Vehicle transverse control method, electronic equipment, medium, control system and vehicle

Abstract

The invention discloses a vehicle transverse control method, electronic equipment, a medium, a control system and a vehicle. The vehicle transverse control method comprises the steps that it is determined that the vehicle is in a curve driving working condition; determining a side slip angle of each wheel of the vehicle according to the vehicle curve driving parameters; determining a curve driving compensation angle according to the side slip angle of each wheel of the vehicle; the driving wheel is controlled to steer according to the compensated driving wheel rotation angle, and the compensated driving wheel rotation angle is determined by compensating the target driving wheel rotation angle according to the curve driving compensation angle. According to the method, accurate transverse control over the curve driving state of the vehicle is achieved, the problem that in the prior art, due to accumulative error feedback or direct feedback, a steering wheel swings or the vehicle draws a dragon is effectively solved, and the situation that the vehicle deviates from the center of a lane due to insufficient or excessive steering is reduced; therefore, the centering property and the stability of transverse control of the vehicle when the vehicle runs on the curve are improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle lateral control method, electronic equipment, computer-readable storage medium, automatic driving control system and vehicle. Background Art

[0002] With the rapid development of autonomous driving technology, the lateral control of vehicles has become a key link in improving driving safety and comfort. In related technologies, the lateral control of autonomous driving vehicles is usually based on the error feedback control method, that is, the steering wheel angle is corrected by the error between the actual lateral displacement and the theoretical lateral displacement. However, this control method based on error feedback fails to fully consider the dynamic changes of the tire slip angle when the vehicle is driving on a curve, especially the impact of wheel load changes caused by the pitch and roll of the vehicle on the nonlinear deformation of the tire during sudden acceleration or deceleration. This may lead to insufficient or excessive response of the controller, manifested as steering wheel swing, vehicle "dragon drawing" and other phenomena, making it difficult to effectively ensure the stability and centrality of the vehicle's driving. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the present invention is to propose a vehicle lateral control method, which realizes accurate lateral control of the vehicle's driving state on a curve, effectively solves the steering wheel swing or vehicle "dragon drawing" phenomenon caused by cumulative error feedback or direct feedback in the prior art, reduces the situation where the vehicle deviates from the center of the lane due to understeering or oversteering, and thus improves the centrality and stability of the vehicle's lateral control when the vehicle is driving on a curve.

[0004] A second objective of the present invention is to provide an electronic device.

[0005] A third object of the present invention is to provide a computer-readable storage medium.

[0006] The fourth objective of the present invention is to provide an automatic driving control system.

[0007] A fifth object of the present invention is to provide a vehicle.

[0008] In order to achieve the above-mentioned purpose, a vehicle lateral control method according to an embodiment of the first aspect of the present invention includes: determining that the vehicle is in a curve driving condition; determining the sideslip angle of each wheel of the vehicle according to the curve driving parameters of the vehicle; determining a curve driving compensation angle according to the sideslip angle of each wheel of the vehicle; and controlling the steering of the driving wheels according to the compensated driving wheel angle, wherein the compensated driving wheel angle is determined by compensating the target driving wheel angle according to the curve driving compensation angle.

[0009] According to the vehicle lateral control method of the embodiment of the present invention, under the condition of curve driving, the sideslip angle of each wheel of the vehicle is calculated based on the vehicle curve driving parameters, and the curve driving compensation angle is calculated according to the sideslip angle of each wheel of the vehicle, and then the target driving wheel angle is compensated, so as to achieve accurate vehicle lateral control. Among them, the vehicle curve driving parameters can reflect that when the vehicle is accelerating or decelerating sharply through the curve, the tire's side slip stiffness presents nonlinear characteristics with the change of load, thereby affecting the change of the wheel's side slip angle. The sideslip angle of each wheel of the vehicle is calculated by the vehicle curve driving parameters, and the curve driving compensation angle is obtained based on the sideslip angle to compensate for the target driving wheel angle, which can effectively reduce the sideslip angle error caused by dynamic changes in the vehicle during curve driving, reduce the steering wheel swing or vehicle "dragon drawing" phenomenon caused by oversteering or understeering, and avoid the situation where the vehicle deviates from the center of the lane, thereby improving the centering and stability of the vehicle lateral control when the vehicle is driving on the curve.

[0010] In some embodiments, determining the slip angle of each wheel of the vehicle according to the vehicle's curve driving parameters includes: determining the longitudinal load value of each wheel of the vehicle according to the vehicle's curve driving parameters; and determining the slip angle according to the longitudinal load value of each wheel of the vehicle and the cornering stiffness value of each wheel.

[0011] In some embodiments, the curve driving compensation angle is the difference between the sideslip angle of the front wheels of the vehicle and the sideslip angle of the rear wheels of the vehicle, wherein the sideslip angle of the front wheels and the sideslip angle of the rear wheels are opposite in direction.

[0012] In some embodiments, determining the longitudinal load value of each wheel of the vehicle according to the vehicle curve driving parameters includes: determining the longitudinal inertia force and lateral inertia force of the vehicle according to the vehicle curve driving parameters; determining the longitudinal load value according to the longitudinal inertia force and the lateral inertia force.

[0013] In some embodiments, the longitudinal load value of each of the wheels is obtained by the following formula: ; ; ; ; Where L is the distance between the front axle and the rear axle, is the distance from the front axle to the center of mass, is the distance between the rear axle and the center of mass, is the height of the vehicle mass center, is the distance between the two front wheels, m is the weight of the vehicle, g is the acceleration due to gravity, is the longitudinal inertia force, is the lateral inertia force, is the longitudinal load value of one of the two front wheels, is the longitudinal load value of the other front wheel of the two front wheels, is the longitudinal load value of one of the two rear wheels, is the longitudinal load value of the other rear wheel of the two rear wheels.

[0014] In some embodiments, the vehicle cornering parameters include roll parameters, pitch parameters and roll parameters; the longitudinal inertia force is the sum of the longitudinal forces of each wheel of the vehicle, and the longitudinal force is determined based on the body roll parameters, body pitch parameters and vehicle roll parameters; the lateral inertia force is the sum of the lateral forces of each wheel of the vehicle, and the lateral force is determined based on the body roll parameters, body pitch parameters and vehicle roll parameters.

[0015] In some embodiments, the roll parameters include roll angular velocity, lateral velocity and lateral acceleration; the pitch parameters include pitch angular velocity, longitudinal velocity and longitudinal acceleration; and the rotation parameters include yaw angle and yaw angular velocity.

[0016] In some embodiments, the longitudinal force and the lateral force are determined according to the roll angular velocity, the lateral velocity, the lateral acceleration, the pitch angular velocity, the longitudinal velocity, the longitudinal acceleration, the yaw angle, the yaw angular velocity, the roll characteristic coefficient and the pitch characteristic coefficient, respectively.

[0017] In some embodiments, the roll characteristic coefficient and the pitch characteristic coefficient are determined based on spring characteristics of a suspension system of the vehicle.

[0018] In some embodiments, the longitudinal inertia force and the lateral inertia force are determined by the following formulas: ; ; ; in, is the longitudinal inertia force, is the lateral inertia force, is the sprung mass, m is the vehicle mass, is the roll angular velocity, is the pitch angular velocity, is the pitch angular acceleration, is the yaw rate, R is the curve radius, is the longitudinal acceleration, is the lateral acceleration, is the longitudinal velocity, is the lateral velocity, is the distance from the center of mass of the sprung mass to the roll axis, Q is the roll characteristic coefficient, and R is the pitch characteristic coefficient.

