CN107885931B - Automobile emergency collision avoidance control method for humanized adjustment of steering wheel sudden change torque - Google Patents

Automobile emergency collision avoidance control method for humanized adjustment of steering wheel sudden change torque Download PDF

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CN107885931B
CN107885931B CN201711082163.9A CN201711082163A CN107885931B CN 107885931 B CN107885931 B CN 107885931B CN 201711082163 A CN201711082163 A CN 201711082163A CN 107885931 B CN107885931 B CN 107885931B
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automobile
collision avoidance
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steering
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李绍松
李政
张邦成
张袅娜
韩玲
朱小泉
郑顺航
王国栋
张军
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Changchun University of Technology
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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Abstract

A method for controlling automobile emergency collision avoidance through humanized adjustment of steering wheel sudden change moment relates to the technical field of advanced driving assistance of automobiles, and comprises the steps of optimizing in real time to obtain a front wheel corner by utilizing a dynamic path planning and real-time tracking control module implanted with an automobile emergency collision avoidance control algorithm according to barrier position information, target point coordinates and automobile running state information which are collected in real time, and controlling the automobile to achieve collision avoidance; in the process of controlling collision avoidance, the EPS moment compensation module embedded with the steering wheel sudden change moment humanized adjustment algorithm determines the compensation control moment according to the vehicle speed and the additional rotation angle of the front wheel, controls the steering wheel sudden change moment in an ideal range, and realizes the emergency collision avoidance of the vehicle with the steering wheel sudden change moment humanized adjustment. The invention takes the shortest collision avoidance distance and smooth steering as optimization targets, adopts non-collision constraint to replace path dynamic planning, can realize the emergency collision avoidance of the automobile, and effectively improves the real-time performance of the system.

Description

Automobile emergency collision avoidance control method for humanized adjustment of steering wheel sudden change torque
Technical Field
The invention relates to the technical field of advanced driving assistance of automobiles, in particular to an automobile emergency collision avoidance control method for humanized adjustment of steering wheel sudden change torque.
Background
The automobile can bring convenience and quickness to people, and the driving safety of the automobile becomes a global social problem. In order to further improve road traffic safety and help drivers to reduce erroneous operations, attention has been paid to and intelligent automobile safety technologies represented by Advanced Driver Assistance Systems (ADAS) in recent years. The automobile emergency collision avoidance system assists a driver to adjust the motion track of an automobile through active intervention of an actuator, so that collision avoidance is realized. The novel bicycle can save lives of drivers at critical moment, and has good market prospect.
The real-time planning and tracking of an optimal collision-free path is the key of automobile emergency collision Avoidance Control, and for the consideration of real-time performance, a layered Control scheme is mainly adopted at present, which is disclosed in document 1 [ Yiqi Gao, thersa Lin, Davor Hrovat, francisco borrelli.predictive Control of autonomous group Vehicles with Obstacle Avoidance on slab Roads [ C ]. ASME 2010Dynamic Systems and Control references.2010: 265 and 272 ]. However, the path planning model is too simple, neglecting factors such as the nonlinear characteristic of the actual automobile and the road parameter variation, and the planned collision avoidance path is not ideal under the emergency condition, which may cause the failure of path tracking, see document 2 [ Jiechao Liu, paramsogy Jayakumar, Jeffrey l.stein, Tulga rasal.a. study on model configuration for model predictive Control-based on road availability in high-speed autonomous road group and Vehicle [ J ]. Vehicle System Dynamics,2016,54(11):1-22 ], and document 3 [ andreground, driving gain, Yiqi gate 2012, t.line, f.boelli.predictive for imaging-autonomous road [ ieee 4244 ].
