Lateral control method and apparatus for vehicle
By introducing the lateral acceleration change rate da/dt as a correction factor in the PID control strategy and adjusting the parameters of the PID controller, the problem that traditional PID control strategy cannot effectively respond to the lateral dynamics of the vehicle under complex road conditions is solved, riding comfort and control accuracy are improved, and the stability and safety of the vehicle are enhanced.
Patent Information
- Application Number
- CN202411890785.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-20
- Publication Date
- 2025-03-14
AI Technical Summary
When facing complex road conditions and dynamic changes, traditional PID control strategies cannot effectively consider the dynamic characteristics of the vehicle's lateral acceleration rate, resulting in excessive control actions, affecting riding comfort and safety.
By receiving the lateral acceleration signal, the lateral acceleration rate of change da/dt is determined, and one or more parameter factors of the PID controller are corrected according to the change rate, and the final steering angle or steering torque output is adjusted.
Reduce violent steering movements caused by sharp turn or obstacle avoidance operations, improve passengers' riding comfort, and enable the control system to respond more accurately to the lateral dynamics of the vehicle, improve the control accuracy of the intelligent driving function and the stability and safety of the vehicle.
Smart Images
Figure CN119611343A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the field of lateral control of a vehicle, and more specifically, to a lateral control method, a computer program product, and an electronic device for a vehicle. Background Art
[0002] With the rapid development of the automotive industry, Advanced Driver Assistance Systems (ADAS) have become a key technology to improve road safety and driving comfort. ADAS systems integrate multiple sensors and advanced control algorithms to achieve functions such as lane keeping, adaptive cruise control, and collision warning. In these systems, PID controllers are widely used for lateral control of vehicles due to their simplicity, robustness, and effectiveness.
[0003] The traditional PID controller adjusts the lateral deviation of the vehicle in real time through a combination of three basic control strategies: proportional (P), integral (I) and differential (D). This control strategy can effectively reduce the error of the vehicle deviating from the planned path, but the limitations of the traditional PID control strategy gradually emerge when faced with complex road conditions and dynamic changes. Especially in sharp turns or irregular road conditions, the vehicle's lateral acceleration change rate (da / dt) may become very large, resulting in excessive control actions, affecting ride comfort and safety. Summary of the invention
[0004] The inventor of the present application realizes that the existing PID control strategy usually does not consider the dynamic characteristics of the vehicle's lateral acceleration rate of change, which limits the performance of the control system to a certain extent. In actual driving, the rapid change of the lateral acceleration rate of change may indicate the instability of vehicle handling, and the traditional PID controller lacks direct feedback and adjustment capabilities for this key parameter.
[0005] According to one aspect of the present application, a lateral control method for a vehicle is provided, the method comprising: receiving a lateral acceleration signal; determining a lateral acceleration change rate da / dt based on the lateral acceleration signal; and correcting one or more parameter factors of a PID controller according to the lateral acceleration change rate da / dt so as to adjust a final steering angle or steering torque output.
[0006] As a supplement or alternative to the above solution, in the above method, the lateral acceleration signal is received from a vehicle body stabilization system ESP.
[0007] As a supplement or alternative to the above scheme, in the above method, determining the lateral acceleration change rate da / dt based on the lateral acceleration signal includes: mapping and filtering the lateral acceleration signal provided by the vehicle body stability system ESP as the actual lateral acceleration a of the vehicle; and taking a first-order derivative of the actual lateral acceleration a of the vehicle to obtain the lateral acceleration change rate da / dt.
[0008] As a supplement or alternative to the above-mentioned scheme, in the above-mentioned method, according to the lateral acceleration change rate da / dt, correcting one or more parameter factors of the PID controller includes: when the lateral acceleration change rate da / dt is greater than a preset threshold, reducing the proportional, integral and / or differential gain coefficients of the PID controller, thereby reducing the steering torque request or steering angle request output by the PID controller.
[0009] As a supplement or replacement for the above solution, in the above method, the range of the preset threshold is 2 to 4 m / s 3 .
[0010] As a supplement or alternative to the above solution, the above method also includes: controlling the rate of change of the steering angle or steering torque according to the lateral acceleration change rate da / dt.
[0011] As a supplement or alternative to the above solution, in the above method, the rate of change of the steering angle or the steering torque decreases as the lateral acceleration change rate da / dt increases.
[0012] According to another aspect of the present application, a computer program product is provided, including a computer program, and when the computer program is executed by a processor, the method as described above is implemented.
[0013] According to another aspect of the present application, an electronic device is provided, comprising a memory, a processor and a computer program stored on the memory, wherein the processor executes the computer program to implement the following steps: implementing the lateral control method as described above so as to output a corrected steering torque request or steering angle request to an actuator.
