Method, device and equipment for calculating transverse gradient of road

Abstract

The invention provides a method, a device and equipment for calculating the transverse gradient of a road. The method comprises the following steps: acquiring the speed, the acceleration and the yaw velocity when a vehicle runs; and the speed, the acceleration and the yaw velocity of the vehicle are substituted into a kinematic model of the vehicle, and the transverse gradient is obtained through calculation. When the vehicle is in an acceleration working condition or a steering working condition, the stress state of the vehicle can be changed, calculation of the transverse gradient is affected, and at the moment, the additional lateral force borne by the vehicle can be determined. And the transverse gradient is corrected based on the additional lateral force, so that the transverse gradient can be calculated more accurately. Through the method provided by the invention, the transverse gradient of the road can be calculated in combination with the motion characteristics of the vehicle, such as a kinematic model, so that the accuracy of calculating the transverse gradient is improved. And in addition, under the acceleration working condition or the steering working condition, the transverse gradient can be corrected in combination with the stress characteristics of the vehicle, so that the accuracy of calculating the transverse gradient is further improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a method, device and equipment for calculating the transverse slope of a road. Background Art

[0002] With the development of vehicle intelligence, more and more vehicles have functions such as assisted driving and safety control. The realization of these functions depends on the accurate acquisition of relevant parameters of the vehicle during driving, including vehicle state parameters and environmental parameters, among which environmental parameters include the lateral slope of the road surface. The lateral slope of the road surface during vehicle driving is of great significance to the safety control of the vehicle.

[0003] The commonly used method for measuring relevant parameters of vehicle driving is mainly based on inertial measurement unit (IMU). IMU usually contains sensors such as accelerometers and gyroscopes, which can measure information such as vehicle acceleration and angular velocity, and then obtain relevant parameters of vehicle driving, including lateral slope, through operations such as integration.

[0004] Due to the cumulative error characteristics of the integral operation, the error of the measured lateral slope will continue to increase over time, resulting in reduced accuracy. In addition, the method of measuring the lateral slope based on IMU mainly focuses on the processing of sensor data, without combining the motion characteristics of the vehicle itself, which will also lead to errors in the calculated lateral slope. Summary of the invention

[0005] In view of this, the present application is dedicated to providing a method, device, and equipment for calculating the transverse slope of a road, so as to improve the accuracy of calculating the transverse slope of the road.

[0006] In a first aspect, the present application provides a method for calculating a transverse slope of a road, the method comprising: Get the speed, acceleration and yaw rate of the vehicle; Substituting the speed, the acceleration and the yaw rate into a kinematic model of the vehicle to calculate a lateral slope; When the vehicle is in an acceleration condition or a turning condition, determining an additional lateral force borne by the vehicle; The lateral slope is corrected based on the additional lateral force to determine a corrected lateral slope.

[0007] In a possible implementation, the speed includes a longitudinal speed; and when the vehicle is in an acceleration condition or a turning condition, determining the additional lateral force borne by the vehicle includes: When the vehicle is in an acceleration condition, determining the additional lateral force based on a vertical load corresponding to a driving wheel of the vehicle; or, When the vehicle is in a steering condition, calculating the wheel cornering force according to the wheel cornering model; determining a centrifugal force generated by the vehicle based on a longitudinal speed of the vehicle and a turning radius; The additional lateral force is determined based on the wheel cornering force and the centrifugal force.

[0008] In a possible implementation, the acceleration includes longitudinal acceleration; The determining the additional lateral force based on the vertical load corresponding to the driving wheels of the vehicle comprises: Determine the relationship equation between the gravity of the vehicle and the vertical load on the front axle and the vertical load on the rear axle; In combination with a vehicle dynamics model, a moment balance equation is established based on the front axle vertical load, the rear axle vertical load and the longitudinal acceleration; Determining a vertical load corresponding to the driving wheel based on the relationship equation and the moment balance equation; Calculating the lateral friction force borne by the driving wheel based on the friction coefficient between the driving wheel and the ground and the vertical load corresponding to the driving wheel; The additional lateral force is determined based on the lateral friction force and the initial friction force borne by the driving wheel under a uniform speed condition.

[0009] In a possible implementation, the dynamic model of the combined vehicle is used to establish a moment balance equation based on the front axle vertical load, the rear axle vertical load, and the longitudinal acceleration, including: Determining a first moment based on the front axle vertical load, the distance between the center of mass of the vehicle and the front axle, the rear axle vertical load, and the distance between the center of mass and the rear axle; determining a second moment based on the longitudinal acceleration and the height of the center of mass; The moment balance equation is established based on the first moment and the second moment.

[0010] In a possible implementation, calculating the wheel cornering force according to the wheel cornering model includes: Calculating the product of the yaw rate and the wheelbase of the vehicle to obtain a lateral velocity; determining an angle between a direction of motion of a center of mass of the vehicle and a longitudinal axis of the vehicle based on a ratio of the lateral velocity to the longitudinal velocity; Determining a wheel slip angle based on a difference between a steering angle of the vehicle and the included angle; The wheel cornering force is determined based on the wheel slip angle and the wheel cornering stiffness.

[0011] In a possible implementation, the speed includes a lateral speed and a longitudinal speed, and the acceleration includes a lateral acceleration; Substituting the speed, the acceleration, and the yaw rate into a kinematic model of the vehicle to calculate the lateral slope includes: calculating a first product of the longitudinal velocity and the yaw rate, and a second product of the lateral velocity and the yaw rate; calculating a difference between the lateral acceleration and the first product, and calculating a sum of the difference and the second product; Based on the sum and the gravitational acceleration, the lateral slope is calculated.

[0012] In a possible implementation, the acceleration includes a lateral acceleration; and the correcting the lateral slope based on the additional lateral force to determine the corrected lateral slope includes: Calculating a lateral acceleration correction value based on the additional lateral force and the mass of the vehicle; determining a corrected lateral acceleration based on the lateral acceleration and the lateral acceleration correction value; The corrected lateral slope is determined based on the corrected lateral acceleration.

