Vehicle lateral control parameter adjustment method and system

Abstract

The present invention discloses a vehicle lateral control parameter adjustment method and system, and relates to the technical field of vehicle lateral control. The vehicle lateral control parameter adjustment method detects vehicle trajectory deviation in real time, analyzes dynamic state and road environment, calculates feedforward and LQR turning angle index, adjusts steering wheel angle by comprehensive constraints, and accurately performs lateral control. The present invention obtains the two-dimensional coordinates of the vehicle at the target position point in real time, and compares it with the preset trajectory to calculate the lateral deviation index. Through this real-time deviation analysis, the lateral deviation of the vehicle in complex road sections, curves or sudden environmental changes can be accurately detected, and abnormal target position points can be marked in time. This method not only improves the accuracy of abnormal detection, but also can dynamically adjust the specific deviation of each target position point, reducing the error caused by the failure to detect the deviation in time in the traditional method.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle lateral control, and in particular to a vehicle lateral control parameter adjustment method and system. Background Art

[0002] With the rapid development of autonomous driving technology, achieving high-precision trajectory tracking and stability control during driving has become one of the core contents of research. As a key component of the autonomous driving system, the vehicle's lateral control technology mainly adjusts the steering wheel angle to enable the vehicle to maintain a high degree of consistency with the target driving trajectory at different speeds and road environments, ensuring driving safety and stability.

[0003] Among the existing lateral control technologies, common methods include PID control, preview control and linear quadratic regulator (LQR) control.

[0004] PID control: PID control has the advantages of simple structure and easy implementation, but it requires a lot of experimental debugging to determine the parameters, and it is prone to overshoot and oscillation in complex road environments and high-speed conditions, affecting the control effect.

[0005] Preview control: Preview control achieves path tracking by considering the vehicle's forward path, but it has poor adaptability to road curvature and vehicle dynamics, and it is difficult to maintain stable control in complex environments such as high speeds or curves.

[0006] LQR control: LQR control can achieve optimal feedback control and effectively improve trajectory tracking accuracy by dynamically adjusting the steering wheel angle. However, LQR control usually ignores the impact of changes in the external road environment and cannot effectively constrain the control output, which can easily lead to excessive steering wheel angles, affecting vehicle stability and safety.

[0007] Prior art, such as the invention patent application with announcement number: CN112947474A, discloses a method and device for adjusting the lateral control parameters of an autonomous driving vehicle, the steps of which are: when a lateral control request is received, respectively obtaining a feedforward control component and an optimal feedback solution; obtaining lateral steering wheel angle data through the feedforward control component and the optimal feedback solution; obtaining lateral control data through the limit module threshold and the lateral steering wheel angle data. Through the technical solution of the present invention, the relationship between the vehicle speed and the steering wheel angle is considered in the process of adjusting the lateral control parameters, thereby avoiding high-speed driving conditions, in which the steering wheel angle optimized by the lateral controller is too large, thereby reducing the performance of the control system, affecting the dynamic response of the autonomous driving vehicle, and also increasing the safety of the system to a certain extent.

[0008] Based on the above solution, it is found that the limitations of the existing technology include at least the following problems. First, the existing vehicle lateral control method usually relies on static control models and road-based preset parameters for adjustment, and fails to fully consider the dynamic deviations and changes in environmental factors that may occur during actual driving. Traditional methods usually ignore the deviation analysis between the vehicle and the target trajectory at each specific position point, and it is difficult to effectively reflect the actual deviation between the vehicle and the target trajectory in real time, which makes it difficult for the control system to flexibly respond to dynamic changes, and it is easy to make excessive or insufficient adjustments, affecting the trajectory accuracy of the vehicle. Secondly, the existing technology usually only performs overall lateral control adjustments on the vehicle, lacks in-depth analysis of specific abnormal target position points, and when the vehicle is in certain complex sections Or when an abnormality occurs in an area with a large curvature change, traditional methods find it difficult to accurately identify the specific cause of the abnormal location, and fail to take into account the impact of road curvature, environmental changes and vehicle dynamic behavior on lateral deviation, which can easily lead to the system's lack of response in complex environments, affecting driving stability and safety. In addition, existing control methods usually only consider lateral deviations and fail to comprehensively consider factors such as the vehicle's dynamic state and road curvature. It is difficult to flexibly adjust the control strategy according to the specific conditions of each target position point. This single lateral control method can easily lead to the steering wheel compensation angle being not accurate enough, making it difficult to effectively reduce lateral deviations. Especially when encountering complex road environments, the vehicle's driving stability and accuracy may be affected, thereby affecting the overall driving experience and safety. Summary of the invention

[0009] In view of the deficiencies in the prior art, the present invention provides a method and system for adjusting the lateral control parameters of a vehicle, which solves the problem that the prior art lateral control methods of a vehicle usually rely on a static control model and make adjustments based on preset parameters of the road, and fail to fully consider the dynamic deviations and changes in environmental factors that may occur during actual driving. Traditional methods usually ignore the deviation analysis between the vehicle and the target trajectory at each specific position point, and it is difficult to effectively reflect the actual deviation between the vehicle and the target trajectory in real time, which makes it difficult for the control system to flexibly respond to dynamic changes, and is prone to excessive or insufficient adjustments, affecting the trajectory accuracy of the vehicle. Secondly, the prior art usually only performs overall lateral control adjustments on the vehicle, lacks in-depth analysis of specific abnormal target position points, and when the vehicle is in certain complex When an abnormality occurs in a road section or an area with a large change in curvature, traditional methods find it difficult to accurately identify the specific cause of the abnormal location, and fail to take into account the impact of road curvature, environmental changes and vehicle dynamic behavior on lateral deviation, which can easily lead to the system's lack of sensitivity in complex environments, affecting driving stability and safety. In addition, existing control methods usually only consider lateral deviations and fail to comprehensively consider factors such as the vehicle's dynamic state and road curvature. It is difficult to flexibly adjust the control strategy according to the specific conditions of each target position point. This single lateral control method can easily lead to the steering wheel compensation angle being not accurate enough, making it difficult to effectively reduce lateral deviations. Especially when encountering complex road environments, the vehicle's driving stability and accuracy may be affected, thereby affecting the overall driving experience and safety.

[0010] To achieve the above objectives, the present invention is implemented through the following technical solutions: a vehicle lateral control parameter adjustment method, comprising the following steps: obtaining the target driving trajectory information of the vehicle, the target driving trajectory information including a plurality of target position points and the two-dimensional position coordinates of each target position point; when the vehicle is traveling on a preset driving trajectory, obtaining the two-dimensional position coordinates of the actual driving position of the vehicle at each target position point in real time, and performing position deviation analysis in combination with the two-dimensional position coordinates of each target position point to obtain the lateral deviation index of the vehicle at each target position point; judging in real time whether the lateral deviation index of the vehicle at each target position point is within a preset lateral deviation threshold interval; if the lateral deviation index of the vehicle at a certain target position point is outside the preset lateral deviation threshold interval, marking the target position point as an abnormal target position point, and synchronously obtaining the lateral deviation index of the vehicle at the abnormal position point. The driving status data and road environment data at the normal target position point are comprehensively analyzed to obtain the vehicle dynamic perception index and road curvature adjustment index of the vehicle at the abnormal target position point; the lateral deviation index, vehicle dynamic perception index and road curvature adjustment index of the vehicle at the abnormal target position point are comprehensively analyzed to obtain the steering wheel feedforward compensation angle index and steering wheel LQR adjustment angle index of the vehicle at the abnormal target position point; the steering wheel feedforward compensation angle index and steering wheel LQR adjustment angle index of the vehicle at the abnormal target position point are comprehensively analyzed to obtain the steering wheel comprehensive angle index of the vehicle at the abnormal target position point, and the steering wheel comprehensive angle index of the vehicle at the abnormal target position point is constrained based on the preset constraint rules; lateral control measures are taken for the vehicle at the abnormal target position point based on the steering wheel comprehensive angle index after constraint processing.

