature, and the target control weight matrix is ​​obtained by adjusting the reference control weight matrix of the lateral controller using the road curvature.

[0008] The target steering angle of the vehicle is determined based on the target state weight matrix and the target control weight matrix, and the vehicle is laterally controlled based on the target steering angle.

[0009] Optionally, the step of obtaining the target state weight matrix by adjusting the reference state weight matrix of the vehicle's lateral controller using the current vehicle speed and the road curvature includes:

[0010] A first scaling factor is determined based on the current vehicle speed, and a second scaling factor is determined based on the current vehicle speed and the road curvature.

[0011] The target state weight matrix is ​​obtained by adjusting the lateral tracking error weight in the reference state weight matrix of the vehicle's lateral controller using the first scaling factor and adjusting the heading tracking error weight in the reference state weight matrix using the second scaling factor.

[0012] Optionally, the step of determining the first scaling factor based on the current vehicle speed includes:

[0013] If the current vehicle speed is within the first preset range, then the preset constant is used as the first proportional factor;

[0014] If the current vehicle speed is within the second preset range, then the current vehicle speed is used as the independent variable of the first preset formula to calculate the first proportional factor, wherein the minimum value in the second preset range is equal to the maximum value in the first preset range.

[0015] If the current vehicle speed is within a third preset range, then the current vehicle speed is used as the independent variable of the second preset formula to calculate the first proportional factor, wherein the minimum value in the third preset range is equal to the maximum value in the second preset range.

[0016] Optionally, the step of determining the second scaling factor based on the current vehicle speed and the road curvature includes:

[0017] A third scaling factor is determined based on the current vehicle speed, and a fourth scaling factor is determined based on the road curvature.

[0018] The second scaling factor is obtained by multiplying the third scaling factor and the fourth scaling factor.

[0019] Optionally, the step of obtaining the target control weight matrix by adjusting the reference control weight matrix of the lateral controller through the road curvature includes:

[0020] The fifth scaling factor is determined based on the road curvature.

[0021] The target control weight matrix is ​​obtained by adjusting the steering weight of the baseline control weight matrix of the lateral controller using the fifth scaling factor.

[0022] Optionally, the target steering angle includes a target steering direction and a target angle value, and the step of performing lateral control of the vehicle based on the target steering angle includes:

[0023] A first angle value is determined based on the current vehicle speed and the maximum lateral acceleration of the vehicle, and it is detected whether the target angle value is greater than the first angle value, wherein the first angle value is the maximum angle value that allows the wheel steering to be controlled at the current speed;

[0024] If the target angle value is less than or equal to the first angle value, then the vehicle is laterally controlled according to the target steering angle;

[0025] If the target angle value is greater than the first angle value, then the vehicle is laterally controlled according to the first angle value and the target steering direction.

[0026] Optionally, the step of determining the first angle value based on the current vehicle speed and the vehicle's maximum lateral acceleration includes:

[0027] The second angle value is calculated based on the current vehicle speed and the maximum lateral acceleration of the vehicle, and it is detected whether the second angle value is greater than a preset angle value, wherein the preset angle value is the maximum angle value that the vehicle structure allows for steering.

[0028] If the second angle value is greater than or equal to the preset angle value, then the preset angle value is determined as the first angle value;

[0029] If the second angle value is less than the preset angle value, then the second angle value is determined as the first angle value.

[0030] To achieve the above objectives, this application also provides a vehicle lateral control device, the vehicle lateral control device comprising:

[0031] The acquisition module is used to acquire the vehicle's current speed and the road curvature of the road where the vehicle is located;

[0032] The adjustment module is used to adjust the reference state weight matrix of the lateral controller of the vehicle to obtain the target state weight matrix by adjusting the reference control weight matrix of the lateral controller by the current vehicle speed and the road curvature, and to adjust the reference control weight matrix of the lateral controller to obtain the target control weight matrix by adjusting the road curvature.

[0033] The control module is used to determine the target steering angle of the vehicle based on the target state weight matrix and the target control weight matrix, and to perform lateral control on the vehicle based on the target steering angle.

[0034] To achieve the above objectives, this application also provides a vehicle lateral control device, which includes: a memory, a processor, and a vehicle lateral control program stored in the memory and executable on the processor. When the vehicle lateral control program is executed by the processor, it implements the steps of the vehicle lateral control method as described above.

[0035] In addition, to achieve the above objectives, this application also proposes a computer-readable storage medium storing a vehicle lateral control program, which, when executed by a processor, implements the steps of the vehicle lateral control method as described above.

[0036] In this application, the current vehicle speed and the road curvature of the road where the vehicle is located are obtained; the reference state weight matrix of the lateral controller of the vehicle is adjusted by the current vehicle speed and the road curvature to obtain the target state weight matrix, and the reference control weight matrix of the lateral controller is adjusted by the road curvature to obtain the target control weight matrix; the target steering angle of the vehicle is determined according to the target state weight matrix and the target control weight matrix, and the lateral control of the vehicle is performed based on the target steering angle.

[0037] This application determines the state weight matrix and control weight matrix of the LQR lateral controller based on the current vehicle speed and road curvature, enabling the lateral controller to determine the vehicle's steering angle based on different vehicle and road conditions. This allows the lateral controller to adapt to different vehicle and road conditions, thereby improving the accuracy of vehicle lateral control. Attached Figure Description

[0038] Figure 1 This is a schematic diagram of the hardware operating environment involved in the embodiments of this application;

[0039] Figure 2 This is a flowchart illustrating the first embodiment of the vehicle lateral control method of this application;

[0040] Figure 3 This is a schematic diagram illustrating the relationship between the first scaling factor and vehicle speed in one embodiment of this application;

[0041] Figure 4 This is a schematic diagram illustrating the relationship between the third scaling factor and vehicle speed according to an embodiment of this application;

[0042] Figure 5 This is a schematic diagram illustrating the relationship between the fourth scaling factor and road curvature in one embodiment of this application;

[0043] Figure 6 This is a schematic diagram illustrating the relationship between the fifth scaling factor and road curvature in one embodiment of this application;

[0044] Figure 7 This is a flowchart illustrating one embodiment of the vehicle lateral control method of this application;

[0045] Figure 8 This is a flowchart illustrating one embodiment of the vehicle lateral control method of this application;

[0046] Figure 9 This is a schematic diagram of the functional modules of a preferred embodiment of the vehicle lateral control device of this application.