[0013] In a possible implementation, obtaining the speed, acceleration, and yaw rate of the vehicle includes: Obtaining the longitudinal acceleration and lateral acceleration of the vehicle; Obtaining the wheel speed and steering angle of the vehicle; determining a longitudinal speed of the vehicle based on the wheel speed and the wheel radius; Calculating the lateral speed of the vehicle based on the longitudinal speed, the steering angle, the wheelbase, the front track and the rear track according to the Ackermann steering principle; The yaw rate is calculated based on the longitudinal velocity, the steering angle, and the wheelbase according to a kinematic model of the vehicle.

[0014] In a second aspect, the present application provides a device for calculating a transverse slope of a road, the device comprising: An acquisition unit, used to acquire the speed, acceleration and yaw rate of the vehicle; a calculation unit, configured to substitute the speed, the acceleration and the yaw rate into a kinematic model of the vehicle to calculate a lateral slope; a determination unit, configured to determine an additional lateral force borne by the vehicle when the vehicle is in an acceleration condition or a turning condition; The correction unit is used to correct the lateral slope based on the additional lateral force and determine a corrected lateral slope.

[0015] In a third aspect, the present application provides an electronic device, the device comprising: a memory and a processor; The memory is used to store relevant program codes; The processor is used to call the program code to execute the method for calculating the transverse slope of the road as described in any one of the implementations of the first aspect above.

[0016] In a fourth aspect, the present application provides a computer-readable storage medium, wherein the computer-readable storage medium is used to store a computer program, and the computer program is used to execute the method for calculating the transverse slope of a road as described in any one of the implementations of the first aspect above.

[0017] In a fifth aspect, the present application provides a computer program product, which includes a computer program / instructions, and when the computer program / instructions are executed by a processor, the method for calculating the transverse slope of a road as described in any one of the implementation methods of the first aspect above is implemented.

[0018] In the above implementation of the present application, the lateral slope of the vehicle's driving route can be calculated in combination with the vehicle's kinematic model and driving state. First, the speed, acceleration and yaw rate of the vehicle when driving are obtained. The speed, acceleration and yaw rate of the vehicle are substituted into the kinematic model of the vehicle to calculate the lateral slope. When the vehicle is in an acceleration condition or a turning condition, the force state of the vehicle will change, affecting the calculation of the lateral slope. At this time, the additional lateral force borne by the vehicle can be determined. The lateral slope is corrected based on the additional lateral force, so that the lateral slope can be calculated more accurately. Through the method provided in the present application, the lateral slope of the road can be calculated in combination with the vehicle's own motion characteristics, such as a kinematic model, to improve the accuracy of the calculated lateral slope. And under acceleration conditions or turning conditions, the lateral slope can also be corrected in combination with the force characteristics of the vehicle to further improve the accuracy of the calculated lateral slope. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. It is obvious that the drawings described below are only some embodiments provided in the present application, and a person skilled in the art can also obtain other drawings based on these drawings.

[0020] Figure 1 A flow chart of a method for calculating the transverse slope of a road provided in an embodiment of the present application.

[0021] Figure 2 A schematic diagram of wheel steering provided in an embodiment of the present application.

[0022] Figure 3 A schematic diagram of a device for calculating the transverse slope of a road provided in an embodiment of the present application.

[0023] Figure 4 A schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0024] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. The described embodiments are only exemplary implementation methods of the present application, not all implementation methods. Those skilled in the art can combine the embodiments of the present application to obtain other embodiments without creative work, and these embodiments are also within the scope of protection of the present application.

[0025] In the field of intelligent driving, the lateral slope of the road surface during vehicle driving is of great significance to the safety control of the vehicle. The commonly used method for measuring vehicle driving state parameters is mainly based on the Inertial Measurement Unit (IMU). IMU usually contains sensors such as accelerometers and gyroscopes, which can measure information such as the acceleration and angular velocity of the vehicle, and then obtain the vehicle's state parameters, including the lateral slope, through operations such as integration.

[0026] Due to the cumulative error characteristics of the integral operation, the error of the measured lateral slope will continue to increase over time, resulting in reduced accuracy. In addition, the method of measuring the lateral slope based on IMU mainly focuses on the processing of sensor data, without combining the motion characteristics of the vehicle itself, which will also lead to errors in the calculated lateral slope.

[0027] Based on this, an embodiment of the present application provides a method for calculating the transverse slope of a road so as to improve the accuracy of calculating the transverse slope of a road. In specific implementation, first obtain the speed, acceleration and yaw rate of the vehicle when it is traveling. Substitute the speed, acceleration and yaw rate of the vehicle into the kinematic model of the vehicle to calculate the transverse slope. When the vehicle is in an acceleration condition or a turning condition, the force state of the vehicle will change, affecting the calculation of the transverse slope. At this time, the additional lateral force borne by the vehicle can be determined. The transverse slope is corrected based on the additional lateral force, so that the transverse slope can be calculated more accurately. Through the method provided in the embodiment of the present application, the transverse slope of the road can be calculated in combination with the motion characteristics of the vehicle itself, such as the kinematic model, to improve the accuracy of calculating the transverse slope. And under the acceleration condition or the turning condition, the transverse slope can also be corrected in combination with the force characteristics of the vehicle to further improve the accuracy of calculating the transverse slope.

[0028] In order to facilitate understanding of the technical solution provided by the embodiments of the present application, a detailed introduction will be given below in conjunction with the drawings in the embodiments.

[0029] See also Figure 1 As shown, Figure 1 A flow chart of a method for calculating the transverse slope of a road provided in an embodiment of the present application.

[0030] Optionally, the method may be executed by a vehicle-side data processing device. The vehicle-side data processing device may obtain the vehicle's own parameters and data collected by various sensors, and process the obtained data to calculate the transverse slope of the road.

[0031] The method may include the following steps: S101: Obtain the speed, acceleration and yaw rate of the vehicle.

[0032] In an embodiment of the present application, when calculating the lateral slope using the vehicle's kinematic model, parameters such as the vehicle's speed, acceleration, and yaw rate are required. Therefore, the vehicle's speed, acceleration, and yaw rate can be obtained while the vehicle is traveling.

