Skid control methods and devices for autonomous vehicles and autonomous vehicles

Abstract

This application discloses a skid control method, device, and autonomous vehicle for unmanned vehicles, belonging to the field of autonomous driving. The solution of this application determines the deviation parameters based on the current pose of the first unmanned vehicle, and then determines whether the vehicle is skidding based on the deviation parameters. It can determine whether the vehicle is skidding without road surface detection. Furthermore, in the case of skidding, it can adopt the corresponding safety control strategy based on the type of skidding, thereby reducing the safety hazards of unmanned vehicles on slippery roads and ensuring the safe driving of unmanned vehicles.

Description

Technical Field

[0001] This application relates to the field of autonomous driving technology, and in particular, to a skid control method, device, and autonomous vehicle for autonomous driving. Background Technology

[0002] Autonomous vehicles typically operate based on pre-planned global paths. However, since slippery roads are often accidental, this condition isn't considered during path planning. Therefore, in actual driving, heavy rain or snow, or when roads are excessively or unevenly watered, can create slippery surfaces, causing vehicles to skid and veer off course. While a human driver would take appropriate measures, such as slowing down, an autonomous vehicle simply follows the pre-planned global path, creating significant safety hazards. Summary of the Invention

[0003] In order to overcome the shortcomings of related technologies, this application provides a skid control method, device and autonomous vehicle for autonomous vehicles, so as to solve the problem that autonomous vehicles have great safety hazards when the road is slippery.

[0004] The technical solution adopted by this application to solve its technical problem is:

[0005] Firstly, a skid control method for an autonomous vehicle is provided, including:

[0006] The current pose of the first unmanned vehicle is obtained, and the deviation parameter corresponding to the current pose is determined based on the current pose. The deviation parameter is used to characterize the deviation between the current position and the target position of the first unmanned vehicle, and / or to characterize the deviation between the current heading and the target heading of the first unmanned vehicle. The target position is the planned position of the first unmanned vehicle at the current time, and the target heading is the planned heading of the first unmanned vehicle at the current time.

[0007] If it is determined that the first unmanned vehicle has skidded at its current position based on the deviation parameter, the skid type of the first unmanned vehicle is determined, wherein the skid type is related to the road curvature;

[0008] Based on the slippage type, a control strategy for the first autonomous vehicle and / or the second vehicle is determined, and the corresponding vehicle is controlled according to the control strategy, wherein the second vehicle is the vehicle that passes through the current position after the current moment.

[0009] Furthermore, determining the slip type of the first autonomous vehicle when it is determined, based on the deviation parameter, that the first autonomous vehicle has slipped at its current position includes:

[0010] If the deviation parameter is within the first deviation interval and the obtained slip rate of the first autonomous vehicle is greater than the specified slip rate threshold, it is determined that the first autonomous vehicle has slipped at the current position, and the slip type is a first target slip type, wherein the road curvature corresponding to the first target slip type is less than the first curvature threshold, and the deviation parameter corresponding to the first deviation interval is less than the specified deviation parameter.

[0011] Furthermore, determining the slip type of the first autonomous vehicle when it is determined, based on the deviation parameter, that the first autonomous vehicle has slipped at its current position includes:

[0012] If the deviation parameter is within the second deviation interval and the road curvature of the global path of the first autonomous vehicle at the target position is less than the first curvature threshold, it is determined that the first autonomous vehicle is slipping at the current position, and the slipping type is the first target slipping type, wherein the deviation parameter corresponding to the second deviation interval is greater than or equal to the specified deviation parameter.

[0013] Furthermore, determining the slip type of the first autonomous vehicle when it is determined, based on the deviation parameter, that the first autonomous vehicle has slipped at its current position includes:

[0014] If the deviation parameter is within the second deviation interval and the road curvature of the global path of the first autonomous vehicle at the target position is greater than or equal to the second curvature threshold, it is determined that the first autonomous vehicle is slipping at the current position, and the slipping type is the second target slipping type, wherein the deviation parameter corresponding to the second deviation interval is greater than or equal to the specified deviation parameter.

[0015] Furthermore, determining the control strategy for the first autonomous vehicle and / or the second vehicle based on the slippage type includes:

[0016] When the slippage type is the first target slippage type, the control strategy of the first autonomous vehicle and / or the second vehicle is determined to be the first control strategy, wherein the road curvature corresponding to the first target slippage type is less than the first curvature threshold.