[0047] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0048] It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0049] like Figure 1 As shown, Figure 1 This is a schematic diagram of the device structure of the hardware operating environment involved in the embodiments of this application.

[0050] It should be noted that the vehicle lateral control device in this application embodiment can be a vehicle controller or a device that establishes a communication connection with the vehicle controller, such as a smartphone, personal computer, server, etc., without specific limitations.

[0051] like Figure 1 As shown, the vehicle lateral control device may include: a processor 1001, such as a CPU; a network interface 1004; a user interface 1003; a memory 1005; and a communication bus 1002. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen or an input unit such as a keyboard; optionally, the user interface 1003 may also include a standard wired interface or a wireless interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wi-Fi interface). The memory 1005 may be high-speed RAM or non-volatile memory, such as a disk drive. Optionally, the memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0052] Those skilled in the art will understand that Figure 1 The device structure shown does not constitute a limitation on the vehicle lateral control device and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0053] like Figure 1 As shown, the memory 1005, as a computer storage medium, may include an operating system, a network communication module, a user interface module, and a vehicle lateral control program. The operating system is a program that manages and controls the hardware and software resources of the device, supporting the operation of the vehicle lateral control program and other software or programs. Figure 1 In the device shown, the user interface 1003 is mainly used for data communication with the client; the network interface 1004 is mainly used for establishing a communication connection with the server; and the processor 1001 can be used to call the vehicle lateral control program stored in the memory 1005 and perform the following operations:

[0054] Obtain the vehicle's current speed and the road curvature of the road where the vehicle is located;

[0055] The target state weight matrix is ​​obtained by adjusting the reference state weight matrix of the lateral controller of the vehicle using the current vehicle speed and the road curvature, and the target control weight matrix is ​​obtained by adjusting the reference control weight matrix of the lateral controller using the road curvature.

[0056] The target steering angle of the vehicle is determined based on the target state weight matrix and the target control weight matrix, and the vehicle is laterally controlled based on the target steering angle.

[0057] Further, the operation of obtaining the target state weight matrix by adjusting the reference state weight matrix of the vehicle's lateral controller using the current vehicle speed and the road curvature includes:

[0058] A first scaling factor is determined based on the current vehicle speed, and a second scaling factor is determined based on the current vehicle speed and the road curvature.

[0059] The target state weight matrix is ​​obtained by adjusting the lateral tracking error weight in the reference state weight matrix of the vehicle's lateral controller using the first scaling factor and adjusting the heading tracking error weight in the reference state weight matrix using the second scaling factor.

[0060] Furthermore, the operation of determining the first proportional factor based on the current vehicle speed includes:

[0061] If the current vehicle speed is within the first preset range, then the preset constant is used as the first proportional factor;

[0062] If the current vehicle speed is within the second preset range, then the current vehicle speed is used as the independent variable of the first preset formula to calculate the first proportional factor, wherein the minimum value in the second preset range is equal to the maximum value in the first preset range.

[0063] If the current vehicle speed is within a third preset range, then the current vehicle speed is used as the independent variable of the second preset formula to calculate the first proportional factor, wherein the minimum value in the third preset range is equal to the maximum value in the second preset range.

[0064] Furthermore, the operation of determining the second scaling factor based on the current vehicle speed and the road curvature includes:

[0065] A third scaling factor is determined based on the current vehicle speed, and a fourth scaling factor is determined based on the road curvature.

[0066] The second scaling factor is obtained by multiplying the third scaling factor and the fourth scaling factor.

[0067] Further, the operation of obtaining the target control weight matrix by adjusting the reference control weight matrix of the lateral controller through the road curvature includes:

[0068] The fifth scaling factor is determined based on the road curvature.

[0069] The target control weight matrix is ​​obtained by adjusting the steering weight of the baseline control weight matrix of the lateral controller using the fifth scaling factor.

[0070] Further, the target steering angle includes a target steering direction and a target angle value, and the operation of lateral control of the vehicle based on the target steering angle includes:

[0071] A first angle value is determined based on the current vehicle speed and the maximum lateral acceleration of the vehicle, and it is detected whether the target angle value is greater than the first angle value, wherein the first angle value is the maximum angle value that allows the wheel steering to be controlled at the current speed;

[0072] If the target angle value is less than or equal to the first angle value, then the vehicle is laterally controlled according to the target steering angle;

[0073] If the target angle value is greater than the first angle value, then the vehicle is laterally controlled according to the first angle value and the target steering direction.

[0074] Furthermore, the operation of determining the first angle value based on the current vehicle speed and the vehicle's maximum lateral acceleration includes:

[0075] The second angle value is calculated based on the current vehicle speed and the maximum lateral acceleration of the vehicle, and it is detected whether the second angle value is greater than a preset angle value, wherein the preset angle value is the maximum angle value that the vehicle structure allows for steering.

[0076] If the second angle value is greater than or equal to the preset angle value, then the preset angle value is determined as the first angle value;

[0077] If the second angle value is less than the preset angle value, then the second angle value is determined as the first angle value.

[0078] Based on the above structure, various embodiments of the vehicle lateral control method are proposed.

[0079] Reference Figure 2 , Figure 2 This is a flowchart illustrating the first embodiment of the vehicle lateral control method of this application.

[0080] This application provides an embodiment of a vehicle lateral control method. It should be noted that although the logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order. In this embodiment, the executing entity of the vehicle lateral control method can be a vehicle controller or a device that establishes a communication connection with the vehicle controller, such as a smartphone, personal computer, or server. No limitation is made in this embodiment. For ease of description, the executing entity is omitted from the description of each embodiment. In this embodiment, the vehicle lateral control method includes:

[0081] Step S10: Obtain the vehicle's current speed and the road curvature of the road where the vehicle is located;

[0082] The objective of the LQR controller is to find the state feedback matrix that minimizes the value of the objective function. The objective function of the LQR controller is:

[0083]

[0084] Here, x(t) represents the state variables at time t, specifically including lateral tracking error, lateral tracking error rate of change, heading tracking error, and heading tracking error rate of change. The Q matrix is ​​the state weight matrix, a pre-calibrated diagonal matrix, with the elements on the diagonal representing the weights of the aforementioned state variables.