[0011] Furthermore, the driving status data includes a vehicle driving speed value, a vehicle driving acceleration value, a vehicle heading angle value, and a vehicle turning radius value; and the road environment data includes a ground friction coefficient value, a road slope value, and a road curvature value.

[0012] Furthermore, the specific steps for obtaining the lateral deviation index of the vehicle at each target position point are as follows: the two-dimensional position coordinates of each target position point are combined with the two-dimensional position coordinates of the actual driving position of the vehicle at each target position point for comprehensive analysis to obtain the lateral deviation index of the vehicle at each target position point; wherein the specific formula for calculating the lateral deviation index of the vehicle at each target position point is as follows: ;in, For the vehicle The lateral deviation index at the target position point, For the vehicle The two-dimensional position coordinates of the actual driving position at the target position point, For the The two-dimensional position coordinates of the target position points, , The number of target position points.

[0013] Furthermore, the specific steps for obtaining the vehicle dynamic perception index and the road curvature adjustment index of the vehicle at the abnormal target position point are as follows: comprehensively analyzing the vehicle speed value, the vehicle acceleration value, and the vehicle turning radius value of the vehicle at the abnormal target position point to obtain the vehicle dynamic perception index of the vehicle at the abnormal target position point; comprehensively analyzing the ground friction coefficient value, the road slope value, and the road curvature value of the vehicle at the abnormal target position point to obtain the road curvature adjustment index of the vehicle at the abnormal target position point; wherein, the specific formulas for calculating the vehicle dynamic perception index and the road curvature adjustment index of the vehicle at the abnormal target position point are as follows: ;in, is the vehicle dynamic perception index at the abnormal target position point, is the vehicle speed value at the abnormal target location point, is the vehicle acceleration value at the abnormal target position point, is the turning radius of the vehicle at the abnormal target position point, The road curvature adjustment index for the vehicle at the abnormal target location point, is the ground friction coefficient value of the vehicle at the abnormal target position point, is the road slope value of the vehicle at the abnormal target location, is the road curvature value of the vehicle at the abnormal target location.

[0014] Furthermore, the specific steps for obtaining the steering wheel feedforward compensation angle index of the vehicle at the abnormal target position point are as follows: a lateral deviation index, a vehicle dynamic perception index, a road curvature adjustment index, and a vehicle driving speed value at the abnormal target position point are comprehensively analyzed to obtain the steering wheel feedforward compensation angle index of the vehicle at the abnormal target position point; wherein, the specific formula for calculating the steering wheel feedforward compensation angle index of the vehicle at the abnormal target position point is as follows: ;in, is the steering wheel feedforward compensation angle index of the vehicle at the abnormal target position point, is the feedforward gain coefficient stored in the database, is the lateral deviation index of the vehicle at the abnormal target position point, is the vehicle dynamic perception index at the abnormal target position point, The road curvature adjustment index for the vehicle at the abnormal target location point, is the proportional coefficient stored in the database, is the vehicle speed value at the abnormal target location.

[0015] Furthermore, the specific steps for obtaining the steering wheel LQR adjustment angle index of the vehicle at the abnormal target position point are as follows: obtain the target heading angle value of the vehicle at the abnormal target position point, and perform deviation analysis in combination with the vehicle heading angle value of the vehicle at the abnormal target position point to obtain the heading angle deviation index of the vehicle at the abnormal target position point; obtain the initial lateral deviation gain coefficient, and perform comprehensive analysis in combination with the vehicle dynamic perception index of the vehicle at the abnormal target position point to obtain the lateral deviation adjustment gain coefficient of the vehicle at the abnormal target position point; obtain the initial heading angle deviation gain coefficient, and perform comprehensive analysis in combination with the road curvature adjustment index of the vehicle at the abnormal target position point to obtain the heading angle deviation adjustment gain coefficient of the vehicle at the abnormal target position point; perform comprehensive analysis on the lateral deviation adjustment gain coefficient, lateral deviation index, heading angle deviation adjustment gain coefficient, and heading angle deviation index of the vehicle at the abnormal target position point to obtain the steering wheel LQR adjustment angle index of the vehicle at the abnormal target position point.

[0016] Furthermore, the specific formulas for calculating the heading angle deviation index, lateral deviation adjustment gain coefficient, heading angle deviation adjustment gain coefficient, and steering wheel LQR adjustment angle index of the vehicle at the abnormal target position point are as follows: ;in, is the heading angle deviation index of the vehicle at the abnormal target position point, is the target heading angle value of the vehicle at the abnormal target position point, is the vehicle heading angle value at the abnormal target position point, Adjust the gain factor for the lateral deviation of the vehicle at the abnormal target position point, is the initial lateral deviation gain coefficient of the vehicle at the abnormal target position point, is the vehicle dynamic perception index at the abnormal target position point, Adjust the gain coefficient for the vehicle's heading angle deviation at the abnormal target position point, is the initial heading angle deviation gain coefficient of the vehicle at the abnormal target position point, The road curvature adjustment index for the vehicle at the abnormal target location point, Adjust the steering angle index for the vehicle's steering wheel LQR at the abnormal target position point, is the lateral deviation index of the vehicle at the abnormal target position point.

[0017] Furthermore, the specific formula for calculating the comprehensive steering wheel angle index of the vehicle at the abnormal target position point is as follows: ;in, is the comprehensive steering angle index of the vehicle at the abnormal target position point, is the steering wheel feedforward compensation angle index of the vehicle at the abnormal target position point, is the feedforward compensation coefficient stored in the database, Adjust the steering angle index for the vehicle's steering wheel LQR at the abnormal target position point, is the LQR adjustment coefficient stored in the database, .

[0018] Furthermore, the specific steps of constraining the comprehensive steering wheel angle index of the vehicle at the abnormal target position point based on the preset constraint rules are as follows: obtaining the maximum comprehensive steering wheel angle index of the vehicle; when the comprehensive steering wheel angle index of the vehicle at the abnormal target position point is lower than or equal to the maximum comprehensive steering wheel angle index of the vehicle, no constraint measures are taken; when the comprehensive steering wheel angle index of the vehicle at the abnormal target position point is higher than the maximum comprehensive steering wheel angle index of the vehicle, the maximum comprehensive steering wheel angle index of the vehicle is used as the comprehensive steering wheel angle index of the vehicle at the abnormal target position point.

