CN110733505A - Control strategy of automobile lane keeping control systems - Google Patents
Control strategy of automobile lane keeping control systems Download PDFInfo
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- CN110733505A CN110733505A CN201910994940.XA CN201910994940A CN110733505A CN 110733505 A CN110733505 A CN 110733505A CN 201910994940 A CN201910994940 A CN 201910994940A CN 110733505 A CN110733505 A CN 110733505A
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- 238000011217 control strategy Methods 0.000 title claims abstract description 17
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- 230000008569 process Effects 0.000 claims abstract description 5
- 230000008859 change Effects 0.000 claims description 6
- 238000012544 monitoring process Methods 0.000 claims description 6
- 239000003381 stabilizer Substances 0.000 claims description 6
- 230000007246 mechanism Effects 0.000 claims description 5
- 230000005540 biological transmission Effects 0.000 claims description 3
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- 230000010355 oscillation Effects 0.000 claims description 2
- 238000013461 design Methods 0.000 abstract description 3
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- 230000007547 defect Effects 0.000 abstract description 2
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- 230000001276 controlling effect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/10—Path keeping
- B60W30/12—Lane keeping
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D15/00—Steering not otherwise provided for
- B62D15/02—Steering position indicators ; Steering position determination; Steering aids
- B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0002—Automatic control, details of type of controller or control system architecture
- B60W2050/0008—Feedback, closed loop systems or details of feedback error signal
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0019—Control system elements or transfer functions
- B60W2050/0022—Gains, weighting coefficients or weighting functions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Human Computer Interaction (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
The invention relates to a control strategy of automobile lane keeping control systems, which is characterized in that the control strategy is characterized in that the design of a controller is combined with three control modes, the comprehensive control effect is optimal, the defect that the traditional lane keeping controller cannot pass a curve with larger curvature is overcome by giving correction amount in advance through feedforward control, the problem of comfort of a driver due to pause feeling in the steering process is solved by adopting lower-layer cascade feedback control, and target points selected by the preview control are dynamic points and can adapt to different working conditions and road environments.
Description
Technical Field
The invention relates to the technical field of lane keeping control design, in particular to a control strategy of automobile lane keeping control systems.
Background
Advanced Driving Assistance System (ADAS) has been a hot topic of since the 90 s of the 20 th century, ADAS systems not only provide no warning signal to the driver when the vehicle is off the current lane or in danger of a collision, but also subjectively intervene in the handling of the vehicle by controlling steering, braking and oil with the support of a chassis by-wire system.
The lane keeping control system (LKA) is which is a sub-function of the ADAS system, the LKA is kinds of intelligent course control created based on visual recognition technology, and the purpose is to automatically control the vehicle by the lateral movement of the vehicle to reduce the fatigue of the driver over a long period of time, to ensure the driving safety, and to provide the driver with auxiliary driving support in a simple manner.
Disclosure of Invention
The invention aims to provide control strategies of an automobile lane keeping control system, and can solve the problem that the general lane keeping control strategy has few control modes and poor comprehensive control effect.
In order to solve the technical problems, the technical scheme of the invention is that control strategies of the automobile lane keeping control system have the innovation points that the specific control strategies are as follows:
s1, calculating the lane line coordinates of distance in front of the vehicle in real time according to the traffic data captured by the vision sensor, thereby drawing the lane line track under the vehicle coordinate system;
s2: according to the track information, the lane keeping controller calculates a reasonable steering wheel corner which can keep the lane central line to run by the vehicle, so that the vehicle keeps running in a normal lane;
s3: three kinds of control output superposition control of feedforward control, feedback control and lane line pre-aiming control are adopted, the calculation results of the different controllers are integrated, different weights are given under different conditions, and the final output of the controller is obtained;
s4: the controller structure is arranged in parallel, cascade PID is used for fast responding to the expected rotation angle in the process of realizing the expected rotation angle, and a loop stabilizer is used for monitoring a feedback loop signal.
Further , the traffic data in S1 includes curvature of left and right lane lines, curvature derivative of left and right lane lines, vehicle yaw angle, and relative position of vehicle to left and right lane lines.
And , the feedforward controller in S3 inputs the curvature of the left and right lane lines and the speed of the vehicle, and responds to the curvature change of the lane lines in advance through feedforward control, so as to reduce the influence of the road change on the lane keeping control effect and enable the vehicle to smoothly pass through the curve.