[0085] u(t) is the process quantity at time t relative to the previous time, specifically including the steering angle of the front wheels and the lateral acceleration. The R matrix is ​​the control weight matrix, which is a pre-calibrated diagonal matrix, with the elements on the diagonal representing the weights of the above process quantities.

[0086] The state weight matrix and control weight matrix need to be calibrated in advance. However, the vehicle conditions and road conditions during the driving process are different from the calibration conditions when the state weight matrix and control weight matrix are calibrated, which reduces the accuracy of the vehicle's lateral control. In this embodiment, the state weight matrix and control weight matrix are adjusted based on the vehicle conditions and road conditions, so that the lateral controller can determine the vehicle's steering angle based on different vehicle conditions and road conditions, thereby improving the accuracy of the vehicle's lateral control.

[0087] Specifically, in this embodiment, the vehicle speed (hereinafter referred to as the current vehicle speed for distinction) and road curvature are obtained. In a specific implementation, the current vehicle speed can be obtained from the chassis controller via the vehicle's CAN (Controller Area Network) bus network, and the specific calculation method for road curvature can refer to conventional techniques, without being limited here.

[0088] Step S20: Adjust the reference state weight matrix of the lateral controller of the vehicle using the current vehicle speed and the road curvature to obtain the target state weight matrix, and adjust the reference control weight matrix of the lateral controller using the road curvature to obtain the target control weight matrix.

[0089] The target state weight matrix is ​​obtained by adjusting the reference state weight matrix of the vehicle's lateral controller using the current vehicle speed and road curvature. Further, in one feasible implementation, all weights in the state weight matrix may be adjusted; in another feasible implementation, at least one weight in the state weight matrix may be adjusted.

[0090] In this embodiment, the target control weight matrix is ​​obtained by adjusting the reference control weight matrix of the lateral controller based on the road curvature. Similarly, in one feasible implementation, all weights in the control weight matrix may be adjusted; in another feasible implementation, at least one weight in the control weight matrix may be adjusted.

[0091] Step S30: Determine the target steering angle of the vehicle based on the target state weight matrix and the target control weight matrix, and perform lateral control on the vehicle based on the target steering angle.

[0092] In this embodiment, after obtaining the target state weight matrix and the target control weight matrix, the target steering angle of the vehicle is determined based on these matrices. Specifically, the state feedback matrix that minimizes the objective function is solved using the target state weight matrix, the target control weight matrix, a preset solution precision, and a maximum number of iterations. The lateral control quantity of the vehicle, i.e., the required steering angle (hereinafter referred to as the target steering angle for distinction), is then determined based on the state feedback matrix. The specific calculation process is not detailed here.

[0093] After determining the target steering angle, lateral control of the vehicle is performed based on the target steering angle, which includes the steering direction and steering angle. Specifically, lateral control of the vehicle refers to controlling the deflection of the vehicle's front wheels based on the target steering angle, thereby causing the vehicle to move laterally. This process will also be described as lateral control of the vehicle in the following description.

[0094] In one feasible embodiment, the target steering angle can refer to the steering angle of the vehicle wheels. In this case, the vehicle can be laterally controlled after adjusting the target steering angle. In another feasible embodiment, the target steering angle can also refer to the steering angle of the vehicle's steering wheel. In this case, the vehicle can be laterally controlled according to the target steering angle. Further, in one feasible embodiment, when the target steering angle refers to the steering angle of the vehicle wheels, the specific control process for laterally controlling the vehicle according to the target steering angle can be: calculating the steering angle of the steering wheel based on the target steering angle and the vehicle's steering gear ratio; and laterally controlling the vehicle according to the steering angle of the steering wheel. Specifically, the steering angle of the vehicle's steering wheel is the product of the wheel steering angles and the vehicle's steering gear ratio, i.e.:

[0095] δ steer =δ*r steer

[0096] Where, δ steer To obtain the steering wheel angle, δ is the obtained wheel angle, and r is the calculated steering wheel angle. steer This refers to the vehicle's steering gear ratio.

[0097] In this embodiment, the vehicle's current speed and the road curvature are obtained. The reference state weight matrix of the vehicle's lateral controller is adjusted using the current speed and road curvature to obtain the target state weight matrix. The reference control weight matrix of the lateral controller is then adjusted using the road curvature to obtain the target control weight matrix. The target steering angle is determined based on the target state weight matrix and the target control weight matrix, and lateral control is performed on the vehicle based on the target steering angle. This embodiment enables the lateral controller to determine the vehicle's steering angle based on different vehicle and road conditions, allowing it to adapt to various conditions and thus improving the accuracy of lateral control.

[0098] Furthermore, based on the first embodiment described above, a second embodiment of the vehicle lateral control method of this application is proposed. In this embodiment, step S20: adjusting the reference state weight matrix of the vehicle's lateral controller using the current vehicle speed and the road curvature to obtain the target state weight matrix includes:

[0099] Step S201: Determine a first scaling factor based on the current vehicle speed, and determine a second scaling factor based on the current vehicle speed and the road curvature;

[0100] In this embodiment, the reference state weight matrix is ​​calibrated as a diagonal matrix, with the elements on the diagonal being: the weight q1 for the vehicle's lateral tracking error, the weight q2 for the rate of change of the vehicle's lateral tracking error, the weight q3 for the vehicle's heading tracking error, and the weight q4 for the rate of change of the vehicle's heading tracking error. That is:

[0101]

[0102] In vehicle lateral control, when the lateral tracking error and heading tracking error values ​​are large, the rate of change of lateral tracking error and heading tracking error may be small. That is, compared with the rate of change of lateral tracking error and heading tracking error, the fluctuation of lateral tracking error and heading tracking error is more obvious, and the lateral tracking error and heading tracking error have a greater impact on the vehicle steering angle. Therefore, in this embodiment, the weights of lateral tracking error and heading tracking error in the state weight matrix are adjusted so that the lateral tracking error and heading tracking error of the vehicle are adapted to the vehicle condition and road condition, thereby making the steering angle adaptable to the vehicle condition and road condition and improving the accuracy of vehicle lateral control.