[0019] In some embodiments, the target driving wheel angle is determined based on the vehicle lateral distance, steering angle deviation and the vehicle driving information.

[0020] In some embodiments, the vehicle lateral distance is determined based on the vehicle's actual position information and the vehicle's target driving trajectory, and the vehicle's target driving trajectory is obtained based on vehicle perception information; the steering angle deviation is determined based on the vehicle's current steering angle and the target steering angle.

[0021] In order to achieve the above-mentioned purpose, the electronic device of the second embodiment of the present invention includes: at least one processor; a memory communicatively connected to the at least one processor; the memory stores a computer program executable by the at least one processor, and when the at least one processor executes the computer program, it implements the vehicle lateral control method described in the above embodiment.

[0022] According to the electronic device of the embodiment of the present invention, when at least one processor executes the computer program for implementing the vehicle lateral control method described in the above embodiment, the vehicle lateral control is realized by calculating the curve driving compensation angle based on the vehicle curve driving parameters under the curve driving condition, and then compensating the target driving wheel angle. Among them, the vehicle curve driving parameters can reflect that when the vehicle is accelerating or decelerating sharply through the curve, the tire's lateral stiffness presents nonlinear characteristics with the change of load, thereby affecting the change of the wheel's side slip angle. By calculating the curve driving compensation angle through the vehicle curve driving parameters and compensating the target driving wheel angle, the side slip angle error caused by dynamic changes in the vehicle during the curve driving process can be effectively reduced, the steering wheel swing or the vehicle "dragon drawing" phenomenon caused by oversteering or understeering can be reduced, and the vehicle is prevented from deviating from the center of the lane, thereby improving the centrality and stability of the vehicle's lateral control when the vehicle is driving on the curve.

[0023] In order to achieve the above-mentioned purpose, a computer-readable storage medium of an embodiment of the third aspect of the present invention stores a computer program thereon, and when the computer program is executed, the vehicle lateral control method described in the above embodiment is implemented.

[0024] According to the computer-readable storage medium of the embodiment of the present invention, by adopting the vehicle lateral control method described in the above embodiment, under the condition of curved driving, the curved driving compensation angle is calculated based on the vehicle curved driving parameters, and then the target driving wheel angle is compensated, so as to achieve accurate vehicle lateral control. Among them, the vehicle curved driving parameters can reflect that when the vehicle is accelerating or decelerating sharply through a curve, the tire's lateral stiffness presents nonlinear characteristics as the load changes, thereby affecting the change of the wheel's side slip angle. By calculating the curved driving compensation angle through the vehicle curved driving parameters and compensating the target driving wheel angle, the side slip angle error caused by dynamic changes in the vehicle during curved driving can be effectively reduced, the steering wheel swing or vehicle "dragon drawing" phenomenon caused by oversteering or understeering can be reduced, and the vehicle is prevented from deviating from the center of the lane, thereby improving the centrality and stability of the vehicle's lateral control when the vehicle is driving on a curve.

[0025] In order to achieve the above-mentioned purpose, the automatic driving control system of the fourth aspect of the embodiment of the present invention includes a perception module and a control module, the control module is connected to the perception module, and the control module is used to execute the vehicle lateral control method described in the above embodiment.

[0026] According to the automatic driving control system of the embodiment of the present invention, the control module is connected to the perception module, and by executing the vehicle lateral control method described in the above embodiment, under the condition of curved driving, the curved driving compensation angle is calculated based on the vehicle curved driving parameters, and then the target driving wheel angle is compensated, so as to achieve accurate vehicle lateral control. Among them, the vehicle curved driving parameters can reflect that when the vehicle is accelerating or decelerating sharply through a curve, the tire's lateral stiffness presents nonlinear characteristics with the change of load, thereby affecting the change of the wheel's side slip angle. By calculating the curved driving compensation angle through the vehicle curved driving parameters and compensating the target driving wheel angle, the side slip angle error caused by dynamic changes in the vehicle during curved driving can be effectively reduced, the steering wheel swing or vehicle "dragon drawing" phenomenon caused by oversteering or understeering can be reduced, and the vehicle is prevented from deviating from the center of the lane, thereby improving the centrality and stability of the vehicle's lateral control when the vehicle is driving on a curve.

[0027] In order to achieve the above-mentioned purpose, a vehicle in an embodiment of the fifth aspect of the present invention includes the electronic device described in the above embodiment, or the vehicle includes the automatic driving control system described in the above embodiment.

[0028] According to the vehicle of the embodiment of the present invention, by directly using the electronic device described in the above embodiment, or using the automatic driving control system described in the above embodiment, under the condition of curved driving, the curved driving compensation angle is calculated based on the curved driving parameters of the vehicle, and then the target driving wheel angle is compensated, so as to achieve accurate lateral control of the vehicle. Among them, the curved driving parameters of the vehicle can reflect that when the vehicle is accelerating or decelerating sharply through a curve, the lateral stiffness of the tire presents nonlinear characteristics as the load changes, thereby affecting the change of the side slip angle of the wheel. By calculating the curved driving compensation angle through the curved driving parameters of the vehicle and compensating the target driving wheel angle, the side slip angle error caused by dynamic changes in the vehicle during the curved driving process can be effectively reduced, the steering wheel swing or the "dragon drawing" phenomenon of the vehicle caused by oversteering or understeering can be reduced, and the vehicle is prevented from deviating from the center of the lane, thereby improving the centrality and stability of the lateral control of the vehicle when the vehicle is driving on a curve.

[0029] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which: Figure 1 is a flow chart of a vehicle lateral control method according to an embodiment of the present invention; Figure 2 is a schematic diagram of changes in loads on the front and rear axles of a vehicle caused by the longitudinal inertia force according to an embodiment of the present invention; Figure 3 is a schematic diagram of the change in loads on the left and right wheels of a vehicle caused by the action of lateral inertia force according to an embodiment of the present invention; Figure 4 is a schematic diagram of a vehicle control coordinate system according to an embodiment of the present invention; Figure 5 is an overall flow chart of a vehicle lateral control method according to an embodiment of the present invention; Figure 6 is a schematic diagram of a vehicle lateral control device according to an embodiment of the present invention; Figure 7 is a schematic diagram of an electronic device according to an embodiment of the present invention; Figure 8 is a block diagram of an automatic driving control system according to an embodiment of the present invention; Fig. 9 is a block diagram of a vehicle according to one embodiment of the present invention; Fig.10is a block diagram of a vehicle according to yet another embodiment of the present invention.

[0031] Reference numerals: Vehicle 100; Electronic device 1; Automatic driving control system 2; Data bus 3; Processor 11; memory 12; power module 13; communication module 14; interface module 15; storage module 16; sensor module 17; perception module 21; control module 22.

[0032] Vehicle lateral control device 200; Target driving wheel angle calculation module 201; Vehicle curve driving parameter acquisition module 202; Curve driving compensation angle calculation module 203; Controller 204. DETAILED DESCRIPTION

[0033] Embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Embodiments of the present invention are described in detail below.

