An electrified highway vehicle driving assistance method, device, equipment and medium

Abstract

The application discloses an electrified highway vehicle driving assistance method, device, equipment and medium, which is applied to the field of automobile intelligent driving control and comprises the following steps: determining target trajectories of two contact net lines corresponding to a highway vehicle in a global coordinate system based on an electronic map module; when the highway vehicle drives into a network section, determining position information of the highway vehicle in the global coordinate system based on a positioning device; converting the target trajectories and the position information into vehicle target trajectories and vehicle position information in a vehicle coordinate system; determining center coordinates of two pantographs according to the vehicle position information, and determining lateral deviation amounts corresponding to the two pantographs according to the center coordinates and the vehicle target trajectories; and determining a steering wheel turning angle of the highway vehicle based on the lateral deviation amounts. The corresponding steering wheel turning angle is output to control the driving trajectory of the highway vehicle, so that the pantographs can be ensured to be in good contact with the contact net during driving.

Description

Technical Field

[0001] This invention relates to the field of intelligent driving control for automobiles, and in particular to a driving assistance method, a driving assistance device, a driving assistance equipment for electrified highway vehicles, and a computer-readable storage medium. Background Technology

[0002] The transportation system of electrified highways mainly consists of electrified transportation equipment (vehicles) and power supply infrastructure. The power supply infrastructure generally adopts the method of overhead contact line power supply. In sections with overhead contact lines, vehicles contact the overhead contact lines through pantographs and receive DC high-voltage electricity from the overhead contact lines. This not only powers the entire vehicle but also charges the vehicle's power battery, providing power for the vehicle to operate in sections without overhead contact lines.

[0003] When a vehicle is operating on a road with overhead contact lines, if the pantograph suddenly derails from the contact wire, it will not only cause the vehicle to lose its power source, but may even cause arcing, resulting in accelerated localized wear of the contact wire. Electrified highway vehicles differ from rail vehicles in that they have greater freedom of movement, and since the contact wire is located at the top of the vehicle, the driver cannot know whether the pantograph and contact wire are making good contact during vehicle operation. Therefore, how to provide a driving assistance method for electrified highway vehicles that uses good contact between the pantograph and the contact wire as the control objective is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0004] The purpose of this invention is to provide a driving assistance method for electrified highway vehicles, which can ensure good contact between the pantograph and the overhead contact line during driving; another purpose of this invention is to provide a driving assistance device for electrified highway vehicles, a driving assistance equipment for electrified highway vehicles, and a computer-readable storage medium, which can ensure good contact between the pantograph and the overhead contact line during driving.

[0005] To solve the above-mentioned technical problems, the present invention provides a driving assistance method for electrified highway vehicles, comprising:

[0006] The target trajectory of the two overhead contact lines corresponding to the highway vehicle is determined in the global coordinate system based on the electronic map module.

[0007] When a highway vehicle enters a networked road section, its position information in the global coordinate system is determined based on the positioning equipment.

[0008] The target trajectory and the location information are both converted to vehicle target trajectory and vehicle location information in the vehicle coordinate system;

[0009] The center coordinates of the two pantographs are determined based on the vehicle position information, and the lateral deviation of the two pantographs is determined based on the center coordinates and the vehicle target trajectory.

[0010] The steering wheel angle of the highway vehicle is determined based on the lateral deviation.

[0011] Optionally, determining the location information of highway vehicles in the global coordinate system based on positioning equipment includes:

[0012] Determine the initial location information of highway vehicles based on the Global Navigation Satellite System;

[0013] Determine the second position information of highway vehicles based on the inertial navigation system;

[0014] The position information of the highway vehicle in the global coordinate system is determined by fusing the first position information and the second position information based on the Kalman filter model.

[0015] Optional, also includes:

[0016] The second location information is corrected based on the first location information.

[0017] Optionally, the location information includes the attitude information of the road vehicle;

[0018] The conversion of the target trajectory and the location information to the vehicle coordinate system includes:

[0019] Based on the attitude information, the target trajectory and the position information are both converted to vehicle target trajectory and vehicle position information in the vehicle coordinate system.

[0020] Optionally, determining the lateral deviation between the two pantographs based on the center coordinates and the vehicle target trajectory includes:

[0021] Based on the driver's pre-aiming model, the pantograph positions corresponding to the two pantographs after the pre-aiming time are determined according to the vehicle position information.