[0019] A vehicle lateral control parameter adjustment system includes: a data acquisition module, a deviation analysis module, a judgment analysis module, an index analysis module, a turning angle analysis module, and a parameter adjustment module; the data acquisition module is used to obtain the target driving trajectory information of the vehicle, and the target driving trajectory information includes a plurality of target position points and the two-dimensional position coordinates of each target position point; the deviation analysis module is used to obtain the two-dimensional position coordinates of the actual driving position of the vehicle at each target position point in real time when the vehicle is traveling on a preset driving trajectory, and perform position deviation analysis in combination with the two-dimensional position coordinates of each target position point to obtain the lateral deviation index of the vehicle at each target position point; the judgment analysis module is used to judge in real time whether the lateral deviation index of the vehicle at each target position point is within a preset lateral deviation threshold interval; the index analysis module is used to mark the target position point if the lateral deviation index of the vehicle at a certain target position point is outside the preset lateral deviation threshold interval. The abnormal target position point is determined, and the driving state data and road environment data of the vehicle at the abnormal target position point are obtained synchronously, and comprehensive analysis is performed respectively to obtain the vehicle dynamic perception index and road curvature adjustment index of the vehicle at the abnormal target position point; the turning angle analysis module is used to comprehensively analyze the lateral deviation index, vehicle dynamic perception index and road curvature adjustment index of the vehicle at the abnormal target position point, obtain the steering wheel feedforward compensation angle index and steering wheel LQR adjustment angle index of the vehicle at the abnormal target position point, comprehensively analyze the steering wheel feedforward compensation angle index and steering wheel LQR adjustment angle index of the vehicle at the abnormal target position point, obtain the steering wheel comprehensive angle index of the vehicle at the abnormal target position point, and constrain the steering wheel comprehensive angle index of the vehicle at the abnormal target position point based on the preset constraint rules; the parameter adjustment module is used to take lateral control measures for the vehicle at the abnormal target position point based on the steering wheel comprehensive angle index after constraint processing.

[0020] The present invention has the following beneficial effects: (1) The vehicle lateral control parameter adjustment method obtains the two-dimensional coordinates of the vehicle at the target position point in real time and compares them with the preset trajectory to calculate the lateral deviation index. Through this real-time deviation analysis, the lateral deviation of the vehicle in complex road sections, curves or sudden environmental changes can be accurately detected, and abnormal target position points can be marked in time. This method not only improves the accuracy of abnormal detection, but also can dynamically adjust the specific deviation of each target position point, reducing the error caused by the failure to detect the deviation in time in the traditional method. Especially in complex road environments, the ability to adjust the control strategy in real time greatly enhances the response speed and accuracy of the automatic driving system.

[0021] (2) The vehicle lateral control parameter adjustment method provides a more comprehensive decision-making basis for the control system by comprehensively analyzing multiple key parameters, including the vehicle dynamic perception index, the road curvature adjustment index and the lateral deviation index. This comprehensive analysis based on multi-dimensional data makes the steering wheel adjustment more precise. It can not only perform precise control on straight roads, but also make reasonable adjustments under complex curves or sudden traffic conditions, significantly improving the accuracy of vehicle trajectory tracking and driving stability, and reducing the risk of oversteering or understeering.

[0022] (3) The vehicle lateral control parameter adjustment method sets the maximum limit value of the steering wheel angle and introduces constraint processing to ensure that the steering wheel angle is within a safe range. This constraint mechanism effectively avoids the control instability problem that may be caused by excessive steering wheel angle, especially when driving at high speeds. It prevents excessive steering wheel adjustment from causing inaccurate vehicle control and increasing the risk of accidents. By dynamically adjusting the steering wheel LQR adjustment angle index and the steering wheel feedforward compensation angle index, and performing constraint processing at each target position point, the system can ensure that the vehicle's control safety and stability can always be maintained even under complex working conditions, thereby enhancing the reliability of the automatic driving system in various driving environments and reducing system failures and safety hazards.

[0023] (4) The vehicle lateral control parameter adjustment system, through modular design, independently divides the functions of data acquisition, deviation analysis, judgment analysis, index calculation and parameter adjustment. The modules work together and process data in real time, which effectively improves the calculation efficiency and response speed of the system. In addition, the modular architecture facilitates function expansion and optimization, so that the system can be flexibly adapted under different working conditions to meet the diverse vehicle lateral control requirements, further enhancing the stability and practicality of the system.

[0024] Of course, any product implementing the present invention does not necessarily need to achieve all of the advantages described above at the same time. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 The present invention is a flow chart of a vehicle lateral control parameter adjustment method.

[0026] Figure 2 The present invention is a flowchart of the specific steps of obtaining a vehicle dynamic perception index and a road curvature adjustment index of a vehicle at an abnormal target position point in a vehicle lateral control parameter adjustment method.

[0027] Figure 3 The present invention is a block diagram of a vehicle lateral control parameter adjustment system. DETAILED DESCRIPTION

[0028] The embodiment of the present application provides a vehicle lateral control parameter adjustment method and system to solve the problem that the existing vehicle lateral control method usually relies on a static control model and is adjusted based on preset parameters of the road, and fails to fully consider the dynamic deviations and changes in environmental factors that may occur during actual driving. Traditional methods usually ignore the deviation analysis between the vehicle and the target trajectory at each specific position point, and it is difficult to effectively reflect the actual deviation between the vehicle and the target trajectory in real time, which makes it difficult for the control system to flexibly respond to dynamic changes and is prone to excessive or insufficient adjustments, affecting the trajectory accuracy of the vehicle. Secondly, the existing technology usually only performs overall lateral control adjustments on the vehicle, lacks in-depth analysis of specific abnormal target position points, and when the vehicle is on certain complex roads or curves, it is difficult to effectively reflect the actual deviation between the vehicle and the target trajectory. When anomalies occur in areas with large rate changes, traditional methods are difficult to accurately identify the specific causes of the abnormal locations, and fail to take into account the impact of road curvature, environmental changes and vehicle dynamic behavior on lateral deviation, which can easily lead to the system's lack of sensitivity in complex environments, affecting driving stability and safety. In addition, existing control methods usually only consider lateral deviations and fail to comprehensively consider factors such as the vehicle's dynamic state and road curvature. It is difficult to flexibly adjust the control strategy according to the specific conditions of each target position point. This single lateral control method can easily lead to inaccurate steering wheel compensation angles and difficulty in effectively reducing lateral deviations. Especially when encountering complex road environments, the vehicle's driving stability and accuracy may be affected, thereby affecting the overall driving experience and safety.

[0029] The overall idea of ​​the embodiments of this application is as follows: First, the target driving trajectory information of the vehicle is obtained, including the two-dimensional coordinates of the target position points. When the vehicle is driving on the trajectory, the actual coordinates of the vehicle at each target position point are obtained in real time, and the position deviation analysis is performed to calculate the lateral deviation index. Secondly, it is determined in real time whether the lateral deviation index exceeds the preset threshold. When the lateral deviation index exceeds the threshold, the abnormal target position point is marked, and the vehicle driving status data and road environment data are obtained. The vehicle dynamic perception index and road curvature adjustment index are calculated respectively. Finally, based on the lateral deviation index, the vehicle dynamic perception index and the road curvature adjustment index, the steering wheel feedforward compensation angle index and the steering wheel LQR adjustment angle index are calculated respectively, and the steering wheel comprehensive angle index is obtained comprehensively. The result is constrained, and finally lateral control measures are taken to achieve precise control.

[0030] See also Figure 1The embodiment of the present invention provides a technical solution: a method for adjusting lateral control parameters of a vehicle, comprising the following steps: obtaining target driving trajectory information of the vehicle, the target driving trajectory information including a plurality of target position points and a two-dimensional position coordinate of each target position point, that is, consisting of a plurality of target position points; when the vehicle is traveling on a preset driving trajectory, obtaining the two-dimensional position coordinates of the actual driving position of the vehicle at each target position point in real time, and performing position deviation analysis in combination with the two-dimensional position coordinates of each target position point to obtain a lateral deviation index of the vehicle at each target position point; determining in real time whether the lateral deviation index of the vehicle at each target position point is within a preset lateral deviation threshold interval; if the lateral deviation index of the vehicle at a certain target position point is outside the preset lateral deviation threshold interval, marking the target position point as an abnormal target position point, and synchronously obtaining the lateral deviation index of the vehicle at each target position point. The driving status data and road environment data at the abnormal target position point are comprehensively analyzed to obtain the vehicle dynamic perception index and road curvature adjustment index of the vehicle at the abnormal target position point; the lateral deviation index, vehicle dynamic perception index and road curvature adjustment index of the vehicle at the abnormal target position point are comprehensively analyzed to obtain the steering wheel feedforward compensation angle index and steering wheel LQR adjustment angle index of the vehicle at the abnormal target position point; the steering wheel feedforward compensation angle index and steering wheel LQR adjustment angle index of the vehicle at the abnormal target position point are comprehensively analyzed to obtain the steering wheel comprehensive angle index of the vehicle at the abnormal target position point, and the steering wheel comprehensive angle index of the vehicle at the abnormal target position point is constrained based on the preset constraint rules; lateral control measures are taken for the vehicle at the abnormal target position point based on the steering wheel comprehensive angle index after constraint processing.