[0034] At present, in the field of autonomous driving, the perception module of the vehicle perceives the position and surrounding environment of the vehicle through sensors (such as cameras and lidar). The planning module calculates and generates the target driving trajectory of the vehicle based on the perceived position and lane line information. The control module calculates the target steering angle of the vehicle steering wheel based on the output of the planning module (target driving trajectory) to adjust the driving direction of the vehicle. The lateral control and longitudinal control of current autonomous driving vehicles are independent, among which the longitudinal control is related to speed and distance. For example, the adaptive cruise control system (ACC) dynamically adjusts the speed and distance of the vehicle according to the speed of the vehicle in front. The lateral control is responsible for adjusting the steering wheel angle to keep the vehicle in the center of the lane line. Under the ACC function, the system is designed to follow the vehicle with passenger comfort as the priority, and usually avoids sudden acceleration or deceleration, but sudden braking still exists under certain working conditions.

[0035] The parameters and formulas related to lateral control are basically optimized under the premise of uniform speed or linear change of vehicle speed. When the vehicle is accelerated or decelerated nonlinearly, the lateral control accuracy will inevitably decrease, affecting the driving stability of the vehicle. When the vehicle is driving in a straight line, the steering wheel angle approaches zero, the geometric deformation of the tire is linear, and the dynamic model of the vehicle is simple. At this time, even if there is a sudden acceleration or deceleration, the vehicle remains within the controllable range. However, during the process of driving on a curve, especially when the vehicle accelerates or decelerates sharply, the pitch and roll changes of the vehicle will cause the load of each wheel to change, and then the tire's lateral stiffness will show significant nonlinear characteristics with the load change, resulting in a large change in the wheel slip angle. This dynamic change may cause the actual driving trajectory of the vehicle to deviate from the predetermined trajectory, and the autonomous driving vehicle may deviate from the center of the lane line seriously.

[0036] In the prior art, the lateral control of an autonomous driving vehicle is usually based on an error feedback control method, that is, the target angle is based on the actual lateral displacement and the theoretical lateral displacement, and the accumulated error of the lateral displacement at the current moment is determined or the error is directly fed back. Based on the lateral displacement error, the theoretical steering wheel angle value of the vehicle at the current moment is corrected, and the vehicle is laterally controlled based on the corrected theoretical steering wheel angle value.

[0037] However, when driving on a curve, especially when the vehicle accelerates or decelerates sharply, the pitch and roll changes of the vehicle will cause the load on each wheel to change, which in turn makes the tire's cornering stiffness show significant nonlinear characteristics with the load change, resulting in a large change in the wheel's side slip angle. This dynamic change may cause the actual driving trajectory of the vehicle to deviate from the predetermined trajectory, and the autonomous driving vehicle may deviate seriously from the center of the lane line. The control method based on error feedback mentioned above fails to fully consider the dynamic changes of the tire's side slip angle when the vehicle is driving on a curve, and may cause the controller to respond insufficiently or excessively, which is manifested as steering wheel swinging, vehicle "dragon drawing" and other phenomena, making it difficult to effectively ensure the stability and centrality of the vehicle's driving.

[0038] In response to the above problems, an embodiment of the present invention proposes a vehicle lateral control method, which realizes precise lateral control of the vehicle's driving state on a curve, effectively solves the steering wheel swing or vehicle "dragon drawing" phenomenon problems caused by cumulative error feedback or direct feedback in the prior art, reduces the situation where the vehicle deviates from the center of the lane due to understeering or oversteering, thereby improving the centrality and stability of the vehicle's lateral control when the vehicle is driving on a curve.

[0039] Reference below Figure 1-Figure 5 A vehicle lateral control method according to an embodiment of the present invention is described.

[0040] Figure 1is a flow chart of a vehicle lateral control method according to an embodiment of the present invention. Figure 1 As shown, the vehicle lateral control method of the embodiment of the present invention at least includes steps S1-S4.

[0041] S1, determining that the vehicle is in a curve driving condition.

[0042] In some embodiments, determining that the vehicle is in a curved driving condition may be determined by the following methods, for example, obtaining the lateral acceleration of the vehicle through a lateral acceleration sensor, and obtaining the yaw rate of the vehicle through an inertial measurement unit (IMU); when the lateral acceleration is greater than a preset lateral acceleration threshold, and the yaw rate is greater than a preset yaw rate threshold, it can be determined that the vehicle is in a curved driving condition; or obtaining the steering wheel angle through a steering sensor; when the steering wheel angle is greater than a preset steering wheel angle threshold, it can be determined that the vehicle is in a curved driving condition; or obtaining an image or point cloud information of the road ahead using a vehicle-mounted camera or radar, and applying image processing or point cloud analysis algorithms to identify the curvature of the lane line, thereby determining whether the vehicle is in a curved driving condition.

[0043] S2, determining the sideslip angle of each wheel of the vehicle according to the vehicle's curve driving parameters.

[0044] In some embodiments, the vehicle curve driving parameters may be comprehensive descriptors that can reflect the state changes of the vehicle under curve driving conditions. These parameters may include, but are not limited to, data information related to vehicle posture, kinematic characteristics, dynamic characteristics, and tire-road interaction. This information may be obtained through sensor measurement, dynamic model calculation, or other technologies.

[0045] In some embodiments, the main function of the vehicle's curve driving parameters is to reflect the dynamic change characteristics of the vehicle under curve driving conditions. For example, the vehicle's curve driving state is affected by a combination of factors such as roll, pitch, and rotation, and the distribution of the vehicle's longitudinal (vertical) load directly affects the change in the wheels' sideslip angle. Through a comprehensive analysis of the curve driving parameters, the vehicle's motion state characteristics under this condition can be obtained, providing necessary data support for the precise calculation of the subsequent curve driving compensation angle.

[0046] Specifically, when the vehicle accelerates or decelerates sharply through a curve, the pitch and roll changes of the vehicle will cause the load on each wheel to change significantly. This load change makes the tire's cornering stiffness present nonlinear characteristics, which in turn leads to a significant change in the wheel's sideslip angle, causing the vehicle's actual driving trajectory to deviate from the target driving trajectory. Therefore, by analyzing the vehicle's cornering parameters, the change relationship of the wheel's sideslip angle caused by the load change of each wheel under the cornering condition can be obtained, and then the sideslip angle of each wheel of the vehicle can be calculated. Then, the cornering compensation angle is calculated based on these sideslip angles. The purpose of the cornering compensation angle is to correct the steering error caused by the change in the sideslip angle, ensure the lateral control accuracy of the vehicle in the curve, and thus improve the driving safety of the vehicle.

[0047] S3, determining a cornering compensation angle according to the sideslip angle of each wheel of the vehicle.

[0048] In some embodiments, the curve driving compensation angle is a compensation amount for dynamically adjusting the target driving wheel angle, which is used to correct the sideslip angle error caused by nonlinear load distribution during the vehicle's curve driving process, thereby reducing lateral control deviation and improving the lateral stability of the vehicle under curve driving conditions.

[0049] S4, controlling the driving wheel steering according to the compensated driving wheel steering angle, wherein the compensated driving wheel steering angle is determined by compensating the target driving wheel steering angle according to the curve driving compensation angle.