[0022] The target point is searched from the vehicle target trajectory to find the point closest to the pantograph position as the target point, and the lateral deviation between the two pantographs is determined based on the target point.

[0023] Optionally, determining the steering wheel angle of the highway vehicle based on the lateral deviation includes:

[0024] When the lateral deviation corresponding to any pantograph does not exceed the corresponding maximum permissible lateral deviation, the current operating state of the road vehicle is maintained;

[0025] When the lateral deviation of at least one pantograph exceeds the corresponding maximum permissible lateral deviation, the steering wheel angle of the road vehicle is determined based on the maximum lateral deviation.

[0026] Optionally, after determining the steering wheel angle of the highway vehicle, the method further includes:

[0027] Based on the transmission relationship between the steering wheel and the wheels, a corresponding steering wheel angle command is output according to the steering wheel angle to assist the steering of the road vehicle.

[0028] The present invention also provides a driving assistance device for electrified highway vehicles, comprising:

[0029] The target trajectory module is used to determine the target trajectory of the two overhead contact lines of the highway vehicle in the global coordinate system based on the electronic map module.

[0030] The location information module is used to determine the location information of highway vehicles in the global coordinate system based on the positioning device when highway vehicles enter a networked road section.

[0031] The coordinate transformation module is used to transform the target trajectory and the position information to the vehicle target trajectory and vehicle position information in the vehicle coordinate system;

[0032] The lateral deviation module is used to determine the center coordinates of the two pantographs based on the vehicle position information, and to determine the lateral deviation of the two pantographs based on the center coordinates and the vehicle target trajectory.

[0033] A steering wheel angle module is used to determine the steering wheel angle of the highway vehicle based on the lateral deviation.

[0034] The present invention also provides a driving assistance device for electrified highway vehicles, comprising:

[0035] Memory, used to store computer programs;

[0036] A processor for executing the computer program to implement the steps of the electrified highway vehicle driving assistance method as described in any of the preceding claims.

[0037] The present invention also provides a computer-readable storage medium storing a computer program that is executed by a processor to implement the steps of the electrified highway vehicle driving assistance method as described in any of the preceding claims.

[0038] The present invention provides a driving assistance method for electrified highway vehicles, comprising: determining the target trajectory of the highway vehicle corresponding to two contact wires in a global coordinate system based on an electronic map module; when the highway vehicle enters a section of road with contact wires, determining the position information of the highway vehicle in the global coordinate system based on a positioning device; converting the target trajectory and position information to the vehicle target trajectory and vehicle position information in a vehicle coordinate system; determining the center coordinates of the two pantographs based on the vehicle position information, and determining the lateral deviation of the two pantographs based on the center coordinates and the vehicle target trajectory; and determining the steering wheel angle of the highway vehicle based on the lateral deviation.

[0039] By determining the target trajectory corresponding to the overhead contact line and the vehicle's position information, and converting this information to the vehicle coordinate system, the center coordinates of the two pantographs can be determined based on the vehicle's position information. From these center coordinates and the vehicle's target trajectory, the lateral deviation between the two pantographs can be determined; this deviation is the deviation between the pantograph center and the corresponding overhead contact line. The corresponding steering wheel angle is then output to control the driving trajectory of the highway vehicle, ensuring good contact between the pantograph and the overhead contact line during driving.

[0040] The present invention also provides an electrified highway vehicle driving assistance device, an electrified highway vehicle driving assistance equipment, and a computer-readable storage medium, which have the same beneficial effects as described above, and will not be described in detail here. Attached Figure Description

[0041] To more clearly illustrate the technical solutions of the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0042] Figure 1 A flowchart illustrating a driving assistance method for electrified highway vehicles provided in an embodiment of the present invention;

[0043] Figure 2 A flowchart illustrating a specific driving assistance method for electrified highway vehicles provided in an embodiment of the present invention;

[0044] Figure 3 This is a schematic diagram illustrating the principle of transforming from the global coordinate system to the vehicle coordinate system.

[0045] Figure 4 This is a structural block diagram of a driving assistance device for electrified highway vehicles provided in an embodiment of the present invention;

[0046] Figure 5This is a structural block diagram of a driving assistance device for electrified highway vehicles provided in an embodiment of the present invention. Detailed Implementation

[0047] The core of this invention is to provide a driving assistance method for electrified highway vehicles. In the prior art, electrified highway vehicles differ from rail vehicles in that they have a higher degree of freedom in their trajectory, and the overhead contact line is located at the top of the vehicle, making it impossible for the driver to know whether the pantograph is making good contact with the contact line during vehicle operation.

