CN109613916B - Driver is at initiative collision avoidance simulation test platform of ring car - Google Patents
Driver is at initiative collision avoidance simulation test platform of ring car Download PDFInfo
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- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
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- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0276—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle
Abstract
The invention relates to a driver in-loop automobile active collision avoidance simulation test bed, which comprises: the hardware control system comprises an ESP hydraulic braking subsystem and an EPS electric power steering subsystem and is arranged according to an actual vehicle; the data acquisition unit comprises a plurality of sensors and a data acquisition card which are arranged in the hardware control system; the in-loop simulation control unit is connected with the data acquisition unit and the hardware control system, comprises a display, an interconnected upper computer and a rapid prototype controller, and is provided with a vehicle and tire model, a driving scene model, an active collision avoidance control model and the like; and the vision system is connected with the on-loop simulation control unit and is used for generating a virtual vehicle running environment. Compared with the prior art, the invention introduces the vision system to establish the collision avoidance working condition, realizes the in-loop active collision avoidance control simulation of the driver through the automobile collision avoidance execution system, can be used for the development and verification of the automobile collision avoidance algorithm and the research of the behavior of the driver, and has higher repeatability.
Description
Technical Field
The invention relates to a simulation test bed, in particular to a simulation test bed for active collision avoidance of a driver around an automobile.
Background
With the progress of sensor technologies such as machine vision, radar and the like, automobile safety auxiliary driving technologies such as active collision avoidance and the like are also rapidly developed.
Patent CN101739857A proposes a human-computer interaction simulation system for simulating the response of an automobile to the operation of a driver under various working conditions. The platform is characterized in that sensors are respectively arranged on a braking device, a clutch, a gear, an accelerator and a steering wheel of an automobile, signals of the sensors are collected through a data acquisition card, converted into digital signals and sent to a computer for processing, and the state of the automobile is fed back to a driver through a trial listening output system to form a closed loop. The system is easy to collect various output response signals of the man-vehicle system to input, corresponding conditions can be designed in advance according to a control strategy, and the simulation environment is close to actual driving. However, the system cannot realize the joint simulation with software, has high dependence on hardware, is inconvenient to modify automobile parameters and has poor universality.
Patent CN 104614187B proposes a real driving cycle testing device based on virtual vehicles. The system selects and configures a vehicle model and a road model on a man-vehicle-road software platform, runs the software platform after configuration is completed, simultaneously collects the operation of a real driver on a virtual vehicle in a rack, stores the operation information of the driver into a specific file format and extracts the characteristic parameters of the driver after driving is completed, can realize calibration and test of the whole vehicle, and can update the road information of the vehicle in real time, and has strong universality. However, the system cannot realize the joint simulation of software and the in-loop of hardware, and cannot verify and optimize the control algorithm in real time.
Based on the research deficiency, the real vehicle test for verifying the active collision avoidance control function of the automobile has higher risk and high cost, and brings difficulty to the real vehicle test; the common hardware-in-the-loop test system cannot comprehensively reproduce the interaction characteristics of the actual human-vehicle-road system due to the fact that real-time participation and feedback of drivers do not exist.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide an active collision avoidance simulation test bed for a driver in a ring automobile.
The purpose of the invention can be realized by the following technical scheme:
a driver is at initiative collision avoidance simulation test bench of ring car, includes:
the hardware control system comprises an ESP hydraulic braking subsystem and an EPS electric power steering subsystem and is arranged according to an actual vehicle;
the data acquisition unit comprises a plurality of sensors and a data acquisition card which are arranged in the hardware control system;
the on-loop simulation control unit is respectively connected with the data acquisition unit and the hardware control system, comprises a display, an interconnected upper computer and a rapid prototype controller, and is provided with a vehicle and tire model, a driving scene model, an active collision avoidance control model and a dynamic steering resistance moment model;
the visual system is connected with the on-loop simulation control unit and is used for generating a virtual vehicle running environment;
the driver inputs braking and steering signals through the hardware control system according to the output picture of the vision system, the data acquired by the sensor is input into the in-loop simulation control unit through the data acquisition card, and the data result is output to the display.