[0017] The first control strategy includes increasing the minimum following distance of the first autonomous vehicle and / or the second vehicle, wherein the minimum following distance is used to represent the minimum distance between the first autonomous vehicle and / or the second vehicle and the adjacent preceding vehicle.

[0018] Further, determining the control strategy for the first autonomous vehicle and / or the second vehicle based on the slippage type includes:

[0019] When the slippage type is the second target slippage type, the control strategy of the first autonomous vehicle and / or the second vehicle is determined to be the second control strategy, wherein the road curvature corresponding to the second target slippage type is greater than or equal to the second curvature threshold.

[0020] The second control strategy includes reducing the maximum speed of the first autonomous vehicle and / or the second vehicle, wherein the maximum speed is used to represent the upper speed limit of the first autonomous vehicle and / or the second vehicle when driving.

[0021] Furthermore, it also includes:

[0022] Based on the first specified parameters of the first autonomous vehicle, the increase in the minimum following distance from the preset minimum following distance is determined. The first specified parameters include at least one of the following: slip ratio, deviation parameter, and road curvature of the global path of the first autonomous vehicle at the target location. The preset minimum following distance is the default minimum following distance in the non-slip state. The first specified parameters and the increase are positively correlated.

[0023] Furthermore, it also includes:

[0024] Based on the second specified parameters of the first autonomous vehicle, the amount of reduction of the maximum driving speed from the preset maximum driving speed is determined, wherein the second specified parameters include at least one of the following: deviation parameters and road curvature of the global path of the first autonomous vehicle at the target location, and the preset maximum driving speed is the default maximum driving speed corresponding to the non-skid state; wherein the second specified parameters are positively correlated with the amount of reduction.

[0025] Secondly, a skid control device for an autonomous vehicle is provided, comprising:

[0026] The vehicle information acquisition module is used to acquire the current pose of the first unmanned vehicle and determine the deviation parameter corresponding to the current pose based on the current pose. The deviation parameter is used to characterize the deviation between the current position and the target position of the first unmanned vehicle, or to characterize the deviation between the current heading and the target heading of the first unmanned vehicle. The target position is the planned position of the first unmanned vehicle at the current time, and the target heading is the planned heading of the first unmanned vehicle at the current time.

[0027] A slippage type determination module is used to determine the slippage type of the first unmanned vehicle when it is determined from the deviation parameters that the first unmanned vehicle has slipped at its current position, wherein the slippage type is related to the road curvature;

[0028] The control strategy determination module is used to determine the control strategy of the first autonomous vehicle and / or the second vehicle based on the slippage type, and control the corresponding vehicle according to the control strategy, wherein the second vehicle is the vehicle that passes through the current position after the current moment.

[0029] Thirdly, a computer-readable storage medium is provided, on which a computer program or instructions are stored, wherein when the computer program or instructions are executed by a processor, the steps of the skid control method for an unmanned vehicle provided in the first aspect of the technical solution are implemented.

[0030] Fourthly, an electronic device is provided, comprising:

[0031] At least one processor and at least one memory;

[0032] The memory stores the executable instructions of the processor;

[0033] The processor is configured to execute the skid control method for an unmanned vehicle provided by the first aspect of the technical solution.

[0034] Fifthly, an autonomous vehicle is provided, which applies the skid control method for autonomous vehicles provided in the first aspect.

[0035] Beneficial effects:

[0036] The skid control method, device, and autonomous vehicle provided in this application, after acquiring the current pose of a first autonomous vehicle, determine deviation parameters based on the current pose, then determine whether the first autonomous vehicle is skidding at the current position based on the deviation parameters. If skidding occurs, determine the skid type of the first autonomous vehicle, determine the control strategy for the first autonomous vehicle and / or a second vehicle based on the skid type, and control the corresponding vehicle according to the control strategy. This application's solution determines deviation parameters based on the current pose of the first autonomous vehicle and then determines whether the vehicle is skidding based on the deviation parameters, eliminating the need for road surface detection to determine whether the vehicle is skidding. Furthermore, in the event of skidding, it can adopt a corresponding safety control strategy based on the skid type, thereby reducing the safety hazards of autonomous vehicles on slippery roads and ensuring the safe operation of autonomous vehicles. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is a flowchart of a skid control method for an unmanned vehicle provided in an embodiment of this application;

[0039] Figure 2 This is a flowchart of a method for determining slippage type provided in an embodiment of this application;

[0040] Figure 3 This is a flowchart of another method for determining slippage type provided in an embodiment of this application;

[0041] Figure 4 This is a schematic diagram of the skid control device for an unmanned vehicle provided in an embodiment of this application. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be described in detail below with reference to the accompanying drawings and embodiments. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments of this application, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0043] To eliminate safety hazards for autonomous vehicles on wet and slippery roads, relevant technologies generally employ methods to detect the presence of water on the road surface. However, the detection capabilities of these sensors are relatively limited, making it difficult to accurately assess the degree of slipperiness on large areas of water-sprinkled surfaces. Overly strict judgments may identify normal water-sprinkled surfaces as slippery, leading to false positives; overly broad judgments may result in missed detections, failing to achieve the desired effect.

