CN110703589B - Lower controller control strategy based on double PID control algorithm - Google Patents
Lower controller control strategy based on double PID control algorithm Download PDFInfo
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- CN110703589B CN110703589B CN201910994055.1A CN201910994055A CN110703589B CN 110703589 B CN110703589 B CN 110703589B CN 201910994055 A CN201910994055 A CN 201910994055A CN 110703589 B CN110703589 B CN 110703589B
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- 238000011217 control strategy Methods 0.000 title claims abstract description 14
- 230000001133 acceleration Effects 0.000 claims abstract description 84
- 230000007246 mechanism Effects 0.000 claims abstract description 8
- 230000008859 change Effects 0.000 claims abstract description 5
- 230000036461 convulsion Effects 0.000 claims abstract description 4
- 238000013459 approach Methods 0.000 claims description 3
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- 230000009977 dual effect Effects 0.000 description 4
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Classifications
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B11/00—Automatic controllers
- G05B11/01—Automatic controllers electric
- G05B11/36—Automatic controllers electric with provision for obtaining particular characteristics, e.g. proportional, integral, differential
- G05B11/42—Automatic controllers electric with provision for obtaining particular characteristics, e.g. proportional, integral, differential for obtaining a characteristic which is both proportional and time-dependent, e.g. P.I., P.I.D.
Abstract
The invention relates to a lower controller control strategy based on a double PID control algorithm, which is characterized in that: the specific control strategy is as follows: s1: judging according to the expected acceleration calculated by the upper ACC controller, and performing acceleration control or deceleration control; the acceleration and deceleration switching mechanism is utilized to carry out speed change so as to ensure no setbacks; s2: taking the difference value between the actual acceleration and the expected acceleration as a system error, calculating a control quantity to control, and respectively adopting two sets of PID control with different parameters for acceleration and deceleration control; s3: ensuring smooth acceleration and deceleration switching and no bump rod in the step S1, setting a dead zone of the difference between the speed of a front vehicle or the expected speed and the speed of a self-vehicle, and resetting the acceleration or deceleration state beyond the dead zone; according to the invention, two PID control models are adopted for parallel regulation and control, and the comfort problem of the driver caused by the jerk in the acceleration process is solved by considering the time extension and gain between the expected acceleration and the actual acceleration.
Description
Technical Field
The invention relates to the technical field of control of a self-adaptive cruise lower controller, in particular to a lower controller control strategy based on a double PID control algorithm.
Background
Advanced Driving Assistance Systems (ADAS) have been a popular topic since the 90 s of the 20 th century. The ADAS system not only provides no warning signal to the driver when the vehicle deviates from the current lane or there is a risk of collision, but also can subjectively intervene in the steering of the vehicle by controlling steering, braking and throttle with the support of the chassis drive-by-wire system.
An adaptive cruise control system (ACC) is one of the sub-functions of the ADAS system's various large functions. The ACC is an intelligent cruise control based on a sensor identification technology, and aims to automatically control longitudinal movement of a vehicle to relieve fatigue of a driver for a long time, ensure driving safety and provide auxiliary driving support for the driver in a simple mode. When the distance between the ACC control unit and the front vehicle is too small, the ACC control unit can make the wheels brake properly through coordination action with a brake anti-lock system or a brake-by-wire system and an engine control system, and reduce the output power of the engine so as to keep a safe distance between the vehicle and the front vehicle all the time.
Disclosure of Invention
The technical problem to be solved by the invention is to provide a control strategy of an ACC lower controller based on a double PID parallel control algorithm, which can solve the problem of comfort caused by the jerk feeling generated by a driver in the acceleration process through the time extension and gain between the expected acceleration and the actual acceleration.
In order to solve the technical problems, the technical scheme of the invention is as follows: the lower controller control strategy based on the double PID control algorithm is characterized in that: the specific control strategy is as follows:
s1: judging according to the expected acceleration calculated by the upper ACC controller, and performing acceleration control or deceleration control; the acceleration and deceleration switching mechanism is utilized to carry out speed change so as to ensure no setbacks;
s2: taking the difference value between the actual acceleration and the expected acceleration as a system error, calculating a control quantity for control, and respectively adopting two sets of incremental PID control with different parameters for acceleration and deceleration control;
s3: smooth acceleration and deceleration switching and no jerk are ensured in S1, a dead zone of the difference between the front vehicle speed or the expected vehicle speed and the own vehicle speed is set, and the acceleration or deceleration state is reset beyond the dead zone.