Preferably, the ESP hydraulic braking subsystem comprises: the brake system comprises a brake pipeline, a brake caliper, a brake master cylinder, a brake pedal and an ESP control module of the X-type brake system; the EPS electric power steering subsystem includes: the device comprises a steering wheel, a steering column, a steering load simulation device, an EPS power-assisted motor and an EPS controller.
Preferably, the sensors include a wheel cylinder pressure sensor, a master cylinder pressure sensor, a brake pedal opening degree sensor, a steering wheel angle sensor, an EPS assist motor torque sensor, and a temperature sensor.
Preferably, the simulation test bed is provided with a starting and emergency stopping physical button, a status indicator lamp and an alarm.
Preferably, the implementation method of longitudinal collision avoidance active braking of the simulation test bed comprises the following steps:
the influence of a vacuum boosting system driven by an engine on an actual vehicle on the driving feeling of a driver is simulated through an electric vacuum pump, and the braking pressure of four wheel cylinders is dynamically distributed by controlling the action of an electromagnetic valve in an ESP hydraulic braking subsystem, so that the emergency braking strength is controlled.
Preferably, the implementation method of the lateral collision avoidance active steering of the simulation test bed comprises the following steps:
the upper computer controls the EPS controller to realize PWM torque control on the EPS power-assisted motor, and controls the steering load simulation device to simulate steering resistance torque.
Preferably, the implementation method of the active collision avoidance control model includes the following steps:
s1, inputting reference tracks comprising a vehicle motion track, a yaw rate track and a vehicle acceptance track;
s2, designing a cost function by taking path tracking precision, driver collision avoidance acceptance and vehicle stability as targets, and solving a minimum input change value under minimum deviation on line;
s3, respectively inputting the lowest input change value into the vehicle motion track, the vehicle stability prediction model and the controlled object to obtain a prediction output value and an actual output value;
and S4, performing feedback correction on the input reference track according to the deviation of the predicted output value and the actual output value.
Preferably, the lowest input variation value is:
where k is the simulation step size, yp(k) For controlling the target reference trajectory, yr(k) For the system output trajectory, Δ u (k) is the control gain of the systemQuantity, Q is the prediction output weight coefficient, R is the weight coefficient of the prediction control, nPIs the number of the preview points, ncI is the preview step length for controlling the number of points.
Preferably, the prediction model of the vehicle motion trajectory is:
wherein the content of the first and second substances,
is the derivative of the state variable, Xe＝[xe ye ψe]TIs a state variable representing longitudinal displacement, transverse displacement and course angle, wherein (x, y) is the position of the mass center of the vehicle, psi is the course angle, v is the vehicle speed, delta is the front wheel rotation angle, L is the pre-aiming distance, v is the speed of the vehiclerFor predicting the speed of the track at the point of aim, deltarFor the front wheel turning angle of the track preview point,
is the desired heading angle.
The prediction model of the vehicle stability comprises a prediction model of a yaw angular velocity and a centroid slip angle, which are respectively as follows:
wherein beta is the centroid slip angle,
is the predicted value of the centroid slip angle, m is the vehicle mass, VxFor longitudinal vehicle speed, /)fThe distance between the center of mass of the whole vehicle and the front axle, lrThe distance between the center of mass of the whole vehicle and the rear axle, gamma is the yaw angular velocity,
as a predicted value of yaw rate, C1And C2Are respectively asYaw stiffness of front and rear wheels, δ being steering wheel angle, M being yaw moment, IzIs the moment of inertia.
Preferably, the data in the dynamic steering resistance torque model are from vehicle and tire models, including the steering resistance model in two states of vehicle static state and vehicle motion, which are respectively:
Ts＝Fyt
wherein, TfRepresenting the steering resistance torque when the vehicle is stationary, mu being the coefficient of static friction, p being the tire pressure, FzIs the tire vertical load; t issIs the steering resistance moment when the vehicle is moving, t is the distance from the front wheel kingpin to the front wheel, FyTo subject the tire to lateral forces:
wherein, CαFor cornering stiffness, α is the cornering angle, σ is the slip ratio, and λ is defined as follows:
compared with the prior art, the invention has the following advantages:
1. the visual system is introduced to establish a collision avoidance working condition so as to stimulate the real driving behavior of a driver, the in-loop active collision avoidance control simulation of the driver is realized through an automobile collision avoidance execution system (a steering system and a braking system), and the simulation test bed can be used for developing and verifying an automobile collision avoidance algorithm and researching the behavior of the driver, has high repeatability and is low in test cost.