[0044] To address the aforementioned issues, this application provides a solution that can determine whether a road surface is slippery without needing to detect whether there is water on the road surface. It can also employ corresponding control strategies based on the type of vehicle slippage, effectively eliminating safety hazards when vehicles encounter slippery road surfaces.

[0045] Reference Figure 1 This application provides a skid control method for an autonomous vehicle, including:

[0046] S11: Obtain the current pose of the first unmanned vehicle, and determine the deviation parameter corresponding to the current pose based on the current pose.

[0047] Wherein, the deviation parameter is used to characterize the deviation between the current position and the target position of the first unmanned vehicle, and / or, the deviation parameter is used to characterize the deviation between the current heading and the target heading of the first unmanned vehicle, the target position is the planned position of the first unmanned vehicle at the current time, and the target heading is the planned heading of the first unmanned vehicle at the current time.

[0048] It should be noted that the current pose is obtained from the sensors on the first unmanned vehicle. For example, the current position is obtained from the positioning sensor, and the current heading is determined by the gyroscope.

[0049] It is understandable that, theoretically, the current pose of an autonomous vehicle should be completely consistent with the pose of the global path planning. However, on slippery roads, its current pose may deviate from the planned pose. Therefore, it is possible to determine whether the first autonomous vehicle is skidding based on the deviation parameters.

[0050] S12: If it is determined that the first unmanned vehicle is slipping at its current position based on the deviation parameter, determine the slipping type of the first unmanned vehicle.

[0051] The slippage type is related to road curvature. Because a greater road curvature means a more winding road, different parameters are emphasized by the vehicle while driving. Therefore, slippage types are distinguished based on road curvature.

[0052] S13: Based on the slippage type, determine the control strategy for the first unmanned vehicle and / or the second vehicle, and control the corresponding vehicle according to the control strategy.

[0053] The second vehicle is the vehicle that passes through the current location after the current moment. The second vehicle can be an unmanned vehicle or a manned vehicle.

[0054] It is understandable that the second vehicle and the first driverless vehicle are scheduled by the same cloud platform, or that the first driverless vehicle and the second vehicle can communicate directly.

[0055] In one embodiment, reference Figure 2 Step S12 includes:

[0056] If the deviation parameter is within the first deviation interval and the obtained slip rate of the first autonomous vehicle is greater than the specified slip rate threshold, it is determined that the first autonomous vehicle has slipped at the current position, and the slip type is a first target slip type, wherein the road curvature corresponding to the first target slip type is less than the first curvature threshold, and the deviation parameter corresponding to the first deviation interval is less than the specified deviation parameter.

[0057] It should be noted that although the deviation parameter is less than the specified deviation parameter at this time, if the slip ratio is greater than the specified slip ratio threshold, it also indicates that it is slipping, and the slipping type is the first target slipping type. This is because if the road curvature is greater than or equal to the first curvature threshold, and the slip ratio is greater than the specified slip ratio threshold, the deviation parameter will be greater than or equal to the specified deviation parameter.

[0058] The slip ratio is calculated as (wheel speed - alignment speed) / alignment speed. It's important to note that when slippage occurs, the wheel speed must be greater than the alignment speed. However, during braking, the alignment speed is greater than the wheel speed; therefore, the wheel speed minus the alignment speed is used in this case.

[0059] In some examples, the slip ratio is determined to be the difference between wheel speed and positioning vehicle speed. When the difference between wheel speed and positioning vehicle speed is greater than a preset difference, the slip ratio is also determined to be greater than the specified slip ratio threshold.

[0060] Specifically, when the deviation parameter is within the first deviation range, the slip ratio of the first autonomous vehicle is obtained. If the slip ratio of the first autonomous vehicle is greater than a specified slip ratio threshold, it is determined that the first autonomous vehicle is slipping at the current position, and the slip type is the first target slip type. If the slip ratio of the first autonomous vehicle is less than or equal to the specified slip ratio threshold, it is determined that the first autonomous vehicle has not slipped.

