Method and device for determining resultant force and resultant moment

Abstract

The invention provides a resultant force and resultant moment determination method and device, and the method comprises the steps: obtaining target planning information and driving information of a to-be-controlled target at a current moment, the target planning information comprising initial moment data and driving error data; under the condition that the initial torque data is not matched with a first preset rule, preset threshold value judgment is conducted on the initial torque data, the first preset rule is used for determining whether the initial torque data meets the preset driving parameter threshold value range of the to-be-controlled target or not, and a preset threshold value is determined according to the road adhesion coefficient and the quality of the to-be-controlled target; and under the condition that the initial torque data is not matched with a preset threshold value, correcting the initial torque data through the driving error data and the driving information based on a preset constraint condition, and determining target torque data of the to-be-controlled target at the current moment. According to the embodiment of the invention, the error of determining the target torque can be reduced, and the accuracy of determining the target torque is improved.

Description

Technical Field

[0001] This application relates to the technical field of vehicles, and in particular, to a method and device for determining resultant force and resultant moment. Background Art

[0002] As the core technology of the next-generation intelligent vehicle chassis, the Vehicle Motion Controller (VMC) aims to achieve path tracking and speed control of high-performance vehicles, so as to improve mobility, safety, and driving pleasure. The motion control algorithms in the vehicle motion controller are mainly divided into an upper-layer motion control layer, a middle-layer tire force distribution layer, and a lower-layer actuator distribution layer. For the upper-layer vehicle body motion control layer, only a very simple linear control law needs to be used to constrain when determining the target resultant force and resultant moment of the vehicle. However, this kind of simple linear control law is difficult to consider the constraints of vehicle physical performance during the process of calculating the target resultant force and resultant moment. Therefore, the method of first determining the target resultant force and resultant moment according to the linear control law and then performing amplitude limiting post-processing on the resultant force and resultant moment is often adopted.

[0003] The current mainstream amplitude limiting post-processing strategies include the naive method and the direction-keeping method. However, although the naive method is simple and direct, when the reference trajectory cannot meet the dynamic requirements, it causes the path tracking error to continuously increase, affecting the control performance. The direction-keeping method performs poorly in suppressing the maximum lateral error. These existing technologies have large errors when determining the target resultant force and resultant moment, resulting in low accuracy of the determined target resultant force and resultant moment. Summary of the Invention

[0004] A method and device for determining resultant force and resultant moment provided by this application can reduce the error in determining the target resultant force and resultant moment of the vehicle and improve the accuracy of determining the target resultant force and resultant moment of the vehicle.

[0005] In a first aspect, an embodiment of this application provides a method for determining resultant force and resultant moment, and the method includes:

[0006] Obtain the target planning information and driving information of the target to be controlled at the current moment, where the target planning information includes initial moment data and driving error data, and the driving information includes the position point of the target to be controlled at the current moment, the current heading angle of the target to be controlled at the position point, the driving speed, and the road surface adhesion coefficient;

[0007] In the case where the initial moment data does not match the first preset rule, perform a preset threshold judgment on the initial moment data, where the first preset rule is used to determine whether the initial moment data meets the preset driving parameter threshold range of the target to be controlled, and the preset threshold is determined according to the road surface adhesion coefficient and the mass of the target to be controlled;

[0008] In the case where the initial torque data does not match the preset threshold, based on the preset constraint conditions, the initial torque data is corrected by the driving error data and the driving information to determine the target torque data of the target to be controlled at the current moment, and the preset constraint conditions are determined according to the preset threshold.

[0009] In a second aspect, the present application provides a resultant force and resultant torque determination device, which includes:

[0010] An acquisition module, configured to acquire the target planning information and the driving information of the target to be controlled at the current moment, where the target planning information includes initial torque data and driving error data, and the driving information includes driving speed and road surface adhesion coefficient;

[0011] A judgment module, configured to perform a preset threshold judgment on the initial torque data in the case where the initial torque data does not match the first preset rule, where the first preset rule is used to determine whether the initial torque data meets the preset driving parameter threshold range of the target to be controlled, and the preset threshold is determined according to the road surface adhesion coefficient and the mass of the target to be controlled;

[0012] A determination module, configured to, in the case where the initial torque data does not match the preset threshold, correct the initial torque data by the driving error data and the driving information based on the preset constraint conditions, and determine the target torque data of the target to be controlled at the current moment, where the preset constraint conditions are determined according to the preset threshold.

[0013] In a third aspect, an embodiment of the present application provides an electronic device, which includes: a processor and a memory storing computer program instructions;

[0014] When the processor executes the computer program instructions, it implements the resultant force and resultant torque determination method in any one of the embodiments in the first aspect.

[0015] In a fourth aspect, an embodiment of the present application provides a computer storage medium, on which computer program instructions are stored, and when the computer program instructions are executed by a processor, they implement the resultant force and resultant torque determination method in any one of the embodiments in the first aspect.

[0016] In a fifth aspect, an embodiment of the present application provides a computer program product, and when the instructions in the computer program product are executed by the processor of the electronic device, the electronic device is caused to execute and implement the resultant force and resultant torque determination method in any one of the embodiments in the first aspect as described above.

[0017] In a method and device for determining resultant force and resultant moment provided in an embodiment of the present application, it is possible to obtain the target planning information and driving information of the target to be controlled at the current moment. These data are crucial for vehicle motion control and can accurately understand the current state of the vehicle and the driving error situation. When the initial moment data does not match the preset threshold, the initial moment data is corrected through preset constraint conditions and driving information, so as to determine the target moment data of the target to be controlled at the current moment. This correction method based on real-time driving information effectively reduces errors and improves the accuracy of the system. Real-time driving information has high accuracy and practicability and can timely reflect the true state and driving environment of the vehicle. By using this accurate real-time information, when the initial resultant force and resultant moment of the target vehicle exceed the resultant force and resultant moment that the vehicle can generate, the initial moment data can be corrected and controlled more precisely, minimizing the impact on the path tracking control accuracy, thereby reducing the error in determining the target resultant force and resultant moment, improving the accuracy of determining the target resultant force and resultant moment, and achieving more precise and reliable vehicle motion control. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required to be used in the embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained according to these drawings without creative efforts.