[0103] Specifically, a proportional factor for adjusting the lateral tracking error weight is determined based on the current vehicle speed; this factor is referred to as the first proportional factor for distinction. In one feasible implementation, a correspondence table between vehicle speed and the proportional factor for adjusting the lateral tracking error weight can be established, and the first proportional factor corresponding to the current vehicle speed can be determined from the table. In another feasible implementation, a mapping relationship can be established with vehicle speed as the independent variable and the proportional factor for adjusting the lateral tracking error weight as the dependent variable, and the first proportional factor can be calculated based on the current vehicle speed and the mapping relationship. The specific settings can be configured according to actual needs and are not limited here.

[0104] Based on the current vehicle speed and road curvature, a proportional factor is determined to adjust the heading tracking error weights; this is referred to below as the second proportional factor for distinction. Similarly, the specific method for determining the second proportional factor can be referenced from the first proportional factor, and will not be elaborated here.

[0105] Step S202: Adjust the lateral tracking error weight in the reference state weight matrix of the lateral controller of the vehicle using the first scaling factor, and adjust the heading tracking error weight in the reference state weight matrix using the second scaling factor to obtain the target state weight matrix.

[0106] In this embodiment, after determining the first scaling factor and the second scaling factor, the lateral tracking error weight in the reference state weight matrix of the vehicle's lateral controller is adjusted by the first scaling factor, and the heading tracking error weight in the reference state weight matrix is ​​adjusted by the second scaling factor to obtain the target state weight matrix.

[0107] Furthermore, in one feasible implementation, while adjusting the weights of the lateral tracking error and the heading tracking error, the weights of the lateral tracking error rate of change and the heading tracking error rate of change can also be adjusted, so that the lateral tracking error rate of change and the heading tracking error rate of change can adapt to the vehicle condition and road condition, thereby further improving the accuracy of vehicle lateral control.

[0108] Further, in one feasible embodiment, step S201: determining the first proportional factor based on the current vehicle speed, includes:

[0109] Step S2011: If the current vehicle speed is within the first preset range, then the preset constant is used as the first proportional factor.

[0110] In this embodiment, a mapping relationship is established with vehicle speed as the independent variable and a proportional factor for adjusting the weight of lateral tracking error as the dependent variable. The first proportional factor is calculated based on the current vehicle speed and the mapping relationship. In this embodiment, three mapping relationships are specifically set, each corresponding to a different vehicle speed range. The three vehicle speed ranges are referred to as the first preset range, the second preset range, and the third preset range, respectively. The maximum value in the first preset range is equal to the minimum value in the second preset range, and the larger value in the second preset range is equal to the minimum value in the third preset range.

[0111] In one feasible implementation, the mapping relationship and the corresponding vehicle speed range can be set based on engineer experience; in another feasible implementation, the mapping relationship and the corresponding vehicle speed range can be obtained experimentally, and no specific limitation is made here. For example, in one feasible implementation, the process of obtaining the mapping relationship and the corresponding vehicle speed range experimentally can be as follows: first, divide the allowed vehicle speed into multiple speed ranges; calculate the scaling factor of each lateral tracking error weight relative to the calibrated lateral tracking error weight at different speeds; for each speed range, fit the mapping relationship corresponding to the speed range based on each speed in the speed range and the scaling factor corresponding to each speed, and the specific fitting method is not elaborated here.

[0112] In this embodiment, the process of determining the first scaling factor can be as follows: first, determine the speed range of the current vehicle speed, and then determine the first scaling factor based on the mapping relationship corresponding to the speed range and the current vehicle speed. Specifically, if the current vehicle speed is within a first preset range, a preset constant is used as the first scaling factor, that is, when the vehicle speed is low, the lateral tracking error weight does not change.

[0113] Step S2012: If the current vehicle speed is within the second preset range, then the current vehicle speed is used as the independent variable of the first preset formula to calculate the first proportional factor, wherein the minimum value in the second preset range is equal to the maximum value in the first preset range.

[0114] If the current vehicle speed is within the second preset range, then the first proportional factor is calculated based on the mapping relationship corresponding to the second preset range (hereinafter referred to as the first preset formula for distinction). Specifically, the current vehicle speed is used as the independent variable of the first preset formula to calculate the first proportional factor. The minimum value in the second preset range is equal to the maximum value in the first preset range.

[0115] Step S2013: If the current vehicle speed is within a third preset range, then the current vehicle speed is used as the independent variable of the second preset formula to calculate the first proportional factor, wherein the minimum value in the third preset range is equal to the maximum value in the second preset range.

[0116] If the current vehicle speed is within the third preset range, the first proportional factor is calculated based on the mapping relationship corresponding to the third preset range (hereinafter referred to as the second preset formula for distinction). The current vehicle speed is used as the independent variable in the second preset formula to calculate the first proportional factor. The minimum value in the third preset range is equal to the maximum value in the second preset range.

[0117] For example, in one embodiment, the first preset range can be (0, v0), the second preset range can be (v0, v1), and the third preset range can be (v1, ∞). The formula for calculating the first scaling factor can be:

[0118]

[0119] Where A and a are coefficients, 0, v0, and v1 are the endpoint values ​​of the preset speed range, and v is the current speed.

[0120] Based on the first proportionality factor k q1_v The calculation formula shows that, for the same vehicle, the current vehicle speed (i.e., Figure 3 The vehicle speed value |v| shown is within the first preset range (i.e., Figure 3 The (0, v0) shown or the current vehicle speed is within the third preset range (i.e. Figure 3 As shown in (v1, ∞), the first scaling factor is a constant. However, when the current vehicle speed is within the third preset range, the value of the first scaling factor is affected by the coefficients A and a determined during the fitting process. And referring to... Figure 3It can be seen that, for the same vehicle, the first proportional factor has the largest value when the current speed is within the first preset range; when the current speed is within the second preset range, the larger the current speed, the smaller the first proportional factor becomes, and it is less than the preset constant 1; when the speed is within the third preset range, the first proportional factor has the smallest value (i.e., Figure 3 k shown q1_v_min ).