The active intervention of the steering system is not left in the automobile emergency collision avoidance control. The european regulations require that there be a mechanical connection between the Steering wheel and the steered wheels, so Active Front Steering (AFS) has come into force as a transition product to SBW (Steering-by-wire) in the future. AFS, while changing the system displacement transmission characteristics, also affects the force transmission characteristics of the steering system, causing sudden changes in the steering wheel Torque, see document 4 [ Sumio Sugita, Masayoshi Tomizuka. calibration of Unmatural Reaction Torque in Variable-wheel-Ratio [ J ]. Journal of Dynamic Systems Measurement & Control,2012,134(2):021019 ] and document 5 [ Atsushi Oshima, Xu Chen, Sumio Sugita, Masayoshi Tomizka. Control for registration of environmental Reaction Torque and simulation in Variable-wheel-system [ C ]. 2013 viscosity Control, vibration of environmental Reaction, 2013, engineering of vibration of 20111. environmental impact, parameter A, 3711. V.11. The excessive sudden change moment of the steering wheel can aggravate the nervous mind of a driver, so that the driver is easy to operate by mistake, and the driving safety is not facilitated. The proper abrupt change moment of the steering wheel is beneficial to the driver to sense the attitude change of the automobile and plays a role in warning. The driver's acceptance of the steering wheel snap torque varies from person to person.
Disclosure of Invention
The invention provides an automobile emergency collision avoidance control method for humanized adjustment of steering wheel sudden change torque, which aims to solve the technical problems that a collision avoidance process is unsafe due to an unsatisfactory collision avoidance path planned under an emergency working condition and the steering wheel sudden change torque is caused by an active front wheel steering system in the existing layered emergency collision avoidance method.
The technical scheme adopted by the invention for solving the technical problem is as follows:
a vehicle emergency collision avoidance control method for humanized adjustment of steering wheel sudden change torque is characterized in that a dynamic path planning and real-time tracking control module implanted with a vehicle emergency collision avoidance control algorithm is used for optimizing in real time to obtain a front wheel corner according to barrier position information, target point coordinates and vehicle running state information which are collected in real time, and controlling a vehicle to realize collision avoidance; in the process of controlling collision avoidance, an Electric Power Steering (EPS) moment compensation module embedded with a Steering wheel sudden change moment humanized adjustment algorithm determines a compensation control moment according to the vehicle speed and the additional rotation angle of the front wheel, controls the Steering wheel sudden change moment in an ideal range, and realizes the vehicle emergency collision avoidance of the Steering wheel sudden change moment humanized adjustment; the method comprises the following steps:
step 1, a path dynamic planning and real-time tracking control module optimizes in real time to obtain a front wheel corner according to barrier position information, target point coordinates and automobile running state information which are collected in real time, and controls an automobile to realize collision avoidance; the method comprises the following substeps:
step 1.1, the performance index design process of the automobile emergency collision avoidance control comprises the following substeps:
step 1.1.1, using a two-norm of the error between the terminal point coordinate of the predicted track in the predicted time domain and the target point coordinate as a tracking performance index to reflect the track tracking characteristic of the automobile, wherein the expression is as follows:
Figure GDA0002637775190000021
wherein HpTo predict the time domain, (X)t+Hp,Yt+Hp) The coordinates (X) of the target point to be reached by the vehicle in collision avoidance are iteratively obtained by the vehicle dynamics model for predicting the end point coordinates of the predicted trajectory in the time domaing,Yg)；
The automobile dynamic model comprises the following steps:
Figure GDA0002637775190000022
Figure GDA0002637775190000023
Figure GDA0002637775190000024
Figure GDA0002637775190000031
Figure GDA0002637775190000032
Figure GDA0002637775190000033
Figure GDA0002637775190000034
wherein u is0The current longitudinal speed of the automobile;
Figure GDA0002637775190000035
the lateral speed of the automobile; fy,f、Fy,rThe lateral forces of the front and rear axles of the automobile are respectively obtained by a magic formula;
Figure GDA0002637775190000036
respectively representing the automobile yaw angle, the yaw angular velocity and the yaw angular acceleration; lf、lrThe distances from the mass center of the automobile to the front axle and the rear axle respectively; j. the design is a squarezIs the yaw moment of inertia around the vertical axis of the center of mass of the automobile; m is the mass of the automobile; x, Y are respectively the horizontal and vertical coordinates of the position of the center of mass of the automobile in the geodetic coordinate system; alpha is alphaf、αrRespectively a front wheel side deflection angle and a rear wheel side deflection angle;fis the corner of the front wheel of the automobile; fz,f、Fz,rRespectively the front and rear axle loads of the automobile.
