Control Method and System for Fixed-Point Parking in Autonomous Driving

Abstract

A control method, relating to the technical field of automobile intelligent driving includes: determining a target parking spot, and automatically generating target track points, an estimated braking distance, and an estimated coasting distance; calculating the longitudinal distance between the current position and the target end point according to the target track points and the current control deviation; collecting real-time vehicle driving information, and calculating current vehicle speed, slope, and vehicle braking response time information;

updating the longitudinal distance at a fixed frequency according to the longitudinal distance to the target end point and the real-time vehicle speed; on the basis of control state decision logic, performing real-time estimation of the distance to the target parking point to determine the vehicle control state. A system for fixed-point parking in autonomous driving includes a vehicle information collection module, a position estimation module, and a control state decision module.

Claims

1. A control method for fixed-point parking in autonomous driving, the method comprising: determining a target parking spot, and automatically generating target track points, an estimated braking distance, and an estimated coasting distance; calculating a longitudinal distance between a current position and a target end point according to the target track points and a current control deviation; collecting vehicle driving information in real time, and calculating a current vehicle speed, slope, and vehicle braking response time information; updating the longitudinal distance at a fixed frequency according to the longitudinal distance to the target end point and a real-time vehicle speed; and, on a basis of control state decision logic, estimating in real time a distance to a target parking point to determine a vehicle control state.

2. The control method for fixed-point parking in autonomous driving of claim 1, wherein the target track points are a list of points (p0, p1, . . . , pn-1, pn), where p0 indicates a current position point, Pn indicates the target parking point, and (p1 . . . pn-1) indicate discrete predicted positions between the current position point and the target parking point.

3. The control method for fixed-point parking in autonomous driving of claim 1, wherein the longitudinal distance of the vehicle is calculated and updated using a fusion algorithm based on Kalman filtering; and, the fixed frequency is preset to 10 milliseconds.

4. The control method for fixed-point parking in autonomous driving of claim 1, wherein the control state decision logic includes: if the longitudinal distance to the target end point≤the estimated braking distance, a braking control phase is entered; if the longitudinal distance to the target end point≤the estimated coasting distance, a deceleration and coasting control phase is entered; if the current vehicle speed a steady-state target vehicle speed+a compensated vehicle speed, a deceleration control phase is entered; and, otherwise, the vehicle remains in a steady-state speed control phase.

5. The control method for fixed-point parking in autonomous driving of claim 4, wherein, in the deceleration control phase, the vehicle is controlled to slowly decelerate to a set stable driving speed; in the steady-state speed control phase, a clutch is controlled to enter a semi-slip friction state, so that the vehicle speed remains stable in a fixed speed range; in the deceleration and coasting phase, the clutch is controlled to release for deceleration and crawling; and, in the braking control phase, the vehicle is, according to the distance to the target end point, controlled to stop slowly until it reaches a target position point.

6. A control system for fixed-point parking in autonomous driving, wherein the fixed-point parking of a vehicle in autonomous driving is achieved by the control method for fixed-point parking in autonomous driving of claim 1, the control system comprising: a vehicle information collection module; a position estimation module; a control state decision module; wherein said vehicle information collection module is configured, via a vehicle active speed sensor capable of sensing a wheel rolling distance with millimeter precision, to collect vehicle traveling information in real time, to calculate a vehicle speed, a slope, and vehicle braking response time information, and to send said vehicle speed, said slope and said vehicle braking response time information to said position estimation module; said position estimation module being configured, via a fusion algorithm based on Kalman filtering, to calculate a vehicle position in real time on the basis of vehicle information transmitted by the vehicle information collection module and the yaw rate having a 10 millisecond refresh rate in an ESC module of the vehicle; and, said control state decision module, integrated with a control state decision logic control program, controls a vehicle state according to a vehicle distance and current vehicle speed estimated in real time by said position estimation module.

7. The control system for fixed-point parking in autonomous driving of claim 6, wherein the control system has three cascades including an outer cascade, an intermediate cascade, and an inner cascade; said outer cascade is configured to control vehicle positions; said intermediate cascade is configured to control vehicle speeds; and, said inner cascade is configured to control braking force applied by a braking system and driveline force applied by a clutch.