[0121] This implementation determines the corresponding mapping relationship based on the vehicle speed range corresponding to the current vehicle speed, and determines the first proportional factor based on the mapping relationship, so that the first proportional factor can adapt to different vehicle conditions, thereby improving the accuracy of the first proportional factor, thereby improving the accuracy of the lateral tracking error weight and improving the accuracy of lateral control.

[0122] Further, in one feasible embodiment, step S201: determining the second scaling factor based on the current vehicle speed and the road curvature, includes:

[0123] Step S2013: Determine a third scaling factor based on the current vehicle speed, and determine a fourth scaling factor based on the road curvature;

[0124] The heading tracking error of a vehicle is affected by vehicle speed and road curvature. Therefore, in this embodiment, a third proportional factor for adjusting the heading tracking error weight is determined based on the current vehicle speed, and a fourth proportional factor for adjusting the heading tracking error weight is determined based on the road curvature.

[0125] In this embodiment, the specific process for determining the third and fourth scaling factors can be referred to step S2011, and will not be repeated here. For example, in one feasible embodiment, the formula for calculating the third scaling factor can be:

[0126]

[0127] Where a and b are coefficients, 0, v0, and v1 are the endpoint values ​​of the preset speed range, and v is the current speed.

[0128] Based on the third proportionality factor k q3_v The calculation formula shows that, for the same vehicle, the current vehicle speed (i.e., Figure 4 The vehicle speed value |v| shown is within the first preset range (i.e., Figure 4 The (0, v0) shown or the current vehicle speed is within the third preset range (i.e. Figure 4 As shown in (v1, ∞), the value of the third scaling factor is constant. However, when the current vehicle speed is within the third preset range, the value of the third scaling factor is affected by the coefficients a and b determined during the fitting process. And referring to... Figure 4It can be seen that, for the same vehicle, the value of the third proportional factor is largest when the current speed is within the first preset range; when the current speed is within the second preset range, the larger the current speed, the smaller the third proportional factor becomes, and it is less than the preset constant; when the speed is within the third preset range, the value of the third proportional factor is smallest (i.e., ...). Figure 4 k shown q3_v_min ).

[0129] The formula for calculating the fourth proportionality factor can be:

[0130]

[0131] Where A and a are coefficients, c is the road curvature, and c0 is the endpoint value of the preset curvature range.

[0132] Based on the fourth proportionality factor k q3_c The calculation formula shows that, for the same vehicle, the road curvature (i.e., Figure 5 The road curvature value |c| shown is within the fourth preset range (i.e. Figure 5 When the road curvature is greater than (0, c0) as shown, the fourth scaling factor is larger; the current vehicle speed is within the fifth preset range (i.e., Figure 5 When (c0, ∞) is shown, the fourth scaling factor has the largest value and is a constant (i.e., ...). Figure 5 k shown q3_c_max The specific value is affected by the coefficients A and a determined during the fitting process.

[0133] Step S2014: Calculate the product of the third scaling factor and the fourth scaling factor to obtain the second scaling factor.

[0134] After determining the third and fourth proportional factors, the product of the third and fourth proportional factors is calculated to obtain the second proportional factor. This implementation considers the influence of vehicle speed and road curvature on the vehicle's heading tracking error, making the heading tracking error weight adapt to the vehicle's condition and road conditions, thereby improving the accuracy of lateral control.

[0135] Further, in one feasible embodiment, step S20: obtaining the target control weight matrix by adjusting the reference control weight matrix of the lateral controller through the road curvature, includes:

[0136] Step S203: Determine the fifth scaling factor based on the road curvature;

[0137] In this embodiment, the baseline control weight matrix is ​​calibrated as: R = [r], where r is the vehicle steering weight.

[0138] In this embodiment, a fifth proportional factor for adjusting the baseline control weight matrix is ​​determined based on the road curvature. In one feasible embodiment, a correspondence table between curvature and the proportional factor for adjusting steering weights can be established, and the fifth proportional factor corresponding to the road curvature can be determined from the table. In another feasible embodiment, a mapping relationship can be established with curvature as the independent variable and the proportional factor for adjusting steering weights as the dependent variable, and the fifth proportional factor can be calculated based on the road curvature and the mapping relationship. In this embodiment, the specific implementation method for determining the fifth proportional factor can refer to step S2011, and will not be elaborated here. Specific settings can be made according to actual needs and are not limited here.

[0139] Furthermore, in a feasible implementation, a mapping relationship can be established with curvature as the independent variable and a proportional factor for adjusting steering weight as the dependent variable. The fifth proportional factor is then calculated based on the road curvature and the mapping relationship. Specifically, the formula for calculating the fifth proportional factor can be:

[0140]

[0141] Where a and b are coefficients, c is the road curvature, and c0 is the endpoint value of the preset curvature range.

[0142] Based on the fifth proportionality factor k r_c The calculation formula shows that, for the same vehicle, the road curvature (i.e., Figure 5 The road curvature value |c| shown is within the fourth preset range (i.e. Figure 6 When the road curvature is greater than (0, c0) as shown, the fifth scaling factor is smaller; the current vehicle speed is within the fifth preset range (i.e., Figure 6 When (c0, ∞) is shown, the fifth scaling factor has the smallest value and is a constant (i.e., ...). Figure 5 k shown r_c_min The specific value is affected by the coefficients a, b, and c0 determined during the fitting process.

[0143] Step S204: Adjust the steering weights of the reference control weight matrix of the lateral controller using the fifth scaling factor to obtain the target control weight matrix.

[0144] The target control weight matrix is ​​obtained by adjusting the steering weight of the baseline control weight matrix of the lateral controller using the fifth proportional factor.

[0145] In this embodiment, the steering weight in the baseline control weight is adjusted by the fifth proportional factor, so that the vehicle steering weight can adapt to the curvature of the road, thereby making the vehicle steering angle adapt to the curvature of the road, and making the vehicle steering control adapt to the actual curvature of the road, avoiding the vehicle steering degree being too large or too small, and improving the accuracy of vehicle steering.