[0033] In the vehicle coordinate system, the longitudinal axis of the vehicle is the X-axis, the direction of the X-axis is the longitudinal direction, and the direction perpendicular to the longitudinal direction represents the lateral direction (y-axis direction). The vehicle speed can be decomposed into longitudinal speed and lateral speed. The longitudinal speed represents the speed component in the longitudinal direction (X-axis direction in the vehicle coordinate system), and the lateral speed represents the speed component in the lateral direction (y-axis direction in the vehicle coordinate system).

[0034] Optionally, the acceleration of the vehicle can be measured by an acceleration sensor installed on the vehicle. Similarly, the acceleration can include longitudinal acceleration and lateral acceleration. Among them, the longitudinal acceleration represents the acceleration component in the longitudinal direction, and the lateral acceleration represents the acceleration component in the lateral direction. After the acceleration sensor measures the longitudinal acceleration and lateral acceleration, the measured data can be stored in the Electronic Control Unit (ECU), so that the data processing device can directly read the stored longitudinal acceleration and lateral acceleration from the ECU.

[0035] In one possible implementation, the longitudinal speed and lateral speed of the vehicle may be determined based on: First, the data processing device can obtain basic parameters of the vehicle, including wheel radius, wheelbase, front track and rear track, etc., wherein the wheel radius can represent the radius of four wheels. Optionally, the basic parameters of the vehicle can be directly obtained from the manufacturer or obtained through subsequent measurement.

[0036] In practical applications, a wheel speed sensor is installed on the vehicle, which can be used to measure the wheel speed of the four wheels of the vehicle, including the left front wheel, the right front wheel, the left rear wheel and the right rear wheel. A steering angle sensor is also installed on the vehicle, which can be used to measure the steering angle of the vehicle when it is driving. The wheel speeds of the four wheels measured by the wheel speed sensor and the steering angle measured by the steering angle sensor can be stored in the ECU, so that the data processing device can read the stored data from the ECU.

[0037] After obtaining the wheel speed and wheel radius of the vehicle, the data processing device can determine the longitudinal speed of the vehicle based on the wheel speed and wheel radius. In specific implementation, the longitudinal speed of the vehicle can also be determined in combination with the driving wheels of the vehicle. In one possible implementation, when the driving wheels of the vehicle are the front wheels, that is, the left front wheel and the right front wheel, the longitudinal speed of the vehicle can be determined based on the wheel speed of the left front wheel, the wheel speed of the right front wheel and the wheel radius. For example, the average of the wheel speed of the left front wheel and the wheel speed of the right front wheel can be calculated, and then the product of the average and the wheel radius can be calculated to obtain the longitudinal speed of the vehicle. For example, with Indicates the left front wheel speed, in Indicates the speed of the right front wheel, Indicates the left rear wheel speed, Indicates the speed of the right rear wheel, represents the longitudinal velocity, represents the wheel radius, then the longitudinal speed It can be calculated by the following formula: .

[0038] In a possible implementation, when the driving wheels of the vehicle are rear wheels, i.e., the left rear wheel and the right rear wheel, the longitudinal speed of the vehicle can be determined based on the wheel speed of the left rear wheel, the wheel speed of the right rear wheel, and the wheel radius. For example, the average of the wheel speeds of the left rear wheel and the right rear wheel can be calculated, and then the product of the average and the wheel radius can be calculated to obtain the longitudinal speed of the vehicle. For example, the longitudinal speed The calculation formula can be expressed as: .

[0039] In a possible implementation, when the vehicle has four driving wheels, that is, the vehicle is driven based on the left front wheel, the right front wheel, the left rear wheel and the right rear wheel, the longitudinal speed of the vehicle can be determined based on the wheel speed of the left front wheel, the wheel speed of the right front wheel, the wheel speed of the left rear wheel, the wheel speed of the right rear wheel and the wheel radius. For example, the average of the wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel can be calculated, and then the product of the average and the wheel radius can be calculated to obtain the longitudinal speed of the vehicle. For example, the longitudinal speed It can be expressed as: .

[0040] After determining the longitudinal speed, the lateral speed of the vehicle can be calculated based on the longitudinal speed, steering angle, wheelbase, front track and rear track of the vehicle according to the Ackerman steering principle. represents the steering angle, Indicates the front wheel track, Rear wheelbase, represents the lateral speed, Indicates the wheelbase of the vehicle. According to the Ackerman steering principle, the lateral speed It can be expressed as: .

[0041] In a possible implementation, according to the kinematic model of the vehicle, the yaw rate can be calculated based on the longitudinal velocity, the steering angle, and the wheelbase. represents the yaw angular velocity, then the yaw angular velocity The calculation formula can be expressed as: .

[0042] S102: Substituting the speed, acceleration and yaw rate into the kinematic model of the vehicle to calculate the lateral slope.

[0043] After obtaining the vehicle's speed, acceleration and yaw rate, the lateral slope can be calculated based on the vehicle's kinematic model.

[0044] In a possible implementation, combined with the vehicle's kinematic model, the lateral slope can be calculated in the following way: Calculate the first product of the longitudinal velocity of the vehicle and the yaw angular velocity, and calculate the second product of the lateral velocity of the vehicle and the yaw angular velocity. Then calculate the difference between the lateral acceleration and the above-mentioned first product, and calculate the sum of the difference and the second product. Based on the obtained sum and the acceleration of gravity, calculate the lateral slope. It should be noted that the embodiment of the present application does not limit the order of calculating the first product and the second product, nor does it limit the order of calculating the difference and the sum, that is, the sum of the lateral acceleration and the second product can also be calculated first, and then the difference between the sum and the first product is calculated, which does not affect the implementation of the embodiment of the present application.

[0045] For ease of understanding, the method of calculating the lateral slope will be specifically introduced below in combination with the vehicle's kinematic model.