2. The real-time vision system of the driver is introduced to realize the man-machine driving, the real-time vision system visualizes the running state of the virtual vehicle, and the driver dynamically controls the simulation system through vision output, so that the driving feeling is closer to the real condition, the cost is low, and the operation is simple and easy.
3. Through vehicle and tire model, real-time calculation vehicle developments turn to the moment of resistance to through adjustable magnetic powder brake to turn to the moment of resistance and simulate, combine to the actual turn to the moment of resistance simulation and feed back to the driver through software and hardware on the test bench like this, the authenticity is high.
4. The active collision avoidance control method adopting the multi-optimization target model prediction comprises four parts, namely reference track, online optimization, prediction model and feedback correction, and realizes the development of a collision avoidance algorithm with high path tracking precision, good stability and excellent auxiliary acceptance of driver collision avoidance in the collision avoidance process.
5. CarSim and MATLAB/Simulink are adopted for joint simulation, so that strategy optimization is facilitated, and the reliability of test results is improved.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic illustration of the experimental procedure of the present invention;
FIG. 3 is a schematic diagram of the active braking operation of the present invention;
FIG. 4 is a schematic view of the active steering operation of the present invention;
fig. 5 is a block diagram of an active collision avoidance control model according to the present invention.
Detailed Description
The invention is described in detail below with reference to the figures and specific embodiments. The present embodiment is implemented on the premise of the technical solution of the present invention, and a detailed implementation manner and a specific operation process are given, but the scope of the present invention is not limited to the following embodiments.
Examples
The application provides a simulation test bed for active collision avoidance of a driver in a ring automobile, which comprises a hardware control system, a data acquisition unit, an in-ring simulation control unit and a vision system, as shown in figure 1. The driver inputs braking and steering signals through the hardware control system according to the output picture of the vision system, the data acquired by the sensor is input into the in-loop simulation control unit through the data acquisition card, and the data result is output to the display.
The hardware control system comprises an ESP hydraulic braking subsystem and an EPS electric power steering subsystem, can truly reflect the actuation characteristics of the collision avoidance actuating mechanism and the feedback of the implementation effect of active collision avoidance control according to the actual vehicle layout, and can accurately acquire the driving behavior. The ESP hydraulic braking subsystem comprises: the brake system comprises a brake pipeline, a brake caliper, a brake master cylinder, a brake pedal and an ESP control module of the X-type brake system. The vacuum booster pump in the ESP hydraulic braking subsystem can simulate the actual braking vacuum boosting of the vehicle, and the vacuum degree can be adjusted according to the actual vehicle use value. The EPS electric power steering subsystem includes: the device comprises a steering wheel, a steering column, a steering load simulation device, an EPS power-assisted motor and an EPS controller. In this embodiment, the steering load analogue means adopts magnetic powder brake, and the simulation is turned to the resistance moment that acts on the steering wheel under the different operating mode of going in actual driving, and magnetic powder brake's brake intensity can be adjusted according to the emulation needs in real time.
And the data acquisition unit comprises a plurality of sensors arranged in the hardware control system, a CAN bus and a corresponding data acquisition card. The sensors comprise four wheel cylinder pressure sensors, a master cylinder pressure sensor, a brake pedal opening degree sensor, a steering wheel corner sensor, an EPS (electric power steering) motor torque sensor and a temperature sensor.