[0050] In some embodiments, the target driving wheel angle may refer to the theoretically required driving wheel angle calculated based on the target driving trajectory of lane line tracking. Specifically, the target driving wheel angle is the steering wheel angle or wheel angle that needs to be adjusted in order to make the vehicle travel along the predetermined path as much as possible. However, during the process of driving on a curve, especially when the vehicle is accelerating or decelerating sharply, the pitch and roll changes of the vehicle will cause the load of each wheel to change, and then the tire's lateral stiffness will show significant nonlinear characteristics with the load change, resulting in a large change in the wheel's side slip angle, which leads to a deviation between the actual driving wheel angle of the wheel and the theoretically calculated target driving wheel angle. In order to compensate for this deviation, the target driving wheel angle can be compensated by the curve driving compensation angle, so that the target driving wheel angle and the actual driving wheel angle are as close as possible to each other, thereby improving the lateral control accuracy of the vehicle and ensuring the stability and accuracy of the vehicle in driving on a curve.

[0051] In some embodiments, controlling the steering of the driving wheel according to the compensated driving wheel angle can be achieved through an electronic power steering (EPS) system. After receiving the compensated driving wheel angle signal, the EPS system controls the electric motor to output appropriate torque, and transmits the torque to the steering system through mechanical structures such as gears and linkage rods, thereby adjusting the steering angle of the wheel. The function of the EPS system is to dynamically adjust the steering torque according to the actual driving state of the vehicle to ensure that the vehicle can accurately drive according to the compensated driving wheel angle.

[0052] In an embodiment of the present invention, the driving wheels for controlling steering may be the front wheels of the vehicle, that is, the front wheels are responsible for steering and the rear wheels are responsible for driving.

[0053] According to the vehicle lateral control method of an embodiment of the present invention, by calculating the curve driving compensation angle based on the vehicle curve driving parameters under the curve driving condition, and then compensating the target drive wheel angle, accurate vehicle lateral control is achieved. Among them, the vehicle curve driving parameters can reflect that when the vehicle is accelerating or decelerating sharply through a curve, the tire's lateral stiffness presents nonlinear characteristics as the load changes, thereby affecting the change in the side slip angle of the wheel. By calculating the curve driving compensation angle based on the vehicle curve driving parameters and compensating the target drive wheel angle, the side slip angle error caused by dynamic changes in the vehicle during curve driving can be effectively reduced, the steering wheel swing or vehicle "dragon drawing" phenomenon caused by oversteering or understeering can be reduced, and the vehicle can be prevented from deviating from the center of the lane, thereby improving the centrality and stability of the vehicle's lateral control when the vehicle is driving on a curve.

[0054] In some embodiments, the sideslip angle of each wheel of the vehicle is determined according to the vehicle's curve driving parameters, including: determining the longitudinal load value of each wheel of the vehicle according to the vehicle's curve driving parameters, and determining the sideslip angle according to the longitudinal load value of each wheel of the vehicle and the side slip stiffness value of each wheel.

[0055] The cornering stiffness value refers to the change in unit lateral force caused by a unit slip angle change within a certain slip angle range of the tire, which can be expressed as It describes the lateral response of the tire under the action of the slip angle and is an important parameter that determines the vehicle's handling performance. When the vehicle is driving on a curve, the relationship between the cornering stiffness value and the longitudinal load value is nonlinear. As the longitudinal load value increases, the cornering stiffness value will increase first. This is because the tire deformation increases and the elastic response increases. However, when the longitudinal load value exceeds a certain critical value, the cornering stiffness value begins to gradually decrease because the tire deformation exceeds the elastic range.

[0056] In some embodiments, a tire supplier may provide a tire characteristic table, which records the cornering stiffness values ​​under different longitudinal load values. In practical applications, the corresponding cornering stiffness value may be determined according to the longitudinal load value by looking up the table.

[0057] In some embodiments, according to the tire mechanics model, the sideslip angle may be calculated by the following formula: ; in, The slip angle is the angle at which the tire deviates from the direction of travel due to the lateral force. is the longitudinal load value, which indicates the load acting vertically on the tire; is the cornering stiffness value. This formula shows that the slip angle is proportional to the longitudinal load value and inversely proportional to the cornering stiffness value. When the vehicle driving parameters change, the dynamic adjustment of the longitudinal load value and the cornering stiffness value directly affects the calculation result of the slip angle, which is then used to correct the driving wheel angle.

[0058] In some embodiments, the curve driving compensation angle is the difference between the sideslip angle of the front wheels of the vehicle and the sideslip angle of the rear wheels of the vehicle, wherein the sideslip angle of the front wheels is opposite to the sideslip angle of the rear wheels. Specifically, when the vehicle is turning, the sideslip angles of the two front tires have a positive effect on the steering of the vehicle, that is, they help the vehicle change its driving trajectory. The sideslip angles of the two rear tires have an inhibitory effect on the stability of the vehicle. When the sideslip angle of the rear wheels is large, the vehicle may oversteer, which will cause the vehicle trajectory to deviate, thereby affecting the vehicle's cornering accuracy. Therefore, by calculating the difference between the sum of the front wheel sideslip angles and the sum of the rear wheel sideslip angles, a balance between steering requirements and stability requirements can be achieved in a curve, effectively avoiding oversteering or understeering.

[0059] In some embodiments, the curve driving compensation angle may be calculated by the following formula: ; in, is the compensation angle for cornering. is the longitudinal load value of one of the two front wheels, is the longitudinal load value of the other front wheel among the two front wheels, is the longitudinal load value of one of the two rear wheels, is the longitudinal load value of the other rear wheel among the two rear wheels, is the cornering stiffness of one of the two front wheels, is the cornering stiffness of the other front wheel among the two front wheels, is the cornering stiffness of one of the two rear wheels, is the cornering stiffness value of the other rear wheel among the two rear wheels. This formula fully considers the contribution of the longitudinal load value and cornering stiffness value of each wheel to the sideslip angle, and can accurately calculate the vehicle's cornering compensation angle.

[0060] In some embodiments, determining the longitudinal load value of each wheel of the vehicle according to the vehicle's curve driving parameters includes: determining the longitudinal inertia force and lateral inertia force of the vehicle according to the vehicle's curve driving parameters, and determining the longitudinal load value according to the longitudinal inertia force and the lateral inertia force.

[0061] Among them, when the vehicle is accelerating, decelerating, cornering, etc., the longitudinal load value of each wheel will be redistributed due to the effect of longitudinal inertia and lateral inertia. Specifically, when the vehicle is accelerating or decelerating, the longitudinal load values ​​of the front and rear axles of the vehicle will change due to the effect of longitudinal inertia. When accelerating, the longitudinal inertia will cause the weight of the vehicle to move backward, resulting in a decrease in the longitudinal load value of the front axle and an increase in the longitudinal load value of the rear axle. The opposite is true when decelerating, with the longitudinal load value of the front axle increasing and the longitudinal load value of the rear axle decreasing. When the vehicle is driving on a curve, the vehicle will be subject to lateral inertia, which causes the longitudinal load value of the vehicle to transfer between the left and right wheels. The effect of lateral inertia increases the longitudinal load value of the outer wheel and reduces the longitudinal load value of the inner wheel. Under actual working conditions, longitudinal inertia and lateral inertia exist at the same time, and they jointly affect the load distribution of each wheel of the vehicle. When the vehicle is subjected to longitudinal inertia and lateral inertia at the same time, the longitudinal load value of each wheel will be redistributed.