[0046] When a vehicle is driving, there are three main factors that affect the calculation of lateral acceleration: the first is the lateral acceleration component generated by the longitudinal velocity of the vehicle, the second is the lateral acceleration component generated by the transverse slope, and the third is the lateral acceleration component generated by the lateral velocity of the vehicle. They will be introduced below. The yaw rate of the axis When rotating, for the vehicle's positioning point (which can be regarded as the position point representing the entire vehicle), the linear speed of the positioning point is With angular velocity The following relationship exists: ,in, , for The unit vector in the direction of the axis, is the position vector of the anchor point.

[0047] When the vehicle moves along the longitudinal direction ( Axis) has speed , while winding The axis rotates, then after a short period of time After that, under the condition of small angle and small time interval, the vehicle moves in the lateral direction ( axis) resulting in displacement increments It can be approximately expressed as: .in, It can be regarded as a small distance moved in the longitudinal direction. Can be seen as a winding The angle of the shaft rotation, the multiplication of the two approximates the displacement increment in the lateral direction .

[0048] According to the definition of acceleration, When the displacement increment in the lateral direction approaches zero, the rate of change of the lateral velocity corresponding to the displacement increment in the lateral direction, that is, the lateral acceleration component , which can be expressed as follows: .

[0049] Secondly, when the vehicle is traveling on a lateral slope of When on the road, the acceleration due to gravity Decomposing it, we can get the gravitational acceleration The component in the lateral direction is That is, the acceleration due to gravity The lateral component will cause the vehicle to have a lateral acceleration component , that is, .

[0050] Third, when the vehicle has a lateral speed , and around The yaw rate of the axis When rotating, due to the yaw angular velocity The existence of will cause the lateral speed Consider a vehicle in a short period of time Movement inside, time Finally, considering the interaction between rotation and lateral velocity, the displacement increment generated in the lateral direction is It can be approximately expressed as: , the negative sign indicates the opposite direction of the vehicle's movement. Accordingly, the displacement increment is calculated The corresponding lateral acceleration component ,exist When the lateral acceleration approaches zero, It can be expressed as follows: .

[0051] Based on this, the lateral acceleration of the vehicle Expressed as the sum of three lateral acceleration components, the lateral acceleration It can be expressed as follows: , so the transverse slope can be obtained The calculation formula is: That is, calculate the longitudinal velocity and yaw rate The first product of and lateral speed and yaw rate The second product of Then calculate the sum of the lateral acceleration, the negative of the first product, and the second product, and based on the ratio of the sum to the gravitational acceleration, get the sine function value of the lateral slope Then, based on the sine function value, the inverse sine function value is calculated to obtain the transverse slope .

[0052] S103: When the vehicle is in an acceleration condition or a turning condition, determine an additional lateral force borne by the vehicle.

[0053] When the vehicle is in an accelerating or turning condition, the force acting on the vehicle changes, causing the lateral acceleration of the vehicle to change, which will affect the calculation of the lateral slope. Therefore, when the vehicle is in an accelerating or turning condition, a force analysis can be performed on the vehicle to determine the additional lateral force the vehicle is subjected to.

[0054] S104: Correcting the lateral slope based on the additional lateral force to determine a corrected lateral slope.

[0055] After determining the additional lateral force borne by the vehicle, the lateral acceleration correction value generated by the vehicle under the action of the additional lateral force can be determined, and the corrected lateral acceleration can be calculated using the lateral acceleration correction value and the lateral acceleration determined in step S102. According to the kinematic model, it is necessary to calculate the lateral slope in combination with the lateral acceleration, so that the corrected lateral slope can be determined based on the corrected lateral acceleration. Specifically, based on the additional lateral force and the mass of the vehicle, the lateral acceleration correction value is calculated. Based on the lateral acceleration and the lateral acceleration correction value, the corrected lateral acceleration is determined. Then, in combination with the kinematic model of the vehicle, the corrected lateral slope is determined based on the corrected lateral acceleration.

[0056] Through the method provided in the above embodiment, the lateral slope of the road can be calculated in combination with the motion characteristics of the vehicle itself, such as the kinematic model, to improve the accuracy of calculating the lateral slope. In addition, under acceleration or steering conditions, the lateral slope can be corrected in combination with the force applied to the vehicle to further improve the accuracy of calculating the lateral slope.

[0057] The process of correcting the lateral slope will be introduced below for acceleration conditions and turning conditions respectively.

[0058] (i) When the vehicle is in acceleration condition.

[0059] When the vehicle is in an acceleration condition, the center of gravity of the vehicle will move backward. The movement of the center of gravity will change the load distribution of the front and rear axles of the vehicle. The change in the load on the front and rear axles will cause the change in the pressure on the front and rear wheels, which will in turn affect the force between the front and rear wheels of the vehicle and the ground. Due to the change in the force on the wheels, the lateral friction force on the wheels will change, which will affect the lateral acceleration and thus affect the calculation of the lateral slope. Specifically, when the load on the front and rear axles changes, the lateral friction force between the front and rear wheels and the ground will change, which will also cause additional lateral force. The additional lateral force is mainly affected by the driving wheels of the vehicle. Therefore, when the vehicle is in an acceleration condition, the additional lateral force can be determined based on the vertical load corresponding to the driving wheels of the vehicle. Among them, when the driving wheels of the vehicle are front wheels, the vertical load corresponding to the driving wheels is the vertical load of the front axle; when the driving wheels are rear wheels, the vertical load corresponding to the driving wheels is the vertical load of the rear axle.

[0060] In one possible implementation, the additional lateral force of the vehicle may be determined as follows: A1: Determine the relationship equation between the vehicle's gravity and the vertical load on the front axle and the vertical load on the rear axle.

[0061] In the embodiment of the present application, it can be understood that the front axle vertical load and the rear axle vertical load of the vehicle are added to obtain the vehicle's gravity. That is, the relationship equation can be expressed as the vehicle's gravity is equal to the sum of the front axle vertical load and the rear axle vertical load.

[0062] A2: Combined with the vehicle's dynamics model, the torque balance equation is established based on the front axle vertical load, rear axle vertical load and longitudinal acceleration. Under acceleration conditions, when the engine drives the drive wheels to rotate, the drive wheels will exert a backward force on the ground. As a reaction force, the ground will give the drive wheels a forward friction force, which is the force that accelerates the vehicle in the longitudinal direction, causing the vehicle to generate longitudinal acceleration.

