Evaluation method and device for vehicle trajectory tracking control

Abstract

The application provides a kind of vehicle trajectory tracking control evaluation method and device, the method comprises: obtaining the expected tracking trajectory parameter corresponding to target vehicle type, the expected tracking trajectory parameter includes: commonly used test vehicle speed, lane-changing width and angular frequency;According to the expected tracking trajectory parameter of preset straight-line travel time, obtain expected tracking trajectory;Based on the expected tracking trajectory, trajectory tracking control is carried out to test vehicle, and the evaluation index group corresponding to the test vehicle is obtained, the vehicle type of the test vehicle is the target vehicle type;According to the evaluation index group, the evaluation of the trajectory tracking control of the test vehicle is completed.The application can improve the reliability of vehicle trajectory tracking control process evaluation.

Description

Technical Field

[0001] This application relates to the field of trajectory tracking control technology, and in particular to an evaluation method and apparatus for vehicle trajectory tracking control. Background Technology

[0002] Vehicle trajectory tracking control typically refers to controlling a vehicle to run along a planned path and adjusting its operating status (e.g., steering, speed) in real time during operation to ensure safe, stable, and efficient driving. The evaluation of vehicle trajectory tracking control is crucial for the safe, stable, and efficient operation of vehicles. While existing technologies have made some progress, many shortcomings remain.

[0003] Regarding the desired tracking trajectory, traditional straight-line trajectories and simple curved trajectories are difficult to adapt to complex scenarios and lack dynamic performance evaluation. Parametric trajectories typically define the shape of the desired tracking trajectory through parametric equations. While they can generate complex shapes, their adaptability to different vehicle models is low. Existing desired tracking trajectories also pose a risk of low reliability. Since the evaluation of vehicle trajectory tracking control usually depends on the desired tracking trajectory, this can easily lead to limited reliability of the vehicle trajectory tracking control evaluation, making it difficult to meet the needs of practical applications. Summary of the Invention

[0004] To address at least one problem in the prior art, this application proposes an evaluation method and apparatus for vehicle trajectory tracking control, which can improve the reliability of the evaluation of the vehicle trajectory tracking control process.

[0005] To address the aforementioned technical problems, this application provides the following technical solution:

[0006] Firstly, this application provides an evaluation method for vehicle trajectory tracking control, comprising:

[0007] Obtain the expected tracking trajectory parameters corresponding to the target vehicle model. The expected tracking trajectory parameters include: common test vehicle speed, lane change width, and angular frequency.

[0008] The desired tracking trajectory is obtained based on the preset straight-line driving time and the desired tracking trajectory parameters;

[0009] Based on the desired tracking trajectory, trajectory tracking control is performed on the test vehicle to obtain the evaluation index group corresponding to the test vehicle, and the model of the test vehicle is the target model.

[0010] The evaluation of the test vehicle trajectory tracking control is completed based on the evaluation index set.

[0011] In one embodiment, the desired tracking trajectory includes: a first desired tracking trajectory for a straight line segment and a second desired tracking trajectory for a lane-changing curve segment;

[0012] Correspondingly, obtaining the desired tracking trajectory based on the preset straight-line driving time and the desired tracking trajectory parameters includes:

[0013] The first desired tracking trajectory is obtained based on the preset straight-line driving time and common test vehicle speed;

[0014] Based on the angular frequency, determine the total time of the lane-changing process curve segment;

[0015] The maximum lateral acceleration of the test vehicle is determined based on the lane change width and the total time.

[0016] The second desired tracking trajectory is obtained based on the commonly used test vehicle speed, the maximum lateral acceleration, and the angular frequency.

[0017] In one embodiment, the evaluation index set includes: peak lateral displacement fluctuation amplitude during straight-line driving, root mean square value of steering wheel angle, root mean square value of lateral acceleration, steering wheel angle adjustment frequency, root mean square value of tracking error during lane-changing driving, peak steering wheel angle, and peak lateral acceleration.

[0018] In one embodiment, the step of performing trajectory tracking control on the test vehicle based on the desired tracking trajectory to obtain a set of evaluation indicators corresponding to the test vehicle, wherein the model of the test vehicle is the target model, includes:

[0019] Based on the desired tracking trajectory, trajectory tracking control is performed on the test vehicle to obtain the actual trajectory of the test vehicle, the relationship between the actual trajectory and time, the relationship between the actual steering wheel angle and time, and the relationship between the actual vehicle lateral acceleration and time.

[0020] Based on the expected tracking trajectory and the actual trajectory, the root mean square value of the tracking error during the lane-changing driving process and the peak lateral displacement fluctuation amplitude during the straight-line driving process are obtained.

[0021] Based on the relationship between the actual steering wheel angle and time, and the relationship between the actual trajectory and time, the root mean square value of the steering wheel angle during the straight-line driving process, the steering wheel angle adjustment frequency, and the peak steering wheel angle during the lane-changing driving process are obtained.

[0022] Based on the relationship between the actual vehicle lateral acceleration and time, and the relationship between the actual trajectory and time, the root mean square value of the lateral acceleration during the straight-line driving process and the peak lateral acceleration during the lane-changing driving process are obtained.

[0023] In one embodiment, obtaining the root mean square value of the steering wheel angle during the straight-line driving process, the steering wheel angle adjustment frequency, and the peak steering wheel angle during the lane-changing driving process based on the relationship between the actual steering wheel angle and time, and the relationship between the actual trajectory and time, includes:

[0024] Based on the relationship between the actual steering wheel angle and time, and the relationship between the actual trajectory and time, determine the start time, end time, time between two adjacent positive peaks, peak steering wheel angle, and actual steering wheel angle at each time point of the straight driving process.

[0025] The root mean square value of the steering wheel angle is determined based on the start time, end time, and actual steering wheel angle at each time point of the straight-line driving process.

[0026] The steering wheel angle adjustment frequency is determined based on the time between two adjacent positive peak values.

[0027] In one embodiment, the test vehicle is an articulated vehicle, and the evaluation index set further includes: peak value of the folding angle at the articulation.

[0028] Secondly, this application provides an evaluation device for vehicle trajectory tracking control, comprising:

[0029] The acquisition module is used to acquire the expected tracking trajectory parameters corresponding to the target vehicle model. The expected tracking trajectory parameters include: common test vehicle speed, lane change width, and angular frequency.