The on-loop simulation control unit is respectively connected with the data acquisition unit and the hardware control system and comprises an upper computer, a rapid prototype controller MicroAutobox, a keyboard and a display, wherein the upper computer and the rapid prototype controller MicroAutobox are mutually connected, and the keyboard and the display are used for human-computer interaction and result output. The upper computer comprises a rack built-in computer host and a notebook computer. The ring simulation control unit is provided with a vehicle and tire model, a driving scene model, an active collision avoidance control model, parameter calibration software, a dynamic steering resistance moment model and an integrated collision avoidance driver model which are respectively developed by Simulink, CarSim, Labview, ControlDesk and other software. The vehicle and tire model is a CarSim whole vehicle and magic formula tire model, and the parameter calibration software is parameter calibration software developed by ControlDesk. The ring simulation control unit can control the action of an electromagnetic valve and a motor of an ESP hydraulic braking subsystem to realize the active pressurization of a braking pipeline, and the pressure of a wheel cylinder can realize signal acquisition through a MicroAutoBox and feed back the signal to a CarSim vehicle model.
The MicroAutobox CAN download MATLAB/Simulink control codes and a vehicle CarSim model into the MicroAutobox, and simultaneously acquire and output analog quantity, digital quantity and CAN signals. On the other hand, in order to facilitate data observation, the Labview-based data acquisition unit acquires an analog signal output by a pressure sensor of the brake system and a CAN signal output by a steering system corner sensor, so that the test convenience is improved. The system test result can be stored in a data form output by DSpace software, Simulink or CarSim. Based on the simulation test bed, on one hand, the behavior data of the driver can be collected, data support is provided for subsequent behavior analysis of the driver, particularly dangerous test conditions in a real environment can be tested repeatedly for many times in the simulation environment, and the consistency of test conditions is guaranteed. On the other hand, the online development and verification optimization of the control strategy can be realized, the strategy or parameter calibration is quickly adjusted through the test result, online compiling and downloading are carried out, and the development efficiency is improved.
The simulation environment is integrated in the MicroAutobox, which can be regarded as a powerful computing processing unit for running virtual whole vehicle simulation. On one hand, the MicroAutobox receives the actual state parameters of the braking and steering system transmitted by the sensor through the CAN bus system, and on the other hand, the MicroAutobox interacts with the upper computer, so that a driver CAN control the virtual vehicle through physical interfaces such as a brake pedal and a steering wheel, and the running data of the virtual vehicle CAN be reflected to the upper computer in real time. The upper computer can simulate the whole vehicle controller to control the virtual vehicle according to a set algorithm and observe the effect and feedback of the virtual vehicle controller on the vehicle and a driver.
During simulation operation, sensor signals can be collected through a data acquisition card, and data are observed in Labview. The debugging to the rack is convenient.
The vision system is connected with the in-loop simulation control unit and used for generating a virtual vehicle running environment. In the embodiment, a vision system is designed based on CarSim software, the test conditions of roads, vehicle speed and the like can be customized, and the simulation result is output on the display screen of the rack in an animation mode to realize human-computer visual interaction. The running condition of the virtual vehicle can be observed in real time from the visual angles of a driver, the vehicle, the third and the like, so that the driver can adjust a steering wheel, an accelerator and a brake pedal in real time according to the real vehicle state and position, and the aim of driving the virtual vehicle on the road is fulfilled.
Under the real-time visual environment provided by carsSim, a driver operates a steering wheel, an accelerator and a brake pedal to operate the vehicle, and test working conditions such as normal driving, collision avoidance and the like are completed. The EPS motor is controlled to apply an auxiliary torque on the basis of the traditional power-assisted law, so that steering auxiliary collision avoidance is realized. Through the initiative pressure boost function of control EPS motor, realize vertical initiative brake, avoid the collision to take place.
The simulation test bed has the functions of one-key starting and emergency stopping, the starting and emergency stopping physical buttons are configured on the front panel, and the state indicator lamp and the alarm are provided, so that the running state of a control strategy and the monitoring of the work of a collision avoidance auxiliary system are realized.
In this embodiment, the mechanical structure of the test bed specifically is: except the notebook computer, the test bed is integrated on the designed and processed aluminum alloy bracket, and the base of the test bed is provided with 4 rollers to facilitate the carrying of the rack. The whole system can be powered by a 220V power grid, and a physical one-key power-off button is integrated on a control panel to ensure safety.