[0019] Figure 1 is a schematic structural diagram of a prior art vehicle motion controller;

[0020] Figure 2 is a schematic flowchart of a method for determining resultant force and resultant moment provided in an embodiment of the present application;

[0021] Figure 3 is an input-output schematic diagram of the lateral motion control part in an upper-layer motion controller provided in an embodiment of the present application;

[0022] Figure 4 is a schematic working flowchart of the lateral motion control part in an upper-layer motion controller provided in an embodiment of the present application;

[0023] Figure 5 is a schematic flowchart of another method for determining resultant force and resultant moment provided in an embodiment of the present application;

[0024] Figure 6 is a curve graph showing the change of the path tracking lateral error over time after the initial moment data is processed by limiting the amplitude through different methods provided in an embodiment of the present application;

[0025] Figure 7It is a schematic structural diagram of a resultant force and resultant moment determination device provided by an embodiment of the present application;

[0026] Figure 8 It is a schematic structural diagram of an electronic device provided by an embodiment of the present application. Detailed implementation manners

[0027] In order to be able to more clearly understand the above-mentioned objects, features, and advantages of the present disclosure, the solutions of the present disclosure will be further described below. It should be noted that, without conflict, the embodiments of the present disclosure and the features in the embodiments may be combined with each other.

[0028] In the following description, many specific details are set forth in order to fully understand the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only a part of the embodiments of the present disclosure, rather than all the embodiments.

[0029] It should be noted that, in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article, or device. Without further limitation, an element defined by the statement "comprising a..." does not exclude the existence of additional identical elements in the process, method, article, or device comprising the element.

[0030] The high-performance vehicle path and vehicle speed tracking control technology, also known as the Vehicle Motion Controller (VMC), is the core technology of the next-generation intelligent vehicle chassis. It requires that the control algorithm can accurately track any dynamically feasible reference trajectory, so that the mobility of the intelligent vehicle can reach and exceed the level of human driving, making transportation more efficient, safer in emergency conditions, and more fun to drive.

[0031] The mainstream architecture of the motion control algorithm in the vehicle motion controller is as Figure 1As shown in the figure, it is divided into an upper - layer motion control layer, a middle - layer tire force distribution layer, and a lower - layer actuator distribution layer. The upper layer calculates the required vehicle resultant force (resultant longitudinal and lateral forces) and resultant moment (resultant yaw moment) based on the desired motion (desired path and speed) and the actually measured vehicle motion, and outputs them to the middle layer to achieve the desired vehicle motion through vehicle response. The middle layer distributes the required resultant force and resultant moment, determines the target longitudinal and lateral tire forces of each wheel, and sends them to the lower layer. The lower layer determines and distributes the actuator (wheel angle, motor torque, etc.) commands that can generate the target tire force according to the target tire force.

[0032] As can be seen from the above introduction, when the module of the upper - level determines the command for the lower - level module, it is necessary to ensure that the command is attainable (i.e., it does not exceed the physical limitations of the vehicle, tires, and actuators). For the upper - layer vehicle body motion control layer, when determining the target resultant force and resultant moment of the vehicle, only a very simple linear control law is needed (this is one of the motivations for designing this hierarchical control architecture). This type of simple linear control law is difficult to consider the constraints of vehicle physical performance during the calculation of the target resultant force and resultant moment. Therefore, the method of first determining the target resultant force and resultant moment according to the linear control law and then performing clipping post - processing on the resultant force and resultant moment is often used. During clipping post - processing, it is necessary to minimize the impact on the vehicle motion control effect as much as possible.

[0033] Currently, the mainstream clipping post - processing strategies include the naive method, the direction - maintaining method, and the optimal control method. The following is a brief introduction to these three clipping post - processing strategies.

[0034] For the naive method, among the resultant longitudinal force, resultant lateral force, and resultant yaw moment, the path - tracking lateral error is mainly affected by the resultant lateral force. Therefore, the naive method for clipping post - processing is to clip the resultant longitudinal force, resultant lateral force, and resultant yaw moment to the smaller one between the requested lateral force and the maximum lateral force that the vehicle can achieve (since there is coupling among the resultant longitudinal force, resultant lateral force, and resultant yaw moment, given the target of the maximum lateral force, the resultant longitudinal force, lateral force, and yaw moment can be uniquely determined).

[0035] For the direction - maintaining method, the three variables of the resultant longitudinal force, lateral force, and yaw moment output by the upper - layer motion control can be regarded as a point in a three - dimensional coordinate system or a vector connecting the origin and this point. The direction - maintaining method is to select the maximum resultant force and resultant moment that the vehicle can reach in the direction of this vector.

[0036] For the optimal control method, according to the Pontryagin minimum principle, it can be proved that when the resultant force acting on the vehicle points to a certain constant direction in the ground coordinate system, that is, when the vehicle motion path is a parabola, the maximum lateral error of vehicle path tracking reaches the minimum.

[0037] However, all of these three methods have defects to varying degrees. When the reference trajectory is dynamically unfeasible, the naive method's post-processing of amplitude limiting will cause the lateral error of path tracking to continuously increase, resulting in poor performance.

[0038] The optimal control method can guarantee the theoretical optimality of the maximum lateral error, but in the actual application process, it is difficult to determine the "constant direction" mentioned in the above introduction (future information is required).

[0039] The direction-keeping method is a more balanced choice in terms of complexity and performance and is widely used in the aviation industry. Its main shortcoming is that the suppression effect of the maximum lateral error is poor.

[0040] To solve the problems existing in the prior art, the embodiments of the present application provide a method and device for determining the resultant force and resultant moment.

[0041] The embodiments of the present application provide a method and device for determining the resultant force and resultant moment. First, the method for determining the resultant force and resultant moment provided by the embodiments of the present application will be introduced below. As Figure 2 shown, the method specifically includes the following steps:

[0042] S100, obtain the target planning information and driving information of the target to be controlled at the current moment. The target planning information includes the initial moment data and the driving error data, and the driving information includes the position point of the target to be controlled at the current moment, the current heading angle of the target to be controlled at the position point, the driving speed, and the road surface adhesion coefficient.

[0043] Optionally, in the embodiments of the present application, the module where the method for determining the resultant force and resultant moment proposed in the present application is located, that is, the lateral motion control part in the upper-layer motion controller.

[0044] Optionally, in the embodiments of the present application, the target to be controlled may be a vehicle. The initial moment data describes the initial resultant force and resultant moment information required at the start of vehicle motion. The driving error data reflects the difference between the actual driving trajectory and the expected trajectory of the vehicle, and the road surface adhesion coefficient represents the friction coefficient between the wheels and the road surface, which has an important impact on the traction and stability of the vehicle. The accurate acquisition and effective utilization of these data are of great significance for the motion control of the vehicle.

[0045] Specifically, the initial resultant force and resultant moment in the initial moment data refer to the resultant force and resultant moment at the vehicle's center of mass required to achieve the desired vehicle motion according to the path tracking control algorithm in the upper-layer motion controller.

[0046] The driving error data refers to the difference data between the actual driving trajectory of a vehicle and the expected trajectory. These differences may stem from deviations in aspects such as the vehicle's attitude, position, speed, etc., and may also be affected by environmental factors and the control system. The driving error data can include information such as the distance by which the vehicle deviates from the expected trajectory, the angular deviation, and the rate of change of the deviation. This data is crucial for path tracking and trajectory control, and the control system needs to adjust the vehicle's driving trajectory based on this data to make it as close as possible to the expected trajectory.