[0048] The present invention provides a driving assistance method for electrified highway vehicles, comprising: determining the target trajectory of the highway vehicle corresponding to two contact wires in a global coordinate system based on an electronic map module; when the highway vehicle enters a section of road with contact wires, determining the position information of the highway vehicle in the global coordinate system based on a positioning device; converting the target trajectory and position information to the vehicle target trajectory and vehicle position information in the vehicle coordinate system; determining the center coordinates of the two pantographs based on the vehicle position information, and determining the lateral deviation of the two pantographs based on the center coordinates and the vehicle target trajectory; and determining the steering wheel angle of the highway vehicle based on the lateral deviation.

[0049] By determining the target trajectory corresponding to the overhead contact line and the vehicle's position information, and converting this information to the vehicle coordinate system, the center coordinates of the two pantographs can be determined based on the vehicle's position information. From these center coordinates and the vehicle's target trajectory, the lateral deviation between the two pantographs can be determined; this deviation is the deviation between the pantograph center and the corresponding overhead contact line. The corresponding steering wheel angle is then output to control the driving trajectory of the highway vehicle, ensuring good contact between the pantograph and the overhead contact line during driving.

[0050] To enable those skilled in the art to better understand the present invention, the invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. Obviously, the described embodiments are merely some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0051] Please refer to Figure 1 , Figure 1 A flowchart illustrating a driving assistance method for electrified highway vehicles provided in an embodiment of the present invention.

[0052] See Figure 1 In this embodiment of the invention, the driving assistance method for electrified highway vehicles includes:

[0053] S101: Determine the target trajectory of the two overhead contact lines corresponding to the highway vehicle in the global coordinate system based on the electronic map module.

[0054] In this embodiment, a highway vehicle has a fixed route. In sections with overhead wires, a highway vehicle that needs to receive power from the overhead wires via a pantograph typically corresponds to only one set of overhead wires. A set of overhead wires typically includes two overhead wires: a positive terminal and a negative terminal. Accordingly, two pantographs need to be installed in the highway vehicle.

[0055] In this embodiment, the electronic map module stores a set of discrete point coordinates of the two catenary lines corresponding to the highway vehicle in the global coordinate system. This set of discrete point coordinates forms the target trajectory of the catenary lines in the global coordinate system. In this step, the processor retrieves the target trajectory stored in the electronic map module for subsequent driving assistance to the highway vehicle.

[0056] S102: When a highway vehicle enters a networked road section, the location information of the highway vehicle in the global coordinate system is determined based on the positioning equipment.

[0057] The aforementioned road sections with overhead contact lines are those equipped with them. The positioning device can locate the position information of highway vehicles in a global coordinate system, such as latitude and longitude coordinates. This positioning device can generate the aforementioned position information only when a highway vehicle enters a road section with overhead contact lines, or it can generate the aforementioned position information throughout the entire journey of the highway vehicle. Since the purpose of this embodiment is to ensure good contact between the pantograph and the overhead contact line during the highway vehicle's journey, this embodiment specifically uses the position information generated by the positioning device when the highway vehicle enters a road section with overhead contact lines.

[0058] This step does not have a specific order with S101 above. This step can be executed before S101, after S101, or in parallel with S101. No specific restrictions are made here.

[0059] S103: Convert the target trajectory and position information to vehicle target trajectory and vehicle position information in the vehicle coordinate system.

[0060] In this embodiment, the vehicle coordinate system is specifically a coordinate system with the geometric center of the positioning device as the origin, the longitudinal direction of the vehicle as the x-axis, and the lateral direction as the y-axis. The vehicle heading angle represents the angle between the longitudinal direction of the vehicle and the X-axis of the global coordinate system. Of course, other vehicle coordinate systems centered on highway vehicles can also be used in this embodiment, and the specific details of the vehicle coordinate system are not specifically limited here.

[0061] In this step, it is necessary to convert the target trajectory generated based on the global coordinate system to the vehicle target trajectory in the vehicle coordinate system, and to convert the position information generated based on the global coordinate system to the vehicle position information in the vehicle coordinate system. The specific conversion relationships will be described in detail in the following embodiments of the invention, and will not be repeated here.