The test bed consists of a front panel, a middle part, a rear panel and a base. The front panel of the test bed comprises a display, a digital display device, a start emergency stop button, a magnetic powder brake control button and light control. The driver operation panel is arranged below the front panel and imitates the actual vehicle layout, and comprises a steering wheel, an accelerator pedal and a brake pedal. The test bed host is placed behind the front panel. The steering column, the magnetic powder brake, the ESP motor and the controller thereof, the corner sensor arranged on the steering wheel, the torque sensor of the power-assisted motor, the brake master cylinder, the vacuum booster and the master cylinder pressure sensor of the brake system are arranged behind the operation panel of the driver. The back panel is integrated with a CAN card and an NI data acquisition card, a wiring board and a wiring box. The parts are integrated in a test cabinet processed by aluminum alloy plates, wheels with locking mechanisms are mounted on the base, the test cabinet is convenient to move, and the test cabinet is also provided with LED lamps for illumination.
The test procedure of the test bench is shown in fig. 2:
the driver inputs a brake pedal and a steering wheel to the system through an operation interface of the test bed. A pressure sensor in the hardware control system generates an analog signal, and the analog signal is converted by a data acquisition card and then input into an upper computer; the steering wheel corner sensor inputs the absolute value multi-turn corner to the MicroAutobox through the CAN card. And when the data acquisition is carried out by the MircoAutobox, the data result is also output to a display of the front panel through the Labview front panel so as to be convenient for observation and debugging. Labview sends a specific frame to the CAN bus to control the action of the ESP hydraulic braking subsystem. For a steering system, because the signal output by the corner sensor is a CAN digital quantity, the signal is generally read directly through a CAN bus, and zero point calibration CAN also be carried out on the signal through a Labview test program.
The test bench debugging relates to lower computer MicroAutobox and host computer. The upper computer sets the structure of the simulated vehicle and the road environment parameters in the CarSim. The control strategy is given by a Simulink model, and the simulation environment is accessed through an input/output interface of a vehicle model arranged in CarSim. And the dSPACE can acquire simulation data in the MicroAutobox in real time and feed the simulation data back to the control strategy. The upper computer is connected with the MicroAutobox through a network cable, and the MicroAutobox is connected into a CAN bus communication system of the test bed through a CAN communication card. Therefore, the MicroAutobox collects the hardware response sent by the sensor, fuses the hardware response with the virtual vehicle model and the control strategy, runs simulation by using the powerful calculation function of the MicroAutobox, feeds back the hardware response to the driver through the vision system in real time, and simultaneously displays the current input states of the vehicle and the driver by the display panel. The driver controls the virtual vehicle to form a closed loop through the operation of the hardware control system according to the driving experience.
The control model in the loop simulation control unit is specifically described as follows.
A steering resistance torque model is integrated in the test bed, and the purpose of the model is to enable a driver to accurately feel the steering resistance of the vehicle in the collision avoidance steering and braking processes, so that correct driver operation behaviors are generated. The calculation of the steering resistance moment is based on a vehicle two-degree-of-freedom model and a tire model and is divided into a steering resistance model under two working conditions of vehicle static and vehicle motion. The steering resisting moment can be calculated in real time based on the vehicle and tire models, the magnetic powder brake is adjusted to simulate the steering resisting moment of a real vehicle, the magnetic powder brake and the output torque of the EPS motor act together, the road feel of a driver is fed back through a steering mechanism, and an active steering collision avoidance algorithm is verified through the feedback of the driver.
When the vehicle is stationary, the steering resistance is mainly caused by the frictional resistance torque T caused by the backward tilting and the inward tilting of the kingpinf：
Wherein, TfRepresenting the steering resistance torque when the vehicle is stationary, mu being the coefficient of static friction, p being the tire pressure, FzIs the tire vertical load.
Secondly, when the vehicle moves, the sources of the steering resistance are mainly the tire lateral force aligning moment, the tire self-aligning moment and the dynamic steering resistance moment TsThe calculation is performed by a vehicle tire model.
The lateral force of the tire is Fy：
Wherein, CαFor cornering stiffness, α is the cornering angle, σ is the slip ratio, and λ is defined as follows:
final steering moment of resistance TsComprises the following steps:
Ts＝Fyt
wherein t is the distance from the front wheel kingpin to the front wheel.