8. The control system for fixed-point parking in autonomous driving of claim 6, wherein a control logic for completing fixed-point parking includes: a) after entering a fixed-point parking control mode, the vehicle slowly decelerates to a preset constant maneuvering speed; b) a vehicle maneuvering speed is maintained steadily via a motion control mode until a distance from the vehicle to the target parking point reaches a clutch pre-releasing distance calculated via a running resistance and a clutch release lag time; c) the clutch is kept released and vehicle wheels are allowed to roll freely until the distance from the vehicle to a target stopping point reaches a brake pre-applying distance calculated via the running resistance and a brake application lag time; and, d) once the vehicle has come to a stop, e brakes are fully applied to keep the vehicle statically safe.

9. The control system for fixed-point parking in autonomous driving of claim 8, wherein, in the motion control mode, the vehicle speed is steadily controlled by a cooperation among a traction control, a brake control, and a clutch actuator control.

10. The control system for fixed-point parking in autonomous driving of claim 6 further comprising: a processor; a non-transitory computer readable medium having said vehicle information collection module, said position estimation module, and, said control state decision module stored thereon; and, wherein each of said vehicle information collection module, said position estimation module, and said control state decision module include corresponding program code configured to be executed by said processor.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The invention will now be described with reference to the drawings wherein:

[0037] FIG. 1 is a structural diagram of a control method for fixed-point parking in autonomous driving according to the present disclosure; and,

[0038] FIG. 2 is a vehicle speed diagram of the control phase of fixed-point parking in autonomous driving according to the present disclosure.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0039] The present disclosure will be described in further detail below in conjunction with the drawings and specific embodiments:

[0040] To allow high-precision, fixed-point parking, a control system for fixed-point parking in autonomous driving uses a control system with three cascades, the outer cascade being configured to control vehicle positions, the intermediate cascade being configured to control vehicle speeds, and the inner cascade being configured to control braking force applied by the braking system and driveline force applied by the clutch.

[0041] The control system mainly includes a vehicle information collection module, a position estimation module, and a control state decision module. The vehicle information collection module, using a vehicle active speed sensor capable of sensing a wheel rolling distance with millimeter precision, collects vehicle traveling information in real time, calculates vehicle speed, slope, and vehicle braking response time information, and sends this information to the position estimation module; the position estimation module, using a fusion algorithm based on Kalman filtering, calculates the vehicle position in real time on the basis of the vehicle information transmitted by the vehicle information collection module and the yaw rate having a 10 ms refresh rate in the ESC module of the vehicle; the control state decision module, integrated with a control state decision logic control program, controls the vehicle state according to the vehicle distance and current vehicle speed estimated in real time by the position estimation module.

[0042] As shown in FIG. 1, a control method for fixed-point parking in autonomous driving includes the steps of:

[0043] Step 1: first, on the basis of the control system, determining a target parking spot, and automatically generating target track points (Pt0 . . . Ptn), an estimated braking distance, and an estimated coasting distance;

[0044] Step 2: calculating the longitudinal distance from the current position to the target end point according to the target track points (target track points automatically generated by the virtual driver in autonomous driving) and the current control deviation dx (deviation of the actual position point of the vehicle from the target track point, provided by the virtual driver), wherein the update frequency of this distance depends on the transmit frequency of target track points, and may be preset to 10 ms or lower than 10 ms;

[0045] Step 3: collecting vehicle information in real time via sensors installed in the vehicle, and calculating the current vehicle speed v speed, slope, vehicle braking response time and other information;

[0046] Step 4: updating the longitudinal distance dx_end according to the longitudinal distance to the target end point and the real-time vehicle speed calculated in step 2, wherein the update frequency of the distance is the calculation frequency of the system controller, which is 10 ms or lower than 10 ms;