[0062] S104: Determine the center coordinates of the two pantographs based on the vehicle position information, and determine the lateral deviation of the two pantographs based on the center coordinates and the vehicle target trajectory.

[0063] In this step, the center coordinates of the two pantographs must first be determined based on the vehicle location information mentioned above. Since the position of the pantographs on the road vehicle is fixed, their relative position to the origin in the vehicle coordinate system is also fixed. Therefore, in this embodiment, the center coordinates of the two pantographs can be determined based on the vehicle location information.

[0064] Next, in this step, based on the determined center coordinates of the two pantographs and the vehicle target trajectory of the corresponding contact wire, the lateral deviation of each pantograph needs to be determined. The specific calculation process for this lateral deviation will be described in detail in the following embodiments of the invention, and will not be repeated here. This lateral deviation represents the distance between the center of the pantograph and the contact wire, and will be used as a basis for auxiliary control of the vehicle's direction of travel in subsequent steps.

[0065] S105: Determine the steering wheel angle of a highway vehicle based on the lateral deviation.

[0066] In this step, the steering wheel angle of the road vehicle is determined based on the aforementioned lateral deviation. This steering wheel angle can then be displayed to the driver to provide driving assistance, or the steering wheel can be automatically controlled based on this angle to achieve the same effect. The specific method for implementing driving assistance based on this steering wheel angle can be set according to the actual situation and is not specifically limited here.

[0067] This invention provides a driving assistance method for electrified highway vehicles. By determining the target trajectory corresponding to the overhead contact line and the vehicle's position information, and converting them to the vehicle coordinate system, the center coordinates of two pantographs can be determined based on the vehicle's position information. Then, based on the center coordinates and the vehicle's target trajectory, the lateral deviation of the two pantographs can be determined. This deviation is the deviation between the pantograph center and the corresponding overhead contact line. The corresponding steering wheel angle is then output to control the driving trajectory of the highway vehicle, ensuring good contact between the pantograph and the overhead contact line during driving.

[0068] The specific process of the driving assistance method for electrified highway vehicles provided by the present invention will be described in detail in the following embodiments.

[0069] Please refer to Figure 2 , Figure 2 A flowchart illustrating a specific driving assistance method for electrified highway vehicles provided in an embodiment of the present invention; Figure 3 This is a schematic diagram illustrating the principle of transforming from the global coordinate system to the vehicle coordinate system.

[0070] See Figure 2 In this embodiment of the invention, the driving assistance method for electrified highway vehicles includes:

[0071] S201: Determine the target trajectory of the two overhead contact lines corresponding to the highway vehicle in the global coordinate system based on the electronic map module.

[0072] This step is basically the same as S101 in the above embodiment. Specifically, an electronic map module is used to store the set of discrete point coordinates of the target trajectories of the two contact wire lines in the global coordinate system. The coordinates of the i-th point in the global coordinate system can be defined as follows:

[0073] S202: Determine the initial location information of highway vehicles based on the Global Navigation Satellite System.

[0074] When a highway vehicle enters a networked road section, it will be positioned using the Global Navigation Satellite System (GNSS) in this step. The position information determined during this positioning process is the first position information. Based on the GNSS, the latitude and longitude coordinates of the highway vehicle can be determined. Specifically, in this application, the dual antennas in the GNSS system can be installed front and rear along the longitudinal direction of the highway vehicle. Using differential positioning technology, based on the real-time acquisition of the positioning coordinates of the two antennas, the center coordinates of the line connecting the two antennas, as well as the angle between the direction of the line and the X-axis of the global coordinate system, can be calculated. This angle can be used as the vehicle's heading angle information.

[0075] S203: Determine the second position information of highway vehicles based on the inertial navigation system.

[0076] In this embodiment, the inertial navigation system is mainly used to collect attitude information such as the vehicle's lateral velocity, longitudinal velocity, and yaw rate in real time, and to obtain the vehicle's position information, namely the second position information mentioned above, by integrating the measured acceleration information multiple times.

[0077] S204: Based on the Kalman filter model, the first position information and the second position information are fused to determine the position information of highway vehicles in the global coordinate system.