[0031] Among them, the vehicle dynamic perception index reflects the dynamic behavior of the vehicle. It is used to describe the response characteristics of the vehicle under different speeds and acceleration conditions, and serves as a sensitivity parameter for subsequent corner adjustments.

[0032] The road curvature adjustment index reflects the complexity and friction conditions of the road, and is used to dynamically adjust the control strategy according to the road slope and curvature.

[0033] The driving status data includes the vehicle speed value, the vehicle acceleration value, the vehicle heading angle value, and the vehicle turning radius value; the road environment data includes the ground friction coefficient value, the road slope value, and the road curvature value.

[0034] The vehicle speed value can be measured and obtained through the vehicle-mounted speed sensor (such as wheel speed sensor, GPS module). It is used to evaluate the dynamic state of the vehicle, reflect the real-time movement of the vehicle at the target position, and assist in calculating the steering wheel feedforward compensation angle index and the steering wheel LQR adjustment angle index to ensure that the control output adapts to the current speed.

[0035] The vehicle's driving acceleration value can be measured and obtained through the vehicle acceleration sensor or inertial measurement unit (IMU). It is used to evaluate the dynamic stability of the vehicle, reflect the state changes of the vehicle during acceleration or deceleration, and perform dynamic compensation based on lateral deviation and speed to ensure the smoothness and stability of lateral control.

[0036] The vehicle heading angle value can be measured and obtained by the on-board gyroscope or inertial measurement unit (IMU). It is used to analyze the angular deviation between the vehicle and the target trajectory, and combined with the heading angle deviation index to evaluate the vehicle steering demand, assist the LQR controller to perform optimization adjustments, and improve the heading control accuracy.

[0037] The vehicle turning radius value can be obtained by calculating the vehicle steering angle sensor in combination with the speed and lateral acceleration, or by inverse calculation using the vehicle dynamics model. It is used to evaluate the vehicle's current steering state and curve adaptability, and analyze the vehicle's steering response at abnormal points in combination with the road curvature adjustment index to assist in compensating the steering wheel angle.

[0038] The ground friction coefficient value can be measured and obtained through tire sensors or vehicle dynamics control systems (such as ESC, ABS systems), and the friction coefficient between the ground and the tire is estimated. It is used to evaluate road adhesion conditions, analyze the controllability of the vehicle at abnormal target positions, and ensure that the vehicle steering compensation does not exceed the friction limit during lateral control, thereby improving safety.

[0039] The road slope value can be measured and obtained through high-precision sensors (such as vehicle-mounted level sensors, accelerometers) or high-precision map data. It is used to analyze the impact of the road inclination on the dynamic state of the vehicle, combined with the driving acceleration value and heading angle adjustment parameter compensation to ensure lateral control accuracy when driving on a slope.

[0040] The road curvature value can be calculated through high-precision map information, on-board camera identification of lane lines, or laser radar scanning of road curvature, and the real-time road curvature is used to evaluate road morphology (such as bends, curves, etc.), combined with the lateral deviation index and vehicle dynamic state, to optimize the steering wheel feedforward compensation angle and LQR adjustment angle to ensure smooth driving of the vehicle in bends.

[0041] Specifically, the specific steps for obtaining the lateral deviation index of the vehicle at each target position point are as follows: the two-dimensional position coordinates of each target position point are combined with the two-dimensional position coordinates of the actual driving position of the vehicle at each target position point for comprehensive analysis to obtain the lateral deviation index of the vehicle at each target position point.

[0042] The specific formula for calculating the lateral deviation index of the vehicle at each target position point is as follows: ;in, For the vehicle The lateral deviation index at the target position point, For the vehicle The two-dimensional position coordinates of the actual driving position at the target position point, For the The two-dimensional position coordinates of the target position points, , The number of target position points.

[0043] In this implementation scheme, by comparing the actual driving position coordinates of the vehicle with the two-dimensional coordinates of the target position point and using the formula to calculate the lateral deviation index, the deviation of the vehicle at each target position point can be quantified into a specific value. This precise quantification method makes the detection of the vehicle's lateral deviation more intuitive and controllable, which helps the control system to detect the deviation in time and respond, and improves the accuracy of trajectory tracking. By performing deviation analysis on each target position point instead of roughly estimating the overall trajectory, this method can capture the slight deviation between the vehicle and the target trajectory point by point. This refined processing of point-by-point analysis enables the system to have higher abnormality detection sensitivity under complex road conditions or emergency environments, and can quickly identify target position points with large deviations, further ensuring the driving safety and stability of the vehicle. The lateral deviation index is used as the basic parameter for the subsequent calculation of the steering wheel feedforward compensation angle index and the steering wheel LQR adjustment angle index. Its accuracy directly affects the performance of the overall control system. The lateral deviation index calculated by this formula can provide a reliable basis for the subsequent comprehensive analysis of the steering wheel angle, ensuring that the compensation parameters match the actual deviation, thereby optimizing the lateral control effect of the vehicle and reducing the control error.

[0044] Specifically, Figure 2 As shown, the specific steps for obtaining the vehicle dynamic perception index and the road curvature adjustment index of the vehicle at the abnormal target position point are as follows: a comprehensive analysis is performed on the vehicle speed value, the vehicle acceleration value, and the vehicle turning radius value at the abnormal target position point to obtain the vehicle dynamic perception index of the vehicle at the abnormal target position point; a comprehensive analysis is performed on the ground friction coefficient value, the road slope value, and the road curvature value at the abnormal target position point to obtain the road curvature adjustment index of the vehicle at the abnormal target position point.

[0045] The specific formulas for calculating the vehicle dynamic perception index and road curvature adjustment index at the abnormal target position point are as follows: ;in, is the vehicle dynamic perception index at the abnormal target position point, is the vehicle speed value at the abnormal target location point, is the vehicle acceleration value at the abnormal target position point, is the turning radius of the vehicle at the abnormal target position point, The road curvature adjustment index for the vehicle at the abnormal target location point, is the ground friction coefficient value of the vehicle at the abnormal target position point, is the road slope value of the vehicle at the abnormal target location, is the road curvature value of the vehicle at the abnormal target location.