[0030] The first obtaining module is used to obtain the desired tracking trajectory based on the preset straight-line driving time and the desired tracking trajectory parameters;

[0031] The second obtaining module is used to perform trajectory tracking control on the test vehicle based on the expected tracking trajectory, and obtain the evaluation index group corresponding to the test vehicle, wherein the model of the test vehicle is the target model.

[0032] The evaluation module is used to evaluate the trajectory tracking control of the test vehicle based on the evaluation index set.

[0033] In one embodiment, the desired tracking trajectory includes: a first desired tracking trajectory for a straight line segment and a second desired tracking trajectory for a lane-changing curve segment;

[0034] Correspondingly, the first obtaining module includes:

[0035] The first obtaining unit is used to obtain the first desired tracking trajectory based on the preset straight-line driving time and common test vehicle speed;

[0036] The first determining unit is used to determine the total time of the lane-changing process curve segment based on the angular frequency.

[0037] The second determining unit is used to determine the maximum lateral acceleration of the test vehicle based on the lane change width and the total time.

[0038] The second obtaining unit is used to obtain the second desired tracking trajectory based on the commonly used test vehicle speed, the maximum lateral acceleration, and the angular frequency.

[0039] In one embodiment, the evaluation index set includes: peak lateral displacement fluctuation amplitude during straight-line driving, root mean square value of steering wheel angle, root mean square value of lateral acceleration, steering wheel angle adjustment frequency, root mean square value of tracking error during lane-changing driving, peak steering wheel angle, and peak lateral acceleration.

[0040] In one embodiment, the second obtaining module includes:

[0041] The third obtaining unit is used to perform trajectory tracking control on the test vehicle based on the expected tracking trajectory, and obtain the actual trajectory of the test vehicle, the relationship between the actual trajectory and time, the relationship between the actual steering wheel angle and time, and the relationship between the actual vehicle lateral acceleration and time.

[0042] The fourth obtaining unit is used to obtain the root mean square value of the tracking error during the lane-changing driving process and the peak lateral displacement fluctuation amplitude during the straight-line driving process based on the expected tracking trajectory and the actual trajectory.

[0043] The fifth obtaining unit is used to obtain the root mean square value of the steering wheel angle during the straight driving process, the steering wheel angle adjustment frequency, and the peak steering wheel angle during the lane changing process based on the relationship between the actual steering wheel angle and time and the relationship between the actual trajectory and time.

[0044] The sixth obtaining unit is used to obtain the root mean square value of the lateral acceleration during the straight-line driving process and the peak lateral acceleration during the lane-changing driving process based on the relationship between the actual vehicle lateral acceleration and time and the relationship between the actual trajectory and time.

[0045] In one embodiment, the fifth obtaining unit is used to perform:

[0046] Based on the relationship between the actual steering wheel angle and time, and the relationship between the actual trajectory and time, determine the start time, end time, time between two adjacent positive peaks, peak steering wheel angle, and actual steering wheel angle at each time point of the straight driving process.

[0047] The root mean square value of the steering wheel angle is determined based on the start time, end time, and actual steering wheel angle at each time point of the straight-line driving process.

[0048] The steering wheel angle adjustment frequency is determined based on the time between two adjacent positive peak values.

[0049] In one embodiment, the test vehicle is an articulated vehicle, and the evaluation index set further includes: peak value of the folding angle at the articulation.

[0050] Thirdly, this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the evaluation method for vehicle trajectory tracking control.

[0051] Fourthly, this application provides a computer-readable storage medium storing computer instructions thereon, which, when executed by a processor, implement the evaluation method for vehicle trajectory tracking control.

[0052] As can be seen from the above technical solution, this application provides an evaluation method and apparatus for vehicle trajectory tracking control. The method includes: obtaining expected tracking trajectory parameters corresponding to a target vehicle model, the expected tracking trajectory parameters including: commonly used test vehicle speed, lane change width, and angular frequency; obtaining an expected tracking trajectory based on a preset straight-line driving time and the expected tracking trajectory parameters; performing trajectory tracking control on a test vehicle based on the expected tracking trajectory to obtain an evaluation index set corresponding to the test vehicle, the vehicle model being the target vehicle model; and completing the evaluation of the test vehicle trajectory tracking control based on the evaluation index set, which can improve the reliability of the vehicle trajectory tracking control process evaluation. Specifically, it can generate adapted expected tracking trajectories for different vehicle models, adapting to complex scenarios of dynamic changes in vehicle models. It can combine the vehicle response characteristics (angular frequency) corresponding to the test vehicle with actual road driving conditions (commonly used test vehicle speed, lane change width) to obtain the expected tracking trajectory for vehicle trajectory tracking. The control evaluation is dynamically assessed, exhibiting high adaptability to different vehicles, thereby improving the reliability of vehicle trajectory tracking control evaluation. It also enhances trajectory tracking accuracy, stability, and reliability in complex dynamic environments. Simultaneously, multiple evaluation indicators are obtained, with independent and comprehensive assessments of tracking performance on straight and curved segments, ensuring the completeness of the evaluation dimensions. The desired tracking trajectory exhibits good dynamic adaptability: by adjusting the desired tracking trajectory parameters, a suitable tracking trajectory for different vehicles can be obtained. The evaluation indicators are comprehensive and targeted: evaluating the tracking performance on straight and curved segments separately, with dimensions including steering wheel movement amplitude, lateral acceleration amplitude, and lateral displacement tracking performance, comprehensively reflecting the tracking performance on different trajectory segments. This provides a more accurate basis for optimizing control strategies and improves adaptability to dynamic scenarios. Attached Figure Description

[0053] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0054] Figure 1 This is a first flowchart illustrating the evaluation method for vehicle trajectory tracking control in this application embodiment;

[0055] Figure 2 This is a second flowchart illustrating the evaluation method for vehicle trajectory tracking control in the embodiments of this application;

[0056] Figure 3This is a schematic diagram of the expected tracking trajectory corresponding to a test vehicle turning left in one example of this application;

[0057] Figure 4 This is a schematic diagram of the expected tracking trajectory corresponding to a test vehicle turning right, as exemplified in this application;

[0058] Figure 5 This is a schematic diagram of the third process of the evaluation method for vehicle trajectory tracking control in the embodiments of this application;

[0059] Figure 6 This is a flowchart illustrating the evaluation method for vehicle trajectory tracking control in an application example of this application;

[0060] Figure 7 This is a partial comparison diagram of the expected tracking trajectory and the actual execution trajectory in an application example of this application;

[0061] Figure 8 This is a schematic diagram of the evaluation indicators in an application example of this application;

[0062] Figure 9 This is a schematic diagram of the structure of the evaluation device for vehicle trajectory tracking control in the embodiments of this application;

[0063] Figure 10 This is a schematic block diagram of the system configuration of an electronic device according to an embodiment of this application. Detailed Implementation

[0064] To enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0065] The following examples illustrate this in detail.