The integrated collision avoidance driver model can realize active collision avoidance auxiliary control of bottom layer execution actions such as active braking, active steering and the like.
The implementation method of the longitudinal collision avoidance active braking of the simulation test bed is shown in fig. 3 and comprises the following steps:
when a longitudinal emergency collision avoidance test is carried out, a driver gives an input signal through a brake pedal, and the test bed is provided with an electric vacuum pump for simulating the influence of a vacuum boosting system driven by an engine on an actual vehicle on the driving feeling of the driver. These devices ensure that the driver can obtain a driving feeling similar to that of an actual vehicle, and the practicability of the bench test system is improved.
When the automobile is longitudinally braked, the pressure generated by the brake master cylinder is transmitted to the four wheel brake cylinders through the ESP control module, and the pressure of the brake fluid directly determines the stress of the four tires of the automobile, so that the braking deceleration of the automobile is determined. The braking pressure of the four wheel cylinders can be dynamically distributed by controlling the action of the electromagnetic valve of the ESP hydraulic braking subsystem in the braking system, so that the longitudinal and transverse dynamics control of the vehicle in emergency collision avoidance is realized. The ESP control module can control the action of the electromagnetic valve thereof, thereby controlling the strength of emergency braking.
According to the grouping in the test plan, different road environment parameters and vehicle initial states are set in CarSim. And recording corresponding vehicle state parameters through CarSim in the simulation process. Through analysis of a large amount of data, parameters which can be used for identifying working conditions and driver styles and controllable factors of emergency braking are extracted. In the CarSim, a virtual sensor can be configured for the virtual simulation vehicle, so that various parameters in the simulation process can be conveniently acquired. Particularly, a radar module can be configured in the CarSim, and the radar is an important sensor of the automatic emergency braking system of the vehicle, so that the system has great significance for development and later-stage real vehicle verification of the automatic emergency braking system of the vehicle.
As shown in fig. 4, the implementation method of lateral collision avoidance active steering of the simulation test bed includes:
the output signals of a driver through a corner sensor arranged on a steering wheel and a torque sensor of an EPS power-assisted motor are input into a MicroAutobox through a CAN bus and a data acquisition card, so that software and hardware interaction is realized. And a control strategy in the upper computer sends a command to the EPS controller through a CAN bus, so that PWM torque control is realized on the EPS power-assisted motor, and an auxiliary steering torque is provided to a steering mechanism.
In addition to auxiliary steering by directly applying steering torque, the ESP system can also be used for applying different braking torques to the inner wheel and the outer wheel to provide additional yaw moment for the vehicle to complete steering collision avoidance. The driving stability of the automobile must be considered in the emergency collision avoidance process, parameters such as the yaw angular speed, the mass center slip angle and the like of the automobile can be detected in CarSim, whether the automobile is unstable or not is judged by a stability judgment program written in Simulink, and the attitude of the automobile can be corrected by controlling an ESP hydraulic braking subsystem in a braking system. The magnetic powder brake is used for applying load to a steering system, and the braking strength of the magnetic powder brake can be adjusted on line. Therefore, the steering load can be adjusted in real time according to the simulation environment so as to simulate the hand feeling of a driver when the driver operates the steering wheel on different road surfaces, and the rack is closer to the real situation.