The parameters of the magic formula are obtained by experimental fitting, and the specific expression is as follows:
Figure GDA0002637775190000037
Figure GDA0002637775190000038
Figure GDA0002637775190000039
Figure GDA00026377751900000310
wherein, i ═ 1 represents the front axle of the automobile, i ═ 2 represents the rear axle of the automobile, Ayi、Byi、Cyi、Dyi、EyiAre experimental fitting parameters, the specific parameters are shown in table 3:
TABLE 3 parameter value-taking table of magic formula
a0 a1 a2 a3 a4 a5 a6
1.75 0 1000 1289 7.11 0.0053 0.1925
Step 1.1.2, describing the steering smooth characteristic in the collision avoidance process by using a two-norm of the change rate of the front wheel steering angle, wherein the controlled variable is the steering angle of the front wheel of the automobile, and the discrete quadratic steering smooth index is established as follows:
Figure GDA0002637775190000041
wherein HcFor controlling the time domain, t represents the current time, delta is the change rate of the front wheel steering angle, and w is the weight coefficient of delta;
step 1.2, the constraint design process of the automobile emergency collision avoidance control comprises the following substeps:
step 1.2.1, setting actuator constraint of a steering system to meet the requirement of an actuator;
and (3) limiting the upper limit and the lower limit of the front wheel rotation angle by using a linear inequality to obtain the actuator constraint of the steering system, wherein the mathematical expression is as follows:
min＜k，t＜max k＝t，t+1……t+Hc-1 (3)
wherein the content of the first and second substances,minis the lower limit of the front wheel steering angle,maxthe front wheel rotation angle upper limit and Hc is a control time domain;
step 1.2.2, setting position constraint to ensure that the collision with an obstacle is avoided in the collision avoidance process;
the position information of the obstacle at time t can be characterized as a set of N discrete points, which can be obtained by radar measurement, wherein the coordinate of the jth discrete point is expressed as (X)j,t,Yj,t) And the coordinate of the mass center of the automobile at the moment t is recorded as (X)k,t,Yk,t) Can be calculated by an automobile dynamic model, and the position constraint is determined as
Figure GDA0002637775190000042
Figure GDA0002637775190000043
Figure GDA0002637775190000044
Figure GDA0002637775190000045
Wherein a is the distance from the mass center of the automobile to the automobile head; b is the distance from the mass center of the automobile to the tail of the automobile; c is half of the width of the automobile;
Figure GDA0002637775190000046
predicting the yaw angle of the automobile at the k moment in the time domain by taking the t moment as a starting point; dx,j,tThe longitudinal distance from the jth discrete point of the obstacle to the center of mass of the automobile in the automobile coordinate system, Dy,j,tThe transverse distance from the jth discrete point of the obstacle to the center of mass of the automobile in the automobile coordinate system;
step 1.3, constructing an automobile emergency collision avoidance multi-objective optimization control problem, solving the multi-objective optimization control problem, and formulating a non-collision path for automobile driving in a dynamic constraint form to realize automobile emergency collision avoidance control, wherein the method comprises the following substeps:
step 1.3.1, acquiring obstacle information and automobile running state information from a radar and a vehicle-mounted sensor, and inputting the obstacle information and the automobile running state information into a collision avoidance controller;
step 1.3.2, converting the tracking performance index in the step 1.1.1 and the steering smooth index in the step 1.1.2 into a single index by using a linear weighting method, and constructing an automobile emergency collision avoidance multi-target optimization control problem, wherein the problem simultaneously meets the steering system actuator constraint in the step 1.2.1 and the position constraint in the step 1.2.2, and the input and output of an emergency collision avoidance system are ensured to meet the automobile dynamic model characteristics in the step 1.1.1:
Figure GDA0002637775190000051
subject to
i) Automobile dynamics model
ii) the constraint: (3) (7)
Step 1.3.3, in the emergency collision avoidance controller, calling a genetic algorithm, solving a multi-objective optimization control problem (8) to obtain the optimal open-loop control*Comprises the following steps:
Figure GDA0002637775190000052
subject to
i) Automobile dynamics model
ii) the constraint: (3) (7)
Step 1.3.4, utilizing the optimal open loop control at the current moment*(0) Feedback is carried out, closed-loop control is realized, and automobile emergency collision avoidance control is realized;
step 2, designing an EPS moment compensation module implanted with a steering wheel sudden change moment humanized adjustment algorithm, determining a compensation control moment by the EPS moment compensation module according to the vehicle speed and the additional rotation angle of the front wheel, and controlling the steering wheel sudden change moment in an ideal range; the front wheel additional corner is a difference value between a front wheel corner optimized by a path dynamic planning and real-time tracking control module and a front wheel corner generated by steering input of a driver, and is realized by an AFS (automatic navigation System); the design process includes the following substeps:
step 2.1, the design method of the EPS moment compensation module comprises the following steps: selecting a plurality of drivers to carry out real-vehicle debugging, and firstly, debugging the speed and the moment compensation control gain under the additional turning angle of the front wheel by debugging, and repeatedly debugging the drivers according to the subjective feeling of the drivers by the experimenter to ensure that the sudden change moment of the steering wheel can be accepted by the drivers;
2.2, changing the additional turning angles of the front wheels, debugging the moment compensation control gain by an experimenter to enable the steering wheel sudden change moment under the intervention of the additional turning angles of the different front wheels to be accepted by a driver, and further determining the moment compensation control gain under the vehicle speed;
and 2.3, determining torque compensation control gains under the intervention of different vehicle speeds and different front wheel additional rotating angles by adopting the same method, completing the determination of the three-dimensional numerical tables of the vehicle speeds, the front wheel additional rotating angles and the torque compensation control gains, performing torque compensation control by using the three-dimensional numerical tables of the torque compensation control gains, and controlling the steering wheel sudden change torque within an ideal range to realize the humanized regulation of the steering wheel sudden change torque for the emergency collision avoidance of the automobile.
The invention has the beneficial effects that: the method solves the problems of dynamic path planning and real-time tracking during emergency collision avoidance by constructing a multi-objective optimization problem, and realizes safe optimal collision avoidance. And controlling the steering wheel sudden change torque within a range acceptable for a driver through the EPS torque compensation controller. The method takes shortest collision avoidance distance and smooth steering as optimization targets, adopts non-collision constraint to replace path dynamic planning, can realize emergency collision avoidance of the automobile, and effectively improves the real-time performance of the system. Meanwhile, the method repeatedly debugs the EPS moment compensation control gain by using a subjective evaluation mode, thereby realizing humanized abrupt moment adjustment.
Drawings
Fig. 1 is a schematic diagram illustrating an emergency collision avoidance control method for an automobile according to the present invention.
Fig. 2 is a schematic diagram of the position relationship between the automobile and the obstacle.
FIG. 3 is a diagram of a model of the dynamics of an automobile according to the present invention.
Fig. 4 is an experimental flow of the EPS torque compensation controller of the present invention.
FIG. 5 is a three-dimensional MAP graph of EPS torque compensation control gain of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples.
As shown in fig. 1, the method for controlling emergency collision avoidance of an automobile by human-based adjustment of sudden change torque of a steering wheel comprises the following steps: a path dynamic planning and real-time tracking control module 1 implanted with an automobile emergency collision avoidance control algorithm is used for optimizing in real time to obtain a front wheel corner according to barrier position information, target point coordinates and automobile running state information which are collected in real time, and controlling an automobile 2 to avoid collision; in the process of controlling collision avoidance, the EPS moment compensation module 3 determines the compensation control moment according to the vehicle speed and the additional turning angle of the front wheel, and controls the steering wheel sudden change moment within the acceptable ideal range of the driver 4, so that the humanized adjustment of the steering wheel sudden change moment for the emergency collision avoidance of the vehicle is realized.
The path dynamic planning and real-time tracking control module 1 in the invention comprises three parts: 1) designing performance indexes of automobile emergency collision avoidance control; 2) considering the constraint design of the automobile emergency collision avoidance control of the moving obstacle; 3) and (5) solving the control law rolling time domain.
The method of the present invention is specifically described below with a car as a platform, and the main parameters of the test car are shown in table 1:
table 1 main parameters of the test car
Figure GDA0002637775190000061
Figure GDA0002637775190000071
In part 1), the performance index design of the automobile emergency collision avoidance control comprises the following two parts: 1.1, using a two-norm of the error between the terminal point coordinate of the predicted track in the predicted time domain and the coordinate of the target point as a tracking performance index to embody the track tracking characteristic of the automobile; and 1.2, utilizing the two-norm of the control quantity change rate as a steering smoothing index to embody the steering smoothing characteristic.