[0078] In this step, the first and second location information are fused using the Kalman filter algorithm to obtain the location information of the highway vehicle in the global coordinate system. The fusion using the Kalman filter algorithm complements the advantages of the two positioning methods, addressing the shortcomings of the Global Navigation Satellite System (GNSS) such as low positioning frequency and susceptibility to signal blockage.

[0079] Specifically, the location information generated in this step includes the attitude information of the road vehicle and its specific coordinates, which typically include latitude and longitude coordinates (B, L), vehicle heading angle θ, yaw rate ω, and vehicle eastward velocity v. E and the northbound speed v of the vehicle N .

[0080] Of course, in this embodiment, when the GPS positioning signal is poor, the inertial navigation system (INS) can integrate the measured acceleration information multiple times to obtain the vehicle's position information, thereby correcting the first position information when the GPS positioning signal is poor. Simultaneously, since long-term integration of the INS will generate cumulative errors, the positioning coordinates of the INS can be corrected again when the GPS positioning accuracy is high. That is, this embodiment may also include: correcting the second position information based on the first position information.

[0081] S205: Based on attitude information, the target trajectory and position information are transformed into vehicle target trajectory and vehicle position information in the vehicle coordinate system.

[0082] See Figure 3 In this embodiment, the location information includes the attitude information of the highway vehicle. In this step, the target trajectory and location information in the global coordinate system will be converted into the vehicle target trajectory and vehicle location information in the vehicle coordinate system based on the above attitude information.

[0083] When converting vehicle location information, this step first involves converting the aforementioned collected latitude and longitude coordinates (B... j ,L j The coordinates are converted to planar coordinates in the global coordinate system using the Gaussian coordinate transformation method (X). j ,Y j Simultaneously, based on the vehicle's heading angle θ, the collected eastward speed v of the vehicle is... E and northbound speed v N Converted to the vehicle's longitudinal velocity v x and lateral velocity v y , combined Figure 3 The conversion calculation formula is as follows:

[0084]

[0085] When changing the vehicle target trajectory, according to Figure 3 The conversion principle represented in the figure first involves converting the plane coordinates of the target trajectory points of the contact wire in the global coordinate system. Convert to planar coordinates in vehicle coordinate system The conversion calculation formula is as follows:

[0086]

[0087] S206: Determine the center coordinates of the two pantographs based on the vehicle location information.

[0088] In this step, the relative positional relationship between the center points of the two pantograph carbon strips on the road vehicle and the road vehicle, typically the positioning device, is as follows: Figure 3 As shown, the planar coordinates of the two pantograph carbon sliding plate center points (A and B) in the vehicle coordinate system can be calculated in this step as follows: A(x A ,y A ), B(x) B ,-y B );

[0089] Where: x A This indicates the positional deviation of the center point of the pantograph 1 carbon sliding plate from the positioning device in the longitudinal direction of the vehicle; y A This indicates the positional deviation of the center point of the pantograph 1 carbon sliding plate from the positioning device in the lateral direction of the vehicle; x B This indicates the positional deviation of the center point of the pantograph 2 carbon sliding plate from the positioning device in the longitudinal direction of the vehicle; y B This indicates the positional deviation between the center point of the pantograph 2 carbon sliding plate and the positioning device in the lateral direction of the vehicle; all of the above parameters can be measured manually in advance.

[0090] S207: Based on the driver's pre-aiming model, determine the pantograph positions of the two pantographs after the pre-aiming time according to the vehicle position information.

[0091] In this step, based on the driver's pre-aiming theory and the vehicle's position information, typically the vehicle's heading angle, yaw rate, longitudinal velocity, and lateral velocity are used as inputs. According to the coordinate transformation principle mentioned above, the position and attitude of the road vehicle after the pre-aiming time T, as well as the position coordinates of the center points of each pantograph carbon skid plate, are calculated. These are used as the feedback output for the vehicle's lateral control to obtain the pantograph positions corresponding to the two pantographs.

[0092] S208: Search for the point closest to the pantograph position in the vehicle target trajectory as the target point, and determine the lateral deviation between the two pantographs based on the target point.

[0093] In this step, based on the input from the electronic map module, the point with the smallest deviation from the pantograph carbon sliding plate center position after the aforementioned pre-aiming time T in the discrete point coordinate set of the converted vehicle target trajectory is searched. This point is used as the target point for lateral deviation calculation. Finally, the lateral deviation between the positive electrode wire of the contact wire and the center of the pantograph 1 carbon sliding plate is calculated as Δy1, and the lateral deviation between the negative electrode wire of the contact wire and the center of the pantograph 2 carbon sliding plate is calculated as Δy2.