[0146] In this embodiment, a first proportional factor is determined based on the current vehicle speed, and a second proportional factor is determined based on the current vehicle speed and road curvature. The lateral tracking error weights in the reference state weight matrix of the vehicle's lateral controller are adjusted using the first proportional factor, and the heading tracking error weights in the reference state weight matrix are adjusted using the second proportional factor to obtain the target state weight matrix. This embodiment enables the vehicle's lateral tracking error and heading tracking error to adapt to the vehicle's condition and road conditions, thereby allowing the steering angle to adapt to the vehicle's condition and road conditions, and improving the accuracy of the vehicle's lateral control.

[0147] Furthermore, in one feasible implementation, refer to Figure 7 The specific process of adjusting the vehicle's lateral controller based on the current vehicle speed and the road curvature can be as follows:

[0148] In this embodiment, the basic state control weight matrix Q is calibrated at vehicle speed v0. base (i.e., the baseline state weight matrix) and the basic control weight matrix R base (That is, the baseline control weight matrix):

[0149] Q base =diag[q1_ base q 2_base q 3_base q 4_base ]

[0150] R base =[r base ]

[0151] Get the current vehicle speed v and the current road curvature c.

[0152] Update the lateral tracking error weight (i.e., the lateral tracking error weight) q1 as a scaling factor at the current speed (i.e., determine the first scaling factor based on the current vehicle speed), that is:

[0153]

[0154] Where A and a are coefficients, 0, v0, and v1 are the endpoint values ​​of the preset speed range, and v is the current speed.

[0155] Update the weight q1 of the vehicle's lateral tracking error, that is:

[0156] q1=k q1_v ·q 1_base

[0157] Where, k q1_v Let q1 be the scaling factor at the current speed, and q 1_baseThe baseline state weight matrix Q base The weight of the lateral tracking error in the process.

[0158] Update the heading tracking error weight (i.e., the heading tracking error weight) q3 as a scaling factor at the current speed (i.e., determine the third scaling factor based on the current vehicle speed), that is:

[0159]

[0160] Where a and b are coefficients, 0, v0, and v1 are the endpoint values ​​of the preset speed range, and v is the current speed.

[0161] Update the heading tracking error weight (i.e., the heading tracking error weight) q3 as a scaling factor under the current curvature (i.e., the road curvature c) (i.e., determine the fourth scaling factor based on the road curvature), that is:

[0162]

[0163] Where A, a, and b are coefficients, 0, v0, and v1 are the endpoint values ​​of the preset speed range, and v is the current speed.

[0164] Update the weight q3 of the vehicle heading tracking error, that is:

[0165] q3=k q3_c ·k q3_v ·q 3_base

[0166] Where, k q3_v k is the scaling factor of q3 at the current speed. q3_c Let q3 be the scaling factor at the current curvature, and q 3_base The baseline state weight matrix Q base The weight of the heading tracking error in the equation.

[0167] Update the vehicle steering weight r as a scaling factor under the current curvature (i.e., road curvature c) (i.e., determine the fifth scaling factor based on road curvature), that is:

[0168]

[0169] Where a and b are coefficients, c is the road curvature, and c0 is the endpoint value of the preset curvature range.

[0170] The vehicle steering weight r is updated by the scaling factor of r under the current curvature, that is:

[0171] r = k r_c ·r base

[0172] Where, k r_cLet r be the scaling factor of r under the current curvature. base The baseline control weight matrix R base The vehicle steering weight in the calculation.

[0173] Based on the above method, the updated state weight matrix Q (i.e., the target state matrix) and control weight matrix R (i.e., the target control matrix) are obtained:

[0174] Q = diag[q1, q] 2_base ,q3,q 4_base ]

[0175] R = [r]

[0176] Furthermore, based on the first and / or second embodiments described above, a third embodiment of the vehicle lateral control method of this application is proposed. In this embodiment, the target steering angle includes a target steering direction and a target angle value. Step S30: the step of performing lateral control of the vehicle based on the target steering angle, includes:

[0177] Step S301: Determine a first angle value based on the current vehicle speed and the maximum lateral acceleration of the vehicle, and detect whether the target angle value is greater than the first angle value, wherein the first angle value is the maximum angle value that allows the wheel steering to be controlled at the current speed;

[0178] In this embodiment, a first angle value is determined based on the current vehicle speed and the vehicle's maximum lateral acceleration, wherein the first angle value is the maximum angle value that allows the wheels to be turned at the current speed.

[0179] From Newton's second law and related principles, the lateral acceleration of the vehicle at its current speed is:

[0180] Among them, a y Let v be the lateral acceleration, v be the current vehicle speed, and δ be the first angle value. Therefore, the formula for calculating the first angle value is: Where L is the wheelbase of the vehicle.

[0181] The target angle value is detected to determine whether it is greater than the first angle value, in order to determine whether the target angle value calculated by the lateral controller exceeds the control range of the current speed.

[0182] Step S302: If the target angle value is less than or equal to the first angle value, then the vehicle is laterally controlled according to the target steering angle;

[0183] If the target angle value is less than or equal to the first angle value, it is determined that the target angle value calculated by the lateral controller does not exceed the control range of the current speed. At this time, the vehicle is laterally controlled according to the target steering angle.

[0184] Step S303: If the target angle value is greater than the first angle value, then the vehicle is laterally controlled according to the first angle value and the target steering direction.

[0185] If the target angle value is greater than the first angle value, it is determined that the target angle value calculated by the lateral controller exceeds the control range of the current speed. At this time, the vehicle is laterally controlled according to the first angle value and the target steering direction.

[0186] In this embodiment, by limiting the vehicle steering angle during lateral control, the risk of vehicle rollover is reduced, the overall vehicle driving stability is improved, the safety of lateral control is enhanced, and the ride comfort of passengers is increased.

[0187] Further, in one embodiment, step S301: determining the first angle value based on the current vehicle speed and the vehicle's maximum lateral acceleration, includes:

[0188] Step S3011: Calculate the second angle value based on the current vehicle speed and the maximum lateral acceleration of the vehicle, and detect whether the second angle value is greater than a preset angle value, wherein the preset angle value is the maximum angle value that the vehicle structure allows for steering;

[0189] In this embodiment, a first angle value is determined based on the current vehicle speed and the vehicle's maximum lateral acceleration. Specifically, a second angle value is calculated based on the current vehicle speed and the vehicle's maximum lateral acceleration, where a preset angle value is the maximum angle allowed by the vehicle structure for steering. The system then checks whether the second angle value is greater than the preset angle value to determine whether the first angle value exceeds the maximum angle allowed by the vehicle structure.