[0066] To improve the reliability of vehicle trajectory tracking control process evaluation, this embodiment provides a vehicle trajectory tracking control evaluation method. The execution entity of this method can be a vehicle trajectory tracking control evaluation device, which includes, but is not limited to, a server, such as... Figure 1 As shown, this method specifically includes the following:

[0067] Step 100: Obtain the expected tracking trajectory parameters corresponding to the target vehicle model. The expected tracking trajectory parameters include: common test vehicle speed, lane change width, and angular frequency.

[0068] Specifically, vehicle driving status data and response characteristic data of the target vehicle model can be acquired. Based on the driving status data and the response characteristic data, the desired tracking trajectory parameters are determined. Driving status data may include: a large amount of collected data on the vehicle speed of the target vehicle model on actual roads and the road type of those actual roads; response characteristic data may be: the frequency response characteristic curve of the vehicle's yaw rate as a function of the steering wheel angle. Road type data may include: urban roads, highways, industrial and mining roads, forest roads, and rural roads, etc. Vehicle model may be the vehicle type.

[0069] Specifically, the speed with the highest percentage in the driving data can be used as the commonly used test speed, and the correspondence between road type and lane width can be preset according to the actual situation. Based on the correspondence between road type and lane width, the lane width corresponding to the road type with the highest percentage in the driving data can be used as the lane change width; the angular frequency of the steering wheel angle corresponding to the maximum steady-state response gain of the vehicle's yaw rate in the frequency response characteristic curve of the vehicle's yaw rate as a function of the steering wheel angle can be used as the angular frequency.

[0070] Step 200: Obtain the desired tracking trajectory based on the preset straight-line driving time and the desired tracking trajectory parameters.

[0071] Specifically, the preset straight-line driving time can be set according to actual conditions, and this application does not impose any restrictions on it. Preferably, the straight-line driving time is set to 3 seconds. The reserved time for driving on the straight section before lane changing and the reserved time for driving on the straight section after lane changing can both be the preset straight-line driving time.

[0072] Step 300: Based on the desired tracking trajectory, perform trajectory tracking control on the test vehicle to obtain the evaluation index group corresponding to the test vehicle, wherein the model of the test vehicle is the target model.

[0073] Step 400: Evaluate the trajectory tracking control of the test vehicle according to the evaluation index group.

[0074] Specifically, the evaluation index set can be input into a preset trajectory tracking control evaluation model, and the output of the preset trajectory tracking control evaluation model can be used to determine the evaluation level of the test vehicle. The reliability of trajectory tracking control can be measured based on the evaluation level. The preset trajectory tracking control evaluation model can be obtained by pre-training the classification algorithm based on a batch of historical evaluation index sets and their corresponding actual evaluation levels. Alternatively, the evaluation level of the test vehicle can be determined based on the correspondence between the preset evaluation index set and the evaluation level, and the correspondence between the preset evaluation index set and the evaluation level can be set according to the actual situation.

[0075] In one embodiment, the desired tracking trajectory includes: a first desired tracking trajectory for a straight segment and a second desired tracking trajectory for a lane-changing curve segment; correspondingly, as... Figure 2 As shown, step 200 includes:

[0076] Step 201: Obtain the first desired tracking trajectory based on the preset straight-line driving time and common test vehicle speed.

[0077] Specifically, the first expected tracking trajectory represents the expected tracking trajectory of the straight segment. The first expected tracking trajectory can be the expected tracking trajectory of the straight segment before lane change, or the expected tracking trajectory of the straight segment after lane change, or it can simultaneously include the expected tracking trajectory of the straight segment before lane change and the expected tracking trajectory of the straight segment after lane change. The longitudinal displacement of the expected tracking trajectory of the straight segment before lane change and the straight segment after lane change can both be the straight-line driving time multiplied by the commonly used test speed.

[0078] Step 202: Determine the total time of the lane-changing process curve segment based on the angular frequency.

[0079] Specifically, the total time T for the lane-changing curve segment can be determined using the following formula:

[0080]

[0081] in, ω represents angular frequency, measured in rad / s.

[0082] Step 203: Determine the maximum lateral acceleration of the test vehicle based on the lane change width and the total time.

[0083] Specifically, the maximum lateral acceleration of the test vehicle can be determined using the following formula. :

[0084]

[0085] Where W is the lane change width in meters (m) and T is the total time for the lane change process on the curve segment.

[0086] Step 204: Based on the commonly used test vehicle speed, the maximum lateral acceleration, and the angular frequency, obtain the second desired tracking trajectory.

[0087] Specifically, the second desired tracking trajectory is the desired tracking trajectory of the curve segment during the lane-changing process; the second desired tracking trajectory can be obtained using the lateral acceleration sine curve; when the straight segment includes the straight segment before the lane change, the second desired tracking trajectory can be obtained according to the following formula:

[0088]

[0089] V×t0≤x≤V×t0+V×T

[0090] in, Let x be the maximum lateral acceleration and x be the longitudinal displacement. For commonly used test vehicle speeds, Let t0 be the angular frequency and t0 be the preset straight-line travel time. The starting position of the straight-line segment before lane change can be used as the initial position coordinates (0, 0).

[0091] It can be based on the preset straight-line driving time t0 and the commonly used test speed. The longitudinal and lateral displacements of the test vehicle at the end of the straight section before lane change are determined to be (V×t0, 0), which are then defined as the longitudinal and lateral displacements at the beginning of the curve segment during the lane change process. Based on the initial longitudinal and lateral displacements of the curve segment during the lane change process, the longitudinal length of the curve segment (V×T), and the second desired tracking trajectory, the longitudinal and lateral displacements at the end of the curve segment during the lane change process can be obtained as (V×t0 + V×T, 0). In one example, the desired tracking trajectory for a vehicle turning left is as follows: Figure 3 As shown, the expected tracking trajectory for a vehicle turning right is as follows: Figure 4 As shown, the horizontal axis represents the longitudinal displacement of the vehicle, and the vertical axis represents the lateral displacement of the vehicle.