Further, in the step S1, acceleration is controlled to be positive to an expected acceleration value, and accelerator opening PID control is performed; when the expected acceleration is negative, the deceleration control judges the value of the expected acceleration, and carries out master cylinder pressure PID control or idle speed control through engine dragging;
further, the acceleration/deceleration switching mechanism in S1 is as follows: when the expected acceleration is a negative value, switching to a deceleration state, and setting a minimum deceleration value; when the expected acceleration is zero, the accelerator opening is suddenly reduced in a stepwise manner, and the minimum accelerator opening is 0.88 times of the minimum threshold value; the desired acceleration is positive, and the acceleration state is switched to, and the maximum acceleration value is set.
Further, in S3, the difference between the speed of the preceding vehicle or the desired vehicle and the speed of the own vehicle is less than 1kph, the deceleration control is not triggered, the engine torque is slowly reduced, and the speed of the own vehicle is maintained and approaches the desired vehicle.
Further, in the step S1, when the acceleration state is switched to the deceleration state, the engine and the brake are not damaged, and the acceleration control is reset, and vice versa; in order to ensure driving comfort, the engine torque is reset by accelerating control instead of directly setting the engine torque to zero, the engine torque is linearly reduced in a stepwise manner until the minimum engine torque threshold value is reached, and the engine torque enters a braking and decelerating state; the conditions for triggering the reset are as follows: desired acceleration, a reset command for dead zone, an underlying controller switch.
The invention has the advantages that:
1) In the invention, two incremental PID control models are adopted for parallel regulation and control, and the PID control has the advantages that: the principle is simple, and the use is convenient; the adaptability is strong; the robustness is strong, the control quality is insensitive to the change of the controlled object, and the method is very suitable for environments with severe environments; by considering the time extension and gain between the expected acceleration and the actual acceleration, the increment of the control quantity needed by the executing mechanism is the best, and the problem of comfort caused by the pause feeling generated by a driver in the acceleration process is solved by adopting the increment type PID control effect.
Drawings
The invention will be described in further detail with reference to the drawings and the detailed description.
FIG. 1 is a schematic diagram of engine torque for a lower controller control strategy based on a dual PID control algorithm according to the present invention.
Fig. 2 is a schematic diagram of interaction logic of an ACC upper layer controller and a lower layer controller according to a control strategy of the lower layer controller based on a dual PID control algorithm.
FIG. 3 is a control logic diagram of a lower controller control strategy based on a dual PID control algorithm according to the invention.
Detailed Description
The following examples will provide those skilled in the art with a more complete understanding of the present invention and are not intended to limit the invention to the embodiments described.
The lower controller control strategy based on the dual PID control algorithm as shown in FIGS. 1 to 3 is as follows:
s1: judging according to the expected acceleration calculated by the upper ACC controller, and performing acceleration control or deceleration control; the acceleration and deceleration switching mechanism is utilized to carry out speed change so as to ensure no setbacks;
s2: taking the difference value between the actual acceleration and the expected acceleration as a system error, calculating a control quantity to control, and respectively adopting two sets of PID control with different parameters for acceleration and deceleration control;
s3: smooth acceleration and deceleration switching and no bump rod in the S1 are ensured, a dead zone of the difference between the front vehicle speed or the expected vehicle speed and the own vehicle speed is set, and the acceleration or deceleration state is reset beyond the dead zone.
S1, acceleration is controlled to be positive to an expected acceleration value, and accelerator opening PID control is carried out; when the expected acceleration is negative in deceleration control, the master cylinder pressure PID control or the engine dragging is used for idle speed control;
the acceleration and deceleration switching mechanism in S1 is as follows: when the expected acceleration is a negative value, switching to a deceleration state; when the expected acceleration is zero, the accelerator opening is suddenly reduced in a stepwise manner, and the minimum accelerator opening is 0.88 times of the minimum threshold value; the desired acceleration is positive, and the acceleration state is switched to the acceleration state, and the throttle maximum threshold is set.