[0046] In this implementation scheme, by comprehensively analyzing the vehicle's driving speed, acceleration, and turning radius values ​​and calculating the vehicle's dynamic perception index, the system can accurately evaluate the vehicle's dynamic state at abnormal target locations. This multi-dimensional dynamic analysis method breaks through the limitations of traditional single-parameter evaluation, and can more comprehensively reflect the vehicle's behavior and state during driving, providing the control system with more accurate dynamic data and enhancing its adaptability to complex working conditions. By incorporating environmental parameters such as ground friction coefficient, road slope, and road curvature into the analysis and calculating the road curvature adjustment index, the system can accurately evaluate the road environment characteristics of abnormal target locations. This method can analyze the vehicle's dynamic state. The coupling analysis of the vehicle state and road environment can identify the special conditions of slopes, curves or low-adhesion roads, and optimize the control strategy according to the actual situation to improve the driving stability and safety of the vehicle in complex environments. The vehicle dynamic perception index and road curvature adjustment index are the core input parameters for the subsequent steering wheel angle adjustment, which directly affect the response effect of the system. This dual index calculation method based on vehicle state and road characteristics can provide accurate control basis for steering wheel feedforward compensation and LQR adjustment, thereby ensuring that the vehicle can perform reasonable lateral control compensation at abnormal target position points, reduce deviations, and improve trajectory tracking accuracy and vehicle handling performance.

[0047] Specifically, the specific steps for obtaining the steering wheel feedforward compensation angle index of the vehicle at the abnormal target position point are as follows: a comprehensive analysis is performed on the lateral deviation index, vehicle dynamic perception index, road curvature adjustment index, and vehicle driving speed value of the vehicle at the abnormal target position point to obtain the steering wheel feedforward compensation angle index of the vehicle at the abnormal target position point.

[0048] The specific formula for calculating the steering wheel feedforward compensation angle index of the vehicle at the abnormal target position point is as follows: ;in, is the steering wheel feedforward compensation angle index of the vehicle at the abnormal target position point, is the feedforward gain coefficient stored in the database, which is used to adjust the strength of the feedforward compensation. is the lateral deviation index of the vehicle at the abnormal target position point, is the vehicle dynamic perception index at the abnormal target position point, The road curvature adjustment index for the vehicle at the abnormal target location point, is the proportional coefficient stored in the database, is the vehicle speed value at the abnormal target location.

[0049] It should be explained that the feedforward gain coefficient can be directly obtained from a preset database. This parameter is determined in advance through system calibration and data optimization, and is mainly used to adjust the intensity of feedforward compensation.

[0050] The proportional coefficient can be directly extracted from a preset database. This parameter is usually set based on the system's historical data and experimental calibration to ensure the balance of parameter adjustment.

[0051] In the formula This term represents the preview distance, that is, the distance of the path ahead that the control system is concerned about at the current moment, where is the proportional coefficient stored in the database, which indicates that the preview distance is proportional to the vehicle speed value. is the vehicle speed value at the abnormal target location.

[0052] In this implementation scheme, the preview distance is estimated by combining the vehicle speed value with the proportional coefficient stored in the database, so that the system can pay attention to the deviation of the path ahead in advance at the current moment. This forward-looking control method based on speed adaptation helps the vehicle to achieve dynamic compensation at different speeds, improves the system's responsiveness to future trajectory changes, and ensures the stability and foresight of vehicle control under high-speed or complex conditions. By comprehensively analyzing the lateral deviation index, vehicle dynamic perception index, road curvature adjustment index and vehicle speed value, the formula can fully consider the complexity of the vehicle state and road environment, and calculate the precise steering wheel feedforward compensation turn. The angular index, especially the introduction of the feedforward gain coefficient and the proportional coefficient, can balance the influence weights of various inputs according to the parameters calibrated by the system, optimize the feedforward compensation strength, ensure that the vehicle can make timely and accurate steering wheel adjustments, and effectively reduce lateral deviations. By proportionally linking the feedforward control to the vehicle speed, the system can adjust the calculation results of the feedforward compensation angle in real time according to different speeds to ensure that the control parameters adapt to the current driving state. This adaptive adjustment method can avoid excessive or insufficient control caused by speed changes, especially at high speeds or on sharp bends. The vehicle's lateral control can be smoother and more precise, significantly improving driving safety and trajectory tracking accuracy.

[0053] Specifically, the specific steps for obtaining the steering wheel LQR adjustment angle index of the vehicle at the abnormal target position point are as follows: obtain the target heading angle value of the vehicle at the abnormal target position point, and perform deviation analysis in combination with the vehicle heading angle value of the vehicle at the abnormal target position point to obtain the heading angle deviation index of the vehicle at the abnormal target position point; obtain the initial lateral deviation gain coefficient, and perform comprehensive analysis in combination with the vehicle dynamic perception index of the vehicle at the abnormal target position point to obtain the lateral deviation adjustment gain coefficient of the vehicle at the abnormal target position point; obtain the initial heading angle deviation gain coefficient, and perform comprehensive analysis in combination with the road curvature adjustment index of the vehicle at the abnormal target position point to obtain the heading angle deviation adjustment gain coefficient of the vehicle at the abnormal target position point; perform comprehensive analysis on the lateral deviation adjustment gain coefficient, lateral deviation index, heading angle deviation adjustment gain coefficient, and heading angle deviation index of the vehicle at the abnormal target position point to obtain the steering wheel LQR adjustment angle index of the vehicle at the abnormal target position point.

[0054] The specific formulas for calculating the heading angle deviation index, lateral deviation adjustment gain coefficient, heading angle deviation adjustment gain coefficient, and steering wheel LQR adjustment angle index of the vehicle at the abnormal target position point are as follows: ;in, is the heading angle deviation index of the vehicle at the abnormal target position point, is the target heading angle value of the vehicle at the abnormal target position point, is the vehicle heading angle value at the abnormal target position point, Adjust the gain factor for the lateral deviation of the vehicle at the abnormal target position point, is the initial lateral deviation gain coefficient of the vehicle at the abnormal target position point, is the vehicle dynamic perception index at the abnormal target position point, Adjust the gain coefficient for the vehicle's heading angle deviation at the abnormal target position point, is the initial heading angle deviation gain coefficient of the vehicle at the abnormal target position point, The road curvature adjustment index for the vehicle at the abnormal target location point, Adjust the steering angle index for the vehicle's steering wheel LQR at the abnormal target position point, is the lateral deviation index of the vehicle at the abnormal target position point.

[0055] It should be explained that the target heading angle value of the vehicle at the abnormal target position point represents the driving direction angle that the vehicle should have on the ideal target path.

[0056] The heading angle deviation index indicates the difference between the vehicle's current heading and the target heading, reflecting the degree of deviation in the vehicle's direction. When the heading angle deviation index is a positive value, it means that the current heading angle is less than the target heading angle and needs to be adjusted in the positive direction. When the heading angle deviation index is a negative value, it means that the current heading angle is greater than the target heading angle and needs to be adjusted in the negative direction.

[0057] The initial lateral deviation gain coefficient is usually a constant, which is adjusted according to the system control requirements. It can be obtained by actual testing of vehicle lateral deviation control, repeatedly testing the system under different speeds, different road environments and different lateral deviation conditions, analyzing the control effect, and obtaining the initial lateral deviation gain coefficient.

[0058] The initial heading angle deviation gain coefficient is usually a constant used to control the adjustment strength of the heading deviation. It can be combined with the vehicle's heading angle control model (such as the relationship between the yaw rate and the steering wheel angle) to analyze the response characteristics of the vehicle under different heading deviations through simulation software (such as CarSim, MATLAB), thereby obtaining the initial heading angle deviation gain coefficient.

[0059] In the formula This item reflects the contribution of lateral position deviation to control output, focusing on the correction of vehicle position. When the road is complex (high curvature or high slope), the lateral deviation adjustment gain coefficient increases, and the impact of lateral deviation on the steering wheel is more significant. Adjust the gain factor for the lateral deviation of the vehicle at the abnormal target position point, is the lateral deviation index of the vehicle at the abnormal target position point.