[0014] As a supplement or alternative to the above solution, the above electronic device may be a front-view camera.
[0015] As a supplement or alternative to the above solution, the above electronic device may be a domain controller.
[0016] The lateral control scheme of the embodiment of the present application reduces the violent steering action caused by sharp turns or obstacle avoidance operations by introducing the lateral acceleration change rate (da / dt) as a correction factor of the PID controller, thereby improving the riding comfort of passengers. In addition, the introduction of the lateral acceleration change rate as a control dimension enables the control system to respond to the lateral dynamics of the vehicle more accurately and improves the control accuracy of intelligent driving functions (such as lane keeping and lane centering functions). Furthermore, the lateral control scheme of the embodiment of the present application can be used to ensure that the vehicle meets the requirements of international regulations such as R79 when performing cornering such as TJA functions, and can adapt to different driving conditions and road conditions.
[0017] In addition, the lateral control scheme of the embodiment of the present application also controls the rate of change of the steering angle or steering torque according to the lateral acceleration change rate da / dt, which can reduce the risk of vehicle loss of control due to excessively rapid lateral dynamic changes and improve the stability and safety of the vehicle under various driving conditions. BRIEF DESCRIPTION OF THE DRAWINGS
[0018] The above and other objects and advantages of the present application will become more fully apparent from the following detailed description in conjunction with the accompanying drawings, wherein the same or similar elements are represented by the same reference numerals.
[0019] Figure 1 A schematic flow chart of a lateral control method for a vehicle according to an embodiment of the present application is shown;
[0020] Figure 2 A schematic diagram showing the relationship between the steering angle slope limit and the lateral acceleration change rate according to an embodiment of the present application is shown;
[0021] Figure 3 A schematic flow chart of a lateral control method of a vehicle according to an embodiment of the present application is shown; and
[0022] Figure 4 A schematic structural diagram of an electronic device according to an embodiment of the present application is shown. DETAILED DESCRIPTION
[0023] Hereinafter, a lateral control scheme of a vehicle according to various exemplary embodiments of the present application will be described in detail with reference to the accompanying drawings.
[0024] Figure 1 FIG. 1 is a flow chart of a vehicle lateral control method 1000 according to an embodiment of the present application. Figure 1 As shown, the lateral control method 1000 of a vehicle includes:
[0025] In step S110, a lateral acceleration signal is received;
[0026] In step S120, a lateral acceleration change rate da / dt is determined based on the lateral acceleration signal; and
[0027] In step S130, one or more parameter factors of the PID controller are modified according to the lateral acceleration change rate da / dt, so as to adjust the final steering angle or steering torque output.
[0028] For step S110, it receives a lateral acceleration signal for subsequent lateral control calculation and decision-making. In one embodiment, the lateral acceleration signal is received from the vehicle body stability system ESP (Electronic Stability Program). For example, the lateral acceleration signal from the ESP system can be received through a communication network (such as a CAN bus) inside the vehicle. Because the ESP system usually integrates a variety of sensors and can provide high-quality vehicle dynamic data, the lateral acceleration signal received directly from the ESP system is more accurate and reliable.
[0029] After receiving the signal, the received lateral acceleration signal may be subjected to necessary processing, including but not limited to filtering, mapping, amplification, digitization, etc., to ensure the accuracy and availability of the signal. In one or more embodiments, the integrity and consistency of the received lateral acceleration signal may also be verified to ensure that it meets the expected quality and performance standards. If a signal abnormality or loss is detected, appropriate abnormality handling measures are taken, such as using a backup signal source or triggering a fault warning.
[0030] In step S120, the lateral acceleration change rate da / dt is determined based on the lateral acceleration signal. In one embodiment, step S120 includes: converting or processing the lateral acceleration signal provided by the vehicle body stability system ESP into the actual lateral acceleration a of the vehicle, which process involves adapting the original signal to the style required by the vehicle control logic; and taking the first-order derivative of the actual lateral acceleration a of the vehicle to obtain the lateral acceleration change rate da / dt.
[0031] In this embodiment, the original lateral acceleration signal (such as ESP_LatAccel) provided by the vehicle body stability system ESP can be mapped and converted into a signal format used internally, such as Internal_LatAccel. Then, the mapped lateral acceleration signal is filtered to remove noise and interference to ensure the accuracy and stability of the signal. Finally, the filtered signal is used as the actual lateral acceleration a of the vehicle.