[0047] The position point of the target to be controlled at the current moment refers to the spatial coordinate position where the target is located at the current moment. This position point can be the x, y coordinates on a two-dimensional plane or the x, y, z coordinates in a three-dimensional space, depending on the reference system and description method used.

[0048] The road surface adhesion coefficient refers to the friction coefficient between the vehicle's wheels and the road surface during driving. It reflects the magnitude of the adhesion force of the road surface on the vehicle's tires and has an important impact on the vehicle's traction, braking performance, and steering stability. In vehicle motion control, the accurate estimation of the road surface adhesion coefficient is crucial for the performance of the control system because it directly affects the vehicle's motion characteristics and stability.

[0049] Optionally, in a feasible implementation manner of this application, various sensors installed on the vehicle (such as an inertial measurement unit, wheel speed sensor, steering sensor, etc.) can be used to obtain real-time vehicle state information, including the vehicle's driving speed, heading angle, yaw angular velocity, etc. These sensors can provide the vehicle's current driving information, such as speed and attitude, as well as an estimation of the road surface adhesion coefficient.

[0050] If the vehicle is equipped with a Global Positioning System (GPS) or an inertial navigation system, the position and heading information provided by these systems can be used to obtain information such as the vehicle's position, driving speed, and heading angle.

[0051] It is also possible to utilize the vehicle dynamics model and road condition information, combined with a pre-set path plan, to perform model prediction to obtain driving information. Specifically, it can be achieved through mathematical modeling and simulation to predict information such as the position, speed, and heading angle that the vehicle should reach at the current moment.

[0052] S200, in the case where the initial torque data does not match the first preset rule, perform a preset threshold judgment on the initial torque data. The first preset rule is used to determine whether the initial torque data meets the preset driving parameter threshold range of the target to be controlled, and the preset threshold is determined based on the road surface adhesion coefficient and the mass of the target to be controlled.

[0053] Optionally, in the embodiments of the present application, the first preset rule is used to determine whether the initial torque data exceeds the performance upper limit of the vehicle. If the initial torque data exceeds the performance upper limit of the vehicle, it is determined that the initial torque data does not match the first preset rule, and the test needs to perform amplitude limiting post-processing on the to-be-controlled target. If the initial torque data does not exceed the performance upper limit of the to-be-controlled target, the initial torque data can be directly used for vehicle control without amplitude limiting post-processing.

[0054] Optionally, in the embodiments of the present application, if it is determined that the initial torque data of the to-be-controlled target needs to be subjected to amplitude limiting post-processing, it is necessary to perform a preset threshold judgment on the initial torque data, that is, to judge whether excessive path tracking errors will be caused by amplitude limiting post-processing through the naive method.

[0055] S300, in the case where the initial torque data does not match the preset threshold, based on the preset constraint conditions, the initial torque data is corrected by the driving error data and the driving information to determine the target torque data of the to-be-controlled target at the current moment, and the preset constraint conditions are determined according to the preset threshold.

[0056] Optionally, in the embodiments of the present application, in the vehicle control system, the constraint conditions refer to the limitations on the vehicle motion state, performance, or environment. These limitations can be based on aspects such as physical principles, safety considerations, and performance requirements. The purpose of the constraint conditions is to ensure that the system does not violate specific limitations during operation or decision-making to ensure the normal operation of the system or achieve the expected goals. The constraint conditions can include physical constraint conditions, performance constraint conditions, environmental constraint conditions, and safety constraint conditions.

[0057] In the present application, performance constraint conditions are mainly considered, and the performance constraint conditions involve the limitations generated by the road adhesion coefficient.

[0058] Optionally, in a feasible implementation manner of the present application, in the case where it is determined that the initial torque data does not match the preset threshold, that is, when amplitude limiting post-processing through the naive method will cause excessive path tracking errors. First, according to the preset threshold, the preset constraint conditions are determined. These constraint conditions can include the upper limit value and the lower limit value of the initial torque data to ensure that it is within an acceptable range. Subsequently, based on the preset constraint conditions and the driving information, the initial torque data is corrected, which can be specifically implemented through a series of algorithms or control strategies to ensure that the corrected data meets the preset constraint conditions and can optimize the vehicle motion performance.

[0059] Finally, according to the corrected initial torque data, the target torque data at the current moment is determined. These target torque data will be used as the input of the vehicle motion controller to adjust the vehicle motion state and attitude to achieve the desired driving effect, thereby effectively optimizing the vehicle motion control effect and improving the driving safety and stability.

[0060] In a method for determining resultant force and resultant moment provided by an embodiment of the present application, the target planning information and driving information of the target to be controlled can be obtained at the current moment. These data are crucial for vehicle motion control and can accurately understand the current state and driving error situation of the vehicle. When the initial moment data does not match the preset threshold, the initial moment data is corrected through preset constraint conditions and driving information, so as to determine the target moment data of the target to be controlled at the current moment. This correction method based on real-time driving information effectively reduces errors and improves the accuracy of the system. Real-time driving information has high accuracy and practicability and can timely reflect the real state and driving environment of the vehicle. By using this accurate real-time information, when the initial resultant force and resultant moment of the target vehicle exceed the resultant force and resultant moment that the vehicle can generate, the initial moment data can be corrected and controlled more precisely, minimizing the impact on the path tracking control accuracy, thereby reducing the error in determining the target resultant force and resultant moment, improving the accuracy of determining the target resultant force and resultant moment, and achieving more precise and reliable vehicle motion control.

[0061] In one embodiment, the target planning information further includes the target driving path of the target to be controlled. The target driving path includes a plurality of discrete path points, and the driving error data includes the path tracking lateral error. The above step 100 can specifically be executed as follows:

[0062] S101, obtain a plurality of interval distances between each discrete path point among the plurality of discrete path points and the position point;

[0063] S102, use the minimum distance corresponding to the minimum value among the plurality of interval distances as the path tracking lateral error.

[0064] Optionally, in an embodiment of the present application, the target driving path refers to the desired vehicle motion route obtained by the upper-level planning module in the autonomous driving system.

[0065] The discrete path points are a series of discrete coordinate points on the target driving path, which describe the specific shape and direction of the path. These path points can be used to construct the motion trajectory of the vehicle and guide the vehicle to drive on the path. The shorter the distance between the path points, the closer the driving trajectory of the vehicle is to the ideal path.

[0066] The path tracking lateral error refers to the lateral deviation between the current position of the vehicle and the target driving path. The path tracking lateral error represents the lateral distance of the current position of the vehicle relative to the ideal path. The path tracking lateral error is one of the important indicators for evaluating the path tracking performance of the vehicle and is used to adjust the controller to make the vehicle as close as possible to the target driving path.