In section 1.1, the tracking performance index takes the two-norm of the error between the endpoint coordinate of the predicted trajectory in the predicted time domain and the coordinate of the target point as an evaluation criterion, and the expression is as follows:
Figure GDA0002637775190000072
wherein HpIs a time of predictionDomain, (X)t+Hp,Yt+Hp) The coordinates (X) of the target point to be reached by the vehicle in collision avoidance are iteratively obtained by the vehicle dynamics model for predicting the end point coordinates of the predicted trajectory in the time domaing,Yg) I.e. a safety point behind the obstacle.
In the section 1.2, the steering smooth characteristic in the collision avoidance process is described by using a two-norm of the change rate of the front wheel steering angle, wherein the controlled variable is the steering angle of the front wheel of the automobile, and the discrete quadratic steering smooth index is established as follows:
Figure GDA0002637775190000073
wherein HcFor controlling the time domain, t represents the current time, delta is the change rate of the front wheel steering angle, and w is the weight coefficient of delta;
TABLE 2 Emergency Collision avoidance controller design parameters
Controller parameters Parameter value Controller parameters Parameter value
H
p 4 δmin -6deg
w 0.5 δmax 6deg
Ts 0.5s simin 0
Hc 3 simax 0.25
In the content of part 2), the constraint design of the automobile emergency collision avoidance control considering the moving obstacle comprises two parts: 2.1, setting physical constraints of an actuator to meet the requirements of the actuator; and 2.2, setting position restraint to ensure that the collision avoidance cannot collide with the barrier in the collision avoidance process.
In the 2.1 part, the actuator constraint of the steering system is set to meet the requirement of the actuator;
and (3) limiting the upper limit and the lower limit of the front wheel rotation angle by using a linear inequality to obtain the actuator constraint of the steering system, wherein the mathematical expression is as follows:
min＜k，t＜max k＝t，t+1……t+Hc-1 (3)
wherein the content of the first and second substances,minis the lower limit of the front wheel steering angle,maxis the upper limit of the front wheel steering angle, HcIs a control time domain;
in section 2.2, as shown in FIG. 2, the position information of the obstacle at time t may be characterized as a set of N discrete points, which may be obtained from radar measurements, where the coordinate of the jth discrete point is represented as (X)j,t,Yj,t) And the coordinate of the mass center of the automobile at the moment t is recorded as (X)k,t,Yk,t) Can be calculated by an automobile dynamic model, and the position constraint is determined as
Figure GDA0002637775190000081
Figure GDA0002637775190000082
Figure GDA0002637775190000083
Figure GDA0002637775190000084
Wherein a is the distance from the mass center of the automobile to the automobile head; b is the distance from the mass center of the automobile to the tail of the automobile; c is half of the width of the automobile;
Figure GDA0002637775190000085
for predicting the yaw angle of the vehicle at the time k in the time domain starting at the time t, Dx,j,tThe longitudinal distance from the jth discrete point of the obstacle to the center of mass of the automobile in the automobile coordinate system, Dy,j,tThe lateral distance of the jth discrete point of the obstacle to the center of mass of the automobile in the automobile coordinate system.
In 3) partial content, the control law rolling time domain solving comprises the following steps:
3.1, acquiring obstacle information and automobile running state information from a radar and a vehicle-mounted sensor, and inputting the obstacle information and the automobile running state information into a collision avoidance controller;
3.2, converting the tracking performance index and the steering smooth index into a single index by using a linear weighting method, and constructing an emergency collision avoidance multi-target optimization control problem, wherein the problem is to simultaneously meet the constraint of an actuator and the position constraint of a steering system and ensure that the input and output of the emergency collision avoidance system accord with the characteristics of an automobile dynamic model:
Figure GDA0002637775190000086
subject to
i) Automobile dynamics model
ii) the constraint conditions are equations (3) to (7)
3.3, in the emergency collision avoidance controller, calling a genetic algorithm to solve a multi-objective optimization control problem (8) to obtain the optimal open-loop control*Comprises the following steps:
Figure GDA0002637775190000087
subject to
i) Automobile dynamics model
ii) the constraint conditions are equations (3) to (7)
3.4, utilizing the optimal open loop control at the current moment*(0) Feedback is carried out to realize closed-loop control;
as shown in fig. 3, the dynamic model of the vehicle according to the present invention is:
Figure GDA0002637775190000091
Figure GDA0002637775190000092
Figure GDA0002637775190000093
Figure GDA0002637775190000094
Figure GDA0002637775190000095
Figure GDA0002637775190000096
Figure GDA0002637775190000097
wherein u is0The current longitudinal speed of the automobile;
Figure GDA0002637775190000098
the lateral speed of the automobile; fy,f、Fy,rThe lateral force of the wheels of the front axle and the rear axle of the automobile is respectively obtained by a magic formula;
Figure GDA0002637775190000099
respectively representing the automobile yaw angle, the yaw angular velocity and the yaw angular acceleration; lf、lrThe distances from the mass center of the automobile to the front axle and the rear axle respectively; j. the design is a squarezIs the yaw moment of inertia around the vertical axis of the center of mass of the automobile; m is the mass of the automobile; x, Y are respectively the horizontal and vertical coordinates of the position of the center of mass of the automobile in the geodetic coordinate system; alpha is alphaf、αrRespectively a front wheel side deflection angle and a rear wheel side deflection angle;fis the corner of the front wheel of the automobile; fz,f、Fz,rRespectively the front and rear axle loads of the automobile.