[0047] Step 5: according to the current vehicle speed, slope, vehicle braking response time and other information, and on the basis of the control state decision logic, estimating the distance to the target parking point in real time, so as to determine when the vehicle enters the control state of the deceleration phase, steady-state speed phase, coasting phase or braking phase, wherein the specific judgment logic of each phase is as follows:

[0048] (1) If dx_end<the estimated braking distance, the braking control phase is entered, in which the braking system is controlled according to the distance to the target end point so that the vehicle slowly stops, finally reaching the target position;

[0049] (2) If dx_end<the estimated coasting distance, the deceleration and coasting control phase is entered, in which the clutch is released to decelerate and crawl with a certain slope control;

[0050] (3) If the current vehicle speed v speed the steady-state target vehicle speed (1 km/h)+compensated vehicle speed (1 km/h), the deceleration control phase is entered, in which the vehicle slowly decelerates at a certain slope until it reaches the vehicle speed set in the steady state (1 km/h), the slope being determinable according to the distance to the end point;

[0051] (4) Otherwise, the vehicle remains in the steady-state speed control phase, which is intended to control the semi-slip state of the clutch, so that vehicle speed stabilizes in a relatively narrow (1 km/h) speed range.

[0052] The above-mentioned 1 km/h is the set value for a conventional model, and may be specifically set depending on the model, environment, et cetera, rather than being unique. The present disclosure, in essence, addresses the following key aspects.

I. More Frequent Location Estimations

[0053] In conventional autonomous driving, due to limitations in terms of hardware or computing resources, the virtual driver updates the vehicle position at a rate of 100 ms or higher, and performs positioning fusion with RTK, GPS, IMU and laser infrared radar SLAM. In order to achieve more precise fixed-point parking, a higher positioning rate, for example 10 ms, must be used to achieve a horizontal stop accuracy of 10 cm. Therefore, a vehicle information collection module of a control system according to the present disclosure adopts a low-cost solution, that is, using the Kalman position estimation algorithm based on high-precision vehicle sensor information, wherein, since information from a high-precision vehicle sensor, for example a wheel rolling distance with millimeter precision from an active speed sensor, is more accurate and direct and is aided by the yaw rate (with a 10 ms refresh rate) from the ESC module, the position estimation is much more accurate and stable than fusion results from an IMU.

II. Position Control

[0054] Information on the distance from the current position to a desired parking position is provided by the virtual driver through a track interface, which includes continuously updating the distance to the desired target point in both longitudinal (x) and lateral (y) directions. The track interface is defined as a list of points (p0, p1, . . . , pn-1, pn), where p0 indicates the current position point of the position control, Pn indicates the desired stop position point, and (p1 . . . pn-1) indicates discrete predicted positions between the current position point and the desired stop position. In a control system of the present disclosure, the end stop position point is found according to the track point list, and the longitudinal distance (dx_end) between the current position of the vehicle and the found end stop position is calculated in real time in a period of 10 ms or less than 10 ms.

[0055] On the other hand, to overcome the problem of a long response lag suffered by the clutch and the braking system, longitudinal control in the target parking mode is achieved by a special model prediction method based on vehicle dynamics, wherein clutches and brakes are controlled in advance according to the estimated distance between the current position and the end stop position.

[0056] The logic of a fixed-point parking program based on the special model prediction method of vehicle dynamics is as follows:

[0057] 1) When the virtual driver selects the fixed-point parking control mode, the vehicle slowly decelerates to the preset constant maneuvering speed (1 km/h);

[0058] 2) The maneuvering speed is maintained steadily by using a special motion control mode until dx_end reaches the clutch pre-releasing distance calculated via the running resistance and the clutch release lag time;

[0059] 3) Vehicle wheels are allowed to roll freely until dx_end reaches the brake pre-applying distance calculated via the running resistance and the brake application lag time;

[0060] 4) Once the vehicle has come to a stop, the brakes are fully applied to keep the vehicle statically safe.

III. Motion Control Mode

[0061] In the motion control mode, the speed of the vehicle is steadily controlled by the cooperation among traction control, brake control, and clutch actuator control.