[0061] If the deviation parameter is within the second deviation interval and the road curvature of the global path of the first autonomous vehicle at the target position is less than the first curvature threshold, it is determined that the first autonomous vehicle is slipping at the current position, and the slipping type is the first target slipping type, wherein the deviation parameter corresponding to the second deviation interval is greater than or equal to the specified deviation parameter.

[0062] If the deviation parameter is within the second deviation range and the road curvature of the global path of the first autonomous vehicle at the target location is greater than or equal to the second curvature threshold, it is determined that the first autonomous vehicle is slipping at the current location, and the slipping type is the second target slipping type.

[0063] When the deviation parameter is within the second deviation interval, the first autonomous vehicle can be directly determined to be skidding. The skidding type needs to be further determined by considering the road curvature. In this embodiment, the first curvature threshold and the second curvature threshold can be equal. Therefore, when the deviation parameter is within the second deviation interval, the skidding type is divided into a first target skidding type and a second target skidding type based on the road curvature.

[0064] In another embodiment, reference Figure 3 Step S12 includes:

[0065] If the deviation parameter is within the first deviation interval and the obtained slip rate of the first autonomous vehicle is greater than the specified slip rate threshold, it is determined that the first autonomous vehicle has slipped at the current position, and the slip type is a first target slip type, wherein the road curvature corresponding to the first target slip type is less than the first curvature threshold, and the deviation parameter corresponding to the first deviation interval is less than the specified deviation parameter.

[0066] If the deviation parameter is within the second deviation interval and the road curvature of the global path of the first autonomous vehicle at the target position is less than the first curvature threshold, it is determined that the first autonomous vehicle is slipping at the current position, and the slipping type is the first target slipping type, wherein the deviation parameter corresponding to the second deviation interval is greater than or equal to the specified deviation parameter.

[0067] If the deviation parameter is within the second deviation range and the road curvature of the global path of the first autonomous vehicle at the target location is greater than or equal to the second curvature threshold, it is determined that the first autonomous vehicle is slipping at the current location, and the slipping type is the second target slipping type.

[0068] If the deviation parameter is located in the second deviation range and the road curvature of the global path of the first autonomous vehicle at the target location is greater than or equal to the first curvature threshold and less than the second curvature threshold, it is determined that the first autonomous vehicle is slipping at the current location, and the slipping type is the third target slipping type.

[0069] In this embodiment, the first curvature threshold is less than the second curvature threshold. Therefore, in this embodiment, when the deviation parameter is in the second deviation range, the slippage type is divided into three slippage types according to the road curvature.

[0070] It should be noted that, in actual use, this application can also divide the slippage type into four or more types by increasing the number of curvature thresholds based on actual needs, and set a corresponding control strategy for each slippage type.

[0071] In some embodiments, step S13 includes:

[0072] When the slippage type is the first target slippage type, the control strategy of the first autonomous vehicle and / or the second vehicle is determined to be the first control strategy, wherein the road curvature corresponding to the first target slippage type is less than the first curvature threshold.

[0073] The first control strategy includes increasing the minimum following distance of the first autonomous vehicle and / or the second vehicle, wherein the minimum following distance is used to represent the minimum distance between the first autonomous vehicle and / or the second vehicle and the adjacent preceding vehicle.

[0074] When the slippage type is the second target slippage type, the control strategy of the first autonomous vehicle and / or the second vehicle is determined to be the second control strategy, wherein the road curvature corresponding to the second target slippage type is greater than or equal to the second curvature threshold; wherein the second curvature threshold is equal to the first curvature threshold.

[0075] The second control strategy includes reducing the maximum speed of the first autonomous vehicle and / or the second vehicle, wherein the maximum speed is used to represent the upper speed limit of the first autonomous vehicle and / or the second vehicle when driving.

[0076] In other embodiments, step S13 includes:

[0077] When the slippage type is the first target slippage type, the control strategy of the first autonomous vehicle and / or the second vehicle is determined to be the first control strategy, wherein the road curvature corresponding to the first target slippage type is less than the first curvature threshold.

[0078] The first control strategy includes increasing the minimum following distance of the first autonomous vehicle and / or the second vehicle, wherein the minimum following distance is used to represent the minimum distance between the first autonomous vehicle and / or the second vehicle and the adjacent preceding vehicle.