[0062] Figure 2 is a schematic diagram of the change in load on the front and rear axles of a vehicle caused by the longitudinal inertia force according to an embodiment of the present invention, Figure 3 Schematic diagram of the change in load on the left and right wheels of a vehicle due to the effect of lateral inertia force according to an embodiment of the present invention. Figure 2 middle, It is the longitudinal acceleration of the vehicle, indicating the acceleration or deceleration of the vehicle in the longitudinal direction. is the longitudinal velocity, is the longitudinal inertia force, is the transfer amount of the longitudinal load value, that is, the change in the vertical load on the front and rear axles caused by the longitudinal inertia force of the vehicle. L is the distance between the front and rear axles. Figure 3 middle, It is the lateral acceleration of the vehicle, which indicates the lateral acceleration the vehicle is subjected to when turning. is the lateral force on the front axle and the lateral force on the rear axle, is the transfer amount of the longitudinal load value of the left and right wheels on the front axle and the transfer amount of the longitudinal load value of the left and right wheels on the rear axle, is the distance between the left and right wheels, is the lateral force on the front axle, is the lateral force on the rear axle, is the lateral inertia force, is the distance between the front and rear axles, is the distance from the front axle to the center of mass.

[0063] In some embodiments, the calculation formula of the longitudinal load value of the four wheels of the vehicle can be derived by the moment principle (force balance and torque analysis), and the specific formula is as follows: ; ; ; ; Where L is the distance between the front axle and the rear axle, is the distance from the front axle to the center of mass, is the distance from the rear axle to the center of mass, is the height of the vehicle mass center, is the distance between the two front wheels, m is the weight of the vehicle, g is the acceleration due to gravity, is the longitudinal inertia force, is the lateral inertia force, is the longitudinal load value of one of the two front wheels, is the longitudinal load value of the other front wheel among the two front wheels, is the longitudinal load value of one of the two rear wheels, is the longitudinal load value of the other rear wheel of the two rear wheels.

[0064] In some embodiments, the vehicle curve driving parameters include roll parameters, pitch parameters and roll parameters. Among them, the roll parameters can be used to describe the lateral tilt angle of the vehicle body and its dynamic characteristics caused by the lateral acceleration (centrifugal force) during the vehicle curve driving process. The pitch parameters can be used to describe the pitch angle of the vehicle body and its dynamic characteristics caused by the longitudinal acceleration (such as acceleration or deceleration) during the vehicle curve driving process. The roll parameters can be used to describe the yaw angle and its dynamic characteristics when the vehicle yaws around its own vertical axis (i.e., the yaw axis) during the yaw motion.

[0065] In some embodiments, the longitudinal inertia force is the sum of the longitudinal forces of each wheel of the vehicle, and the longitudinal force is determined according to the body roll parameter, the body pitch parameter and the vehicle rotation parameter. The lateral inertia force is the sum of the lateral forces of each wheel of the vehicle, and the lateral force is determined according to the body roll parameter, the body pitch parameter and the vehicle rotation parameter.

[0066] In some embodiments, the roll parameters include roll angular velocity, lateral velocity and lateral acceleration. Among them, the roll angular velocity is used to describe the rate at which the vehicle's roll angle changes over time, reflecting the dynamic process of the vehicle's roll change, and can be obtained through an inertial measurement unit (IMU) or a tilt sensor. The lateral velocity can represent the velocity component of the vehicle in the lateral direction (vehicle width direction), which can be obtained through a wheel speed sensor. The lateral acceleration can refer to the acceleration of the vehicle's lateral movement, representing the acceleration component of the vehicle in the lateral direction, reflecting the centrifugal force of the vehicle when driving on a curve, and can be obtained through an acceleration sensor. Therefore, the roll parameter can reflect the dynamic response of the vehicle to roll due to the action of lateral force, and is mainly used to estimate the offset of the center of gravity of the vehicle body, thereby affecting the load distribution of the wheels and the calculation of the lateral inertia force.

[0067] In some embodiments, the pitch parameters include pitch angular velocity, longitudinal velocity and longitudinal acceleration. Among them, the pitch angular velocity is used to describe the rate of change of the pitch angle of the vehicle over time, reflecting the dynamic process of the pitch change of the vehicle, and can be obtained by a gyroscope. The longitudinal velocity can represent the velocity component of the vehicle in the longitudinal direction (the direction of vehicle movement), which can be obtained by a wheel speed sensor or a GPS (Global Positioning System). The longitudinal acceleration can refer to the acceleration of the longitudinal movement of the vehicle, reflecting the rate of change of the acceleration or deceleration of the vehicle in the longitudinal direction, and can be obtained by an acceleration sensor. Therefore, the pitch parameters reflect the dynamic changes of the vehicle caused by the longitudinal inertia force, directly affect the load distribution of the front and rear wheels, and are very important for the calculation of the longitudinal inertia force and the dynamic stability of the vehicle.

[0068] In some embodiments, the rotation parameters include yaw angle and yaw rate. Among them, the yaw angle is used to describe the rotation angle of the vehicle around the axis perpendicular to the ground, which can be measured by a yaw angle sensor. The yaw rate is used to describe the rate of change of the yaw angle over time. It is a key parameter for measuring the steering dynamic response of the vehicle when driving on a curve, and can be obtained by a gyroscope or IMU. Therefore, the rotation parameters describe the rotation dynamic characteristics of the vehicle. For example, during a sharp turn, the yaw angle and yaw rate will change rapidly, which has an important impact on the distribution of lateral and longitudinal forces and the path tracking ability of the vehicle.

[0069] In general, the roll parameter, pitch parameter and roll parameter together constitute the description of the dynamic characteristics of the vehicle. These parameters are used to calculate the lateral and longitudinal forces of the wheels through the vehicle's dynamic model and guide the lateral control of the vehicle. By introducing these detailed parameters, the vehicle lateral control method can more accurately capture the dynamic changes when driving on a curve, especially nonlinear dynamics (such as roll caused by centrifugal force in cornering, pitch changes caused by acceleration or deceleration, etc.).

[0070] In some embodiments, the longitudinal force and the lateral force are determined based on the roll angular velocity, the lateral velocity, the lateral acceleration, the pitch angular velocity, the longitudinal velocity, the longitudinal acceleration, the yaw angle, the yaw angular velocity, the roll characteristic coefficient, and the pitch characteristic coefficient, respectively.

[0071] Among them, the roll characteristic coefficient can be a coefficient describing the roll response characteristics of the vehicle under the action of lateral force, and the pitch characteristic coefficient can be a coefficient describing the pitch response characteristics of the vehicle under the action of longitudinal force. By introducing the roll characteristic coefficient and the pitch characteristic coefficient, the roll change and pitch change of the vehicle are directly related to the calculation of the inertial force of the entire vehicle, and a more accurate dynamic model is constructed. This design is more in line with the actual dynamic characteristics of the vehicle and provides a high-precision mechanical basis for lateral control.

[0072] In some embodiments, the roll characteristic coefficient and the pitch characteristic coefficient are determined based on the spring characteristics of the vehicle's suspension system. Among them, the vehicle's suspension system is a key component for controlling the body posture, absorbing vibrations, and improving driving stability and comfort. The spring characteristics are an important part of the suspension system, and may include but are not limited to: spring stiffness, spring pre-compression, and nonlinear spring characteristics. Specifically, the spring stiffness reflects the deformation ability of the suspension system under force. The higher the spring stiffness, the smaller the dynamic response of roll and pitch. The spring pre-compression is related to the static posture of the vehicle and affects the load distribution of the vehicle. In some cases, the spring stiffness may not be linearly distributed (such as a progressive spring design).