[0067] Optionally, in a feasible implementation manner of this application, first traverse each discrete path point in the target driving path, and calculate the distances from the current positioning result of the vehicle itself (i.e., the vehicle with the control target) to each discrete path point. The minimum value among these distances is the lateral error e of path tracking.

[0068] In these optional embodiments, by calculating the distances between the current position of the vehicle and each discrete path point on the target path, the position deviation of the vehicle relative to the target path can be determined more accurately. This helps to improve the accuracy of path tracking and enables the vehicle to drive more accurately along the predetermined driving path.

[0069] In one embodiment, the driving error data further includes a heading angle error; the above step 100 may specifically further perform the following steps:

[0070] S103, obtain the target path point corresponding to the minimum distance from multiple discrete path points;

[0071] S104, obtain the reference heading angle corresponding to the target path point;

[0072] S105, use the difference between the reference heading angle and the current heading angle as the heading angle error.

[0073] Optionally, in the embodiments of this application, the heading angle error refers to the difference between the current actual heading angle and the desired heading angle of the vehicle. In vehicle navigation or path tracking control, a desired heading angle is set, indicating the direction that the vehicle should face. Then, the vehicle adjusts its direction through the control system according to the actual situation to make it consistent with the desired heading angle. The heading angle error is very important for vehicle navigation and control, as it directly affects the driving direction of the vehicle and the accuracy of path tracking. By monitoring the heading angle error, the vehicle control system can timely adjust the heading of the vehicle to keep it driving on the expected path, thereby achieving precise navigation and path tracking functions.

[0074] Optionally, in a specific implementation manner of this application, find the target path point corresponding to the minimum distance from multiple discrete path points. Subsequently, query the reference heading angle of the target path point, and then calculate the heading angle error based on the current heading angle and the reference heading angle according to the vehicle positioning result. The calculation result is the heading angle error Δφ.

[0075] In these alternative embodiments, by calculating the heading angle error in a timely manner, the direction of the vehicle can be accurately controlled, thereby reducing the path tracking error. This helps to improve the accuracy and stability of path tracking, enabling the vehicle to better follow the desired path and enhancing driving safety and efficiency. Moreover, determining the heading angle deviation at the current moment is real-time, capable of quickly calculating the heading angle error during vehicle driving, thus enabling timely path adjustment. At the same time, since only the reference heading angle of the target path point and the current vehicle heading angle need to be queried, the calculation cost is low, improving the efficiency and performance of the system. In summary, this specific implementation method helps to improve the path tracking accuracy, navigation performance, and real-time performance of the vehicle, thereby enhancing the overall performance of the vehicle control system.

[0076] In one embodiment, the target planning information further includes a reference value of the heading angular velocity of the target to be controlled; the above step 100 may specifically further perform the following steps:

[0077] S106, for any one of the multiple discrete path points, which is a first path point, obtain the target heading angle of the first path point in the tangent direction;

[0078] S107, based on the reference heading angle corresponding to each discrete path point among the multiple discrete path points, perform a difference on the target heading angle corresponding to each discrete path point to obtain the reference value of the heading angular velocity.

[0079] Optionally, in the embodiments of the present application, the reference value of the heading angular velocity refers to the heading angular velocity that the vehicle expects to achieve during navigation. The heading angular velocity is used to describe the rate of change of the speed direction of the vehicle during the turning process, and it reflects the speed of the vehicle's turning. The reference value of the heading angular velocity is a target value determined by the vehicle control system according to the current navigation path, driving state, and other environmental factors, and is used to guide the vehicle to adjust the heading speed during driving. The setting of the reference value of the heading angular velocity takes into account the safety, comfort, and efficiency of vehicle driving. For example, when turning, it is necessary to determine an appropriate heading angular velocity according to the turning radius and vehicle speed to ensure that the vehicle stably follows the predetermined path; when encountering a sharp turn or an emergency, the reference value of the heading angular velocity may be adjusted accordingly to ensure that the vehicle can react in a timely manner and pass safely.

[0080] Optionally, in a specific implementation manner of the present application, the target heading angle can be determined by first calculating the tangent direction at each discrete path point on the planned path (i.e., the target driving path), specifically involving calculating the slope or direction of the line connecting two adjacent ideal path points on the path and converting it into an angle value.

[0081] Subsequently, according to the target heading angle of each path point and the planned vehicle speed, the reference value of the target heading angular velocity is calculated.

[0082] In these optionally implemented embodiments, when calculating the reference value of the target heading angular velocity, the target heading angle difference between path points and the planned speed of the vehicle are considered. Doing so can ensure that the rate of change of the heading angle adapts to the speed of the vehicle and the curvature of the driving path, thereby improving the stability of vehicle steering. Considering the target heading angle difference between path points enables the reference value of the target heading angular velocity to be adaptively adjusted according to the change in the curvature of the driving path. This adaptability helps the vehicle maintain stable steering performance in different driving scenarios.

[0083] In one embodiment, the initial torque data includes the initial resultant longitudinal force, the initial resultant lateral force, and the initial resultant yaw moment, and the target planning information further includes a proportional coefficient and a differential coefficient; the above step 200 can specifically be executed as the following steps:

[0084] S210, obtain the attribute parameters of the target to be controlled;

[0085] S220, based on the attribute parameters, determine the preset driving parameter threshold range of the target to be controlled;

[0086] S230, based on the proportional coefficient, the differential coefficient, and the driving information, calculate the initial resultant lateral force through the first formula;

[0087] S240, when the initial resultant longitudinal force, the initial resultant lateral force, and the initial resultant yaw moment are all within the preset driving parameter threshold range, perform a preset threshold judgment on the initial torque data.

[0088] Optionally, in the embodiments of the present application, the initial resultant longitudinal force, the initial resultant lateral force, and the initial resultant yaw moment refer to the forces and moments that need to be applied when the vehicle starts to execute a certain driving task. They are the basic parameters calculated by the vehicle control system according to the current driving situation and the target for controlling the vehicle movement.

[0089] The initial resultant longitudinal force is the force applied by the vehicle in the longitudinal (front - rear) direction when driving along the planned path. It controls the acceleration and deceleration of the vehicle, enabling the vehicle to travel or stop at a predetermined speed.

[0090] The initial resultant lateral force is the force applied by the vehicle in the lateral (left - right) direction when driving along the planned path. It is used to control the steering and lateral stability of the vehicle when turning, ensuring that the vehicle travels stably along the planned path.

[0091] The initial resultant yaw moment is the moment applied by the vehicle in the direction around the vertical axis (yaw) when driving along the planned path. It controls the attitude and direction of the vehicle, enabling the vehicle to maintain good steering performance and driving stability.

[0092] The proportional coefficient and the differential coefficient are parameters in the control system, which are used to adjust the performance and response characteristics of the controller. The proportional coefficient and the differential coefficient control the proportional and differential actions of the controller respectively, and are used to adjust the response speed and stability of the controller to the error signal. By adjusting these coefficients, the control system can respond more stably and quickly to target changes, thereby improving the driving performance and safety of the vehicle.