[0092] Specifically, when the straight segment does not include the straight segment before the lane change, the second desired tracking trajectory can be obtained according to the following formula:

[0093]

[0094] 0≤x≤V×T

[0095] in, Let x be the maximum lateral acceleration and x be the longitudinal displacement. For commonly used test vehicle speeds, Given the angular frequency, the starting position of the curve segment during the lane-changing process can be used as the initial position coordinates (0, 0).

[0096] Specifically, the driving process corresponding to the actual trajectory can include: a straight-line driving process and a lane-changing driving process; the evaluation index set can include: the peak lateral displacement fluctuation amplitude, the root mean square value of the steering wheel angle, the root mean square value of the lateral acceleration, and the steering wheel angle adjustment frequency during the straight-line driving process; the root mean square value of the tracking error, the peak steering wheel angle, and the peak lateral acceleration during the lane-changing driving process. If the test vehicle is an articulated vehicle, the evaluation index set can also include: the peak value of the folding angle at the articulation point. Wherein:

[0097] 1) The root mean square value of the tracking error during the lane change process describes the magnitude of the error between the actual trajectory and the target trajectory during the lateral movement tracking of the vehicle during the lane change process.

[0098] 2) The peak steering wheel angle during lane change is the maximum absolute value of the steering wheel angle reached during the lane change process.

[0099] 3) Peak lateral acceleration during lane change is the maximum absolute value of lateral acceleration reached during lane change.

[0100] 4) The peak lateral displacement fluctuation amplitude during straight-line driving is the maximum value reached by the lateral displacement fluctuation amplitude during straight-line driving.

[0101] 5) The root mean square value of the steering wheel angle during straight-line driving describes the change in the actual steering wheel angle relative to the zero steering wheel angle position during straight-line driving.

[0102] 6) The root mean square value of lateral acceleration during straight-line driving describes the change in the magnitude of the actual vehicle's lateral acceleration relative to zero lateral acceleration during straight-line driving.

[0103] 7) The steering wheel angle adjustment frequency during straight-line driving is the reciprocal of the time between the change of the steering wheel angle from one positive peak to the next adjacent positive peak during straight-line driving.

[0104] Specifically, the test vehicle can be tracked based on the first desired tracking trajectory to obtain the actual trajectory of the test vehicle during straight-line driving; and the test vehicle can be tracked based on the second desired tracking trajectory to obtain the actual trajectory of the test vehicle during lane-changing driving.

[0105] Existing parametric trajectories are complex to adjust, and even a small adjustment may cause unpredictable changes in other parts; they lack sufficient control over local details, making it difficult to accurately control the local details of the trajectory simply by adjusting parameters. However, this embodiment can reduce the adjustment complexity by considering the desired tracking trajectory in segments to avoid the influence between segments; by introducing commonly used test vehicle speeds, maximum lateral acceleration, and angular frequency, the desired tracking trajectory can be accurately determined by combining the road driving conditions and vehicle response characteristics of the test vehicle, thus achieving local detail control and improving the reliability of obtaining the desired tracking trajectory.

[0106] Existing evaluation methods for vehicle trajectory tracking control often focus on a single performance aspect, failing to adequately consider the coupling relationships between evaluation indicators and lacking comprehensiveness and adaptability to dynamic scenarios. Therefore, to improve the completeness of evaluation dimensions and thus enhance the reliability of subsequent evaluation results, such as... Figure 5As shown, in one embodiment, step 300 includes:

[0107] Step 301: Based on the desired tracking trajectory, perform trajectory tracking control on the test vehicle to obtain the actual trajectory of the test vehicle, the relationship between the actual trajectory and time, the relationship between the actual steering wheel angle and time, and the relationship between the actual vehicle lateral acceleration and time.

[0108] Specifically, the actual trajectory, the relationship between the actual trajectory and time, the relationship between the actual steering wheel angle and time, and the relationship between the actual vehicle lateral acceleration and time can be obtained by using sensors installed on the test vehicle, such as steering wheel angle sensors, displacement sensors, and lateral acceleration sensors.

[0109] Step 302: Based on the expected tracking trajectory and the actual trajectory, obtain the root mean square value of the tracking error during the lane change process and the peak lateral displacement fluctuation amplitude during the straight-line driving process.

[0110] Specifically, the root mean square value of the tracking error during the lane-changing process can be obtained using the following formula. :

[0111]

[0112] in, This represents the actual longitudinal displacement at the end of the lane-changing process, specifically the point where the vehicle has just left the longitudinal displacement point during the lane-changing process. This indicates the actual longitudinal displacement at the start of the lane-changing process, that is, the longitudinal displacement point at which the vehicle just enters the lane-changing process. This represents the actual trajectory, that is, the actual lateral displacement change of the test vehicle as it moves longitudinally. This represents the second desired tracking trajectory.

[0113] Specifically, the maximum value of the lateral displacement fluctuation amplitude in the actual trajectory of the straight-line driving process can be determined as the peak lateral displacement fluctuation amplitude of the straight-line driving process.

[0114] Step 303: Based on the relationship between the actual steering wheel angle and time, and the relationship between the actual trajectory and time, obtain the root mean square value of the steering wheel angle during the straight driving process, the steering wheel angle adjustment frequency, and the peak steering wheel angle during the lane changing process.

[0115] Specifically, the start and end times of the straight-line driving process can be determined based on the relationship between the actual trajectory and time, and it can be confirmed whether the actual trajectory is a straight line or a turn. The time between two adjacent positive peaks, the peak steering wheel angle, and the actual steering wheel angle at each time point can be determined based on the relationship between the actual steering wheel angle and time, the start and end times of the straight-line driving process, the root mean square value of the steering wheel angle, and the time between two adjacent positive peaks. The steering wheel angle adjustment frequency can be determined based on the start and end times of the straight-line driving process, the actual steering wheel angle at each time point, and the time between the two adjacent positive peaks.

[0116] Specifically, the root mean square value of the steering wheel angle during straight-line driving can be determined using the following formula:

[0117]

[0118] in, This is the time point at which the straight-line driving process ends. This refers to the time point at which the straight-line driving process begins. This refers to the actual steering wheel angle. When the first desired tracking trajectory includes both the desired tracking trajectory of the straight segment before the lane change and the desired tracking trajectory of the straight segment after the lane change, , The time points can be the end and start of the straight-line driving process corresponding to the expected tracking trajectory of the straight-line segment before lane change, or the end and start of the straight-line driving process corresponding to the expected tracking trajectory of the straight-line segment after lane change.