[0073] In some embodiments, the motion of the vehicle is a complex multi-degree-of-freedom system that exhibits nonlinear dynamic characteristics. Therefore, it is very difficult to fully and accurately describe the motion system of the vehicle. In order to simplify the problem and facilitate calculation, the motion of the vehicle needs to be reasonably simplified so that the control model can adapt to the actual situation. Figure 4 As shown, Figure 4 Describes the three main modes of movement of the body: Axis for lateral movement; The axis moves in pitch and the chassis moves around z or The axes perform the same yaw motion, and the positive directions (arrow directions) of all displacements, velocities, accelerations, angular displacements, angular velocities, angular accelerations, forces, and moments are given to help understand and simplify the motion description.

[0074] In addition, due to the different characteristics of suspension systems, springs, etc. of different vehicles, the change of sprung mass of the vehicle body when in motion is also different. In order to meet the needs of different vehicles, the roll characteristic coefficient and pitch characteristic coefficient are introduced. By adjusting these coefficients, the control system can adapt to the motion characteristics of different vehicles, thereby improving the accuracy of the compensation angle and the control precision.

[0075] In some embodiments, the sprung mass may refer to the part supported by the suspension system, including but not limited to: wheels, suspension structure and other components directly related to the suspension system. The unsprung mass may refer to the part of the vehicle that does not rely on the suspension system for support, including but not limited to: the body, engine, etc.

[0076] In some embodiments, Figure 4 As shown, O-XYZ is a global spatial coordinate system used to describe the position and motion state of the vehicle in the entire environment. The origin (O) of this coordinate system is fixed and can be set to a reference point, such as the starting point of the test site. P-xyz is a body coordinate system whose origin (P) is fixed to the vehicle body. The coordinate system moves and rotates with the movement of the vehicle. The x-axis (Px) can point in the direction of the vehicle's forward movement (the longitudinal direction of the vehicle). The y-axis (Py) can point to the left or right side of the vehicle (the lateral direction of the vehicle). The z-axis (Pz) can be perpendicular to the vehicle chassis and point to the top of the vehicle. P- - - is the chassis coordinate system, is the roll axis, is the pitch axis, The yaw axis.

[0077] In some embodiments, Figure 4 As shown, S is the center of mass of the sprung mass, U is the center of mass of the unsprung mass, P is the origin of the body coordinate system, and U and P are the same point. CG is the center of mass of the vehicle mass, rs is the position vector of the center of mass of the sprung mass relative to the spatial coordinate system O-XYZ, and ru is the position vector of the center of mass of the unsprung mass relative to the spatial coordinate system O-XYZ.

[0078] In some embodiments, the longitudinal inertia force and the lateral inertia force are determined by the following formulas: ; ; ; in, is the longitudinal inertia force of the vehicle, is the lateral inertia force of the vehicle, is the sprung mass, m is the vehicle mass, is the roll angular velocity, is the pitch angular velocity, is the pitch angular acceleration, is the yaw rate, R is the curve radius, is the longitudinal acceleration, is the lateral acceleration, is the longitudinal velocity, is the lateral velocity, is the distance from the center of mass of the sprung mass to the roll axis, Q is the roll characteristic coefficient, and R is the pitch characteristic coefficient.

[0079] In some embodiments, the target drive wheel angle is determined based on the lateral distance of the vehicle, the steering angle deviation and the vehicle driving information. Specifically, based on the lateral distance of the vehicle, the steering angle deviation and the vehicle driving information, the target drive wheel angle can be calculated through PI (Proportional-Integral) control or LQR (Linear Quadratic Regulator) control. Among them, PI control is a classic closed-loop control method, which realizes precise control and adjustment by real-time processing of the deviation between the target value and the current state. PI control consists of two main parts: first, proportional control (P part), which linearly adjusts the output according to the size of the deviation to provide a fast response. Second, integral control (I part), which eliminates steady-state errors based on the accumulated amount of deviation, thereby improving control accuracy.

[0080] LQR control is an optimization control strategy that uses the vehicle's system state variables and preset performance indicators (usually the weighted sum of state deviation and control input) to calculate the target drive wheel angle by solving the optimal control law. LQR control performs well in complex dynamic systems and can minimize control energy consumption while meeting performance requirements.

[0081] In some embodiments, the lateral distance of the vehicle is determined based on the actual position information of the vehicle and the target driving trajectory of the vehicle, wherein the target driving trajectory of the vehicle is obtained based on the vehicle perception information. Specifically, the vehicle perception information may include, but is not limited to: lane line information, the current actual position information of the vehicle, the vehicle's own driving information, obstacle information, etc., and a safe target driving trajectory of the vehicle can be generated in combination with the planning algorithm. The vehicle perception information can be obtained through on-board sensors (such as cameras, lidar, millimeter-wave radar, etc.) and positioning modules of high-precision maps (such as GPS). By comparing the actual position information of the vehicle with the target driving trajectory of the vehicle, the lateral distance of the vehicle can be calculated using Euclidean geometry or other distance measurement algorithms.

[0082] In some embodiments, the steering angle deviation is determined based on the current steering angle of the vehicle and the target steering angle. The current steering angle of the vehicle can be measured in real time by a sensor in the vehicle steering system (such as a steering angle sensor), accurately reflecting the current turning angle of the front wheels. The target steering angle can be calculated by a path planning algorithm or a dynamic path generation module, taking into account the current position of the vehicle, the curvature of the target trajectory, and the dynamic environmental constraints. Therefore, the steering angle deviation is the difference between the current steering angle of the vehicle and the target steering angle, indicating the degree of deviation of the steering execution.

[0083] Figure 5 is an overall flow chart of a vehicle lateral control method according to an embodiment of the present invention. Figure 5 As shown, the overall process of the vehicle lateral control method includes at least steps S10-S19, which are as follows: S10, collecting vehicle perception information such as lane line information, vehicle actual position information, vehicle own driving information, obstacle information, etc. output by the vehicle-mounted sensor.

[0084] S11, obtaining a target driving trajectory according to vehicle perception information.

[0085] S12, obtaining a lateral distance of the vehicle according to the actual position information of the vehicle and the target driving trajectory of the vehicle, and obtaining a steering angle deviation according to the current steering angle of the vehicle and the target steering angle.

[0086] S13, calculating a target driving wheel angle according to the vehicle lateral distance, the steering angle deviation and the vehicle driving information.

[0087] S14, determining that the vehicle is in a curve driving condition, when the vehicle is accelerating or decelerating around a curve, calculating the longitudinal inertia force and the lateral inertia force of the vehicle according to the curve driving parameters of the vehicle.

[0088] S15, calculating the longitudinal load value of each wheel according to the longitudinal inertia force and the lateral inertia force of the vehicle.

[0089] S16, calculating the slip angle of each wheel according to the longitudinal load value of each wheel of the vehicle and the cornering stiffness value of each wheel.

[0090] S17, calculating a cornering compensation angle according to the sideslip angle of each wheel of the vehicle.

[0091] S18: Compensate the target driving wheel angle according to the curve driving compensation angle to obtain a compensated driving wheel angle.

[0092] S19, determining a curve driving compensation angle according to the curve driving parameters of the vehicle.

[0093] In general, by calculating the curve driving compensation angle based on the vehicle's curve driving parameters under curve driving conditions and then compensating for the target drive wheel angle, precise lateral control of the vehicle's curve driving state is achieved, effectively solving the steering wheel swing or vehicle "dragon drawing" phenomenon problems caused by cumulative error feedback or direct feedback in the prior art, reducing the situation where the vehicle deviates from the center of the lane due to understeering or oversteering, thereby improving the centrality and stability of the vehicle's lateral control when driving on curves.