[0032] The actual lateral acceleration a of the vehicle is first-order derived, that is, da / dt is calculated to obtain the rate of change of lateral acceleration. By ensuring the accuracy and real-time performance of the derivation process, a reliable data basis can be provided for the subsequent control logic.
[0033] In step S130, one or more parameter factors of the PID controller are modified according to the lateral acceleration change rate da / dt to adjust the final steering angle or steering torque output. In one embodiment, step S130 includes: when the lateral velocity change rate da / dt is greater than a preset threshold, reducing the proportional, integral and / or differential gain coefficients of the PID controller, thereby reducing the steering torque request or steering angle request output by the PID controller. In one or more embodiments, the preset threshold ranges from 2 to 4 m / s 3 .
[0034] In this embodiment, the parameters of the PID controller are dynamically adjusted based on the lateral acceleration change rate da / dt to optimize the output of the steering angle or steering torque, thereby ensuring optimal lateral control under different lateral dynamic conditions.
[0035] In addition, it should be noted that the preset threshold can be flexibly adjusted according to the actual vehicle / model differences. For example, for vehicles with higher chassis, such as SUVs or trucks, due to the higher center of gravity, the stability and handling of the vehicle when the lateral acceleration changes will be more affected. Therefore, for these vehicles, the preset threshold usually needs to be set lower to ensure that the parameters of the PID controller can be adjusted more sensitively when the lateral acceleration changes, thereby improving the stability and safety of the vehicle. In one or more embodiments, the setting of the preset threshold value needs to consider one or more of the following factors: (1) vehicle stability: vehicles with higher chassis are more likely to roll over when turning or avoiding obstacles, so a lower preset threshold value is required to quickly respond to changes in lateral acceleration; (2) handling performance: a lower preset threshold value can help the vehicle maintain better handling performance when the lateral acceleration changes, reducing the risk of oversteering or understeering; (3) passenger comfort: vehicles with higher chassis may cause greater discomfort to passengers when the lateral acceleration changes. By lowering the preset threshold value, such discomfort can be reduced; (4) safety standards: according to the vehicle safety standards and regulatory requirements, vehicles with higher chassis may require more stringent lateral control strategies; (5) vehicle dynamic characteristics: factors such as chassis height, suspension system and vehicle weight distribution jointly affect the dynamic characteristics of the vehicle. These factors need to be comprehensively considered to determine the most appropriate preset threshold value; (6) actual testing and simulation: the determination of the preset threshold value should be based on actual vehicle testing and simulation results to ensure that the best lateral control effect can be achieved under various driving conditions. By lowering the preset threshold for vehicles with higher chassis, the vehicle's response speed and stability during lateral dynamic changes can be improved, thereby improving overall driving safety and ride comfort. This adjustment strategy helps to adapt to the specific needs of different types of vehicles and achieve more refined vehicle control.
[0036] In one embodiment, the lateral acceleration change rate determined in real time (or calculated) is compared with a preset threshold. If the lateral acceleration change rate is greater than the preset threshold, it indicates that the lateral dynamic change of the vehicle is drastic. At this time, the parameters of the PID controller need to be adjusted to reduce the drastic change of the control output, such as reducing the gain coefficient of the proportional (P), integral (I) and / or differential (D) of the PID controller to reduce the steering torque request or steering angle request output by the PID controller. In this way, the final steering angle or steering torque output is calculated according to the adjusted PID parameters, which can achieve smoother and more stable vehicle control, reduce the impact and discomfort felt by passengers, and at the same time ensure that the vehicle meets international safety standards such as R79 regulations when performing lateral control.
[0037] In one embodiment, although Figure 1 Not shown in the figure, the method 1000 may further include: controlling the rate of change of the steering angle or the steering torque according to the lateral acceleration change rate da / dt.
[0038] Figure 2 FIG. 2 shows a schematic diagram of the relationship between the steering angle slope limit and the lateral acceleration change rate according to an embodiment of the present application. Figure 2 As shown in the figure, when the lateral acceleration change rate da / dt is between [0,2], the steering angle slope limit ang_slope_lim (unit is, for example, ° / s) is maintained at 5; as the lateral acceleration change rate da / dt further increases, the steering angle slope limit ang_slope_lim gradually decreases, for example, when the lateral acceleration change rate da / dt is 3m / s 3 When the steering angle slope limit ang_slope_lim is 4, the lateral acceleration change rate da / dt is 4m / s 3 When the steering angle slope limit ang_slope_lim is 3, the lateral acceleration change rate da / dt is 5m / s 3 When the steering angle slope limit ang_slope_lim is 2, the lateral acceleration change rate da / dt is 6m / s 3 , the steering angle slope limit ang_slope_lim is 1.