[0093] In one embodiment, the first formula is:

[0094]

[0095] Where, F y,tot,des is the initial combined lateral force, m is the mass of the target to be controlled, V is the driving speed, k p is the proportional coefficient, e is the lateral error of path tracking, k d is the differential coefficient, Δφ is the heading angle error, is the reference value of the heading angular velocity.

[0096] Optionally, in a specific implementation manner of the present application, as Figure 3 shown. The inputs of the lateral motion control part are the lateral error e of path tracking and the heading angle error Δφ, which are specifically sent to this module by other modules after calculating according to the reference path and the vehicle's own position; the vehicle speed V and the road surface adhesion coefficient μ, which are specifically provided to this module by an external vehicle speed and road surface adhesion estimation module; the reference value of the heading angular velocity is specifically provided by a higher-level planning module; k p and k d are the proportional and differential coefficients of the controller, which can be adjusted as needed. An example is k p = 2, k d = 2.8; the vehicle mass m is obtained through calibration; the initial combined longitudinal force F x,tot,des and the initial combined yaw moment M z,tot,des are obtained from the longitudinal motion control part and the attitude control part (since the performance index of the post-processing of limiting the initial resultant force and the initial resultant moment is the lateral error of path tracking, the post-processing of limiting is embedded in the lateral motion control part. The longitudinal motion and attitude control need to send the control output to the lateral motion control part for unified limiting processing). The outputs of the lateral motion control part are the target combined longitudinal force F x,tot after limiting processing, the target combined lateral force F y,tot after limiting processing, and the target combined yaw moment M z,tot .

[0097] The process in the lateral motion control is as Figure 4 shown. First, the initial combined lateral force F y,tot,des。

[0098]

[0099] Optionally, after determining the initial resultant lateral force, according to the performance characteristics and design requirements of the vehicle, set the threshold range of the preset driving parameters, that is, determine reasonable upper and lower limits, which are used to judge whether the initial moment data is within a reasonable range. Subsequently, compare the obtained initial resultant longitudinal force, initial resultant lateral force, and initial resultant yaw moment with the set threshold range of the preset driving parameters. If all the initial moment data is within the threshold range of the preset driving parameters, it indicates that the motion state of the vehicle meets the expectations and no amplitude limiting processing is required; if any one or more of the parameters exceed the threshold range, further processing is needed, such as amplitude limiting processing or correction. If the judgment result is that the threshold range is exceeded, corresponding processing measures are taken according to the specific situation. For example, use the post-amplitude limiting processing method to correct the moment data that exceeds the range, or adjust the control strategy to ensure that the vehicle motion meets the required performance upper limit.

[0100] Through such preset threshold judgment, the situation where the initial moment data exceeds the expected range can be discovered and processed in a timely manner, ensuring the driving safety and stability of the vehicle.

[0101] In these optional embodiments, when the initial resultant longitudinal force, initial resultant lateral force, and initial resultant yaw moment are all within the threshold range of the preset driving parameters, perform preset threshold judgment on the initial moment data. This ensures that the vehicle will not exceed the preset safety range during the motion process, guaranteeing the stability and safety of the vehicle.

[0102] In one embodiment, the target moment data includes a target resultant longitudinal force, a target resultant lateral force, and a target yaw moment; the above step 300 can specifically be executed as follows:

[0103] S310, calculate the preset threshold based on the road surface adhesion coefficient and the mass of the target to be controlled through the second formula;

[0104] S320, when the absolute value of the initial resultant lateral force is greater than the preset threshold, determine the correction formula based on the preset constraint conditions, driving error data, and driving information;

[0105] S330, determine the target resultant longitudinal force, target resultant lateral force, and target yaw moment of the target to be controlled at the current moment through the correction formula.

[0106] In one embodiment, the second formula is:

[0107] γ = μmg

[0108] where γ is the preset threshold, μ is the adhesion coefficient, and g is the acceleration due to gravity;

[0109] The preset constraint conditions are as follows:

[0110]

[0111] Among them, F x,tot is the target resultant longitudinal force, and F y,tot is the target resultant lateral force.

[0112] In one embodiment, the correction formula is:

[0113] F x,tot = μmg cosθ

[0114] F y,tot = μmg sinθ

[0115]

[0116] M z,tot = 0

[0117] Among them, F x,tot is the target resultant longitudinal force, F y,tot is the target resultant lateral force, M z,tot is the target yaw moment, and κ ref is the curvature of the target driving path.

[0118] Optionally, in a specific implementation manner of the present application, after calculating the initial lateral force F y,tot,des , the post-limiting processing is started. Before introducing how to perform the post-limiting processing, first introduce the maximum resultant longitudinal and lateral forces that the vehicle can achieve.

[0119] According to the existing theory, the resultant longitudinal and lateral forces that the vehicle can achieve, F x,tot and F y,tot , satisfy the following constraint relationship

[0120]

[0121] where g is the acceleration due to gravity. That is, the maximum magnitude of the resultant force on the vehicle is μmg determined by the road surface adhesion coefficient and the vehicle mass, and the direction can be arbitrarily selected. At the same time, it can be seen that the maximum value of the vehicle resultant lateral force F y,tot can be F y,tot = μmg, and at this time the resultant longitudinal force is F x,tot = 0.

[0122] The specific steps inside the post-limiting processing module are as Figure 5 shown. In the method for determining the resultant force and resultant moment proposed in the present application, the first step is to determine whether post-limiting processing is required, that is, whether the initial resultant force (i.e., the initial resultant lateral force and the initial resultant longitudinal force) and the initial resultant moment (i.e., the initial resultant yaw moment) exceed the performance upper limit of the vehicle.

[0123] If the judgment result is that it exceeds the performance upper limit of the vehicle and post-processing of amplitude limiting is required, then in the second step, it is judged whether post-processing of amplitude limiting by the naive method will cause too large a path tracking error. Specifically, it is judged whether the absolute value of F y,tot,des is less than the maximum value μmg that F y,tot can take. If so, it indicates that the resultant lateral force of the vehicle remains unchanged after amplitude limiting by the naive method, and the resultant longitudinal force and resultant yaw moment change. Since the lateral error of path tracking is mainly affected by the resultant lateral force, at this time, the post-processing of amplitude limiting by the naive method will not change the control effect of the lateral error, and thus the naive method is selected for post-processing of amplitude limiting.

[0124] If |F y,tot,des |>μmg, it means that the naive method limits the magnitude of F y,tot,des to μmg. At this time, the effect is not good, and the lateral error of path tracking will continue to increase. For this situation, the present application proposes a method of "heading angular velocity notch recovery" for post-processing of amplitude limiting.