[0063] When accelerating, the driving wheels are subject to forward friction, and the position where the driving wheels touch the ground is lower than the center of mass. There is a downward force arm at the center of mass of the vehicle, and the length of the force arm is the height of the center of mass. At this time, the torque balance equation can be established in combination with the vehicle's dynamic model.

[0064] In specific implementation, the lever arm corresponding to the vertical load on the front axle is the distance between the center of mass of the vehicle and the front axle, and the lever arm corresponding to the vertical load on the rear axle is the distance between the center of mass of the vehicle and the rear axle. Therefore, the first moment can be determined based on the vertical load on the front axle, the distance between the center of mass and the front axle, and the vertical load on the rear axle, and the distance between the center of mass and the rear axle. Specifically, the product of the vertical load on the front axle, the distance between the center of mass and the front axle, and the product of the vertical load on the rear axle, the distance between the center of mass and the rear axle can be calculated. Since the directions of the distances from the front axle and the rear axle to the center of mass are different, the difference between the two products is calculated to obtain the first moment.

[0065] In addition, the force arm corresponding to the forward friction force on the driving wheel of the vehicle is the height of the center of mass, so the second moment can be determined based on the longitudinal acceleration and the height of the center of mass. Specifically, the product of the mass of the vehicle, the longitudinal acceleration, and the height of the center of mass can be calculated to obtain the second moment. Then, based on the first moment and the second moment, a moment balance equation is established. That is, the first moment minus the second moment is equal to 0.

[0066] It should be noted that the form of establishing the torque balance equation in the above embodiment is only an exemplary description. After respectively calculating the product of the vertical load on the front axle, the distance between the center of mass and the front axle, the vertical load on the rear axle, the distance between the center of mass and the rear axle, the mass of the vehicle, the longitudinal acceleration, and the product of the height of the center of mass, the torque balance equation can also be established by determining according to the direction of the torque that the product of the vertical load on the front axle, the distance between the center of mass and the front axle is equal to the sum of the product of the vertical load on the rear axle, the distance between the center of mass and the rear axle, and the mass of the vehicle, the longitudinal acceleration, and the product of the height of the center of mass.

[0067] A3: Based on the relationship equation and the moment balance equation, determine the vertical load corresponding to the driving wheel.

[0068] After determining the relationship equation and the moment balance equation, the two equations can be combined to obtain the expression of the vertical load corresponding to the driving wheel.

[0069] A4: Calculate the lateral friction force on the drive wheel based on the friction coefficient between the drive wheel and the ground and the vertical load.

[0070] Specifically, the product of the friction coefficient between the driving wheel and the ground and the vertical load corresponding to the driving wheel is calculated to obtain the lateral friction force.

[0071] A5: Determine the additional lateral force based on the lateral friction and the initial friction borne by the drive wheels under constant speed conditions.

[0072] Under uniform speed conditions, it can be assumed that the vertical load on the front axle is the same as the vertical load on the rear axle, and the vertical load corresponding to the drive wheel can be determined to be half of the gravity. Based on this, the product of the friction coefficient between the drive wheel and the ground and the vertical load corresponding to the drive wheel under uniform speed conditions can be calculated to obtain the initial friction force borne by the drive wheel under uniform speed conditions. Then, based on the difference between the lateral friction force corresponding to the drive wheel under acceleration conditions and the initial friction force, the additional lateral force is determined.

[0073] The following will introduce the process of determining the additional lateral force in conjunction with a specific application scenario.

[0074] In this application scenario, m represents the mass of the vehicle. represents the acceleration due to gravity, represents the vertical load on the front axle, represents the vertical load on the rear axle, then the relationship equation between the vehicle's gravity and the vertical load on the front axle and the vertical load on the rear axle can be expressed as: .

[0075] by represents the distance from the center of mass to the front axle, represents the distance from the center of mass to the rear axle, and and The sum can be expressed as the wheelbase L of the vehicle, then the first moment = . Let h be the height of the center of mass, represents the longitudinal acceleration, then the second moment = Then, the moment balance equation can be expressed as: . Combining the relational equation with the moment balance equation, we can obtain: , .

[0076] by Indicates the friction coefficient between the driving wheel and the ground. Taking the front wheel as an example, the vertical load corresponding to the driving wheel is the vertical load of the front axle. , then the lateral friction It can be expressed as: Initial friction force under uniform speed conditions It is expressed as: The additional lateral force .

[0077] After obtaining the additional lateral force, the ratio of the additional lateral force to the mass of the vehicle can be calculated to obtain the lateral acceleration correction value. Since the additional lateral force is calculated based on the lateral friction force, and the direction of the lateral friction force is opposite to the direction of the lateral acceleration, the difference between the lateral acceleration and the lateral acceleration correction value can be calculated to obtain the corrected lateral acceleration. The vehicle speed, yaw rate and corrected lateral acceleration are substituted into the kinematic model of the vehicle to calculate the corrected lateral slope. Among them, the method for calculating the corrected lateral slope can be referred to the above embodiment, which will not be described in detail here.

[0078] (ii) When the vehicle is in a turning condition.

[0079] When the vehicle turns, centrifugal force is generated, and the direction of the centrifugal force is opposite to the direction of the vehicle's lateral acceleration. The centrifugal force can be calculated by the longitudinal speed of the vehicle and the turning radius. At the same time, when turning, the wheel will deviate. The wheel cornering force generated by the wheel can be calculated based on the wheel cornering model. The direction of the wheel cornering force is opposite to the direction of the centrifugal force, that is, the direction of the wheel cornering force is the same as the direction of the lateral acceleration. Therefore, the additional lateral force borne by the vehicle can be determined based on the centrifugal force and the wheel cornering force.

[0080] In specific implementation, when the vehicle is in a turning condition, the wheel cornering force is calculated according to the wheel cornering model. The centrifugal force generated by the vehicle is determined based on the longitudinal speed of the vehicle and the turning radius. The additional lateral force is determined based on the wheel cornering force and the centrifugal force.