[0094] Figure 6 is a schematic diagram of a vehicle lateral control device according to an embodiment of the present invention, Figure 6As shown, the vehicle lateral control device 200 includes: a target driving wheel angle calculation module 201, a vehicle curve driving parameter acquisition module 202, a curve driving compensation angle calculation module 203 and a controller 204.

[0095] Among them, the target driving wheel angle calculation module 201 can calculate the target driving wheel angle through PI control, LQR control or optimal control based on the vehicle lateral distance, steering angle deviation and vehicle driving information. The vehicle curve driving parameter acquisition module 202 can obtain the vehicle speed, roll angular velocity, lateral speed, lateral acceleration, pitch angular velocity, longitudinal speed, longitudinal acceleration, yaw angle, yaw angular velocity and other information of the vehicle under the curve driving condition. The curve driving compensation angle calculation module 203 can be used to calculate the curve driving compensation angle according to the vehicle curve driving parameters, roll characteristic coefficient and pitch characteristic coefficient when the vehicle is turning or the vehicle accelerates and decelerates to turn. The controller 204 is used to compensate the target driving wheel angle according to the curve driving compensation angle, that is, to add the curve driving compensation angle and the target driving wheel angle, so that the vehicle can solve the problem of the vehicle deviating from the center of the lane line caused by the vehicle turning or accelerating and decelerating to turn.

[0096] Reference below Figure 7 An electronic device according to an embodiment of the present invention is described.

[0097] Figure 7 is a schematic diagram of an electronic device according to an embodiment of the present invention, such as Figure 7 As shown, the electronic device 1 includes: a memory 12 and at least one processor 11.

[0098] In some embodiments, at least one processor 11 may be one processor 11, or may be two processors 11, three processors 11, five processors 11, or multiple processors 11. The processor 11 may be a single-core or multi-core processor 11, responsible for executing the vehicle lateral control method in the memory 12. The processor 11 may be a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processor (DSP), etc. in the electronic device 1. It depends on the design and purpose of the electronic device 1.

[0099] In some embodiments, the memory 12 is used to store computer programs and related data, such as vehicle curve driving parameters, target drive wheel angles, etc. The memory 12 may include RAM (Random Access Memory), ROM (Read-Only Memory), etc., for fast reading and writing of data.

[0100] In some embodiments, the memory 12 stores a computer program that can be executed by at least one processor 11 , and when the at least one processor 11 executes the computer program, the vehicle lateral control method described in the above embodiment is implemented.

[0101] According to the electronic device 1 of the embodiment of the present invention, when at least one processor 11 executes the computer program for implementing the vehicle lateral control method described in the above embodiment, the vehicle lateral control is realized by calculating the curve driving compensation angle based on the vehicle curve driving parameters under the curve driving condition, and then compensating the target driving wheel angle. Among them, the vehicle curve driving parameters can reflect that when the vehicle is accelerating or decelerating sharply through the curve, the tire's lateral stiffness presents nonlinear characteristics with the change of load, thereby affecting the change of the wheel's side slip angle. By calculating the curve driving compensation angle through the vehicle curve driving parameters and compensating the target driving wheel angle, the side slip angle error caused by dynamic changes in the vehicle during the curve driving process can be effectively reduced, the steering wheel swing or vehicle "dragon drawing" phenomenon caused by oversteering or understeering can be reduced, and the vehicle is prevented from deviating from the center of the lane, thereby improving the centrality and stability of the vehicle's lateral control when the vehicle is driving on the curve.

[0102] In addition, if Figure 7 As shown, the electronic device 1 also includes: a power module 13, a communication module 14, an interface module 15, a storage module 16, and a sensor module 17. Among them, the power module 13 is used to provide a stable power supply for the entire device to ensure that all components work normally. The communication module 14 is used to communicate with an external device or network. The storage module 16 can be used to store large-scale data (such as logs, map data or sensor data). The storage module 16 can be a non-volatile memory 12, such as a flash memory or an EEPROM. The interface module 15 can be an I / O interface for connecting the data bus 3, the communication module 14, the storage module 16 and the sensor module 17 to realize data input and output. The sensor module 17 is used to collect vehicle curve driving parameters and environmental parameters.

[0103] The embodiment of the present invention further provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed, the vehicle lateral control method described in the above embodiment is implemented. The specific implementation process of the vehicle lateral control method can refer to the description of the above embodiment.

[0104] According to the automatic driving control system 2 of the embodiment of the present invention, the control module 22 is connected to the perception module 21, and the vehicle lateral control method described in the above embodiment is executed. Under the condition of curve driving, the curve driving compensation angle is calculated based on the curve driving parameters of the vehicle, and then the target driving wheel angle is compensated, so as to achieve accurate vehicle lateral control. Among them, the curve driving parameters of the vehicle can reflect that when the vehicle is accelerating or decelerating sharply, the side slip stiffness of the tire presents nonlinear characteristics with the change of load, thereby affecting the change of the side slip angle of the wheel. By calculating the curve driving compensation angle through the curve driving parameters of the vehicle and compensating the target driving wheel angle, the side slip angle error caused by dynamic changes in the vehicle during curve driving can be effectively reduced, the steering wheel swing or vehicle "dragon drawing" phenomenon caused by oversteering or understeering can be reduced, and the vehicle is prevented from deviating from the center of the lane, thereby improving the centrality and stability of the vehicle lateral control when the vehicle is driving on a curve.

[0105] Reference below Figure 8 An automatic driving control system according to an embodiment of the present invention is described.

[0106] Figure 8 is a block diagram of an automatic driving control system according to an embodiment of the present invention. Figure 8 As shown, the automatic driving control system 2 includes: a perception module 21 and a control module 22.

[0107] In some embodiments, the perception module 21 can be used to collect perception information such as lane line information, the vehicle's current actual position information, the vehicle's own driving information, and obstacle information.

[0108] In some embodiments, the control module 22 is connected to the perception module 21 , and the control module 22 is used to execute the vehicle lateral control method described in the above embodiments.

[0109] According to the automatic driving control system 2 of the embodiment of the present invention, the control module 22 is connected to the perception module 21, and the vehicle lateral control method described in the above embodiment is executed. Under the condition of curve driving, the curve driving compensation angle is calculated based on the curve driving parameters of the vehicle, and then the target driving wheel angle is compensated, so as to achieve accurate vehicle lateral control. Among them, the curve driving parameters of the vehicle can reflect that when the vehicle is accelerating or decelerating sharply, the side slip stiffness of the tire presents nonlinear characteristics with the change of load, thereby affecting the change of the side slip angle of the wheel. By calculating the curve driving compensation angle through the curve driving parameters of the vehicle and compensating the target driving wheel angle, the side slip angle error caused by dynamic changes in the vehicle during curve driving can be effectively reduced, the steering wheel swing or vehicle "dragon drawing" phenomenon caused by oversteering or understeering can be reduced, and the vehicle is prevented from deviating from the center of the lane, thereby improving the centrality and stability of the vehicle lateral control when the vehicle is driving on a curve.

[0110] Reference below Figure 9-10 A vehicle according to an embodiment of the present invention is described.