[0119] Specifically, based on the relationship between the actual steering wheel angle and time, the reciprocal of the time between the steering wheel angle change from one positive peak to the next immediately following positive peak during straight-line driving can be determined; this reciprocal of the time between the steering wheel angle change from one positive peak to the next immediately following positive peak is determined as the steering wheel angle adjustment frequency.

[0120] Specifically, the maximum absolute value of the steering wheel angle during lane changing can be determined as the peak steering wheel angle during lane changing.

[0121] Step 304: Based on the relationship between the actual vehicle lateral acceleration and time, and the relationship between the actual trajectory and time, obtain the root mean square value of the lateral acceleration during the straight-line driving process and the peak lateral acceleration during the lane-changing driving process.

[0122] Specifically, the start and end times of the straight-line driving process can be determined based on the relationship between the actual trajectory and time. The actual vehicle lateral acceleration at each time point during the straight-line driving process can be obtained based on the relationship between the actual vehicle lateral acceleration and time. The root mean square value of the lateral acceleration during the straight-line driving process can be obtained using the following formula. :

[0123]

[0124] in, This is the time point at which the straight-line driving process ends. This is the time point at which the straight-line driving process begins. This represents the actual lateral acceleration of the vehicle.

[0125] Specifically, the maximum absolute value of the lateral acceleration during the lane-changing process can be determined as the peak lateral acceleration during the lane-changing process from the relationship between the actual vehicle lateral acceleration and time.

[0126] To further improve the reliability of determining the price index value, in one embodiment, step 303 includes:

[0127] Based on the relationship between the actual steering wheel angle and time, and the relationship between the actual trajectory and time, determine the start time, end time, time between two adjacent positive peaks, peak steering wheel angle, and actual steering wheel angle at each time point of the straight-line driving process; determine the root mean square value of the steering wheel angle based on the start time, end time, and actual steering wheel angle at each time point of the straight-line driving process; and determine the steering wheel angle adjustment frequency based on the time between two adjacent positive peaks.

[0128] To further illustrate this solution, this application provides an application example of an evaluation method for vehicle trajectory tracking control, as described in detail below:

[0129] During trajectory tracking control, the desired tracking trajectory can be determined by comprehensively considering road conditions and vehicle response characteristics. The desired tracking trajectory includes: the straight section before lane change, the curved section during lane change, and the straight section after lane change.

[0130] The straight section before the lane change serves two purposes: firstly, it allows sufficient distance for the vehicle to anticipate and plan its entry into the lane-changing curve; secondly, it tests the vehicle's trajectory tracking performance as it transitions from a straight line to the curve. This application example uses a standard test speed and allows 3 seconds of straight-line travel time to determine the distance of the straight section before the lane change. This allowance is calculated to simulate the driver's anticipation time during road driving.

[0131] The lane-changing curve segment primarily considers road conditions and vehicle response characteristics, specifically as follows: Figure 6 As shown, the process of determining the lane-changing curve segment includes: determining the lane-changing width, determining the angular frequency, selecting a commonly used test vehicle speed, calculating the maximum lateral acceleration, calculating the longitudinal length of the lane-changing process, and calculating the lane-changing curve. The lane-changing curve can be the desired tracking trajectory of the lane-changing curve segment. Since the vehicle is an inertial element, it cannot directly respond to the target trajectory of a step lateral acceleration. Furthermore, considering that the lateral acceleration of the vehicle before and after the lane change approaches 0... In this application example, the lateral acceleration is selected as a sinusoidal curve, and the road curve for the lane-changing process is obtained through integration, ensuring that the vehicle tracking trajectory is executable.

[0132] First, determine the lane-changing width. Considering that lane changing is the main operational requirement during actual lane-changing operations, the standard road width is determined as the lateral movement width of the entire vehicle lane-changing curve.

[0133] Next, the magnitude of the angular frequency is determined, and the angular frequency of the steering wheel angle corresponding to the maximum steady-state response gain of the vehicle's yaw rate is selected as the angular frequency. When a vehicle turns, the yaw rate reflects how fast the vehicle rotates around its vertical axis. Therefore, the greater the yaw rate, the faster the vehicle's steering action, and the better it reflects the vehicle's lane-changing ability. By determining the angular frequency, as shown in equation (1), the time required to complete a single full cycle of sinusoidal lateral acceleration can be obtained, which is used as the total time T for the lane-changing phase.

[0134] (1)

[0135] in, ω represents angular frequency, measured in rad / s.

[0136] The selection of commonly used test speeds is to determine key parameters for road curve design, which can affect the longitudinal length of the desired tracking trajectory. The selection of commonly used test speeds can be obtained by comprehensively evaluating the operating speeds of the test vehicles under the design conditions.

[0137] Calculate the maximum lateral acceleration On the one hand, it can be determined whether the lateral acceleration meets the requirements of vehicle stability control, and on the other hand, it can be determined whether the design parameters meet the test standard requirements. Specifically, it can be obtained using formula (2).

[0138] (2)

[0139] Where W is the lane change width, in meters (m).

[0140] The longitudinal length of the lane-changing process can be calculated using equation (3).

[0141] (3)

[0142] in, The speed used for testing is the commonly used vehicle speed, in km / h. This refers to the longitudinal length of the lane-changing process, in meters (m). This represents the total time for the lane-changing phase.

[0143] To calculate the road curve during the lane change process, the magnitude of the lateral acceleration at each moment during the lane change process can be calculated according to equation (4).

[0144] (4)

[0145] in, The lateral acceleration of the vehicle is expressed in units of 1. .

[0146] By performing a second integration of equation (4), the magnitude of the lateral displacement of the vehicle over time can be obtained, as shown in equation (5).

[0147] (5)

[0148] in, The lateral displacement of the vehicle with time t is expressed in meters. At the same time, the relationship curve between the longitudinal displacement and the lateral displacement of the vehicle can be obtained by calculating the longitudinal displacement and the commonly used test speed at each moment of the vehicle lane change process, as shown in equation (6).

[0149] (6)

[0150] in, The lateral displacement of the vehicle as it moves longitudinally x represents the desired tracking trajectory, expressed in meters (m). t0 is the preset straight-line travel time.