[0125] Specifically, the heading angular velocity The difference between it and the reference value of the heading angular velocity is approximately proportional to the first-order time derivative of the lateral error of path tracking means that when this difference can take a negative value, the lateral error e will decrease at this instant (taking e>0 as an example). The larger the absolute value of this difference, the faster the lateral error will be suppressed as much as possible. Among them, is the feedforward value, According to the reference path, it can be directly deduced from physical relations, while is obtained by adding a feedback part determined according to the lateral error of path tracking on the basis of and is an output result of the lateral controller.

[0126] Without loss of generality, assume that the vehicle is turning left. When F y,tot,des >μmg

[0127]

[0128] That is where is the maximum heading angular velocity that can be taken. At this time, even if the maximum heading angular velocity is taken, the lateral error cannot be suppressed, that is There is a "notch" between The "heading angular velocity notch recovery" strategy proposed by the present application is to maximize the reduction speed of this heading angular velocity notch That is, by solving

[0129]

[0130] Perform post - clipping processing.

[0131] From (1)(3), by performing derivative operations, we can obtain

[0132]

[0133] Also, due to vehicle dynamics

[0134]

[0135] Among them, is the first - order time derivative of the target driving speed to be controlled, is the first - order time derivative of the target heading angle to be controlled.

[0136] (7) Substitute into (6), ignoring the terms in equation (6) that are irrelevant to the optimization variables F x,tot , F y,tot , we can obtain that the optimization problems (4)(5) are equivalent to:

[0137]

[0138] The solutions of the optimization problems (8)(9) are, that is, the determination methods of the vehicle target longitudinal and lateral forces F x,tot and F y,tot are:

[0139]

[0140] Among them (θ is an angle introduced to simplify the writing)

[0141] After determining the target longitudinal and lateral forces, the target combined yaw moment cannot be arbitrarily selected and is determined by the vehicle model. According to the simplified vehicle model, the target combined yaw moment is always equal to 0 at this time. Therefore, when using the resultant force and resultant moment determination method proposed in this application, the target combined yaw moment M z,tot is M z,tot = 0 and output.

[0142] The following gives an embodiment of this application. The working condition in the embodiment is: the curvature of the reference path that the vehicle needs to track is Initially, it travels at a constant speed of V = 10 km / h. At t = 0, it is assumed that the vehicle drives onto a puddle, and the road adhesion coefficient μ drops from 1 to 0.8.

[0143] Figure 6 shows the curve of the lateral error of path tracking over time when using the resultant force and resultant moment determination method proposed in this application. At the same time, Figure 6 also shows the control effects of three existing technical solutions for comparison, namely the naive method, the direction - keeping method, and the optimal control method.

[0144] The maximum values of the path-tracking lateral errors of the four methods are as follows: 5 m for the naive method, 1.52 m for the direction-keeping method, 0.25 m for the optimal control method, and 0.32 m for the resultant force and resultant moment determination method proposed in this application. It can be seen that the method proposed in this application achieves performance similar to that of the optimal control method and is significantly better than the naive method and the most widely used current direction-keeping method. In summary, this embodiment shows that the resultant force and resultant moment determination method proposed in this application is effective.

[0145] In these alternative embodiments, when the initial lateral force exceeds a preset threshold, a correction formula is determined based on preset constraint conditions, driving error data, and driving information. This can correct the lateral force exceeding the threshold according to the actual driving conditions and error data to ensure the stability and safety of vehicle driving. Through the correction formula, the target resultant longitudinal force, target resultant lateral force, and target yaw moment at the current moment are determined. This helps to dynamically adjust the control target according to real-time conditions during driving and maintain the stability and comfort of the vehicle.

[0146] In the embodiment of this application, by correcting the initial moment, it is possible to perform clipping post-processing on the initial resultant force and initial resultant moment calculated by the upper-layer motion controller, that is, to correct the initial resultant force and initial resultant moment calculated by the upper-layer motion controller to the target resultant force and resultant moment that do not break the vehicle dynamics constraints and output them to the subsequent controller. At the same time, the proposed clipping strategy can make the maximum lateral error of path tracking reach a performance close to the theoretical optimal value. In addition, the method proposed in this application is computationally simple and only requires information at the current moment, greatly simplifying the problem of large computational complexity when using the optimal control method.

[0147] Figure 7 The structural schematic diagram of the resultant force and resultant moment determination device provided by another embodiment of this application is shown. For ease of illustration, only the parts related to the embodiment of this application are shown.

[0148] Refer to Figure 7 , the resultant force and resultant moment determination device may include:

[0149] An acquisition module 701, configured to acquire the target planning information and driving information of the target to be controlled at the current moment, where the target planning information includes initial moment data and driving error data, and the driving information includes the position point of the target to be controlled at the current moment, the current heading angle of the target to be controlled at the position point, the driving speed, and the road surface adhesion coefficient;

[0150] A judgment module 702, configured to perform a preset threshold judgment on the initial torque data when the initial torque data does not match the first preset rule, where the first preset rule is used to determine whether the initial torque data meets the preset driving parameter threshold range of the target to be controlled, and the preset threshold is determined according to the road surface adhesion coefficient and the mass of the target to be controlled;

[0151] A determination module 703, configured to correct the initial torque data based on the preset constraint conditions through the driving error data and the driving information when the initial torque data does not match the preset threshold, and determine the target torque data of the target to be controlled at the current moment, where the preset constraint conditions are determined according to the preset threshold.

[0152] In an embodiment, the target planning information further includes the target driving path of the target to be controlled, the target driving path includes a plurality of discrete path points, and the driving error data includes a path tracking lateral error; the acquisition module 701 may include:

[0153] A first acquisition sub-module, configured to acquire a plurality of interval distances between each discrete path point in the plurality of discrete path points and the position point;

[0154] A first determination sub-module, configured to use the minimum distance corresponding to the minimum value among the plurality of interval distances as the path tracking lateral error.

[0155] In an embodiment, the driving error data further includes a heading angle error; the acquisition module 701 may further include:

[0156] A second acquisition sub-module, configured to acquire a target path point corresponding to the minimum distance from the plurality of discrete path points;

[0157] A third acquisition sub-module, configured to acquire a reference heading angle corresponding to the target path point;

[0158] A second determination sub-module, configured to use the difference between the reference heading angle and the current heading angle as the heading angle error.

[0159] In an embodiment, the target planning information further includes a reference value of the heading angular velocity of the target to be controlled; the acquisition module 701 may further include:

[0160] A fourth acquisition sub-module, configured to, for any one first path point among the plurality of discrete path points, acquire a target heading angle of the first path point in the tangent direction;

[0161] A difference sub-module, configured to perform a difference on the target heading angle corresponding to each discrete path point based on the reference heading angle corresponding to each discrete path point among the plurality of discrete path points, to obtain a reference value of the heading angular velocity.