[0094] S209: When the lateral deviation of any pantograph does not exceed the corresponding maximum permissible lateral deviation, maintain the current operating state of the road vehicle.

[0095] S210: When the lateral deviation of at least one pantograph exceeds the corresponding maximum permissible lateral deviation, the steering wheel angle of the road vehicle is determined based on the maximum lateral deviation.

[0096] In this step, the vehicle lateral control logic based on the aforementioned lateral deviations Δy1 and Δy2 can be as follows:

[0097] (1) If Δy1 < l1 and Δy2 < l2, then the vehicle remains in its current state.

[0098] (2) If Δy1 > l1 and Δy2 < l2, then the vehicle outputs the steering wheel angle based on Δy1.

[0099] (3) If Δy1 < l1 and Δy2 > l2, then the vehicle outputs the steering wheel angle based on Δy2.

[0100] (4) If Δy1>l1 and Δy2>l2, then the vehicle outputs the steering wheel angle based on the larger of Δy1 and Δy2.

[0101] The above-mentioned l1 represents the maximum permissible lateral deviation of pantograph 1, and l2 represents the maximum permissible lateral deviation of pantograph 2. In general, the above logic states that if the lateral deviations of both pantographs do not exceed their corresponding maximum permissible lateral deviations, the current driving state of the road vehicle remains unchanged. When the lateral deviation of at least one pantograph exceeds its corresponding maximum permissible lateral deviation, the steering angle of the road vehicle is determined based on the largest lateral deviation. Specifically, if only one pantograph's lateral deviation exceeds its corresponding maximum permissible lateral deviation, while the other pantograph's lateral deviation does not, the steering angle is determined by the lateral deviation exceeding the maximum permissible lateral deviation. If both pantographs' lateral deviations exceed their corresponding maximum permissible lateral deviations, the steering angle is determined by the larger lateral deviation.

[0102] S211: Based on the transmission relationship between the steering wheel and the wheels, it outputs the corresponding steering wheel angle command according to the steering wheel angle to assist the steering of highway vehicles.

[0103] In this step, a PID (Proportional Integral Derivative) control algorithm can be used, combined with the transmission relationship between the steering wheel and the wheels, to output the corresponding steering wheel angle command according to the steering wheel angle mentioned above, so as to assist the road vehicle in steering and automatically ensure good contact between the pantograph and the overhead contact line during driving.

[0104] This invention provides a driving assistance method for electrified highway vehicles. By determining the target trajectory corresponding to the overhead contact line and the vehicle's position information, and converting them to the vehicle coordinate system, the center coordinates of two pantographs can be determined based on the vehicle's position information. Then, based on the center coordinates and the vehicle's target trajectory, the lateral deviation of the two pantographs can be determined. This deviation is the deviation between the pantograph center and the corresponding overhead contact line. The corresponding steering wheel angle is then output to control the driving trajectory of the highway vehicle, ensuring good contact between the pantograph and the overhead contact line during driving.

[0105] The following describes a driving assistance device for electrified highway vehicles provided by an embodiment of the present invention. The driving assistance device for electrified highway vehicles described below can be referred to in correspondence with the driving assistance method for electrified highway vehicles described above.

[0106] Figure 4 This is a structural block diagram of a driving assistance device for electrified highway vehicles provided in an embodiment of the present invention, with reference to... Figure 4 Electrified highway vehicle driving assistance devices may include:

[0107] The target trajectory module 100 is used to determine the target trajectory of the two contact wires corresponding to the highway vehicle in the global coordinate system based on the electronic map module.

[0108] The location information module 200 is used to determine the location information of a highway vehicle in the global coordinate system based on the positioning device when the highway vehicle enters a networked road section.

[0109] The coordinate transformation module 300 is used to transform the target trajectory and the position information into the vehicle target trajectory and vehicle position information in the vehicle coordinate system;

[0110] The lateral deviation module 400 is used to determine the center coordinates of the two pantographs based on the vehicle position information, and to determine the lateral deviation of the two pantographs based on the center coordinates and the vehicle target trajectory.

[0111] Steering wheel angle module 500 is used to determine the steering wheel angle of the highway vehicle based on the lateral deviation.