[0190] Step S3012: If the second angle value is greater than or equal to the preset angle value, then the preset angle value is determined as the first angle value;

[0191] If the second angle value is greater than or equal to the preset angle value, then the preset angle value is determined as the first angle value.

[0192] Step S3013: If the second angle value is less than the preset angle value, then the second angle value is determined as the first angle value.

[0193] If the second angle value is less than the preset angle value, then the second angle value is determined as the first angle value. This embodiment restricts the second angle value to the maximum angle value that the vehicle structure allows for steering, thereby reducing the risk of vehicle rollover, improving the overall vehicle driving stability, improving the safety of lateral control, and improving the ride comfort of the driver and passengers.

[0194] In this embodiment, a first angle value is determined based on the current vehicle speed and the vehicle's maximum lateral acceleration. It is then detected whether a target angle value is greater than the first angle value, where the first angle value is the maximum angle at which wheel steering is allowed to be controlled at the current speed. If the target angle value is less than or equal to the first angle value, lateral control of the vehicle is performed according to the target steering angle. If the target angle value is greater than the first angle value, lateral control of the vehicle is performed according to the first angle value and the target steering direction. This embodiment achieves lateral control of the vehicle within the allowable range of the current vehicle speed, reducing the risk of vehicle rollover, improving overall vehicle stability, thereby enhancing the safety of lateral control and improving the ride comfort of passengers.

[0195] Furthermore, in one feasible implementation, refer to Figure 8 The process of lateral control of a vehicle based on a target steering angle can be as follows:

[0196] 1) Based on the actual vehicle conditions, determine the maximum angle δ that the wheels (or steering wheel) can rotate. limit (That is, the preset angle value).

[0197] 2) Set the vehicle's lateral acceleration a y The maximum value is a y_max (That is, lateral acceleration).

[0198] 3) Calculate the maximum value (i.e., the first angle value) of the wheel (or steering wheel) rotation corresponding to the current vehicle speed v.

[0199] 4) The LQR controller solves for the target wheel (or steering wheel) angle δ (i.e., the target steering angle).

[0200] 5) Detect whether δ limit ≤δ max .

[0201] If δ limit ≤δ max Then let δ max =δ limit Then, check whether |δ| > δ max (That is, if the second angle value is greater than or equal to the preset angle value, then the preset angle value is determined as the first angle value).

[0202] If not, that is, δ limit >δ max Then, check whether |δ| > δ max Where |δ| is the target angle value (that is, if the second angle value is less than the preset angle value, then the second angle value is determined as the first angle value).

[0203] 6) If |δ|>δmax Then let Then, the lateral control module outputs the result δ to the actuator (electric power steering system) (that is, if the target angle value is greater than the first angle value, the vehicle is laterally controlled according to the first angle value and the target steering direction).

[0204] If not, that is, |δ|≤δ max Then the lateral control module outputs the result δ to the actuator (electric power steering system) (that is, if the target angle value is less than or equal to the first angle value, the vehicle is laterally controlled according to the target steering angle).

[0205] Furthermore, this application also proposes a vehicle lateral control device, referring to... Figure 9 The vehicle lateral control device includes:

[0206] The acquisition module 10 is used to acquire the vehicle's current speed and the road curvature of the road where the vehicle is located;

[0207] The adjustment module 20 is used to adjust the reference state weight matrix of the lateral controller of the vehicle to obtain the target state weight matrix by adjusting the reference control weight matrix of the lateral controller by the current vehicle speed and the road curvature, and to adjust the reference control weight matrix of the lateral controller to obtain the target control weight matrix by adjusting the road curvature.

[0208] The control module 30 is used to determine the target steering angle of the vehicle based on the target state weight matrix and the target control weight matrix, and to perform lateral control on the vehicle based on the target steering angle.

[0209] Furthermore, the adjustment module 20 is also used for:

[0210] A first scaling factor is determined based on the current vehicle speed, and a second scaling factor is determined based on the current vehicle speed and the road curvature.

[0211] The target state weight matrix is ​​obtained by adjusting the lateral tracking error weight in the reference state weight matrix of the vehicle's lateral controller using the first scaling factor and adjusting the heading tracking error weight in the reference state weight matrix using the second scaling factor.

[0212] Furthermore, the adjustment module 20 is also used for:

[0213] If the current vehicle speed is within the first preset range, then the preset constant is used as the first proportional factor;

[0214] If the current vehicle speed is within the second preset range, then the current vehicle speed is used as the independent variable of the first preset formula to calculate the first proportional factor, wherein the minimum value in the second preset range is equal to the maximum value in the first preset range.

[0215] If the current vehicle speed is within a third preset range, then the current vehicle speed is used as the independent variable of the second preset formula to calculate the first proportional factor, wherein the minimum value in the third preset range is equal to the maximum value in the second preset range.

[0216] Furthermore, the adjustment module 20 is also used for:

[0217] A third scaling factor is determined based on the current vehicle speed, and a fourth scaling factor is determined based on the road curvature.

[0218] The second scaling factor is obtained by multiplying the third scaling factor and the fourth scaling factor.

[0219] Furthermore, the adjustment module 20 is also used for:

[0220] The fifth scaling factor is determined based on the road curvature.

[0221] The target control weight matrix is ​​obtained by adjusting the steering weight of the baseline control weight matrix of the lateral controller using the fifth scaling factor.

[0222] Furthermore, the target steering angle includes the target steering direction and the target angle value, and the control module 30 is also used for:

[0223] A first angle value is determined based on the current vehicle speed and the maximum lateral acceleration of the vehicle, and it is detected whether the target angle value is greater than the first angle value, wherein the first angle value is the maximum angle value that allows the wheel steering to be controlled at the current speed;

[0224] If the target angle value is less than or equal to the first angle value, then the vehicle is laterally controlled according to the target steering angle;

[0225] If the target angle value is greater than the first angle value, then the vehicle is laterally controlled according to the first angle value and the target steering direction.