[0079] When the slippage type is the second target slippage type, the control strategy of the first autonomous vehicle and / or the second vehicle is determined to be the second control strategy, wherein the road curvature corresponding to the second target slippage type is greater than or equal to the second curvature threshold; wherein the second curvature threshold is greater than the first curvature threshold.

[0080] The second control strategy includes reducing the maximum speed of the first autonomous vehicle and / or the second vehicle while increasing the minimum following distance of the first autonomous vehicle and / or the second vehicle, wherein the maximum speed is used to represent the upper speed limit of the first autonomous vehicle and / or the second vehicle when driving.

[0081] When the slippage type is the third target slippage type, the control strategy for the first autonomous vehicle and / or the second vehicle is determined to be the third control strategy. The third control strategy includes reducing the maximum speed of the first autonomous vehicle and / or the second vehicle. The road curvature corresponding to the third target slippage type is greater than or equal to a first curvature threshold and less than a second curvature threshold.

[0082] As a preferred implementation of this application, based on the first specified parameters of the first autonomous vehicle, the increase in the minimum following distance from the preset minimum following distance is determined. The first specified parameters include at least one of the following: slip ratio, deviation parameter, and road curvature of the global path of the first autonomous vehicle at the target location. The preset minimum following distance is the default minimum following distance in the non-slip state. The first specified parameters and the increase are positively correlated.

[0083] Based on the second specified parameters of the first autonomous vehicle, the amount of reduction of the maximum driving speed from the preset maximum driving speed is determined, wherein the second specified parameters include at least one of the following: deviation parameters and road curvature of the global path of the first autonomous vehicle at the target location, and the preset maximum driving speed is the default maximum driving speed corresponding to the non-skid state; wherein the second specified parameters are positively correlated with the amount of reduction.

[0084] It should be noted that, in actual use, the increase and decrease amounts mentioned in the above embodiments can both be fixed values.

[0085] The above embodiments can determine deviation parameters based on the current pose of the first unmanned vehicle, and then determine whether the vehicle is skidding based on the deviation parameters. It can determine whether the vehicle is skidding without road surface detection. Furthermore, in the case of skidding, it can adopt corresponding safety control strategies based on the type of skidding, thereby reducing the safety hazards of unmanned vehicles on slippery roads and ensuring the safe driving of unmanned vehicles.

[0086] According to another embodiment of this application, a skid control method for an autonomous vehicle is provided, the method comprising:

[0087] During vehicle operation, the following methods are used to detect whether the vehicle is slipping, identify the type of slippage, and provide corresponding strategies for dealing with it. The slippage type can be categorized simply as slippage on straight roads and slippage on curves.

[0088] Specifically, the detection of slippery areas on straight roads is achieved through two methods:

[0089] In the first optional method, it can be determined whether the vehicle is skidding on a straight road by detecting the slip ratio. When the vehicle passes through a severely slippery area, the tires may experience drive slippage or brake lock-up, which causes a large deviation between the actual vehicle speed and wheel speed. This problem can be identified more accurately by the slip ratio.

[0090] Optionally, the slip ratio can be calculated in the following way:

[0091] Slip ratio: δ=(Va-Vt) / Vt×100%

[0092] In the formula: δ -- slip ratio;

[0093] Vt -- Positioning vehicle speed;

[0094] Va -- Wheel speed.

[0095] When drive slippage occurs, the wheel speed must be higher than the positioning speed; when braking locks up, the positioning speed must be higher than the wheel speed. When the slip ratio exceeds a certain threshold and the vehicle's lateral and directional deviations are within safe thresholds, it is determined that the vehicle is slipping while traveling on a straight road.

[0096] Optionally, a second method can be used to determine whether skidding has occurred on a straight road. Specifically, by detecting the lateral offset and heading deviation of the vehicle caused by skidding, if the lateral offset and heading deviation exceed a certain threshold during the vehicle's movement, and if no curve trajectory appears on the global path, it can also be determined that the vehicle skidding has occurred in a straight road scenario.

[0097] Alternatively, in an alternative approach, the occurrence of skidding in wet areas of a curve can be identified by the following method:

[0098] If lateral or directional deviation caused by skidding occurs and exceeds a certain threshold, the auxiliary detection indicates that the global trajectory is in a curve. At this point, it is determined that the vehicle has experienced severe skidding during the turn.

[0099] Furthermore, this embodiment records the slippery area by recording the real-time position of the vehicle when it skids. If skidding occurs on a straight section of road, indicating an increased braking distance and a risk of not being able to stop safely if following too closely, the following distance can be increased accordingly. If skidding occurs on a curve, subsequent vehicles can be restricted to a speed limit at that location, thus ensuring safe passage through slippery curves. Optionally, the skidding area of ​​the preceding vehicle can be uploaded to a map, and the skidding information can be synchronized with other vehicles via the map.