[0151] The straight section after a lane change serves two purposes: firstly, it allows sufficient distance for the vehicle's steady-state response as it transitions from the lane-change curve to straight-line travel; secondly, it tests the vehicle's trajectory tracking performance as it moves from the lane-change curve to the straight line. This application example uses a standard test vehicle speed, allowing 3 seconds for straight-line travel, to obtain the distance of the straight section after the lane change. This allowance is derived to simulate the driver's pre-aiming driving habits.

[0152] After determining the straight and curved segments of the desired tracking trajectory, the left and right turns of the vehicle are considered separately to obtain the final evaluation trajectory curve, i.e., the desired tracking trajectory.

[0153] The evaluation metrics for trajectory tracking control are mainly used to evaluate the degree of fit between the vehicle's actual driving trajectory and the target planned trajectory. This application example includes evaluation metrics for lane changing process and straight driving, which are used to evaluate the vehicle's trajectory tracking performance on lane changing and straight road sections.

[0154] During lane change, for non-articulated vehicles, three lane change evaluation indicators are proposed: root mean square value of tracking error, peak steering wheel angle, and peak lateral acceleration. For articulated vehicles, the peak value of the folding angle at the articulation point is added as a lane change evaluation indicator.

[0155] (1) Root mean square value of tracking error

[0156] The root mean square (RMS) value of the tracking error describes the magnitude of the error between the actual trajectory and the target trajectory (i.e., the desired tracking trajectory) during the lateral motion tracking of the test vehicle during lane changing, as shown in Equation (7). The smaller the value, the higher the tracking accuracy of the test vehicle towards the target trajectory. Specifically, as shown in Equation (7). Figure 7 As shown, This is the root mean square value of the tracking error.

[0157] (7)

[0158] in, To test the lateral position value of the actual trajectory executed by the vehicle; For the evaluation of the track change process tracking control side coordinate section, The longitudinal displacement point of the test vehicle is selected as the point where the test vehicle just enters the lane-changing process. The longitudinal displacement point of the test vehicle is selected as the point where the test vehicle just leaves the lane-changing process.

[0159] (2) Peak steering wheel angle

[0160] Peak steering wheel angle is the maximum absolute value of the steering wheel angle reached during lane changes. A smaller peak steering wheel angle indicates that the test vehicle does not require significant steering angle control for trajectory tracking, resulting in better vehicle smoothness. Specifically... Figure 8 As shown, This represents the peak steering wheel angle.

[0161] (3) Peak lateral acceleration

[0162] Peak lateral acceleration is the maximum absolute value of lateral acceleration achieved during lane change. A smaller peak lateral acceleration value indicates smoother lateral movement of the test vehicle during trajectory tracking, resulting in better vehicle stability. Specifically... Figure 8 As shown, This represents the peak lateral acceleration.

[0163] (4) Peak value of the folding angle at the hinge

[0164] The peak value of the hinge angle is the maximum absolute value of the hinge angle reached during lane change. The smaller the peak value of the hinge angle, the higher the consistency of the vehicle's posture before and after the articulation, and the better the stability of the vehicle's trajectory tracking control process.

[0165] During straight-line driving, four evaluation indicators are proposed: peak lateral displacement fluctuation amplitude, root mean square value of steering wheel angle, root mean square value of lateral acceleration, and steering wheel angle adjustment frequency.

[0166] (1) Peak lateral displacement fluctuation amplitude

[0167] The peak lateral displacement fluctuation amplitude is the maximum value reached during straight-line driving. A smaller peak lateral displacement fluctuation amplitude indicates better stability in the test vehicle's trajectory tracking control process. Specifically... Figure 7 As shown, A Y This represents the peak lateral displacement fluctuation amplitude.

[0168] (2) Root mean square value of steering wheel angle

[0169] The root mean square value of the steering wheel angle describes the change in the actual steering wheel angle relative to the zero steering wheel angle position during straight-line driving, as shown in equation (8). A smaller root mean square value of the steering wheel angle indicates less back-and-forth steering wheel movement during straight-line driving. Specifically... Figure 8 As shown, This is the root mean square value of the steering wheel angle.

[0170] (8)

[0171] in, This refers to the actual angle of the steering wheel turn. The evaluation period for straight-line driving tracking control is the time period of straight-line driving.

[0172] (3) Root mean square value of lateral acceleration

[0173] The root mean square value of lateral acceleration describes the change in the magnitude of the lateral acceleration of the actual test vehicle relative to zero lateral acceleration during straight-line driving, as shown in equation (9). A smaller root mean square value of lateral acceleration indicates a less drastic change in the lateral acceleration of the test vehicle, resulting in smoother straight-line tracking. Specifically... Figure 8 As shown, This represents the root mean square value of the lateral acceleration.

[0174] (9)

[0175] (4) Steering wheel angle adjustment frequency

[0176] Steering wheel angle adjustment frequency is the reciprocal of the time between one positive peak and the next adjacent positive peak in steering wheel angle change. It's particularly useful when a test vehicle is transitioning from lane changing to straight-line driving; this indicator expresses the intensity of steering wheel adjustments. A lower frequency indicates a smoother steering wheel adjustment. Specifically... Figure 8 As shown, f sw Adjust the frequency of steering wheel angle.

[0177] From a software perspective, to improve the reliability of the vehicle trajectory tracking control process evaluation, this application provides an embodiment of a vehicle trajectory tracking control evaluation device for implementing all or part of the evaluation method for the vehicle trajectory tracking control, see [link to embodiment]. Figure 9 The evaluation device for vehicle trajectory tracking control specifically includes the following components:

[0178] The acquisition module 01 is used to acquire the expected tracking trajectory parameters corresponding to the target vehicle model. The expected tracking trajectory parameters include: common test vehicle speed, lane change width and angular frequency.

[0179] The first obtaining module 02 is used to obtain the desired tracking trajectory based on the preset straight-line driving time and the desired tracking trajectory parameters;

[0180] The second module 03 is used to perform trajectory tracking control on the test vehicle based on the expected tracking trajectory, and obtain the evaluation index group corresponding to the test vehicle, wherein the model of the test vehicle is the target model.

[0181] Evaluation module 04 is used to evaluate the trajectory tracking control of the test vehicle based on the evaluation index group.