[0081] Since the direction of the wheel cornering force is the same as the direction of the lateral acceleration, and the direction of the centrifugal force is opposite to the direction of the lateral acceleration, the magnitude of the additional lateral force can be determined as the absolute value of the difference between the wheel cornering force and the centrifugal force. When it is determined that the direction of the additional lateral force is the same as the direction of the lateral acceleration, the additional lateral force can be expressed as the difference between the wheel cornering force and the centrifugal force. Then the ratio of the additional lateral force to the mass of the vehicle is calculated to obtain the lateral acceleration correction value. Then the sum of the lateral acceleration and the lateral acceleration correction value is calculated to obtain the corrected lateral acceleration.

[0082] Substitute the speed, yaw rate and corrected lateral acceleration into the kinematic model of the vehicle to calculate the corrected lateral slope. The specific calculation method can be found in the above embodiment and will not be described in detail here.

[0083] In a possible implementation, the centrifugal force can be calculated in the following manner in combination with the vehicle dynamics model: represents the longitudinal speed, m represents the mass of the vehicle, R represents the turning radius, and represents the centrifugal force, then the centrifugal force It can be expressed as: The turning radius R can be calculated from the wheelbase and steering angle, with L representing the wheelbase and represents the steering angle, then the steering radius R can be expressed as: .

[0084] In a possible implementation, the calculation of the wheel cornering force according to the wheel cornering model can be expressed as: determining the wheel cornering force based on the wheel cornering stiffness and the wheel cornering angle. For example, the product of the wheel cornering stiffness and the wheel cornering angle is calculated to obtain the wheel cornering force. The wheel cornering stiffness can be measured by a sensor. The wheel cornering angle can be calculated in combination with the kinematic model of the vehicle, which will be specifically described below in combination with the embodiments.

[0085] In specific implementation, the lateral velocity is obtained by calculating the product of the yaw rate and the wheelbase according to the kinematic model of the vehicle. The angle between the moving direction of the center of mass and the longitudinal axis of the vehicle is determined based on the ratio of the lateral velocity to the longitudinal velocity. The wheel slip angle is determined based on the difference between the steering angle of the vehicle and the angle.

[0086] See also Figure 2 As shown, Figure 2 A schematic diagram of wheel steering provided in an embodiment of the present application.

[0087] Figure 2 The rectangles at the four corners are used to represent the four wheels of the vehicle. To simplify the understanding, the four wheels of the vehicle can be simplified to the two wheels of the bicycle, that is, Figure 2 The two wheels in the middle and the front wheels are in the steering state. Figure 2 It can be seen that the direction of movement of the vehicle's center of mass (i.e., the vehicle's speed The angle between the longitudinal axis of the vehicle , that is, the sideslip angle of the center of mass, satisfies The straight line connecting the two wheels can be understood as the longitudinal axis of the vehicle. To simplify the analysis, for small angles, it can be approximated as In addition, according to the vehicle's kinematic model, the vehicle is considered to be in circular motion around the instantaneous turning center, so the lateral velocity at the center of mass of the vehicle is and yaw rate , wheelbase There are the following relationships: Therefore, the center of mass slip angle can be obtained In the steering condition, the vehicle's steering angle It can be expressed as the angle between the centerline of the front wheel (the radial centerline of the front wheel) and the longitudinal axis of the vehicle, the wheel slip angle It can be understood as the angle between the center line of the front wheel (the radial center line of the front wheel) and the direction of movement of the vehicle's center of mass. Therefore, the wheel slip angle It can be expressed as: After the wheel slip angle is obtained, the product of the wheel slip angle and the wheel cornering stiffness can be calculated to obtain the wheel cornering force.

[0088] (iii) When the vehicle is in acceleration and turning conditions.

[0089] When the vehicle is in an acceleration condition and a steering condition, the additional cornering force borne by the vehicle can be determined based on the acceleration condition and the steering condition respectively introduced in the above embodiments. Taking the direction of the lateral acceleration as the positive direction, the lateral friction force generated under the acceleration condition is opposite to the direction of the lateral acceleration. Under the steering condition, the direction of the centrifugal force generated by the vehicle is opposite to the direction of the lateral acceleration. The direction of the wheel cornering force is the same as the direction of the lateral acceleration. Therefore, the wheel cornering force can be used to subtract the lateral friction force and the centrifugal force to obtain the additional cornering force. Calculate the ratio of the additional cornering force to the vehicle mass to obtain the lateral acceleration correction value. Then calculate the sum of the lateral acceleration and the lateral acceleration correction value to obtain the corrected lateral acceleration. Substitute the velocity, yaw angular velocity and the corrected lateral acceleration into the kinematic model of the vehicle to calculate the corrected lateral slope.

[0090] Through the method provided in the above embodiment, the lateral slope of the road can be calculated in combination with the kinematic model of the vehicle, thereby improving the accuracy of calculating the lateral slope. In addition, under acceleration or steering conditions, the lateral slope can also be corrected in combination with the dynamic model of the vehicle to further improve the accuracy of calculating the lateral slope.

[0091] In one possible implementation, after obtaining the corrected lateral slope, the data processing device can output the corrected lateral slope to the vehicle's control system, such as the Electronic Stability Program (ESP), Adaptive Cruise Control (ACC), etc. The automatic driving control system can adjust the vehicle's driving state in combination with the lateral slope information to improve the accuracy and safety of automatic driving.

[0092] In a possible implementation, the corrected transverse slope calculated by the data processing device can also be verified to evaluate the accuracy of the corrected transverse slope. For example, the terrain slope at the location of the vehicle can be obtained through the high-precision map information of the vehicle, and compared with the calculated corrected transverse slope for verification. If the deviation between the calculated corrected transverse slope and the terrain slope is less than a threshold, it indicates that the calculated corrected transverse slope has a high accuracy. In addition, it is also possible to check whether the calculated corrected transverse slope is close to zero based on the situation when the vehicle is driving on a flat road (such as a parking lot, a straight road on a highway, etc.). If the corrected transverse slope is close to zero, it indicates that the calculated corrected transverse slope has a high accuracy.