The parameters of the magic formula are obtained by experimental fitting, and the specific expression is as follows:
Figure GDA00026377751900000910
Figure GDA00026377751900000911
Figure GDA00026377751900000912
Figure GDA00026377751900000913
wherein, i ═ 1 represents the front axle of the automobile, i ═ 2 represents the rear axle of the automobile, Ayi、Byi、Cyi、Dyi、EyiAre experimental fitting parameters, the specific parameters are shown in table 3 below:
TABLE 3 parameter value-taking table of magic formula
a0 a1 a2 a3 a4 a5 a6
1.75 0 1000 1289 7.11 0.0053 0.1925
The design method of the EPS moment compensation module 3 in the invention comprises the following steps: 30 drivers are selected and classified into the following four categories according to gender and proficiency: a skilled male driver, a skilled female driver, an unskilled male driver, and an unskilled female driver. The driver respectively carries out real vehicle debugging according to the pre-classification, the debugging process is shown in figure 4, firstly, the vehicle speed is set to be 60km/h, the additional turning angle of a front wheel is set to be 3deg, an experimenter repeatedly debugs the sudden change torque compensation control gain according to feedback information of the acceptance degree of the sudden change torque of the steering wheel of the driver, when the driver feels that the sudden change torque is overlarge, the experimenter reduces the torque compensation control gain, when the driver feels that the sudden change torque is overlarge, the experimenter adjusts the torque compensation control gain to be large, finally, the situation that the sudden change torque of the steering wheel can be accepted by the driver is ensured, and the moment compensation control gain value at the moment is recorded; secondly, the speed is still determined to be 60km/h, the additional turning angle range of the front wheels is-6 deg to 6deg, the interval is 2deg, the left side and the right side are symmetrical when the automobile steers, and the abrupt change moments of the steering wheel generated on the left side and the right side are the same under the condition that the additional turning angles of the front wheels have the same amplitude, so that the moment compensation control gain can be obtained only by adjusting the additional turning angle range of the front wheels to be 0deg to 6 deg. During testing, an experimenter debugs moment compensation control gains under the intervention of each corner in a range of 0deg to 6deg according to the acceptance degree of the driver to the steering wheel sudden change moment, so that the steering wheel sudden change moment under the intervention of the additional corner of each front wheel is accepted by the driver, the moment compensation control gains under the intervention of different corners at the speed of 60km/h are further determined, and specific numerical values of the moment compensation control gains are recorded; finally, torque compensation control gains under the intervention of different turning angles at different vehicle speeds are debugged by the same method, the vehicle speed range is 10km/h to 100km/h, the vehicle speed interval is 20km/h, and finally a three-dimensional numerical table of the vehicle speed, the additional turning angle of the front wheel and the torque compensation control gain is determined, and fig. 5 is an EPS torque compensation control gain three-dimensional MAP graph.