In S3, the difference between the front vehicle speed or the desired vehicle speed and the own vehicle speed is within 1kph, the deceleration control is not triggered, the engine torque is slowly reduced, and the own vehicle speed is maintained and approaches the desired vehicle speed.
In S1, in order to ensure that the acceleration state is switched to the deceleration state, the engine and the brake are not damaged, and the acceleration control is reset, and vice versa; in order to ensure driving comfort, the engine torque is reset by accelerating control instead of directly setting the engine torque to zero, the engine torque is linearly reduced in a stepwise manner until the minimum engine torque threshold value is reached, and the engine torque enters a braking and decelerating state; the conditions for triggering the reset are as follows: desired acceleration, a reset command for dead zone, an underlying controller switch.
The principle of the invention is as follows: the input simulation expected acceleration value is a positive value, and the lower controller controls acceleration by controlling engine torque and gradually reaches the expected acceleration value, but does not exceed a maximum threshold value; the acceleration state may be determined based on the actual acceleration profile.
The simulated expected acceleration value is input to be a negative value, the lower controller performs deceleration control by controlling the engine drag or the master cylinder pressure, when the engine torque reaches a minimum threshold value, the lower controller performs brake, adjusts the braking force according to the difference between the expected deceleration and the actual deceleration, and reaches the expected deceleration in a short time, but does not exceed the maximum braking force; the deceleration state may be determined based on the actual deceleration state.
It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, and that the above embodiments and descriptions are merely illustrative of the principles of the present invention, and various changes and modifications may be made without departing from the spirit and scope of the invention, which is defined in the appended claims. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (1)
1. The lower controller control strategy based on the double PID control algorithm is characterized in that: the specific control strategy is as follows:
s1: judging according to the expected acceleration calculated by the upper ACC controller, and performing acceleration control or deceleration control; the acceleration and deceleration switching mechanism is utilized to carry out speed change so as to ensure no setbacks;
s2: taking the difference value between the actual acceleration and the expected acceleration as a system error, calculating a control quantity for control, and respectively adopting two sets of incremental PID control with different parameters for acceleration and deceleration control;
s3: ensuring smooth acceleration and deceleration switching and no jerk in the S1, setting a dead zone of the difference between the speed of the front vehicle or the expected speed and the speed of the own vehicle, and resetting the acceleration or deceleration state beyond the dead zone;
the acceleration in the step S1 is controlled to be positive to the expected acceleration value, and the PID control of the accelerator opening is carried out; when the expected acceleration is negative, the deceleration control judges the value of the expected acceleration, and carries out master cylinder pressure PID control or idle speed control through engine dragging;
the step S1 is to add a deceleration switching mechanism: when the expected acceleration is a negative value, switching to a deceleration state, and setting a minimum deceleration value; when the expected acceleration is zero, the accelerator opening is suddenly reduced in a stepwise manner, and the minimum accelerator opening is 0.88 times of the minimum threshold value; the expected acceleration is positive, the acceleration state is switched to, and the maximum acceleration value is set;
in the step S3, the difference between the front vehicle speed or the expected vehicle speed and the own vehicle speed is within 1kph, the deceleration control is not triggered, the engine torque is slowly reduced, and the own vehicle speed is maintained and approaches to the expected vehicle speed;
in the step S1, when the acceleration state is switched to the deceleration state, the engine and the brake are not damaged, and the acceleration control is reset, and vice versa; in order to ensure driving comfort, the engine torque is reset by accelerating control instead of directly setting the engine torque to zero, the engine torque is linearly reduced in a stepwise manner until the minimum engine torque threshold value is reached, and the engine torque enters a braking and decelerating state; the elements triggering reset are as follows: desired acceleration, a reset command for dead zone, an underlying controller switch.
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| CN111231962B (en) * | 2020-03-03 | 2021-10-12 | 北京百度网讯科技有限公司 | Unmanned vehicle control method, device, equipment, vehicle and medium |
| CN113511208A (en) * | 2021-05-31 | 2021-10-19 | 重庆长安汽车股份有限公司 | Intelligent driving deceleration control method and system and vehicle |
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