[0111] Fig. 9 is a block diagram of a vehicle according to an embodiment of the present invention, such as Fig. 9 As shown, the vehicle 100 includes the electronic device 1 described in the above embodiment. The controller 204 in the electronic device 1 determines the curve driving compensation angle according to the curve driving parameters of the vehicle by adopting the vehicle lateral control method described in the above embodiment, and compensates the target driving wheel angle, thereby realizing precise lateral control of the vehicle's curve driving state.

[0112] Fig.10 is a block diagram of a vehicle according to yet another embodiment of the present invention, Fig.10 As shown, the vehicle 100 includes the automatic driving control system 2 described in the above embodiment. The control module 22 in the automatic driving control system 2 can realize automatic trajectory tracking, obstacle avoidance and lateral stability control by adopting the vehicle lateral control method described in the above embodiment, ensuring that the vehicle 100 can always be in the center of the lane when turning or accelerating or decelerating when turning, thereby improving the centrality and stability of the vehicle lateral control when the vehicle 100 is driving on a curve.

[0113] In some embodiments, the vehicle 100 may be a fuel vehicle, an electric vehicle, a hybrid vehicle, etc.

[0114] According to the vehicle 100 of the embodiment of the present invention, by directly using the electronic device 1 described in the above embodiment, or the automatic driving control system 2 described in the above embodiment, under the condition of curved driving, the curved driving compensation angle is calculated based on the curved driving parameters of the vehicle, and then the target driving wheel angle is compensated, so as to achieve accurate vehicle lateral control. Among them, the curved driving parameters of the vehicle can reflect that when the vehicle 100 is accelerating or decelerating sharply through a curve, the side slip stiffness of the tire presents nonlinear characteristics as the load changes, thereby affecting the side slip angle change of the wheel. By calculating the curved driving compensation angle through the vehicle curved driving parameters and compensating the target driving wheel angle, the side slip angle error caused by dynamic changes of the vehicle 100 during the curved driving process can be effectively reduced, the steering wheel swing or the vehicle "dragon drawing" phenomenon caused by oversteering or understeering can be reduced, and the vehicle 100 is prevented from deviating from the center of the lane, thereby improving the centrality and stability of the vehicle lateral control when the vehicle 100 is driving on a curve.

[0115] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0116] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A vehicle lateral control method, characterized in that: include: Determine that the vehicle is in a curved driving condition; Determining the sideslip angle of each wheel of the vehicle according to the vehicle curve driving parameters; Determining a cornering compensation angle according to the sideslip angle of each wheel of the vehicle; The driving wheel steering is controlled according to the compensated driving wheel steering angle, wherein the compensated driving wheel steering angle is determined by compensating the target driving wheel steering angle according to the curve driving compensation angle.

2. The vehicle lateral control method according to claim 1, characterized in that: Determining the sideslip angle of each wheel of the vehicle according to the vehicle curve driving parameter includes: Determining the longitudinal load value of each wheel of the vehicle according to the vehicle curve driving parameter; The sideslip angle is determined according to the longitudinal load value of each wheel of the vehicle and the sideslip stiffness value of each wheel.

3. The vehicle lateral control method according to claim 2, characterized in that: The curve running compensation angle is the difference between the sideslip angle of the front wheels of the vehicle and the sideslip angle of the rear wheels of the vehicle, wherein the sideslip angle of the front wheels and the sideslip angle of the rear wheels are opposite in direction.

4. The vehicle lateral control method according to claim 2, characterized in that: Determining the longitudinal load value of each wheel of the vehicle according to the vehicle curve driving parameter includes: Determining the longitudinal inertia force and the lateral inertia force of the vehicle according to the vehicle curve driving parameters; The longitudinal load value is determined based on the longitudinal inertia force and the lateral inertia force.

5. The vehicle lateral control method according to claim 4, characterized in that: The longitudinal load value of each wheel is obtained by the following formula: ； ； ； ； Where L is the distance between the front axle and the rear axle, is the distance from the front axle to the center of mass, is the distance between the rear axle and the center of mass, is the height of the vehicle mass center, is the distance between the two front wheels, m is the weight of the vehicle, g is the acceleration due to gravity, is the longitudinal inertia force, is the lateral inertia force, is the longitudinal load value of one of the two front wheels, is the longitudinal load value of the other front wheel of the two front wheels, is the longitudinal load value of one of the two rear wheels, is the longitudinal load value of the other rear wheel of the two rear wheels.

6. The vehicle lateral control method according to claim 4, characterized in that: The vehicle curve driving parameters include roll parameters, pitch parameters and rotation parameters; The longitudinal inertia force is the sum of the longitudinal forces of the wheels of the vehicle, and the longitudinal force is determined according to the body roll parameter, the body pitch parameter and the vehicle rotation parameter; The lateral inertia force is the sum of the lateral forces of the wheels of the vehicle, and the lateral force is determined according to the vehicle body roll parameter, the vehicle body pitch parameter and the vehicle rotation parameter.

7. The vehicle lateral control method according to claim 6, characterized in that: The roll parameters include roll angular velocity, lateral velocity and lateral acceleration; The pitch parameters include pitch angular velocity, longitudinal velocity and longitudinal acceleration; The rotation parameters include a yaw angle and a yaw rate.

8. The vehicle lateral control method according to claim 7, characterized in that: The longitudinal force and the lateral force are determined according to the roll angular velocity, the lateral velocity, the lateral acceleration, the pitch angular velocity, the longitudinal velocity, the longitudinal acceleration, the yaw angle, the yaw angular velocity, a roll characteristic coefficient, and a pitch characteristic coefficient, respectively.

9. The vehicle lateral control method according to claim 8, characterized in that: The roll characteristic coefficient and the pitch characteristic coefficient are determined based on spring characteristics of a suspension system of the vehicle.

10. The vehicle lateral control method according to claim 8, characterized in that: The longitudinal inertia force and the lateral inertia force are determined by the following formulas respectively: ； ； ； in, is the longitudinal inertia force, is the lateral inertia force, is the sprung mass, m is the vehicle mass, is the roll angular velocity, is the pitch angular velocity, is the pitch angular acceleration, is the yaw rate, R is the curve radius, is the longitudinal acceleration, is the lateral acceleration, is the longitudinal velocity, is the lateral velocity, is the distance from the center of mass of the sprung mass to the roll axis, Q is the roll characteristic coefficient, and R is the pitch characteristic coefficient.

11. The vehicle lateral control method according to any one of claims 1 to 10, characterized in that: The target driving wheel turning angle is determined according to the vehicle lateral distance, the steering angle deviation and the vehicle driving information.

12. The vehicle lateral control method according to claim 11, characterized in that: The vehicle lateral distance is determined based on the actual position information of the vehicle and the target driving trajectory of the vehicle, and the target driving trajectory of the vehicle is obtained based on the vehicle perception information; The steering angle deviation is determined according to the current steering angle of the vehicle and the target steering angle.

13. An electronic device, characterized in that: include: at least one processor; a memory communicatively coupled to the at least one processor; The memory stores a computer program that can be executed by the at least one processor, and when the at least one processor executes the computer program, the vehicle lateral control method according to any one of claims 1 to 12 is implemented.

14. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed, the vehicle lateral control method according to any one of claims 1 to 12 is implemented.

15. An automatic driving control system, characterized in that: It comprises a perception module and a control module, wherein the control module is connected to the perception module, and the control module is used to execute the vehicle lateral control method according to any one of claims 1 to 12.

16. A vehicle, characterized in that: The vehicle includes the electronic device described in claim 13, or the vehicle includes the automatic driving control system described in claim 15.

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