[0093] Based on the above method embodiment, the present application embodiment also provides a device for calculating the transverse slope of a road. Figure 3 As shown, Figure 3 A schematic diagram of a device for calculating the transverse slope of a road provided in an embodiment of the present application.

[0094] The device 300 comprises: An acquisition unit 301 is used to acquire the speed, acceleration and yaw rate of the vehicle; A calculation unit 302 is used to substitute the speed, the acceleration and the yaw rate into a kinematic model of the vehicle to calculate a lateral slope; A determination unit 303, configured to determine an additional lateral force borne by the vehicle when the vehicle is in an acceleration condition or a turning condition; The correction unit 304 is used to correct the lateral slope based on the additional lateral force and determine a corrected lateral slope.

[0095] In one possible implementation, the speed includes a longitudinal speed; the determination unit 303 is specifically used to determine the additional lateral force based on a vertical load corresponding to a driving wheel of the vehicle when the vehicle is in an acceleration condition; or, when the vehicle is in a turning condition, calculate the wheel cornering force according to a wheel cornering model; determine the centrifugal force generated by the vehicle based on the longitudinal speed and turning radius of the vehicle; and determine the additional lateral force based on the wheel cornering force and the centrifugal force.

[0096] In a possible implementation, the acceleration includes longitudinal acceleration; the determination unit 303 is specifically used to determine the relationship equation between the gravity of the vehicle and the vertical load on the front axle and the vertical load on the rear axle; in combination with the vehicle's dynamic model, a torque balance equation is established based on the vertical load on the front axle, the vertical load on the rear axle and the longitudinal acceleration; based on the relationship equation and the torque balance equation, the vertical load corresponding to the driving wheel is determined; based on the friction coefficient between the driving wheel and the ground and the vertical load corresponding to the driving wheel, the lateral friction force borne by the driving wheel is calculated; based on the lateral friction force and the initial friction force borne by the driving wheel under uniform speed conditions, the additional lateral force is determined.

[0097] In one possible implementation, the determination unit 303 is specifically used to determine the first moment based on the vertical load on the front axle, the distance between the center of mass of the vehicle and the front axle, the vertical load on the rear axle, and the distance between the center of mass and the rear axle; determine the second moment based on the longitudinal acceleration and the height of the center of mass; and establish the moment balance equation based on the first moment and the second moment.

[0098] In a possible implementation, the determination unit 303 is specifically used to calculate the product of the yaw angular velocity and the wheelbase of the vehicle to obtain the lateral velocity; determine the angle between the moving direction of the center of mass of the vehicle and the longitudinal axis of the vehicle based on the ratio of the lateral velocity to the longitudinal velocity; determine the wheel slip angle based on the difference between the steering angle of the vehicle and the angle; and determine the wheel cornering force based on the wheel slip angle and the wheel cornering stiffness.

[0099] In a possible implementation, the speed includes a lateral speed and a longitudinal speed, and the acceleration includes a lateral acceleration; the calculation unit 302 is specifically used to calculate a first product of the longitudinal speed and the yaw angular velocity, and a second product of the lateral speed and the yaw angular velocity; calculate a difference between the lateral acceleration and the first product, and calculate a sum of the difference and the second product; based on the sum and the acceleration of gravity, calculate the lateral slope.

[0100] In a possible implementation, the acceleration includes lateral acceleration; the correction unit 304 is specifically used to calculate a lateral acceleration correction value based on the additional lateral force and the mass of the vehicle; determine a corrected lateral acceleration based on the lateral acceleration and the lateral acceleration correction value; and determine the corrected lateral slope based on the corrected lateral acceleration.

[0101] In a possible implementation, the acquisition unit 301 is specifically used to acquire the longitudinal acceleration and lateral acceleration of the vehicle; acquire the wheel speed and steering angle of the vehicle; determine the longitudinal speed of the vehicle based on the wheel speed and wheel radius; calculate the lateral speed of the vehicle based on the longitudinal speed, the steering angle, the wheelbase, the front wheel track and the rear wheel track according to the Ackerman steering principle; and calculate the yaw angular velocity based on the longitudinal speed, the steering angle and the wheelbase according to the kinematic model of the vehicle.

[0102] The beneficial effects of the device for calculating the transverse slope of a road provided in the embodiment of the present application can be found in the above method embodiment and will not be described in detail here.

[0103] Based on the above method embodiment and device embodiment, the present application embodiment further provides an electronic device, which will be described below in conjunction with the accompanying drawings.

[0104] See also Figure 4 , Figure 4 A schematic diagram of an electronic device provided in an embodiment of the present application.

[0105] The device 400 includes: a memory 401 and a processor 402; The memory 401 is used to store relevant program codes; The processor 402 is used to call the program code to execute the method for calculating the transverse slope of the road described in the above method embodiment.

[0106] In addition, an embodiment of the present application also provides a computer-readable storage medium, which is used to store a computer program, and the computer program is used to execute the method for calculating the transverse slope of a road described in the above method embodiment.

[0107] An embodiment of the present application also provides a computer program product, which includes a computer program / instruction. When the computer program / instruction is executed by a processor, the method for calculating the transverse slope of a road described in the above method embodiment is implemented.

[0108] It should be noted that the computer-readable medium mentioned above in the present application may be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0109] The computer program product may be written in any combination of one or more programming languages ​​to write program codes for performing the operations of the embodiments of the present application, including object-oriented programming languages, such as Java, C++, etc., and conventional procedural programming languages, such as "C" language or similar programming languages. The program code may be executed entirely on the user computing device, partially on the user device, as an independent software package, partially on the user computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0110] It should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same and similar parts between the various embodiments can refer to each other. In particular, for the system or device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can refer to the partial description of the method embodiment. The device embodiment described above is only exemplary, in which the units or modules described as separate components may or may not be physically separated, and the components displayed as units or modules may or may not be physical modules, that is, they may be located in one place, or they may be distributed on multiple network units, and some or all of the units or modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative work.