[0162] In one embodiment, the initial torque data includes an initial resultant longitudinal force, an initial resultant lateral force, and an initial resultant yaw moment, and the target planning information further includes a proportionality coefficient and a differential coefficient; the determination module 702 may include:

[0163] A fifth acquisition sub-module, configured to acquire the attribute parameters of the target to be controlled;

[0164] A third determination sub-module, configured to determine a preset driving parameter threshold range of the target to be controlled based on the attribute parameters;

[0165] A first calculation sub-module, configured to calculate the initial resultant lateral force through a first formula based on the proportionality coefficient, the differential coefficient, and the driving information;

[0166] A determination sub-module, configured to perform a preset threshold determination on the initial torque data when the initial resultant longitudinal force, the initial resultant lateral force, and the initial resultant yaw moment are all within the preset driving parameter threshold range.

[0167] In one embodiment, the first formula is:

[0168]

[0169] where F y,tot,des is the initial resultant lateral force, m is the mass of the target to be controlled, V is the driving speed, k p is the proportionality coefficient, e is the lateral error of path tracking, k d is the differential coefficient, Δφ is the heading angle error, is the reference value of the heading angular velocity.

[0170] In one embodiment, the target torque data includes a target resultant longitudinal force, a target resultant lateral force, and a target yaw moment; the determination module 703 may include:

[0171] A second calculation sub-module, configured to calculate a preset threshold through a second formula based on the road surface adhesion coefficient and the mass of the target to be controlled;

[0172] A fourth determination sub-module, configured to determine a correction formula based on the preset constraint conditions, the driving error data, and the driving information when the absolute value of the initial resultant lateral force is greater than the preset threshold;

[0173] A fifth determination sub-module, configured to determine the target resultant longitudinal force, the target resultant lateral force, and the target yaw moment of the target to be controlled at the current moment through the correction formula.

[0174] In one embodiment, the second formula is:

[0175] γ = μmg

[0176] where γ is the preset threshold, μ is the adhesion coefficient, and g is the acceleration due to gravity;

[0177] The preset constraint conditions are as follows:

[0178]

[0179] Among them, F x,tot is the target resultant longitudinal force, and F y,tot is the target resultant lateral force.

[0180] In one embodiment, the correction formula is:

[0181] F x,tot = μmg cosθ

[0182] F y,tot = μmg sinθ

[0183]

[0184] M z,tot = 0

[0185] Among them, F x,tot is the target resultant longitudinal force, F y,tot is the target resultant lateral force, M z,tot is the target yaw moment, and κ ref is the curvature of the target driving path.

[0186] It should be noted that the information interaction, execution process, etc. between the above-mentioned devices / units are based on the same concept as the method embodiments of this application, and are devices corresponding to the above methods. All implementation manners in the above method embodiments are applicable to the embodiments of this device. For the specific functions and technical effects brought by them, please refer to the method embodiment part for details, and will not be elaborated here.

[0187] Those skilled in the art can clearly understand that, for the convenience and simplicity of description, only the above-mentioned division of each functional unit and module is used for illustration. In actual applications, the above functions can be allocated to different functional units and modules according to needs, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. Each functional unit and module in the embodiments can be integrated into a processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above integrated units can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of each functional unit and module are only for the convenience of mutual distinction and do not limit the protection scope of this application. The specific working processes of the units and modules in the above system can refer to the corresponding processes in the foregoing method embodiments and will not be elaborated here.

[0188] Figure 8The figure shows a schematic diagram of the hardware structure of an electronic device provided by an embodiment of the present application.

[0189] The device may include a processor 801 and a memory 802 storing program instructions.

[0190] When the processor 801 executes the program, it implements the steps in any of the above method embodiments.

[0191] Exemplarily, the program may be divided into one or more modules / units, and one or more modules / units are stored in the memory 802 and executed by the processor 801 to complete the present application. One or more modules / units may be a series of program instruction segments capable of performing specific functions, and the instruction segments are used to describe the execution process of the program in the device.

[0192] Specifically, the above-mentioned processor 801 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or may be configured as one or more integrated circuits implementing the embodiments of the present application.

[0193] The memory 802 may include a mass memory for data or instructions. By way of example and not limitation, the memory 802 may include a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disc, a magneto-optical disc, a magnetic tape, or a universal serial bus (USB) drive, or a combination of two or more of these. In a suitable case, the memory 802 may include a removable or non-removable (or fixed) medium. In a suitable case, the memory 802 may be inside or outside the integrated gateway disaster recovery device. In a specific embodiment, the memory 802 is a non-volatile solid state memory.

[0194] The memory may include a read-only memory (ROM), a random access memory (RAM), a magnetic disk storage medium device, an optical storage medium device, a flash memory device, an electrical, optical, or other physical / tangible memory storage device. Thus, generally, the memory includes one or more tangible (non-transitory) readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to an aspect of the present disclosure.

[0195] The processor 801 reads and executes the program instructions stored in the memory 802 to implement any of the above methods.

[0196] In one example, the electronic device may further include a communication interface 803 and a bus 810. Among them, the processor 801, the memory 802, and the communication interface 803 are connected through the bus 810 to complete communication with each other.

[0197] The communication interface 803 is mainly used to implement communication between each module, device, unit, and / or device in the embodiments of the present application.

[0198] The bus 810 includes hardware, software, or both, and couples the components of the online data flow metering device to each other. By way of example and not limitation, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an InfiniBand interconnect, a Low Pin Count (LPC) bus, a memory bus, a MicroChannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses or a combination of two or more of these. In a suitable case, the bus 810 may include one or more buses. Although the embodiments of the present application describe and illustrate specific buses, the present application contemplates any suitable bus or interconnect.

[0199] In addition, in combination with the method in the above embodiments, the embodiments of the present application may be implemented by providing a storage medium. Program instructions are stored on the storage medium; when the program instructions are executed by the processor, any one of the methods in the above embodiments is implemented.

[0200] The embodiments of the present application further provide a chip, which includes a processor and a communication interface. The communication interface is coupled to the processor. The processor is used to run programs or instructions to implement each process of the above method embodiments, and can achieve the same technical effects. To avoid repetition, it will not be described in detail here.

[0201] It should be understood that the chip mentioned in the embodiments of the present application may also be referred to as a system-on-chip, a system chip, a chip system, or a system-on-a-chip, etc.

[0202] The embodiments of the present application provide a computer program product, which is stored in a storage medium. The program product is executed by at least one processor to implement each process of the above method embodiments, and can achieve the same technical effects. To avoid repetition, it will not be described in detail here.

[0203] It should be clear that the present application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present application is not limited to the specific steps described and shown, and those skilled in the art can make various changes, modifications, and additions, or change the order between steps after understanding the spirit of the present application.