(1) Traction control

[0062] For longitudinal motion control, a traction force (positive or negative) required to reach or maintain a desired speed is used as feedforward. Traction is highly dependent on road slope, rolling resistance, and air resistance, which may be estimated from kinematic values and vehicle dynamics in other functional modules in the autonomous driving system, and a feedback controller of actual vehicle speeds provided by the motion module is used, so as to minimize speed control errors.

[0063] In addition to the above-mentioned commonly used control methods, special control methods are also required in some special circumstances. For example, when the vehicle is meeting with low running resistance (for example, when a truck is traveling alone or a truck trailer is going down a slight slope), it is difficult to keep the vehicle speed at a target value because a dry clutch system cannot precisely control the clutch torque around small torques. To overcome this problem, a slight braking force will be applied simultaneously with clutch engagement control. This will help balance clutch torque and driving resistance in a deeper position, allowing more stable and controllable clutch torque control.

(2) Brake control

[0064] With the brake controller, the processing of negative tractive force (braking force) is divided into the braking force that each actuator needs to output, which includes a service brake, a retarder, an electric motor/non-internal combustion engine and other components, and, on the basis thereof, the air pressure of the service brake, as well as the torque (output) of the retarder and the engine are controlled. For more effective utilization of the power recovery function of the electric motor/non-internal combustion engine in braking, the interaction between conventional brakes and them is particularly important. Further, on the basis of the diversity of braking systems, electric motors/non-internal combustion engines, their functions are unified into an abstract, generalized hardware layer.

[0065] To improve driving comfort by reducing the braking shock felt at the end of a parking operation, the brake pressure redistribution from the front axle to the rear axle, implemented in the soft parking function, is used.

(3) Clutch actuator control

[0066] Due to the low-speed control range, positive tractive force generated during target-controlled parking is handled by clutch control within the transmission control function. In this case, a clutch torque control function should be provided to support this special motion control. Since no clutch torque request is defined in J1939, no AMT system is available on the market that supports this interface. Therefore, clutch torque is controlled by virtual accelerator pedal position.

[0067] Further, in addition to precise position control, continuous vehicle motion (continuous speed, acceleration and jerk) should also be required to maximize driving comfort, thereby minimizing braking shock. Since provision of great driving comfort may lead to a reduction in the accuracy of parking position, it is possible to define a maximum comfort mode (braking deceleration>−1 m/s{circumflex over ( )}2) and a maximum accuracy mode (the vehicle, when stopped, is <10 cm from the target position) to meet the primary objective of a driving task.

[0068] FIG. 2 shows a case of fixed-point parking in autonomous driving, wherein the vehicle autonomously travels on the road to a predetermined parking point, and the sensors installed in the vehicle collect vehicle traveling information in real time, calculate the current vehicle speed, slope, vehicle braking response time and other information in real time, and estimate the distance to the target parking point in real time. When the vehicle has traveled to a preset value from the target point, and the vehicle speed≥the steady-state target vehicle speed (1 km/h)+compensated vehicle speed (1 km/h), the vehicle enters the deceleration phase and slows down, slowly decelerating with a certain slope to the speed set in a steady state (1 km/h); then, the vehicle enters the steady-state speed phase, in which the control clutch is in a semi-slip friction state, so that the vehicle speed stabilizes in a relatively narrow vehicle speed range; when the distance to the target point≤a preset coasting distance, the vehicle enters the deceleration and coasting phase, in which the vehicle is controlled, with a certain slope, to release the clutch to decelerate and crawl; when the distance to the target point≤the preset braking distance, the vehicle enters the braking control phase, in which the braking system is controlled according to the distance to the target end point, so that the vehicle slowly stops until it reaches the target position point.

[0069] Indeed, the preceding description is not intended to limit the present disclosure, nor is the present disclosure limited to the above-described examples, and alterations, modifications, additions or substitutions made by those of ordinary skill in the art within the essential scope of the present disclosure also fall into the scope of protection of the present disclosure.

[0070] It is understood that the foregoing description is that of the preferred embodiments of the invention and that various changes and modifications may be made thereto without departing from the spirit and scope of the invention as defined in the appended claims.