[0100] Through the above embodiments, corresponding safety control strategies can be adopted based on the type of slippage, thereby reducing the safety hazards of autonomous vehicles on slippery roads and ensuring the safe operation of autonomous vehicles.

[0101] Based on the same inventive concept, such as Figure 4 As shown, this application provides a skid control device 40 for an unmanned vehicle, comprising:

[0102] The vehicle information acquisition module 41 is used to acquire the current pose of the first unmanned vehicle and determine the deviation parameter corresponding to the current pose based on the current pose. The deviation parameter is used to characterize the deviation between the current position and the target position of the first unmanned vehicle, or to characterize the deviation between the current heading and the target heading of the first unmanned vehicle. The target position is the planned position of the first unmanned vehicle at the current time, and the target heading is the planned heading of the first unmanned vehicle at the current time.

[0103] The slip type determination module 42 is used to determine the slip type of the first unmanned vehicle when it is determined from the deviation parameters that the first unmanned vehicle has slipped at the current position, wherein the slip type is related to the road curvature;

[0104] As a preferred implementation of this application, when it is determined that the first unmanned vehicle has skidded at its current position based on the deviation parameter, determining the skid type of the first unmanned vehicle includes:

[0105] If the deviation parameter is within the first deviation interval and the obtained slip rate of the first autonomous vehicle is greater than the specified slip rate threshold, it is determined that the first autonomous vehicle has slipped at the current position, and the slip type is a first target slip type, wherein the road curvature corresponding to the first target slip type is less than the first curvature threshold, and the deviation parameter corresponding to the first deviation interval is less than the specified deviation parameter.

[0106] If the deviation parameter is within the second deviation interval and the road curvature of the global path of the first autonomous vehicle at the target position is less than the first curvature threshold, it is determined that the first autonomous vehicle is slipping at the current position, and the slipping type is the first target slipping type, wherein the deviation parameter corresponding to the second deviation interval is greater than or equal to the specified deviation parameter.

[0107] If the deviation parameter is within the second deviation interval and the road curvature of the global path of the first autonomous vehicle at the target position is greater than or equal to the second curvature threshold, it is determined that the first autonomous vehicle is slipping at the current position, and the slipping type is the second target slipping type, wherein the deviation parameter corresponding to the second deviation interval is greater than or equal to the specified deviation parameter.

[0108] The control strategy determination module 43 is used to determine the control strategy of the first unmanned vehicle and / or the second vehicle based on the slippage type, and control the corresponding vehicle according to the control strategy, wherein the second vehicle is the vehicle that passes through the current position after the current moment.

[0109] The step of determining the control strategy for the first autonomous vehicle and / or the second vehicle based on the slippage type includes:

[0110] When the slippage type is the first target slippage type, the control strategy of the first autonomous vehicle and / or the second vehicle is determined to be the first control strategy, wherein the road curvature corresponding to the first target slippage type is less than the first curvature threshold.

[0111] The first control strategy includes increasing the minimum following distance of the first autonomous vehicle and / or the second vehicle, wherein the minimum following distance is used to represent the minimum distance between the first autonomous vehicle and / or the second vehicle and the adjacent preceding vehicle.

[0112] Preferably, it further includes:

[0113] Based on the first specified parameters of the first autonomous vehicle, the increase in the minimum following distance from the preset minimum following distance is determined. The first specified parameters include at least one of the following: slip ratio, deviation parameter, and road curvature of the global path of the first autonomous vehicle at the target location. The preset minimum following distance is the default minimum following distance in the non-slip state. The first specified parameters and the increase are positively correlated.

[0114] When the slippage type is the second target slippage type, the control strategy of the first autonomous vehicle and / or the second vehicle is determined to be the second control strategy, wherein the road curvature corresponding to the second target slippage type is greater than or equal to the second curvature threshold.

[0115] The second control strategy includes reducing the maximum speed of the first autonomous vehicle and / or the second vehicle, wherein the maximum speed is used to represent the upper speed limit of the first autonomous vehicle and / or the second vehicle when driving.