[0060] In the formula This item reflects the contribution of the heading angle deviation to the control output, focusing on the correction of the vehicle's driving direction. When driving at high speed or accelerating violently, the heading angle deviation adjustment gain coefficient increases, and the heading angle deviation has a more significant impact on the steering wheel. Adjust the gain coefficient for the vehicle's heading angle deviation at the abnormal target position point, is the heading angle deviation index of the vehicle at the abnormal target position point.

[0061] A specific implementation example of calculating the steering wheel LQR adjustment angle index of the vehicle at the abnormal target position point is as follows, and the following data is available: The vehicle speed value at the abnormal target location is: 10m / s.

[0062] The vehicle's driving acceleration value at the abnormal target position is: 1m / s 2 .

[0063] The turning radius of the vehicle at the abnormal target position is: 50m.

[0064] The ground friction coefficient value of the vehicle at the abnormal target position point is: 0.8.

[0065] The road slope value of the vehicle at the abnormal target position is: 0.1rad.

[0066] The road curvature value of the vehicle at the abnormal target position is: 0.02m -1 .

[0067] The lateral deviation index of the vehicle at the abnormal target position point is: 0.5m.

[0068] The heading angle deviation index of the vehicle at the abnormal target position point is: 0.05rad.

[0069] The initial lateral deviation gain factor is: 2.

[0070] The initial heading angle deviation gain coefficient is: 1.

[0071] The above data are respectively input into the specific formulas for calculating the vehicle dynamic perception index, road curvature adjustment index, lateral deviation adjustment gain coefficient, heading angle deviation adjustment gain coefficient, and steering wheel LQR adjustment angle index at the abnormal target position point, and the following is obtained: Vehicle dynamic perception index at the abnormal target position = (10 2 / 50)+1=3.

[0072] The road curvature adjustment index of the vehicle at the abnormal target position = 0.8*(0.1) 2 *1 / 0.02=0.8*0.01*50=0.4.

[0073] The lateral deviation adjustment gain coefficient of the vehicle at the abnormal target position point = 2*3=6.

[0074] The vehicle's heading angle deviation adjustment gain coefficient at the abnormal target position point = 1*0.4 = 0.4.

[0075] The vehicle's steering wheel LQR adjustment angle index at the abnormal target position point = 6*0.5+0.4*0.05=3+0.02=3.02.

[0076] In this implementation, by comprehensively analyzing two key parameters, heading angle deviation and lateral deviation, it is ensured that the vehicle's driving trajectory at abnormal target position points can not only maintain accurate correction of the lateral position, but also effectively adjust the driving direction. This dual deviation adjustment method enables the system to perform more precise control according to the actual state of the vehicle and the target path, especially under conditions with large road curvature or complex working conditions, effectively reducing the vehicle's driving deviation and improving trajectory tracking accuracy. Through dynamic adjustment of the initial lateral deviation gain coefficient and the initial heading angle deviation gain coefficient, this method can adapt to different vehicle speeds, road slopes and curvatures and other conditions. For example, on high curvature or high slope sections, the lateral deviation adjustment gain coefficient is increased to emphasize lateral position correction; while at high speeds or Under severe acceleration conditions, the heading angle deviation adjustment gain coefficient increases, focusing on direction correction. This adaptive gain coefficient adjustment mechanism effectively improves the system's responsiveness and adaptability to complex dynamic environments, ensuring that the control effect always remains in the best state. By assigning specific weights to the heading angle deviation index and the lateral deviation index, the system can scientifically balance the contribution of lateral position correction and driving direction correction to obtain an accurate steering wheel LQR adjustment angle index. This weight distribution method not only improves the rationality of the control output, but also can automatically optimize the steering wheel adjustment strategy for different working conditions (such as low-speed high curvature or high-speed straight sections), minimize unnecessary steering amplitude, and improve vehicle driving smoothness and stability.

[0077] Specifically, the specific formula for calculating the comprehensive steering wheel angle index of the vehicle at the abnormal target position point is as follows: ;in, is the comprehensive steering angle index of the vehicle at the abnormal target position point, is the steering wheel feedforward compensation angle index of the vehicle at the abnormal target position point, is the feedforward compensation coefficient stored in the database, Adjust the steering angle index for the vehicle's steering wheel LQR at the abnormal target position point, is the LQR adjustment coefficient stored in the database, .

[0078] In this implementation, a comprehensive analysis is performed on the steering wheel feedforward compensation angle index and the steering wheel LQR adjustment angle index, and different weights are assigned using the feedforward compensation coefficient and the LQR adjustment coefficient. Finally, the steering wheel comprehensive angle index is calculated. The feedforward control focuses on path preview and early response to road curvature, while the LQR feedback control focuses on real-time correction of the deviation between the vehicle state and the target path. This fusion control method effectively balances the foresight of the feedforward and the real-time nature of the feedback, making the vehicle's steering angle output more accurate and effectively reducing the lateral deviation. The contribution ratio of the feedforward and feedback control is flexibly adjusted through the feedforward compensation coefficient and the LQR adjustment coefficient stored in the database, so that the system can adapt to different working conditions. For example, on curved roads or complex roads, the weight of the feedforward compensation can be increased. High, in order to give priority to the early response to curvature; while in high-speed or straight sections, the weight of LQR feedback control can be appropriately increased to strengthen the real-time correction of heading and position deviations. This flexible weight adjustment mechanism ensures the rationality and applicability of the control strategy and improves the system's adaptability to diverse driving environments. Through the comprehensive feedforward and LQR-adjusted steering wheel angle index, the system can effectively avoid excessive or insufficient adjustment that may be caused by a single control method. Combined with the optimization coefficient in the database, the vehicle's steering wheel comprehensive angle output is smoother and more stable, reducing frequent or drastic adjustments of the steering wheel, and improving the comfort and safety of the vehicle. At the same time, this method can effectively suppress the oscillation phenomenon in the control system to ensure that the vehicle maintains stable tracking under complex working conditions.

[0079] Specifically, the specific steps of constraining the comprehensive steering wheel angle index of the vehicle at the abnormal target position point based on the preset constraint rules are as follows: obtain the maximum comprehensive steering wheel angle index of the vehicle; when the comprehensive steering wheel angle index of the vehicle at the abnormal target position point is lower than or equal to the maximum comprehensive steering wheel angle index of the vehicle, no constraint measures are taken; when the comprehensive steering wheel angle index of the vehicle at the abnormal target position point is higher than the maximum comprehensive steering wheel angle index of the vehicle, the maximum comprehensive steering wheel angle index of the vehicle is used as the comprehensive steering wheel angle index of the vehicle at the abnormal target position point.

[0080] In this implementation scheme, by constraining the steering wheel comprehensive angle index, the system can ensure that the angle value does not exceed the preset maximum steering wheel comprehensive angle index. At the abnormal target position point, if the control system outputs a too large angle, it may cause the vehicle to become unstable, skid, or even lose control. Especially at high speeds or on low adhesion roads, the risk is higher. This section effectively avoids the safety hazards caused by excessive angles by setting constraint rules, and ensures the safety and stability of vehicle driving. When the steering wheel comprehensive angle index exceeds the limit value, the system automatically constrains it to the maximum allowable value, thereby smoothing the control output and preventing the system from oscillating or jittering due to excessive response. This constraint The constraint mechanism can optimize the dynamic characteristics of the system, reduce the load on the vehicle's lateral control system, ensure smooth and stable control instructions, and improve the vehicle's tracking performance and system stability under complex road conditions. Through the preset maximum turning angle threshold, the system can flexibly adjust the turning angle constraint according to actual working conditions and adapt to different road conditions and vehicle states. For example, on low-speed and small-radius curves, the maximum turning angle value can be appropriately relaxed; under high-speed driving or dangerous road conditions, the maximum turning angle value can be strictly controlled. This adaptive constraint mechanism effectively balances the vehicle's maneuverability and safety, enables the system to automatically adjust the control strategy according to environmental changes, and improves the intelligence and reliability of the system.