[0226] Furthermore, the control module 30 is also used for:

[0227] The second angle value is calculated based on the current vehicle speed and the maximum lateral acceleration of the vehicle, and it is detected whether the second angle value is greater than a preset angle value, wherein the preset angle value is the maximum angle value that the vehicle structure allows for steering.

[0228] If the second angle value is greater than or equal to the preset angle value, then the preset angle value is determined as the first angle value;

[0229] If the second angle value is less than the preset angle value, then the second angle value is determined as the first angle value.

[0230] The various embodiments of the vehicle lateral control device of this application can be referred to the various embodiments of the vehicle lateral control method of this application, and will not be repeated here.

[0231] Furthermore, embodiments of this application also propose a computer-readable storage medium storing a vehicle lateral control program, which, when executed by a processor, implements the steps of the vehicle lateral control method described below.

[0232] The embodiments of the vehicle lateral control device and computer-readable storage medium of this application can be referred to the embodiments of the vehicle lateral control method of this application, and will not be repeated here.

[0233] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0234] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0235] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk), and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0236] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A vehicle lateral control method, characterized in that, The vehicle lateral control method includes the following steps: Obtain the vehicle's current speed and the road curvature of the road where the vehicle is located; The target state weight matrix is ​​obtained by adjusting the reference state weight matrix of the lateral controller of the vehicle using the current vehicle speed and the road curvature, and the target control weight matrix is ​​obtained by adjusting the reference control weight matrix of the lateral controller using the road curvature. The target steering angle of the vehicle is determined based on the target state weight matrix and the target control weight matrix, and the vehicle is laterally controlled based on the target steering angle. The step of obtaining the target state weight matrix by adjusting the reference state weight matrix of the vehicle's lateral controller using the current vehicle speed and the road curvature includes: A first scaling factor is determined based on the current vehicle speed, and a second scaling factor is determined based on the current vehicle speed and the road curvature. The target state weight matrix is ​​obtained by adjusting the lateral tracking error weight in the reference state weight matrix of the vehicle's lateral controller using the first scaling factor and adjusting the heading tracking error weight in the reference state weight matrix using the second scaling factor.

2. The vehicle lateral control method as described in claim 1, characterized in that, The step of determining the first scaling factor based on the current vehicle speed includes: If the current vehicle speed is within the first preset range, then the preset constant is used as the first proportional factor; If the current vehicle speed is within the second preset range, then the current vehicle speed is used as the independent variable of the first preset formula to calculate the first proportional factor, wherein the minimum value in the second preset range is equal to the maximum value in the first preset range. If the current vehicle speed is within a third preset range, then the current vehicle speed is used as the independent variable of the second preset formula to calculate the first proportional factor, wherein the minimum value in the third preset range is equal to the maximum value in the second preset range.

3. The vehicle lateral control method as described in claim 1, characterized in that, The step of determining the second scaling factor based on the current vehicle speed and the road curvature includes: A third scaling factor is determined based on the current vehicle speed, and a fourth scaling factor is determined based on the road curvature. The second scaling factor is obtained by multiplying the third scaling factor and the fourth scaling factor.

4. The vehicle lateral control method as described in claim 1, characterized in that, The step of obtaining the target control weight matrix by adjusting the reference control weight matrix of the lateral controller through the road curvature includes: The fifth scaling factor is determined based on the road curvature. The target control weight matrix is ​​obtained by adjusting the steering weight of the baseline control weight matrix of the lateral controller using the fifth scaling factor.

5. The vehicle lateral control method as described in any one of claims 1 to 4, characterized in that, The target steering angle includes a target steering direction and a target angle value. The step of performing lateral control of the vehicle based on the target steering angle includes: A first angle value is determined based on the current vehicle speed and the maximum lateral acceleration of the vehicle, and it is detected whether the target angle value is greater than the first angle value, wherein the first angle value is the maximum angle value that allows the wheel steering to be controlled at the current speed; If the target angle value is less than or equal to the first angle value, then the vehicle is laterally controlled according to the target steering angle; If the target angle value is greater than the first angle value, then the vehicle is laterally controlled according to the first angle value and the target steering direction.

6. The vehicle lateral control method as described in any one of claims 5, characterized in that, The step of determining the first angle value based on the current vehicle speed and the vehicle's maximum lateral acceleration includes: The second angle value is calculated based on the current vehicle speed and the maximum lateral acceleration of the vehicle, and it is detected whether the second angle value is greater than a preset angle value, wherein the preset angle value is the maximum angle value that the vehicle structure allows for steering. If the second angle value is greater than or equal to the preset angle value, then the preset angle value is determined as the first angle value; If the second angle value is less than the preset angle value, then the second angle value is determined as the first angle value.

7. A vehicle lateral control device, characterized in that, The vehicle lateral control device includes: The acquisition module is used to acquire the vehicle's current speed and the road curvature of the road where the vehicle is located; The adjustment module is used to adjust the reference state weight matrix of the lateral controller of the vehicle to obtain the target state weight matrix by adjusting the reference control weight matrix of the lateral controller by the current vehicle speed and the road curvature, and to adjust the reference control weight matrix of the lateral controller to obtain the target control weight matrix by adjusting the road curvature. The control module is used to determine the target steering angle of the vehicle based on the target state weight matrix and the target control weight matrix, and to perform lateral control on the vehicle based on the target steering angle; The adjustment module is further configured to: determine a first scaling factor based on the current vehicle speed, and determine a second scaling factor based on the current vehicle speed and the road curvature; adjust the lateral tracking error weight in the reference state weight matrix of the vehicle's lateral controller using the first scaling factor, and adjust the heading tracking error weight in the reference state weight matrix using the second scaling factor, so as to obtain the target state weight matrix.

8. A vehicle lateral control device, characterized in that, The vehicle lateral control device includes: a memory, a processor, and a vehicle lateral control program stored in the memory and executable on the processor, wherein the vehicle lateral control program, when executed by the processor, implements the steps of the vehicle lateral control method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a vehicle lateral control program, which, when executed by a processor, implements the steps of the vehicle lateral control method as described in any one of claims 1 to 6.

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