[0182] In one embodiment, the desired tracking trajectory includes: a first desired tracking trajectory for a straight line segment and a second desired tracking trajectory for a curve segment during a lane change process;

[0183] Correspondingly, the first obtaining module includes:

[0184] The first obtaining unit is used to obtain the first desired tracking trajectory based on the preset straight-line driving time and common test vehicle speed;

[0185] The first determining unit is used to determine the total time of the lane-changing process curve segment based on the angular frequency.

[0186] The second determining unit is used to determine the maximum lateral acceleration of the test vehicle based on the lane change width and the total time.

[0187] The second obtaining unit is used to obtain the second desired tracking trajectory based on the commonly used test vehicle speed, the maximum lateral acceleration, and the angular frequency.

[0188] In one embodiment, the evaluation index set includes: peak lateral displacement fluctuation amplitude during straight-line driving, root mean square value of steering wheel angle, root mean square value of lateral acceleration, steering wheel angle adjustment frequency, root mean square value of tracking error during lane-changing driving, peak steering wheel angle, and peak lateral acceleration.

[0189] In one embodiment, the second obtaining module includes:

[0190] The third obtaining unit is used to perform trajectory tracking control on the test vehicle based on the expected tracking trajectory, and obtain the actual trajectory of the test vehicle, the relationship between the actual trajectory and time, the relationship between the actual steering wheel angle and time, and the relationship between the actual vehicle lateral acceleration and time.

[0191] The fourth obtaining unit is used to obtain the root mean square value of the tracking error during the lane-changing driving process and the peak lateral displacement fluctuation amplitude during the straight-line driving process based on the expected tracking trajectory and the actual trajectory.

[0192] The fifth obtaining unit is used to obtain the root mean square value of the steering wheel angle during the straight driving process, the steering wheel angle adjustment frequency, and the peak steering wheel angle during the lane changing process based on the relationship between the actual steering wheel angle and time and the relationship between the actual trajectory and time.

[0193] The sixth obtaining unit is used to obtain the root mean square value of the lateral acceleration during the straight-line driving process and the peak lateral acceleration during the lane-changing driving process based on the relationship between the actual vehicle lateral acceleration and time and the relationship between the actual trajectory and time.

[0194] In one embodiment, the fifth obtaining unit is used to perform:

[0195] Based on the relationship between the actual steering wheel angle and time, and the relationship between the actual trajectory and time, determine the start time, end time, time between two adjacent positive peaks, peak steering wheel angle, and actual steering wheel angle at each time point of the straight driving process.

[0196] The root mean square value of the steering wheel angle is determined based on the start time, end time, and actual steering wheel angle at each time point of the straight-line driving process.

[0197] The steering wheel angle adjustment frequency is determined based on the time between two adjacent positive peak values.

[0198] In one embodiment, the test vehicle is an articulated vehicle, and the evaluation index set further includes: peak value of the folding angle at the articulation.

[0199] The embodiments of the vehicle trajectory tracking control evaluation device provided in this specification can be used to execute the processing flow of the embodiments of the above-described vehicle trajectory tracking control evaluation method. Its functions will not be repeated here, but can be referred to the detailed description of the embodiments of the above-described vehicle trajectory tracking control evaluation method.

[0200] Figure 10 This is a schematic diagram of the physical structure of an electronic device provided in an embodiment of the present invention, such as... Figure 10 As shown, the electronic device includes: a memory 1001, a processor 1002, and a computer program stored in the memory 1001 and executable on the processor 1002. When the processor 1002 executes the computer program, it implements the following method:

[0201] Obtain the desired tracking trajectory parameters, which include: straight-line driving time, common test vehicle speed, lane change width, and angular frequency;

[0202] The desired tracking trajectory is obtained based on the desired tracking trajectory parameters;

[0203] Based on the desired tracking trajectory, trajectory tracking control is performed on the test vehicle to obtain the actual trajectory and key parameter values ​​of the test vehicle;

[0204] The evaluation of the test vehicle's trajectory tracking control is completed based on the expected tracking trajectory, the actual trajectory, and the key parameter values.

[0205] This embodiment discloses a computer program product, which includes a computer program that, when executed by a processor, implements the following method:

[0206] Obtain the desired tracking trajectory parameters, which include: straight-line driving time, common test vehicle speed, lane change width, and angular frequency;

[0207] The desired tracking trajectory is obtained based on the desired tracking trajectory parameters;

[0208] Based on the desired tracking trajectory, trajectory tracking control is performed on the test vehicle to obtain the actual trajectory and key parameter values ​​of the test vehicle;

[0209] The evaluation of the test vehicle's trajectory tracking control is completed based on the expected tracking trajectory, the actual trajectory, and the key parameter values.

[0210] This embodiment provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the following method:

[0211] Obtain the desired tracking trajectory parameters, which include: straight-line driving time, common test vehicle speed, lane change width, and angular frequency;

[0212] The desired tracking trajectory is obtained based on the desired tracking trajectory parameters;

[0213] Based on the desired tracking trajectory, trajectory tracking control is performed on the test vehicle to obtain the actual trajectory and key parameter values ​​of the test vehicle;

[0214] The evaluation of the test vehicle's trajectory tracking control is completed based on the expected tracking trajectory, the actual trajectory, and the key parameter values.