Claims (1)

1. A vehicle emergency collision avoidance control method for humanized adjustment of steering wheel sudden change torque is characterized in that a dynamic path planning and real-time tracking control module implanted with a vehicle emergency collision avoidance control algorithm is used for optimizing in real time to obtain a front wheel corner according to barrier position information, target point coordinates and vehicle running state information which are collected in real time, and controlling a vehicle to realize collision avoidance; in the process of controlling collision avoidance, determining a compensation control torque through an EPS torque compensation module implanted with a steering wheel sudden change torque humanized adjustment algorithm according to the vehicle speed and the additional rotation angle of the front wheel, controlling the steering wheel sudden change torque in an ideal range, and realizing the automobile emergency collision avoidance of the steering wheel sudden change torque humanized adjustment; the method comprises the following steps:
step 1, a path dynamic planning and real-time tracking control module optimizes in real time to obtain a front wheel corner according to barrier position information, target point coordinates and automobile running state information which are collected in real time, and controls an automobile to realize collision avoidance; the method comprises the following substeps:
step 1.1, the performance index design process of the automobile emergency collision avoidance control comprises the following substeps:
step 1.1.1, using a two-norm of the error between the terminal point coordinate of the predicted track in the predicted time domain and the target point coordinate as a tracking performance index to reflect the track tracking characteristic of the automobile, wherein the expression is as follows:
Figure FDA0002637775180000011
wherein HpTo predict the time domain, (X)t+Hp,Yt+Hp) The coordinates (X) of the target point to be reached by the vehicle in collision avoidance are iteratively obtained by the vehicle dynamics model for predicting the end point coordinates of the predicted trajectory in the time domaing,Yg)；
The automobile dynamic model comprises the following steps:
Figure FDA0002637775180000012
Figure FDA0002637775180000013
Figure FDA0002637775180000014
Figure FDA0002637775180000015
Figure FDA0002637775180000016
Figure FDA0002637775180000017
Figure FDA0002637775180000018
wherein u is0The current longitudinal speed of the automobile;
Figure FDA0002637775180000019
the lateral speed of the automobile; fy,f、Fy,rThe lateral forces of the front and rear axles of the automobile are respectively obtained by a magic formula;
Figure FDA00026377751800000110
respectively representing the automobile yaw angle, the yaw angular velocity and the yaw angular acceleration; lf、lrThe distances from the mass center of the automobile to the front axle and the rear axle respectively; j. the design is a squarezIs the yaw moment of inertia around the vertical axis of the center of mass of the automobile; m is the mass of the automobile; x, Y are respectively the horizontal and vertical coordinates of the position of the center of mass of the automobile in the geodetic coordinate system; alpha is alphaf、αrRespectively a front wheel side deflection angle and a rear wheel side deflection angle;fis the corner of the front wheel of the automobile; fz,f、Fz,rRespectively the front and rear axle loads of the automobile;
the parameters of the magic formula are obtained by experimental fitting, and the specific expression is as follows:
Figure FDA0002637775180000021
Figure FDA0002637775180000022
Figure FDA0002637775180000023
Figure FDA0002637775180000024
wherein, i ═ 1 represents the front axle of the automobile, i ═ 2 represents the rear axle of the automobile, Ayi、Byi、Cyi、Dyi、EyiAre experimental fitting parameters, the specific parameters are shown in table 3:
TABLE 3 parameter value-taking table of magic formula
a0 a1 a2 a3 a4 a5 a6 1.75 0 1000 1289 7.11 0.0053 0.1925
Step 1.1.2, describing the steering smooth characteristic in the collision avoidance process by using a two-norm of the change rate of the front wheel steering angle, wherein the controlled variable is the steering angle of the front wheel of the automobile, and the discrete quadratic steering smooth index is established as follows:
Figure FDA0002637775180000025
wherein HcFor controlling the time domain, t represents the current time, delta is the change rate of the front wheel steering angle, and w is the weight coefficient of delta;
step 1.2, the constraint design process of the automobile emergency collision avoidance control comprises the following substeps:
step 1.2.1, setting actuator constraint of a steering system to meet the requirement of an actuator;
and (3) limiting the upper limit and the lower limit of the front wheel rotation angle by using a linear inequality to obtain the actuator constraint of the steering system, wherein the mathematical expression is as follows:
min＜k，t＜max k＝t，t+1……t+Hc-1 (3)
wherein the content of the first and second substances,minis the lower limit of the front wheel steering angle,maxthe front wheel rotation angle upper limit and Hc is a control time domain;
step 1.2.2, setting position constraint to ensure that the collision with an obstacle is avoided in the collision avoidance process;