The active collision avoidance control model adopts model prediction control of multiple optimization targets, tracks a target collision avoidance path to avoid collision, prevents a vehicle from losing stability, and improves the acceptance degree of a driver to a control system. As shown in FIG. 5, wherein ytOutputting a trajectory for the driver model, u being the target vehicle speed, y being the vehicle model output trajectory, yeIs a track feedback error,
For the output of a prediction modelA trajectory. The model comprises four parts of a reference track, online optimization, a prediction model and feedback correction. The reference trajectories include a vehicle motion trajectory, a yaw rate trajectory, and a vehicle acceptance trajectory. The dynamic property of the process is considered, the input and output are prevented from changing violently, and when the target value is in a step type, an exponential function is adopted as the reference track of the target value. And performing on-line optimization by taking path tracking precision, stability and collision avoidance auxiliary acceptance of a driver as targets to perform rolling optimization. The feedback correction model corrects the prediction model according to the error between the actual output and the prediction output, and the accuracy of the feedback correction model is improved. The implementation method of the active collision avoidance control model comprises the following steps:
s1, inputting reference tracks comprising a vehicle motion track, a yaw rate track and a vehicle acceptance track;
s2, designing a cost function by taking path tracking precision, driver collision avoidance acceptance and vehicle stability as targets, and solving the lowest input change value under the minimum deviation on line:
where k is the simulation step size, yp(k) For controlling the target reference trajectory, yr(k) For the system output trajectory, Δ u (k) is the control increment of the system, Q is the predicted output weight coefficient, R is the weight coefficient of the predictive control, nPIs the number of the preview points, ncI is the number of control points, and i is the preview step length;
s3, respectively inputting the lowest input change value into the vehicle motion track, the vehicle stability prediction model and the controlled object to obtain a prediction output value and an actual output value;
the prediction model of the vehicle motion track is as follows:
wherein the content of the first and second substances,
is the derivative of the state variable, Xe＝[xe ye ψe]TIs a state variable representing longitudinal displacement, transverse displacement and course angle, wherein (x, y) is the position of the mass center of the vehicle, psi is the course angle, v is the vehicle speed, delta is the front wheel rotation angle, L is the pre-aiming distance, v is the speed of the vehiclerFor predicting the speed of the track at the point of aim, deltarFor the front wheel turning angle of the track preview point,
is the desired heading angle;
the prediction model of the vehicle stability comprises a prediction model of a yaw angular velocity and a centroid slip angle, which are respectively as follows:
wherein beta is the centroid slip angle,
is the predicted value of the centroid slip angle, m is the vehicle mass, VxFor longitudinal vehicle speed, /)fThe distance between the center of mass of the whole vehicle and the front axle, lrThe distance between the center of mass of the whole vehicle and the rear axle, gamma is the yaw angular velocity,
as a predicted value of yaw rate, C1And C2Yaw stiffness of the front and rear wheels, respectively, delta steering wheel angle, M yaw moment, IzIs the moment of inertia;
and S4, performing feedback correction on the input reference track according to the deviation of the predicted output value and the actual output value.
The analysis method of the collision avoidance driving behavior comprises the following steps:
the emergency braking data under different conditions and different vehicle speeds are collected for different drivers, factors capable of distinguishing driving behaviors and conditions of the drivers are obtained through analysis of the data, parameters used for emergency automatic control of the automobile are found out, and a control strategy for automobile collision avoidance is further formulated.
Claims (8)
1. The utility model provides a driver is at initiative collision avoidance simulation test bench of ring car which characterized in that includes:
the hardware control system comprises an ESP hydraulic braking subsystem and an EPS electric power steering subsystem, and according to the actual vehicle layout,
a data acquisition unit comprising a plurality of sensors and a data acquisition card arranged in a hardware control system,
the ring simulation control unit is respectively connected with the data acquisition unit and the hardware control system, comprises a display, an interconnected upper computer and a rapid prototype controller, and is provided with a vehicle and tire model, a driving scene model, an active collision avoidance control model and a dynamic steering resistance moment model,
the vision system is connected with the on-loop simulation control unit and is used for generating a virtual vehicle running environment,
the driver inputs braking and steering signals through a hardware control system according to an output picture of a visual system, data acquired by a sensor is input into an in-loop simulation control unit through a data acquisition card, and a data result is output to a display;
the implementation method of the active collision avoidance control model comprises the following steps:
s1, inputting reference tracks comprising a vehicle motion track, a yaw rate track and a vehicle acceptance track,
s2, designing a cost function by taking path tracking precision, driver collision avoidance acceptance and vehicle stability as targets, solving the cost function on line to obtain the lowest cost under the minimum deviation as the lowest input variation value,
s3, respectively inputting the lowest input variation value into the vehicle motion track, the vehicle stability prediction model and the controlled object to obtain a prediction output value and an actual output value,
s4, performing feedback correction on the input reference track according to the deviation of the predicted output value and the actual output value;
the cost function is:
where k is the simulation step size, yp(k) For controlling the target reference trajectory, yr(k) For the system output trajectory, Δ u (k) is the control increment of the system, Q is the predicted output weight coefficient, R is the weight coefficient of the predictive control, nPIs the number of the preview points, ncI is the preview step length for controlling the number of points.