[0111] The flowchart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the method, device and equipment etc. of various embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or the flowchart, and the combination of the boxes in the block diagram and / or the flowchart can be implemented with a dedicated hardware-based system that performs the specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0112] It should be understood that in this application, "at least one (item)" means one or more, and "plurality" means two or more. "And / or" is used to describe the association relationship of associated objects, indicating that three relationships may exist. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural. The character " / " generally indicates that the objects associated before and after are in an "or" relationship. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, at least one of a, b or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple.

[0113] It should also be noted that, in this application, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the statement "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0114] The steps of the method or algorithm described in conjunction with the embodiments disclosed in this application can be implemented directly by hardware, software modules executed by a processor, or a combination of the two. The software module can be placed in a random access memory (RAM), a memory, a read-only memory (ROM), an electrically programmable ROM, an electrically erasable programmable ROM, a register, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the technical field.

[0115] The above description of the disclosed embodiments enables professionals and technicians in the field to implement or use the present application. Various modifications to these embodiments will be apparent to professionals and technicians in the field, and the general principles defined in this application can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown in the present application, but will conform to the widest range consistent with the principles and novel features disclosed in the present application.

Claims

1. A method for calculating the transverse slope of a road, characterized in that: The method comprises: Get the speed, acceleration and yaw rate of the vehicle; Substituting the speed, the acceleration and the yaw rate into a kinematic model of the vehicle to calculate a lateral slope; When the vehicle is in an acceleration condition or a turning condition, determining an additional lateral force borne by the vehicle; The lateral slope is corrected based on the additional lateral force to determine a corrected lateral slope.

2. The method according to claim 1, characterized in that The speed includes longitudinal speed; When the vehicle is in an acceleration condition or a turning condition, determining the additional lateral force borne by the vehicle includes: When the vehicle is in an acceleration condition, determining the additional lateral force based on a vertical load corresponding to a driving wheel of the vehicle; or, When the vehicle is in a steering condition, calculating the wheel cornering force according to the wheel cornering model; determining a centrifugal force generated by the vehicle based on a longitudinal speed of the vehicle and a turning radius; The additional lateral force is determined based on the wheel cornering force and the centrifugal force.

3. The method according to claim 2, characterized in that The acceleration includes longitudinal acceleration; The determining the additional lateral force based on the vertical load corresponding to the driving wheels of the vehicle comprises: Determine the relationship equation between the gravity of the vehicle and the vertical load on the front axle and the vertical load on the rear axle; In combination with a vehicle dynamics model, a moment balance equation is established based on the front axle vertical load, the rear axle vertical load and the longitudinal acceleration; Determining a vertical load corresponding to the driving wheel based on the relationship equation and the moment balance equation; Calculating the lateral friction force borne by the driving wheel based on the friction coefficient between the driving wheel and the ground and the vertical load corresponding to the driving wheel; The additional lateral force is determined based on the lateral friction force and the initial friction force borne by the driving wheel under a uniform speed condition.

4. The method according to claim 3, characterized in that The dynamic model of the combined vehicle is used to establish a moment balance equation based on the front axle vertical load, the rear axle vertical load and the longitudinal acceleration, including: Determining a first moment based on the front axle vertical load, the distance between the center of mass of the vehicle and the front axle, the rear axle vertical load, and the distance between the center of mass and the rear axle; determining a second moment based on the longitudinal acceleration and the height of the center of mass; The moment balance equation is established based on the first moment and the second moment.

5. The method according to claim 2, characterized in that: The step of calculating the wheel cornering force according to the wheel cornering model comprises: Calculating the product of the yaw rate and the wheelbase of the vehicle to obtain a lateral velocity; determining an angle between a direction of motion of a center of mass of the vehicle and a longitudinal axis of the vehicle based on a ratio of the lateral velocity to the longitudinal velocity; Determining a wheel slip angle based on a difference between a steering angle of the vehicle and the included angle; The wheel cornering force is determined based on the wheel slip angle and the wheel cornering stiffness.

6. The method according to claim 1, characterized in that The speed includes a lateral speed and a longitudinal speed, and the acceleration includes a lateral acceleration; Substituting the speed, the acceleration, and the yaw rate into a kinematic model of the vehicle to calculate the lateral slope includes: calculating a first product of the longitudinal velocity and the yaw rate, and a second product of the lateral velocity and the yaw rate; calculating a difference between the lateral acceleration and the first product, and calculating a sum of the difference and the second product; Based on the sum and the gravitational acceleration, the lateral slope is calculated.

7. The method according to claim 1, characterized in that The acceleration includes lateral acceleration; The step of correcting the transverse slope based on the additional lateral force to determine the corrected transverse slope includes: Calculating a lateral acceleration correction value based on the additional lateral force and the mass of the vehicle; determining a corrected lateral acceleration based on the lateral acceleration and the lateral acceleration correction value; The corrected lateral slope is determined based on the corrected lateral acceleration.

8. The method according to any one of claims 1 to 7, characterized in that: The obtaining of the speed, acceleration and yaw rate of the vehicle includes: Obtaining the longitudinal acceleration and lateral acceleration of the vehicle; Obtaining the wheel speed and steering angle of the vehicle; determining a longitudinal speed of the vehicle based on the wheel speed and the wheel radius; Calculating the lateral speed of the vehicle based on the longitudinal speed, the steering angle, the wheelbase, the front track and the rear track according to the Ackermann steering principle; The yaw rate is calculated based on the longitudinal velocity, the steering angle, and the wheelbase according to a kinematic model of the vehicle.

9. A device for calculating the transverse slope of a road, characterized in that: The device comprises: An acquisition unit, used to acquire the speed, acceleration and yaw rate of the vehicle; a calculation unit, configured to substitute the speed, the acceleration and the yaw rate into a kinematic model of the vehicle to calculate a lateral slope; a determination unit, configured to determine an additional lateral force borne by the vehicle when the vehicle is in an acceleration condition or a turning condition; The correction unit is used to correct the lateral slope based on the additional lateral force and determine a corrected lateral slope.

10. An electronic device, characterized in that: The device comprises: a memory and a processor; The memory is used to store relevant program codes; The processor is used to call the program code to execute the method for calculating the transverse slope of a road as described in any one of claims 1 to 8.

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