[0112] Preferably, in this embodiment of the invention, the location information module 200 includes:

[0113] Global Navigation Satellite System (GNSS) unit, used to determine the initial location information of road vehicles based on the Global Navigation Satellite System;

[0114] Inertial navigation system unit, used to determine the second position information of highway vehicles based on the inertial navigation system;

[0115] The fusion unit is used to fuse the first position information and the second position information based on the Kalman filter model to determine the position information of the highway vehicle in the global coordinate system.

[0116] Preferably, in this embodiment of the invention, it further includes:

[0117] The correction module is used to correct the second location information based on the first location information.

[0118] Preferably, in this embodiment of the invention, the location information includes the attitude information of the road vehicle;

[0119] The coordinate transformation module 300 is specifically used for:

[0120] Based on the attitude information, the target trajectory and the position information are both converted to vehicle target trajectory and vehicle position information in the vehicle coordinate system.

[0121] Preferably, in this embodiment of the invention, the lateral deviation module 400 includes:

[0122] The driver pre-aiming module is used to determine the pantograph positions of the two pantographs after the pre-aiming time based on the driver pre-aiming model and the vehicle position information.

[0123] The target point module is used to search for the point closest to the pantograph position from the vehicle target trajectory as the target point, and to determine the lateral deviation between the two pantographs based on the target point.

[0124] Preferably, in this embodiment of the invention, the steering wheel angle module 500 includes:

[0125] The driving-keeping unit is used to maintain the current operating state of the road vehicle when the lateral deviation corresponding to any pantograph does not exceed the corresponding maximum permissible lateral deviation.

[0126] An angle unit is used to determine the steering wheel angle of the road vehicle based on the maximum lateral deviation when the lateral deviation corresponding to at least one pantograph exceeds the corresponding maximum permissible lateral deviation.

[0127] Preferably, in this embodiment of the invention, it further includes:

[0128] The steering control module is used to combine the transmission relationship between the steering wheel and the wheels, and output the corresponding steering wheel angle command according to the steering wheel angle to assist the steering of the road vehicle.

[0129] The electrified highway vehicle driving assistance device of this embodiment is used to implement the aforementioned electrified highway vehicle driving assistance method. Therefore, the specific implementation of the electrified highway vehicle driving assistance device can be found in the embodiment section of the electrified highway vehicle driving assistance method above. For example, the target trajectory module 100, position information module 200, coordinate transformation module 300, lateral deviation module 400, and steering wheel angle module 500 are respectively used to implement steps S101 to S105 in the above-mentioned electrified highway vehicle driving assistance method. Therefore, its specific implementation can be referred to the description of the corresponding embodiments, which will not be repeated here.

[0130] The following describes a driving assistance device for electrified highway vehicles provided by an embodiment of the present invention. The driving assistance device for electrified highway vehicles described below can be referred to in correspondence with the driving assistance method and driving assistance device for electrified highway vehicles described above.

[0131] Please refer to Figure 5 , Figure 5 This is a structural block diagram of a driving assistance device for electrified highway vehicles provided in an embodiment of the present invention.

[0132] Reference Figure 5 The driver assistance device for the electrified highway vehicle may include a processor 11 and a memory 12.

[0133] The memory 12 is used to store computer programs; the processor 11 is used to execute the computer programs to implement the specific content of the electrified highway vehicle driving assistance method described in the above embodiments of the invention.

[0134] In this embodiment of the electrified highway vehicle driving assistance device, the processor 11 is used to install the electrified highway vehicle driving assistance device described in the above-mentioned embodiments. Simultaneously, the processor 11, combined with the memory 12, can implement the electrified highway vehicle driving assistance method described in any of the above-mentioned embodiments. Therefore, the specific implementation methods of the electrified highway vehicle driving assistance device can be found in the embodiments section of the electrified highway vehicle driving assistance method described above. The specific implementation methods can be referred to the descriptions of the corresponding embodiments, and will not be repeated here.

[0135] The present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements a driving assistance method for electrified highway vehicles as described in any of the above embodiments. Further details can be found in the prior art and will not be elaborated upon here.

[0136] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section.