the position information of the obstacle at time t can be characterized as a set of N discrete points, which can be obtained by radar measurement, wherein the coordinate of the jth discrete point is expressed as (X)j,t,Yj,t) And the coordinate of the mass center of the automobile at the moment t is recorded as (X)k,t,Yk,t) Can be calculated by an automobile dynamic model, and the position constraint is determined as
Figure FDA0002637775180000031
Figure FDA0002637775180000032
Figure FDA0002637775180000033
Figure FDA0002637775180000034
Wherein a is the distance from the mass center of the automobile to the automobile head; b is the distance from the mass center of the automobile to the tail of the automobile; c is half of the width of the automobile;
Figure FDA0002637775180000035
predicting the yaw angle of the automobile at the k moment in the time domain by taking the t moment as a starting point; dx，j，tThe longitudinal distance from the jth discrete point of the obstacle to the center of mass of the automobile in the automobile coordinate system, Dy,j,tThe transverse distance from the jth discrete point of the obstacle to the center of mass of the automobile in the automobile coordinate system;
step 1.3, constructing an automobile emergency collision avoidance multi-objective optimization control problem, solving the multi-objective optimization control problem, and formulating a non-collision path for automobile driving in a dynamic constraint form to realize automobile emergency collision avoidance control, wherein the method comprises the following substeps:
step 1.3.1, acquiring obstacle information and automobile running state information from a radar and a vehicle-mounted sensor, and inputting the obstacle information and the automobile running state information into a collision avoidance controller;
step 1.3.2, converting the tracking performance index in the step 1.1.1 and the steering smooth index in the step 1.1.2 into a single index by using a linear weighting method, and constructing an automobile emergency collision avoidance multi-target optimization control problem, wherein the problem simultaneously meets the steering system actuator constraint in the step 1.2.1 and the position constraint in the step 1.2.2, and the input and output of an emergency collision avoidance system are ensured to meet the automobile dynamic model characteristics in the step 1.1.1:
Figure FDA0002637775180000036
subject to
i) Automobile dynamics model
ii) the constraint: (3) (7)
Step 1.3.3, in the emergency collision avoidance controller, calling a genetic algorithm, solving a multi-objective optimization control problem (8) to obtain the optimal open-loop control*Comprises the following steps:
Figure FDA0002637775180000037
subject to
i) Automobile dynamics model
ii) the constraint: (3) (7)
Step 1.3.4, utilizing the optimal open loop control at the current moment*(0) Feedback is carried out, closed-loop control is realized, and automobile emergency collision avoidance control is realized;
step 2, designing an EPS moment compensation module implanted with a steering wheel sudden change moment humanized adjustment algorithm, determining a compensation control moment by the EPS moment compensation module according to the vehicle speed and the additional rotation angle of the front wheel, and controlling the steering wheel sudden change moment in an ideal range; the front wheel additional corner is a difference value between a front wheel corner optimized by a path dynamic planning and real-time tracking control module and a front wheel corner generated by steering input of a driver, and is realized by an AFS (automatic navigation System); the design process includes the following substeps:
step 2.1, the design method of the EPS moment compensation module comprises the following steps: selecting a plurality of drivers to carry out real-vehicle debugging, and firstly, debugging the speed and the moment compensation control gain under the additional corner of the front wheel by debugging, and repeatedly debugging the drivers according to the subjective feeling of the drivers by the testers to ensure that the sudden change moment of the steering wheel can be accepted by the drivers;
2.2, changing the additional turning angles of the front wheels, debugging torque compensation control gains by a tester to enable the steering wheel sudden change torque under the intervention of the additional turning angles of the different front wheels to be accepted by a driver, and further determining the torque compensation control gains under the constant speed;
and 2.3, determining torque compensation control gains under the intervention of different vehicle speeds and different front wheel additional rotating angles by adopting the same method, completing the determination of the three-dimensional numerical tables of the vehicle speeds, the front wheel additional rotating angles and the torque compensation control gains, performing torque compensation control by using the three-dimensional numerical tables of the torque compensation control gains, and controlling the steering wheel sudden change torque within an ideal range to realize the humanized regulation of the steering wheel sudden change torque for the emergency collision avoidance of the automobile.
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