[0116] Preferably, it further includes:

[0117] Based on the second specified parameters of the first autonomous vehicle, the amount of reduction of the maximum driving speed from the preset maximum driving speed is determined, wherein the second specified parameters include at least one of the following: deviation parameters and road curvature of the global path of the first autonomous vehicle at the target location, and the preset maximum driving speed is the default maximum driving speed corresponding to the non-skid state; wherein the second specified parameters are positively correlated with the amount of reduction.

[0118] Based on the same inventive concept, this application provides a computer-readable storage medium storing a computer program or instructions thereon, wherein when the computer program or instructions are executed by a processor, the steps of the skid control method for an unmanned vehicle provided in any of the above embodiments are implemented.

[0119] Based on the same inventive concept, this application provides an electronic device, including:

[0120] At least one processor and at least one memory;

[0121] The memory stores the executable instructions of the processor;

[0122] The processor is configured to execute the skid control method for an autonomous vehicle provided in any of the above embodiments.

[0123] Based on the same inventive concept, this application provides an autonomous vehicle that applies the skid control method for autonomous vehicles provided in any of the above embodiments.

[0124] The autonomous vehicle provided in this application, by applying the skid control method for autonomous vehicles provided in any of the above embodiments, after obtaining the current pose of the first autonomous vehicle, determines deviation parameters based on the current pose, and then determines whether the first autonomous vehicle is skidding at the current position based on the deviation parameters. If skidding occurs, the skid type of the first autonomous vehicle is determined, and a control strategy for the first autonomous vehicle and / or the second vehicle is determined based on the skid type. The corresponding vehicle is then controlled according to the control strategy. This application's solution determines deviation parameters based on the current pose of the first autonomous vehicle and then determines whether the vehicle is skidding based on the deviation parameters. It can determine whether the vehicle is skidding without road surface detection. Furthermore, in the event of skidding, it can adopt a corresponding safety control strategy based on the skid type, thereby reducing the safety hazards of autonomous vehicles on slippery roads and ensuring the safe operation of autonomous vehicles.

[0125] It is understood that the same or similar parts in the above embodiments can be referred to each other, and the contents not described in detail in some embodiments can be referred to the same or similar contents in other embodiments.

[0126] It should be noted that in the description of this application, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, in the description of this application, unless otherwise stated, "a plurality of" means at least two.

[0127] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the function involved, as will be understood by those skilled in the art to which embodiments of this application pertain.

[0128] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0129] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0130] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0131] The storage media mentioned above can be read-only memory, disk, or optical disk, etc.

[0132] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0133] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A method for controlling skid in an unmanned vehicle, characterized in that, include: The current pose of the first unmanned vehicle is obtained, and the deviation parameter corresponding to the current pose is determined based on the current pose. The deviation parameter is used to characterize the deviation between the current position and the target position of the first unmanned vehicle, and / or to characterize the deviation between the current heading and the target heading of the first unmanned vehicle. The target position is the planned position of the first unmanned vehicle at the current time, and the target heading is the planned heading of the first unmanned vehicle at the current time. If, based on the deviation parameters, it is determined that the first autonomous vehicle has skidded at its current position, the skid type of the first autonomous vehicle is determined. The skid type is related to road curvature and includes a first target skid type and a second target skid type. The first target skid type is determined if: the deviation parameters are within a first deviation interval and the obtained slip ratio of the first autonomous vehicle is greater than a specified slip ratio threshold; or the deviation parameters are within a second deviation interval and the road curvature of the first autonomous vehicle's global path at the target position is less than a first curvature threshold. The second target skid type is determined if: the deviation parameters are within a second deviation interval and the road curvature of the first autonomous vehicle's global path at the target position is greater than or equal to a second curvature threshold. Based on the slippage type, a control strategy for the first autonomous vehicle and / or the second vehicle is determined, and the corresponding vehicle is controlled according to the control strategy, wherein the second vehicle is the vehicle that passes through the current position after the current moment.

2. The method according to claim 1, characterized in that, The step of determining the slip type of the first autonomous vehicle when it is determined from the deviation parameter that the first autonomous vehicle has slipped at its current position includes: If the deviation parameter is within the first deviation interval and the obtained slip rate of the first autonomous vehicle is greater than the specified slip rate threshold, it is determined that the first autonomous vehicle has slipped at the current position, and the slip type is a first target slip type, wherein the road curvature corresponding to the first target slip type is less than the first curvature threshold, and the deviation parameter corresponding to the first deviation interval is less than the specified deviation parameter.