2. The active collision avoidance simulation test bed for drivers in a ring automobile according to claim 1, wherein the ESP hydraulic braking subsystem comprises: the brake system comprises a brake pipeline, a brake caliper, a brake master cylinder, a brake pedal and an ESP control module of the X-type brake system; the EPS electric power steering subsystem includes: the device comprises a steering wheel, a steering column, a steering load simulation device, an EPS power-assisted motor and an EPS controller.
3. The active collision avoidance simulation test bed for the driver-in-the-loop automobile according to claim 2, wherein the sensors comprise a wheel cylinder pressure sensor, a master cylinder pressure sensor, a brake pedal opening degree sensor, a steering wheel rotation angle sensor, an EPS (electric power steering) motor torque sensor and a temperature sensor.
4. The active collision avoidance simulation test bed for the driver-in-the-loop automobile according to claim 1, wherein the simulation test bed is provided with a starting and emergency stopping physical button, a status indicator lamp and an alarm.
5. The active collision avoidance simulation test bed for the driver-in-the-loop automobile according to claim 1, wherein the implementation method of the longitudinal collision avoidance active braking of the simulation test bed comprises the following steps:
the influence of a vacuum boosting system driven by an engine on an actual vehicle on the driving feeling of a driver is simulated through an electric vacuum pump, and the braking pressure of four wheel cylinders is dynamically distributed by controlling the action of an electromagnetic valve in an ESP hydraulic braking subsystem, so that the emergency braking strength is controlled.
6. The active collision avoidance simulation test bed for the driver-in-the-loop automobile according to claim 2, wherein the implementation method of the lateral collision avoidance active steering of the simulation test bed comprises the following steps:
the upper computer controls the EPS controller to realize PWM torque control on the EPS power-assisted motor, and controls the steering load simulation device to simulate steering resistance torque.
7. The active collision avoidance simulation test bed for the driver in the ring automobile according to claim 1, wherein the prediction model of the vehicle motion track is as follows:
wherein the content of the first and second substances,
is the derivative of the state variable, Xe＝[xe ye ψe]TIs a state variable representing longitudinal displacement, transverse displacement and course angle, wherein (x, y) is the position of the mass center of the vehicle, psi is the course angle, v is the vehicle speed, delta is the front wheel rotation angle, L is the pre-aiming distance, v is the speed of the vehiclerFor predicting the speed of the track at the point of aim, deltarFor the front wheel turning angle of the track preview point,
is the desired heading angle;
the prediction model of the vehicle stability comprises a prediction model of a yaw angular velocity and a centroid slip angle, which are respectively as follows:
wherein beta is the centroid slip angle,
is the predicted value of the centroid slip angle, m is the vehicle mass, VxFor longitudinal vehicle speed, /)fThe distance between the center of mass of the whole vehicle and the front axle, lrThe distance between the center of mass of the whole vehicle and the rear axle, gamma is the yaw angular velocity,
as a predicted value of yaw rate, C1And C2Yaw stiffness of the front and rear wheels, respectively, delta steering wheel angle, M yaw moment, IzIs the moment of inertia.
8. The active collision avoidance simulation test bed for drivers in automobiles in the ring as claimed in claim 1, wherein the data in the dynamic steering resistance torque model is from vehicle and tire models, including the steering resistance model in two states of vehicle static state and vehicle motion, which are respectively:
Ts＝Fyt
wherein, TfRepresenting the steering resistance torque when the vehicle is stationary, mu being the coefficient of static friction, p being the tire pressure, FzIs the tire vertical load; t issIs the steering resistance moment when the vehicle is moving, t is the distance from the front wheel kingpin to the front wheel, FyTo subject the tire to lateral forces:
wherein, CαFor cornering stiffness, α is the cornering angle, σ is the slip ratio, and λ is defined as follows:
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