[0081] See also Figure 3The embodiment of the present invention provides a technical solution: a vehicle lateral control parameter adjustment system, including: a data acquisition module, a deviation analysis module, a judgment analysis module, an index analysis module, a turning angle analysis module, and a parameter adjustment module; the data acquisition module is used to obtain the target driving trajectory information of the vehicle, the target driving trajectory information includes a plurality of target position points and the two-dimensional position coordinates of each target position point, that is, it is composed of a plurality of target position points; the deviation analysis module is used to obtain the two-dimensional position coordinates of the actual driving position of the vehicle at each target position point in real time when the vehicle is traveling on a preset driving trajectory, and perform position deviation analysis in combination with the two-dimensional position coordinates of each target position point to obtain the lateral deviation index of the vehicle at each target position point; the judgment analysis module is used to judge in real time whether the lateral deviation index of the vehicle at each target position point is within a preset lateral deviation threshold interval; the index analysis module is used to determine whether the lateral deviation index of the vehicle at a certain target position point is within a preset lateral deviation threshold interval. In addition, the target position point is marked as an abnormal target position point, and the driving state data and road environment data of the vehicle at the abnormal target position point are synchronously obtained, and comprehensive analysis is performed respectively to obtain the vehicle dynamic perception index and road curvature adjustment index of the vehicle at the abnormal target position point; the angle analysis module is used to comprehensively analyze the lateral deviation index, vehicle dynamic perception index and road curvature adjustment index of the vehicle at the abnormal target position point, respectively, to obtain the steering wheel feedforward compensation angle index and steering wheel LQR adjustment angle index of the vehicle at the abnormal target position point, and comprehensively analyze the steering wheel feedforward compensation angle index and steering wheel LQR adjustment angle index of the vehicle at the abnormal target position point to obtain the steering wheel comprehensive angle index of the vehicle at the abnormal target position point, and constrain the steering wheel comprehensive angle index of the vehicle at the abnormal target position point based on the preset constraint rules; the parameter adjustment module is used to take lateral control measures for the vehicle at the abnormal target position point based on the steering wheel comprehensive angle index after constraint processing.

[0082] In summary, this application has at least the following effects: By acquiring the two-dimensional coordinates of the vehicle at the target position in real time and comparing them with the preset trajectory, the lateral deviation index is calculated. Through this real-time deviation analysis, the lateral deviation of the vehicle in complex road sections, curves or sudden environmental changes can be accurately detected, and abnormal target position points can be marked in time. This method not only improves the accuracy of anomaly detection, but also can dynamically adjust the specific deviation of each target position point, reducing the errors caused by the failure to detect deviations in time in traditional methods. Especially in complex road environments, the ability to adjust control strategies in real time greatly enhances the response speed and accuracy of the autonomous driving system.

[0083] By comprehensively analyzing multiple key parameters, including the vehicle dynamic perception index, road curvature adjustment index and lateral deviation index, a more comprehensive decision-making basis is provided for the control system. This comprehensive analysis based on multi-dimensional data makes the steering wheel adjustment more precise. It can not only perform precise control on straight roads, but also make reasonable adjustments in complex curves or sudden traffic conditions, significantly improving the accuracy of vehicle trajectory tracking and driving stability, and reducing the risk of oversteering or understeering.

[0084] By setting the maximum limit value of the steering wheel angle and introducing constraint processing to ensure that the steering wheel angle is within a safe range, this constraint mechanism effectively avoids the control instability problem that may be caused by excessive steering wheel angle, especially when driving at high speed, to prevent excessive steering wheel adjustment from causing inaccurate vehicle control and increasing the risk of accidents. By dynamically adjusting the steering wheel LQR adjustment angle index and the steering wheel feedforward compensation angle index, and performing constraint processing at each target position point, the system can ensure that the vehicle's control safety and stability can always be maintained even under complex working conditions, thereby enhancing the reliability of the autonomous driving system in various driving environments and reducing system failures and safety hazards.

[0085] Through modular design, functions such as data acquisition, deviation analysis, judgment analysis, index calculation and parameter adjustment are independently divided. The modules work together and process data in real time, which effectively improves the computing efficiency and response speed of the system. In addition, the modular architecture facilitates functional expansion and optimization, allowing the system to be flexibly adapted under different working conditions to meet diverse vehicle lateral control needs, further enhancing the stability and practicality of the system.

[0086] Although the preferred embodiments of the present invention have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present invention.

[0087] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

Claims

1. A method for adjusting vehicle lateral control parameters, characterized in that: The following steps are involved: Acquire target driving trajectory information of the vehicle, wherein the target driving trajectory information includes a plurality of target position points and a two-dimensional position coordinate of each target position point; When the vehicle is traveling on a preset driving track, the two-dimensional position coordinates of the actual driving position of the vehicle at each target position point are obtained in real time, and the position deviation analysis is performed in combination with the two-dimensional position coordinates of each target position point to obtain the lateral deviation index of the vehicle at each target position point; Determine in real time whether the lateral deviation index of the vehicle at each target position point is within a preset lateral deviation threshold range; If the lateral deviation index of a vehicle at a certain target position point is outside the preset lateral deviation threshold range, the target position point is marked as an abnormal target position point, and the driving state data and road environment data of the vehicle at the abnormal target position point are simultaneously obtained, and comprehensive analysis is performed to obtain the vehicle dynamic perception index and road curvature adjustment index of the vehicle at the abnormal target position point; The lateral deviation index, vehicle dynamic perception index, and road curvature adjustment index of the vehicle at the abnormal target position are analyzed comprehensively to obtain the steering wheel feedforward compensation angle index and steering wheel LQR adjustment angle index of the vehicle at the abnormal target position. Comprehensively analyze the steering wheel feedforward compensation angle index and the steering wheel LQR adjustment angle index of the vehicle at the abnormal target position point to obtain the steering wheel comprehensive angle index of the vehicle at the abnormal target position point, and constrain the steering wheel comprehensive angle index of the vehicle at the abnormal target position point based on preset constraint rules; Based on the comprehensive steering wheel angle index after constraint processing, lateral control measures are taken for the vehicle at abnormal target position points.

2. The vehicle lateral control parameter adjustment method according to claim 1, characterized in that: The driving state data includes a vehicle driving speed value, a vehicle driving acceleration value, a vehicle heading angle value, and a vehicle turning radius value; the road environment data includes a ground friction coefficient value, a road slope value, and a road curvature value.

3. The vehicle lateral control parameter adjustment method according to claim 1, characterized in that: The specific steps to obtain the lateral deviation index of the vehicle at each target position point are as follows: The two-dimensional position coordinates of each target position point are combined with the two-dimensional position coordinates of the actual driving position of the vehicle at each target position point to perform a comprehensive analysis to obtain a lateral deviation index of the vehicle at each target position point; The specific formula for calculating the lateral deviation index of the vehicle at each target position point is as follows: ； in, For the vehicle The lateral deviation index at the target position point, For the vehicle The two-dimensional position coordinates of the actual driving position at the target position point, For the The two-dimensional position coordinates of the target position points, , The number of target position points.