[0039] It should be noted that the above Figure 2 Only a schematic diagram of the relationship between the steering angle slope limit and the lateral acceleration change rate of one embodiment is provided. The mapping or corresponding relationship between the steering angle slope limit and the lateral acceleration change rate can be adjusted according to actual needs. For example, the limit in actual application may be higher or lower, depending on the safety standards and performance requirements of the vehicle.
[0040] In one or more embodiments, a function switch may be added to select whether to perform parameter factor adjustment of the PID controller and / or rate control of steering angle / steering torque change. Figure 3 , which shows a schematic flow chart of a lateral control method of a vehicle according to an embodiment of the present application. Figure 3 As shown, the whole process starts in step S310; in step S320, the lateral acceleration signal ESP_LatAccel is received from the vehicle body stability system, and the signal is mapped and filtered as the actual lateral acceleration a of the vehicle; in step S330, the first-order derivative of the actual lateral acceleration a of the vehicle is taken to obtain the lateral acceleration change rate da / dt; in step S340, it is determined whether the function switch is turned on; if not, that is, the function switch is not turned on, step S345 is executed to end the whole process; if yes, that is, the function switch is turned on, step S350 is executed to correct one or more parameter factors of the PID controller according to the lateral acceleration change rate da / dt; in step S360, the steering angle slope limit is adjusted according to the lateral acceleration change rate da / dt; finally, in step S370, the corresponding steering torque request or steering angle request is output.
[0041] The criteria for determining whether the function switch is turned on can be set according to different needs and conditions of the vehicle. In one or more embodiments, the function switch can be automatically turned on or off according to the driving mode, system diagnostic results, or real-time driving conditions. For example, the function switch can be automatically turned on or off according to different driving modes. For example, in sports mode, a more aggressive steering response may be required, so the switch is turned on; while in comfort mode, a gentler steering response may be required, so the switch is turned off. For another example, if the vehicle's diagnostic system detects a fault or abnormality in the steering system or the body stability system, the function switch may be automatically turned off to prevent potential safety risks. For another example, according to real-time driving conditions, such as vehicle speed, road conditions, weather conditions, etc., the function switch can be dynamically turned on or off. In other embodiments, the function switch can also be turned on or off manually. In general, the function switch provides a flexible mechanism that allows dynamic adjustment of PID parameters and control of steering angle / torque change rate to be enabled or disabled when needed. This can be used in a variety of situations, such as: (1) enabling or disabling the function in different driving modes; (2) disabling it when the system diagnoses a potential problem to ensure safety; (3) dynamically adjusting the intensity of the control strategy according to driving conditions or vehicle status. This design improves the system's adaptability and user experience while ensuring safety and comfort in various driving situations.
[0042] In addition, in the context of the present application, the modified PID controller parameter factor can adjust the control output through three parameters: proportion (P), integration (I), and differentiation (D) to reduce system deviation and improve response speed. The steering angle slope limit refers to the maximum rate at which the steering angle changes over time, which directly affects the smoothness of the vehicle steering and the comfort of the passengers. Adjusting this limit can control the speed of steering execution and prevent vehicle instability or passenger discomfort caused by excessive steering action. In other words, the output of the PID controller directly affects the steering angle or torque request, while the steering angle slope limit limits the rate of change of these requests. For example, when the PID controller outputs a large steering request, if the steering angle slope limit is set lower, the actual steering action will be limited to a slower rate to ensure comfort and safety. Conversely, if the steering angle slope limit is higher, the output of the PID controller can be converted into actual steering action more quickly, which may improve the response speed in some cases, but also increase the control risk.
[0043] In practical applications, the correction of PID parameters and the adjustment of steering angle slope limit need to be coordinated with each other to achieve the best control effect. For example, if the vehicle is driving at high speed or in a curve, the steering angle slope limit may need to be reduced to maintain vehicle stability, while adjusting the PID parameters to ensure the accuracy of the steering request. Under different driving modes or road conditions, the parameters of these two control strategies may need to be dynamically adjusted to adapt to different driving needs.
[0044] Therefore, modifying the PID controller parameter factor and adjusting the steering angle slope limit are interrelated control measures, which work together on the lateral control of the vehicle to achieve the best handling performance and riding experience.
[0045] It is easy for a person skilled in the art to understand that the lateral control method of a vehicle provided by one or more embodiments of the present application can be implemented by a computer program. For example, the computer program is contained in a computer program product, and when the computer program is executed by a processor, the lateral control method of a vehicle of one or more embodiments of the present application is implemented. For another example, when a computer-readable storage medium (such as a USB flash drive) storing the computer program is connected to a computer, the lateral control method of a vehicle of one or more embodiments of the present application can be executed by running the computer program.