3. The method according to claim 1, characterized in that, The step of determining the slip type of the first autonomous vehicle when it is determined from the deviation parameter that the first autonomous vehicle has slipped at its current position includes: If the deviation parameter is within the second deviation interval and the road curvature of the global path of the first autonomous vehicle at the target position is less than the first curvature threshold, it is determined that the first autonomous vehicle is slipping at the current position, and the slipping type is the first target slipping type, wherein the deviation parameter corresponding to the second deviation interval is greater than or equal to the specified deviation parameter.

4. The method according to claim 1, characterized in that, The step of determining the slip type of the first autonomous vehicle when it is determined from the deviation parameter that the first autonomous vehicle has slipped at its current position includes: If the deviation parameter is within the second deviation interval and the road curvature of the global path of the first autonomous vehicle at the target position is greater than or equal to the second curvature threshold, it is determined that the first autonomous vehicle is slipping at the current position, and the slipping type is the second target slipping type, wherein the deviation parameter corresponding to the second deviation interval is greater than or equal to the specified deviation parameter.

5. The method according to claim 1, characterized in that, The step of determining the control strategy for the first autonomous vehicle and / or the second vehicle based on the slippage type includes: When the slippage type is the first target slippage type, the control strategy of the first autonomous vehicle and / or the second vehicle is determined to be the first control strategy, wherein the road curvature corresponding to the first target slippage type is less than the first curvature threshold. The first control strategy includes increasing the minimum following distance of the first autonomous vehicle and / or the second vehicle, wherein the minimum following distance is used to represent the minimum distance between the first autonomous vehicle and / or the second vehicle and the adjacent preceding vehicle.

6. The method according to claim 1, characterized in that, The step of determining the control strategy for the first autonomous vehicle and / or the second vehicle based on the slippage type includes: When the slippage type is the second target slippage type, the control strategy of the first autonomous vehicle and / or the second vehicle is determined to be the second control strategy, wherein the road curvature corresponding to the second target slippage type is greater than or equal to the second curvature threshold. The second control strategy includes reducing the maximum speed of the first autonomous vehicle and / or the second vehicle, wherein the maximum speed is used to represent the upper speed limit of the first autonomous vehicle and / or the second vehicle when driving.

7. The method according to claim 5, characterized in that, Also includes: Based on the first specified parameters of the first autonomous vehicle, the increase in the minimum following distance from the preset minimum following distance is determined. The first specified parameters include at least one of the following: slip ratio, deviation parameter, and road curvature of the global path of the first autonomous vehicle at the target location. The preset minimum following distance is the default minimum following distance in the non-slip state. The first specified parameters and the increase are positively correlated.

8. The method according to claim 6, characterized in that, Also includes: Based on the second specified parameters of the first autonomous vehicle, the amount of reduction of the maximum driving speed from the preset maximum driving speed is determined, wherein the second specified parameters include at least one of the following: deviation parameters and road curvature of the global path of the first autonomous vehicle at the target location, and the preset maximum driving speed is the default maximum driving speed corresponding to the non-skid state; wherein the second specified parameters are positively correlated with the amount of reduction.

9. A skid control device for an unmanned vehicle, characterized in that, include: The vehicle information acquisition module is used to acquire the current pose of the first unmanned vehicle and determine the deviation parameter corresponding to the current pose based on the current pose. The deviation parameter is used to characterize the deviation between the current position and the target position of the first unmanned vehicle, or to characterize the deviation between the current heading and the target heading of the first unmanned vehicle. The target position is the planned position of the first unmanned vehicle at the current time, and the target heading is the planned heading of the first unmanned vehicle at the current time. A slippage type determination module is used to determine the slippage type of the first autonomous vehicle when it is determined that the first autonomous vehicle has slipped at its current position based on the deviation parameters. The slippage type is related to road curvature and includes a first target slippage type and a second target slippage type. The first target slippage type is determined under one of the following conditions: the deviation parameters are within a first deviation interval and the obtained slippage rate of the first autonomous vehicle is greater than a specified slippage rate threshold; the deviation parameters are within a second deviation interval and the road curvature of the global path of the first autonomous vehicle at the target position is less than a first curvature threshold. The second target slippage type is determined when the deviation parameters are within a second deviation interval and the road curvature of the global path of the first autonomous vehicle at the target position is greater than or equal to a second curvature threshold. The control strategy determination module is used to determine the control strategy of the first autonomous vehicle and / or the second vehicle based on the slippage type, and control the corresponding vehicle according to the control strategy, wherein the second vehicle is the vehicle that passes through the current position after the current moment.

10. An unmanned vehicle, characterized in that, The method described in any one of claims 1-8.

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