4. The vehicle lateral control parameter adjustment method according to claim 2, characterized in that: The specific steps for obtaining the vehicle dynamic perception index and the road curvature adjustment index of the vehicle at the abnormal target position point are as follows: Comprehensively analyze the vehicle speed value, vehicle acceleration value, and vehicle turning radius value at the abnormal target position point to obtain the vehicle dynamic perception index at the abnormal target position point; Comprehensively analyze the ground friction coefficient value, road slope value, and road curvature value of the vehicle at the abnormal target position point to obtain the road curvature adjustment index of the vehicle at the abnormal target position point; The specific formulas for calculating the vehicle dynamic perception index and road curvature adjustment index at the abnormal target position point are as follows: ； in, is the vehicle dynamic perception index at the abnormal target position point, is the vehicle speed value at the abnormal target location point, is the vehicle acceleration value at the abnormal target position point, is the turning radius of the vehicle at the abnormal target position point, The road curvature adjustment index for the vehicle at the abnormal target location point, is the ground friction coefficient value of the vehicle at the abnormal target position point, is the road slope value of the vehicle at the abnormal target location, is the road curvature value of the vehicle at the abnormal target location.

5. The vehicle lateral control parameter adjustment method according to claim 2, characterized in that: The specific steps for obtaining the steering wheel feedforward compensation angle index of the vehicle at the abnormal target position point are as follows: A comprehensive analysis is performed on the lateral deviation index, vehicle dynamic perception index, road curvature adjustment index, and vehicle speed value of the vehicle at the abnormal target position point to obtain the steering wheel feedforward compensation angle index of the vehicle at the abnormal target position point; The specific formula for calculating the steering wheel feedforward compensation angle index of the vehicle at the abnormal target position point is as follows: ； in, is the steering wheel feedforward compensation angle index of the vehicle at the abnormal target position point, is the feedforward gain coefficient stored in the database, is the lateral deviation index of the vehicle at the abnormal target position point, is the vehicle dynamic perception index at the abnormal target position point, The road curvature adjustment index for the vehicle at the abnormal target location point, is the proportional coefficient stored in the database, is the vehicle speed value at the abnormal target location.

6. The vehicle lateral control parameter adjustment method according to claim 2, characterized in that: The specific steps of obtaining the steering wheel LQR adjustment angle index of the vehicle at the abnormal target position point are as follows: Obtaining a target heading angle value of the vehicle at the abnormal target position point, and performing deviation analysis in combination with the vehicle heading angle value of the vehicle at the abnormal target position point to obtain a heading angle deviation index of the vehicle at the abnormal target position point; The initial lateral deviation gain coefficient is obtained, and a comprehensive analysis is performed on the vehicle dynamic perception index at the abnormal target position point to obtain the lateral deviation adjustment gain coefficient of the vehicle at the abnormal target position point; The initial heading angle deviation gain coefficient is obtained, and a comprehensive analysis is performed in combination with the road curvature adjustment index of the vehicle at the abnormal target position point to obtain the heading angle deviation adjustment gain coefficient of the vehicle at the abnormal target position point; A comprehensive analysis is performed on the lateral deviation adjustment gain coefficient, lateral deviation index, heading angle deviation adjustment gain coefficient and heading angle deviation index of the vehicle at the abnormal target position point to obtain the steering wheel LQR adjustment angle index of the vehicle at the abnormal target position point.

7. The vehicle lateral control parameter adjustment method according to claim 6, characterized in that: The specific formulas for calculating the heading angle deviation index, lateral deviation adjustment gain coefficient, heading angle deviation adjustment gain coefficient, and steering wheel LQR adjustment angle index of the vehicle at the abnormal target position point are as follows: ； in, is the heading angle deviation index of the vehicle at the abnormal target position point, is the target heading angle value of the vehicle at the abnormal target position point, is the vehicle heading angle value at the abnormal target position point, Adjust the gain factor for the lateral deviation of the vehicle at the abnormal target position point, is the initial lateral deviation gain coefficient of the vehicle at the abnormal target position point, is the vehicle dynamic perception index at the abnormal target position point, Adjust the gain coefficient for the vehicle's heading angle deviation at the abnormal target position point, is the initial heading angle deviation gain coefficient of the vehicle at the abnormal target position point, The road curvature adjustment index for the vehicle at the abnormal target location point, Adjust the steering angle index for the vehicle's steering wheel LQR at the abnormal target position point, is the lateral deviation index of the vehicle at the abnormal target position point.

8. The vehicle lateral control parameter adjustment method according to claim 1, characterized in that: The specific formula for calculating the comprehensive steering angle index of the vehicle at the abnormal target position point is as follows: ； in, is the comprehensive steering angle index of the vehicle at the abnormal target position point, is the steering wheel feedforward compensation angle index of the vehicle at the abnormal target position point, is the feedforward compensation coefficient stored in the database, Adjust the steering angle index for the vehicle's steering wheel LQR at the abnormal target position point, is the LQR adjustment coefficient stored in the database, .

9. The vehicle lateral control parameter adjustment method according to claim 1, characterized in that: The specific steps of constraining the comprehensive steering angle index of the vehicle at the abnormal target position point based on the preset constraint rules are as follows: Get the maximum comprehensive steering wheel angle index of the vehicle; When the comprehensive steering wheel angle index of the vehicle at the abnormal target position point is lower than or equal to the maximum comprehensive steering wheel angle index of the vehicle, no restraint measures are taken; When the comprehensive steering wheel angle index of the vehicle at the abnormal target position point is higher than the maximum comprehensive steering wheel angle index of the vehicle, the maximum comprehensive steering wheel angle index of the vehicle is used as the comprehensive steering wheel angle index of the vehicle at the abnormal target position point.

10. A vehicle lateral control parameter adjustment system, using the vehicle lateral control parameter adjustment method according to any one of claims 1 to 9, characterized in that: include: Data acquisition module, deviation analysis module, judgment analysis module, index analysis module, turning angle analysis module, parameter adjustment module; The data acquisition module is used to acquire target driving trajectory information of the vehicle, wherein the target driving trajectory information includes a plurality of target position points and a two-dimensional position coordinate of each target position point; The deviation analysis module is used to obtain the two-dimensional position coordinates of the actual driving position of the vehicle at each target position point in real time when the vehicle is driving on a preset driving trajectory, and perform position deviation analysis in combination with the two-dimensional position coordinates of each target position point to obtain the lateral deviation index of the vehicle at each target position point; The judgment and analysis module is used to judge in real time whether the lateral deviation index of the vehicle at each target position point is within a preset lateral deviation threshold range; The index analysis module is used to mark a target position point as an abnormal target position point when the lateral deviation index of the vehicle at a certain target position point is outside a preset lateral deviation threshold range, and simultaneously obtain the driving state data and road environment data of the vehicle at the abnormal target position point, and perform comprehensive analysis respectively to obtain the vehicle dynamic perception index and road curvature adjustment index of the vehicle at the abnormal target position point; The steering angle analysis module is used to comprehensively analyze the lateral deviation index, the vehicle dynamic perception index, and the road curvature adjustment index of the vehicle at the abnormal target position point, respectively, to obtain the steering wheel feedforward compensation angle index and the steering wheel LQR adjustment angle index of the vehicle at the abnormal target position point, comprehensively analyze the steering wheel feedforward compensation angle index and the steering wheel LQR adjustment angle index of the vehicle at the abnormal target position point, to obtain the steering wheel comprehensive angle index of the vehicle at the abnormal target position point, and constrain the steering wheel comprehensive angle index of the vehicle at the abnormal target position point based on a preset constraint rule; The parameter adjustment module is used to take lateral control measures for the vehicle at an abnormal target position point based on the steering wheel comprehensive angle index after constraint processing.

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