[0046] refer to Figure 4 , Figure 4 FIG. 4 shows a schematic diagram of the structure of an electronic device 4000 according to an embodiment of the present application. Figure 4As shown, the electronic device 4000 includes a memory 410 and a processor 420, and a computer program is stored in the memory 410. In one embodiment, the processor 420 executes the computer program to implement the following functions or steps: implement the lateral control method as described above to output a modified steering torque request or steering angle request to the actuator.
[0047] In one or more embodiments, the electronic device 4000 is a forward-looking camera, or is part of a camera product (such as a multi-function camera MPC) to provide visual information of road and traffic conditions, which can assist in the implementation of the lateral control method. In one or more embodiments, the electronic device 4000 is a domain controller responsible for coordinating and controlling multiple electronic systems of the vehicle, especially in autonomous driving or assisted driving scenarios. The domain controller can integrate multiple sensor data, such as cameras, radars, lidars, etc., to provide comprehensive environmental perception and implement complex control strategies.
[0048] Through this structural and functional design, the electronic device 4000 is able to provide the vehicle with advanced lateral control capabilities, enhance driving safety and comfort, and provide support for the development of autonomous driving technology.
[0049] In summary, the lateral control scheme of the embodiment of the present application reduces the violent steering action caused by sharp turns or obstacle avoidance operations by introducing the lateral acceleration change rate (da / dt) as a correction factor of the PID controller, thereby improving the riding comfort of passengers. In addition, the introduction of the lateral acceleration change rate as a control dimension enables the control system to respond to the lateral dynamics of the vehicle more accurately and improves the control accuracy of intelligent driving functions (such as lane keeping and lane centering functions). Furthermore, the lateral control scheme of the embodiment of the present application can be used to ensure that the vehicle meets the requirements of international regulations such as R79 when performing cornering functions such as TJA, and can adapt to different driving conditions and road conditions.
[0050] In addition, the lateral control scheme of the embodiment of the present application also controls the rate of change of the steering angle or steering torque according to the lateral acceleration change rate da / dt, which can reduce the risk of vehicle loss of control due to excessively rapid lateral dynamic changes and improve the stability and safety of the vehicle under various driving conditions.
[0051] The above examples mainly illustrate the lateral control scheme of the vehicle of the embodiment of the present application. Although only some of the embodiments of the present application are described, it should be understood by those skilled in the art that the present application can be implemented in many other forms without departing from its subject matter and scope. Therefore, the examples and embodiments shown are regarded as illustrative rather than restrictive, and the present application may cover various modifications and substitutions without departing from the spirit and scope of the present application as defined in the claims.
Claims
1. A lateral control method for a vehicle, characterized in that: The method comprises: receiving a lateral acceleration signal; determining a lateral acceleration change rate da / dt based on the lateral acceleration signal; and According to the lateral acceleration change rate da / dt, one or more parameter factors of the PID controller are corrected to adjust the final steering angle or steering torque output.
2. The method of claim 1, wherein: The lateral acceleration signal is received from the vehicle stabilization system ESP.
3. The method of claim 2, wherein: Determining the lateral acceleration change rate da / dt based on the lateral acceleration signal includes: The lateral acceleration signal provided by the vehicle body stability system ESP is mapped and filtered to be used as the actual lateral acceleration a of the vehicle; and The actual lateral acceleration a of the vehicle is first-order derived to obtain the lateral acceleration change rate da / dt.
4. The method according to claim 1 or 3, wherein: According to the lateral acceleration change rate da / dt, one or more parameter factors of the modified PID controller include: When the lateral acceleration change rate da / dt is greater than a preset threshold, the proportional, integral and / or differential gain coefficients of the PID controller are reduced, thereby reducing the steering torque request or steering angle request output by the PID controller.
5. The method of claim 4, wherein: The preset threshold range is 2 to 4 m / s 3 .
6. The method of claim 1, further comprising: The rate at which the steering angle or steering torque changes is controlled based on the lateral acceleration change rate da / dt.
7. The method of claim 6, wherein: The rate at which the steering angle or the steering torque changes decreases as the lateral acceleration change rate da / dt increases.
8. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.
9. An electronic device comprising a memory, a processor and a computer program stored in the memory, characterized in that: The processor executes the computer program to implement the following steps: The lateral control method according to any one of claims 1 to 7 is implemented to output a corrected steering torque request or a steering angle request to an actuator.
10. The electronic device according to claim 9, wherein: The electronic device is a front-view camera or a domain controller.