[0137] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0138] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software module executed by a processor, or a combination of both. The software module can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0139] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0140] The present invention has provided a detailed description of a driving assistance method, apparatus, device, and medium for electrified highway vehicles. Specific examples have been used to illustrate the principles and implementation methods of the invention. The descriptions of these embodiments are merely for the purpose of helping to understand the method and core ideas of the present invention. It should be noted that those skilled in the art can make various improvements and modifications to the present invention without departing from its principles, and these improvements and modifications also fall within the protection scope of the claims of the present invention.

Claims

1. A driving assistance method for electrified highway vehicles, characterized in that, include: The target trajectory of the two overhead contact lines corresponding to the highway vehicle is determined in the global coordinate system based on the electronic map module. When a highway vehicle enters a networked road section, its position information in the global coordinate system is determined based on the positioning equipment. The target trajectory and the location information are both converted to vehicle target trajectory and vehicle location information in the vehicle coordinate system; The center coordinates of the two pantographs are determined based on the vehicle position information, and the lateral deviation of the two pantographs is determined based on the center coordinates and the vehicle target trajectory. The steering wheel angle of the highway vehicle is determined based on the lateral deviation. Based on the transmission relationship between the steering wheel and the wheels, a corresponding steering wheel angle command is output according to the steering wheel angle to assist the steering of the highway vehicle; Determining the lateral deviation of the two pantographs based on the center coordinates and the vehicle target trajectory includes: Based on the driver's pre-aiming model, the pantograph positions corresponding to the two pantographs after the pre-aiming time are determined according to the vehicle position information. The target point is searched from the vehicle target trajectory to find the point closest to the pantograph position as the target point, and the lateral deviation between the two pantographs is determined based on the target point.

2. The method according to claim 1, characterized in that, Determining the position information of highway vehicles in the global coordinate system based on positioning equipment includes: Determine the initial location information of highway vehicles based on the Global Navigation Satellite System; Determine the second position information of highway vehicles based on the inertial navigation system; The position information of the highway vehicle in the global coordinate system is determined by fusing the first position information and the second position information based on the Kalman filter model.

3. The method according to claim 2, characterized in that, Also includes: The second location information is corrected based on the first location information.

4. The method according to claim 2, characterized in that, The location information includes the attitude information of the highway vehicle; The conversion of the target trajectory and the location information to the vehicle coordinate system includes: Based on the attitude information, the target trajectory and the position information are both converted to vehicle target trajectory and vehicle position information in the vehicle coordinate system.

5. The method according to claim 1, characterized in that, Determining the steering wheel angle of the highway vehicle based on the lateral deviation includes: When the lateral deviation corresponding to any pantograph does not exceed the corresponding maximum permissible lateral deviation, the current operating state of the road vehicle is maintained; When the lateral deviation of at least one pantograph exceeds the corresponding maximum permissible lateral deviation, the steering wheel angle of the road vehicle is determined based on the maximum lateral deviation.

6. A driving assistance device for electrified highway vehicles, characterized in that, include: The target trajectory module is used to determine the target trajectory of the two overhead contact lines of the highway vehicle in the global coordinate system based on the electronic map module. The location information module is used to determine the location information of highway vehicles in the global coordinate system based on the positioning device when highway vehicles enter a networked road section. The coordinate transformation module is used to transform the target trajectory and the position information to the vehicle target trajectory and vehicle position information in the vehicle coordinate system; The lateral deviation module is used to determine the center coordinates of the two pantographs based on the vehicle position information, and to determine the lateral deviation of the two pantographs based on the center coordinates and the vehicle target trajectory. A steering wheel angle module is used to determine the steering wheel angle of the highway vehicle based on the lateral deviation. The steering control module is used to combine the transmission relationship between the steering wheel and the wheels, and output the corresponding steering wheel angle command according to the steering wheel angle to assist the steering of the road vehicle. The lateral deviation module includes: The driver pre-aiming module is used to determine the pantograph positions of the two pantographs after the pre-aiming time based on the driver pre-aiming model and the vehicle position information. The target point module is used to search for the point closest to the pantograph position from the vehicle target trajectory as the target point, and to determine the lateral deviation between the two pantographs based on the target point.

7. A driving assistance device for electrified highway vehicles, characterized in that, include: Memory, used to store computer programs; A processor for executing the computer program to implement the steps of the driving assistance method for electrified highway vehicles as claimed in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that is executed by a processor to implement the steps of the driving assistance method for electrified highway vehicles as claimed in any one of claims 1 to 5.

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