[0204] The functional modules shown in the above structural block diagrams can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, it can be, for example, an electronic circuit, an application-specific integrated circuit (ASIC), appropriate firmware, a plug-in, a functional card, and so on. When implemented in software, the elements of the present application are programs or code segments used to perform the required tasks. The program or code segment can be stored in a machine-readable medium or transmitted via a data signal carried in a carrier wave over a transmission medium or a communication link. A "machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical discs, hard disks, fiber optic media, radio frequency (RF) links, and so on. The code segment can be downloaded via a computer network such as the Internet or an intranet.

[0205] It should also be noted that in the exemplary embodiments mentioned in the present application, some methods or systems are described based on a series of steps or devices. However, the present application is not limited to the order of the above steps, that is, the steps can be executed in the order mentioned in the embodiments, or different from the order in the embodiments, or several steps can be executed simultaneously.

[0206] Aspects of the present disclosure have been described above with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and program products according to embodiments of the present disclosure. It should be understood that each block in the flowcharts and / or block diagrams, and the combinations of blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing devices to generate a machine such that the instructions executed by the processor of the computer or other programmable data processing devices enable the implementation of the functions / actions specified in one or more blocks of the flowcharts and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and the combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by dedicated hardware that performs the specified functions or actions, or by a combination of dedicated hardware and computer instructions.

[0207] The above are only specific implementation manners of the present application. Those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working processes of the systems, modules and units described above can refer to the corresponding processes in the foregoing method embodiments, which will not be elaborated herein. It should be understood that the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of various equivalent modifications or substitutions, and these modifications or substitutions should be covered within the protection scope of the present application.

Claims

1. A method for determining resultant force and resultant moment, characterized in that: The method comprises: Acquire target planning information and driving information of the target to be controlled at the current moment, wherein the target planning information includes initial torque data and driving error data, and the driving information includes the position point of the target to be controlled at the current moment, the current heading angle of the target to be controlled at the position point, the driving speed, and the road adhesion coefficient; In the case where the initial torque data does not match the first preset rule, a preset threshold judgment is performed on the initial torque data, wherein the first preset rule is used to determine whether the initial torque data meets a preset driving parameter threshold range of the target to be controlled, and the preset threshold is determined according to the road adhesion coefficient and the mass of the target to be controlled; When the initial torque data does not match the preset threshold, based on the preset constraint condition, the initial torque data is corrected by the driving error data and the driving information to determine the target torque data of the target to be controlled at the current moment, and the preset constraint condition is determined according to the preset threshold.

2. The method according to claim 1, characterized in that The target planning information also includes a target driving path of the target to be controlled, the target driving path includes a plurality of discrete path points, and the driving error data includes a path tracking lateral error; The obtaining of target planning information of the target to be controlled at the current moment includes: Acquire a plurality of interval distances between each of the plurality of discrete path points and the position point; The minimum distance corresponding to the minimum value of the multiple interval distances is used as the path tracking lateral error.

3. The method according to claim 2, characterized in that The driving error data also includes a heading angle error; The step of obtaining target planning information of the target to be controlled at the current moment also includes: Acquire a target path point corresponding to the minimum distance from the multiple discrete path points; Obtaining a reference heading angle corresponding to the target path point; The difference between the reference heading angle and the current heading angle is taken as the heading angle error.

4. The method according to claim 3, characterized in that The target planning information also includes a heading angular velocity reference value of the target to be controlled; The step of obtaining target planning information of the target to be controlled at the current moment also includes: For any first path point among the plurality of discrete path points, obtaining a target heading angle of the first path point in a tangent direction; Based on the reference heading angle corresponding to each discrete path point in the plurality of discrete path points, the target heading angle corresponding to each discrete path point is differentiated to obtain the heading angular velocity reference value.

5. The method according to claim 4, characterized in that The initial moment data includes an initial combined longitudinal force, an initial combined lateral force and an initial combined yaw moment, and the target planning information also includes a proportional coefficient and a differential coefficient; When the initial torque data does not match the first preset rule, performing a preset threshold judgment on the initial torque data includes: Acquire attribute parameters of the target to be controlled; Based on the attribute parameters, determining a preset driving parameter threshold range of the target to be controlled; Calculating the initial resultant lateral force by a first formula based on the proportional coefficient, the differential coefficient and the driving information; When the initial combined longitudinal force, the initial combined lateral force and the initial combined yaw moment are all within the preset driving parameter threshold range, a preset threshold judgment is performed on the initial moment data.

6. The method according to claim 5, characterized in that The first formula is: Among them, the F y,tot,des is the initial combined lateral force, m is the mass of the object to be controlled, V is the driving speed, k p is the proportional coefficient, e is the path tracking lateral error, k d is the differential coefficient, Δφ is the heading angle error, is the heading angular velocity reference value.

7. The method according to claim 6, characterized in that The target moment data includes a target resultant longitudinal force, a target resultant lateral force and a target yaw moment; When the initial torque data does not match the preset threshold, based on preset constraints, the initial torque data is corrected by the driving error data and the driving information to determine the target torque data of the target to be controlled at the current moment, including: Calculating the preset threshold value by a second formula based on the road adhesion coefficient and the mass of the object to be controlled; When the absolute value of the initial resultant lateral force is greater than the preset threshold, determining a correction formula based on the preset constraint condition, the driving error data and the driving information; The target total longitudinal force, the target total lateral force and the target yaw moment of the target to be controlled at the current moment are determined by the correction formula.

8. The method according to claim 7, characterized in that The second formula is: γ=μmg Wherein, γ is the preset threshold, μ is the adhesion coefficient, and g is the gravitational acceleration; The preset constraints are: Among them, F x,tot is the target longitudinal force, F y,tot is the target total lateral force.

9. The method according to claim 7, characterized in that: The correction formula is: F x,tot =μmg cosθ F y,tot =μmg sinθ M z,tot ＝0 Among them, F x,tot is the target longitudinal force, F y,tot is the target total lateral force, M z,tot is the target yaw moment, κ ref is the curvature of the target driving path.

10. A device for determining resultant force and resultant moment, characterized in that: The device comprises: an acquisition module, used to acquire target planning information and driving information of the target to be controlled at the current moment, wherein the target planning information includes initial torque data and driving error data, and the driving information includes the position point of the target to be controlled at the current moment, the current heading angle of the target to be controlled at the position point, the driving speed and the road adhesion coefficient; a judgment module, configured to perform a preset threshold judgment on the initial torque data when the initial torque data does not match a first preset rule, wherein the first preset rule is used to determine whether the initial torque data satisfies a preset driving parameter threshold range of the target to be controlled, wherein the preset threshold is determined according to the road adhesion coefficient and the mass of the target to be controlled; A determination module is used to correct the initial torque data based on the preset constraint condition by using the driving error data and the driving information to determine the target torque data of the target to be controlled at the current moment when the initial torque data does not match the preset threshold value, and the preset constraint condition is determined according to the preset threshold value.

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