[0215] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0216] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0217] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0218] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0219] In the description of this specification, the references to terms such as "an embodiment," "a specific embodiment," "some embodiments," "for example," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0220] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An evaluation method for vehicle trajectory tracking control, characterized in that, include: Obtain the expected tracking trajectory parameters corresponding to the target vehicle model. The expected tracking trajectory parameters include: common test vehicle speed, lane change width, and angular frequency. The common test vehicle speed is the vehicle speed with the highest proportion in the driving condition data. The driving condition data includes: the vehicle speed of the target vehicle model on actual roads and the road type of the actual road, which are collected in large quantities. The angular frequency is the angular frequency of the steering wheel angle corresponding to the maximum value of the steady-state response gain of the vehicle yaw rate in the frequency response characteristic curve of the vehicle yaw rate changing with the steering wheel angle. The desired tracking trajectory is obtained based on the preset straight-line driving time and the desired tracking trajectory parameters; Based on the desired tracking trajectory, trajectory tracking control is performed on the test vehicle to obtain the evaluation index set corresponding to the test vehicle. The model of the test vehicle is the target model. The evaluation index set includes: peak lateral displacement fluctuation amplitude, root mean square value of steering wheel angle, root mean square value of lateral acceleration, steering wheel angle adjustment frequency, root mean square value of tracking error, peak steering wheel angle, and peak lateral acceleration during straight driving. Based on the evaluation index set, complete the evaluation of the test vehicle trajectory tracking control; The desired tracking trajectory includes: a first desired tracking trajectory for a straight segment and a second desired tracking trajectory for a lane-changing curve segment; correspondingly, obtaining the desired tracking trajectory based on the preset straight-line driving time and the desired tracking trajectory parameters includes: The first desired tracking trajectory is obtained based on the preset straight-line driving time and common test vehicle speed; Based on the angular frequency, determine the total time of the lane-changing process curve segment; The maximum lateral acceleration of the test vehicle is determined based on the lane change width and the total time. Based on the commonly used test vehicle speed, the maximum lateral acceleration, and the angular frequency, the second desired tracking trajectory is obtained. : in, Let x be the maximum lateral acceleration and x be the longitudinal displacement. For commonly used test vehicle speeds, t0 is the angular frequency, and t0 is the preset straight-line travel time; The root mean square value of the tracking error It is determined according to the following formula: in, To test the lateral position value of the vehicle's actual trajectory, The longitudinal displacement point of the test vehicle is selected as the point where the test vehicle just enters the lane-changing process. The longitudinal displacement point of the test vehicle is selected as the point where the test vehicle just leaves the lane-changing process.

2. The evaluation method for vehicle trajectory tracking control according to claim 1, characterized in that, Based on the desired tracking trajectory, trajectory tracking control is performed on the test vehicle to obtain the evaluation index group corresponding to the test vehicle. The model of the test vehicle is the target model, including: Based on the desired tracking trajectory, trajectory tracking control is performed on the test vehicle to obtain the actual trajectory of the test vehicle, the relationship between the actual trajectory and time, the relationship between the actual steering wheel angle and time, and the relationship between the actual vehicle lateral acceleration and time. Based on the expected tracking trajectory and the actual trajectory, the root mean square value of the tracking error during the lane-changing driving process and the peak lateral displacement fluctuation amplitude during the straight-line driving process are obtained. Based on the relationship between the actual steering wheel angle and time, and the relationship between the actual trajectory and time, the root mean square value of the steering wheel angle during the straight driving process, the steering wheel angle adjustment frequency, and the peak steering wheel angle during the lane changing process are obtained. Based on the relationship between the actual vehicle lateral acceleration and time, and the relationship between the actual trajectory and time, the root mean square value of the lateral acceleration during the straight-line driving process and the peak lateral acceleration during the lane-changing driving process are obtained.

3. The evaluation method for vehicle trajectory tracking control according to claim 2, characterized in that, The process of obtaining the root mean square value of the steering wheel angle during straight-line driving, the steering wheel angle adjustment frequency, and the peak steering wheel angle during lane-changing driving, based on the relationship between the actual steering wheel angle and time, and the relationship between the actual trajectory and time, includes: Based on the relationship between the actual steering wheel angle and time, and the relationship between the actual trajectory and time, determine the start time, end time, time between two adjacent positive peaks, peak steering wheel angle, and actual steering wheel angle at each time point of the straight driving process. The root mean square value of the steering wheel angle is determined based on the start time, end time, and actual steering wheel angle at each time point of the straight-line driving process. The steering wheel angle adjustment frequency is determined based on the time between two adjacent positive peak values.

4. The evaluation method for vehicle trajectory tracking control according to claim 1, characterized in that, The test vehicle is an articulated vehicle, and the evaluation index group also includes: the peak value of the folding angle at the articulation.

5. An evaluation device for vehicle trajectory tracking control, characterized in that, include: The acquisition module is used to acquire the expected tracking trajectory parameters corresponding to the target vehicle model. The expected tracking trajectory parameters include: common test vehicle speed, lane change width, and angular frequency. The common test vehicle speed is the vehicle speed with the highest proportion in the driving condition data. The driving condition data includes: the vehicle speed of the target vehicle model on actual roads and the road type of the actual road, which are collected in large quantities. The angular frequency is the angular frequency of the steering wheel angle corresponding to the maximum value of the steady-state response gain of the vehicle yaw rate in the frequency response characteristic curve of the vehicle yaw rate changing with the steering wheel angle. The first obtaining module is used to obtain the desired tracking trajectory based on the preset straight-line driving time and the desired tracking trajectory parameters; The second module is used to perform trajectory tracking control on the test vehicle based on the desired tracking trajectory, and obtain the evaluation index set corresponding to the test vehicle, wherein the model of the test vehicle is the target model; the evaluation index set includes: peak lateral displacement fluctuation amplitude, root mean square value of steering wheel angle, root mean square value of lateral acceleration, steering wheel angle adjustment frequency, root mean square value of tracking error, peak steering wheel angle, and peak lateral acceleration during straight driving; The evaluation module is used to evaluate the trajectory tracking control of the test vehicle based on the evaluation index group. The desired tracking trajectory includes: a first desired tracking trajectory for a straight line segment and a second desired tracking trajectory for a curve segment during a lane change process; Correspondingly, the first obtaining module includes: The first obtaining unit is used to obtain the first desired tracking trajectory based on the preset straight-line driving time and common test vehicle speed; The first determining unit is used to determine the total time of the lane-changing process curve segment based on the angular frequency. The second determining unit is used to determine the maximum lateral acceleration of the test vehicle based on the lane change width and the total time. The second obtaining unit is used to obtain the second desired tracking trajectory based on the commonly used test vehicle speed, the maximum lateral acceleration, and the angular frequency. : in, Let x be the maximum lateral acceleration and x be the longitudinal displacement. For commonly used test vehicle speeds, t0 is the angular frequency, and t0 is the preset straight-line travel time; The root mean square value of the tracking error It is determined according to the following formula: in, To test the lateral position value of the vehicle's actual trajectory, The longitudinal displacement point of the test vehicle is selected as the point where the test vehicle just enters the lane-changing process. The longitudinal displacement point of the test vehicle is selected as the point where the test vehicle just leaves the lane-changing process.

6. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the evaluation method for vehicle trajectory tracking control as described in any one of claims 1 to 4.

7. A computer-readable storage medium storing computer instructions thereon, characterized in that, When the instruction is executed by the processor, it implements the evaluation method for vehicle trajectory tracking control as described in any one of claims 1 to 4.

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