And , in the step S3, the lane line pre-aiming control is performed, the relative position information of the vehicle and the lane line is obtained according to the detected lane line information, the pre-aiming point is set according to the current vehicle speed of the vehicle, the basic turning angle value of the vehicle in future periods can be obtained in a pre-aiming mode, and the control command oscillation caused by feedback control is reduced through the arrangement of the pre-aiming distance.
, adopting fuzzy PID parameter self-tuning scheme to adjust PID in S3, to adjust three parameters of PID timely according to the current state of vehicle, to ensure PID feedback controller suitable for any speed, to solve the problem that the modeling precision of vehicle steering transmission mechanism is limited, and the expected angle value and steering actuator angle response delay can not be achieved.
the S4 controller is divided into an upper layer and a lower layer, the upper layer feedback control inputs are an expected corner and a vehicle real corner, and derivatives of the two parameters, the upper layer feedback control inputs are an expected corner and a vehicle real corner, the vehicle direction is corrected in real time by calculating an expected value in real time, monitoring a real feedback value, and the corrected corner values are finally output to the steering executing mechanism , the lower layer feedback control inputs are an expected corner and a vehicle real corner, the lower layer feedback controller is different from the upper layer feedback controller in that the output of the upper layer feedback controller is only a component of the output of the upper layer controller, the input of the lower layer feedback controller is the sum of the output of the upper layer controller, the lower layer feedback controller is controlled by using a PID controller again, the real output quickly follows the expected output, feedback loops of the upper layer feedback controller and the lower layer feedback controller form a serial connection PID controller, and an independent feedback loop stabilizer is designed to monitor feedback loop signals and ensure the stability of the connection PID.
The invention has the advantages that:
1) the controller design of the invention combines three control modes of feedforward, upper-layer fuzzy PID feedback, preview and lower-layer PID cascade feedback, and the comprehensive control effect is optimal; the invention fully considers the influence of the road curvature on the vehicle running stability, adopts feed-forward control to give correction amount in advance, and makes up the defect that the conventional lane keeping controller cannot pass through the curve with larger curvature.
2) The invention considers the time extension and gain between the expected turning angle and the actual turning angle, adopts the lower cascade feedback control, and solves the comfort problem that the driver feels jerky in the steering process.
3) The target points selected by the pre-aiming control are dynamic points, the controller can analyze the speed and the yaw angle of the current vehicle, the relative distance between the current vehicle and the left and right lane lines and the curvature of the lane line, the influence of the factors on the selection of the expected basic turning angle value is fully considered, and the method can adapt to different working conditions and road environments.
4) The invention also considers the problem that the lane line information detected by the vision sensor is possibly inaccurate or incomplete, and calculates the lane line coordinate of the distance in front of the vehicle in the vehicle reference coordinate system in real time from the simple lane line information obtained by the sensor, thereby drawing the lane line track under the vehicle coordinate system and providing accurate lane line information input for the lane keeping controller.
Drawings
The invention is described in further detail with reference to the figures and the detailed description.
FIG. 1 is a control logic block diagram of lane keeping control systems according to the present invention.
FIG. 2 is a schematic diagram of the relative orientation of the vehicle and lane lines of the lane keeping control system of the invention.
Detailed Description
The following examples are presented to enable one of ordinary skill in the art to more fully understand the present invention and are not intended to limit the scope of the embodiments described herein.
The control strategy of automobile lane keeping control systems shown in FIG. 1 is as follows:
s1, calculating the lane line coordinates of distance in front of the vehicle in real time according to the traffic data captured by the vision sensor, thereby drawing the lane line track under the vehicle coordinate system;
s2: according to the track information, the lane keeping controller calculates a reasonable steering wheel corner which can keep the lane central line to run by the vehicle, so that the vehicle keeps running in a normal lane;
s3: three kinds of control output superposition control of feedforward control, feedback control and lane line pre-aiming control are adopted, the calculation results of the different controllers are integrated, different weights are given under different conditions, and the final output of the controller is obtained;
s4: the controller structure is arranged in parallel, cascade PID is used for fast responding to the expected rotation angle in the process of realizing the expected rotation angle, and a loop stabilizer is used for monitoring a feedback loop signal.
The traffic data in S1 includes left and right lane line curvatures, left and right lane line curvature derivatives, vehicle yaw angles, and relative positions of the vehicle from the left and right lane lines.
The feedforward controller in S3 inputs the curvature of the left and right lane lines and the vehicle speed, and responds to the change in the curvature of the lane lines in advance by feedforward control, thereby reducing the influence of the road change on the lane keeping control effect and allowing the vehicle to smoothly pass through the curve.
The method comprises the steps of S3, pre-aiming control of lane lines, obtaining relative position information of a vehicle and the lane lines according to detected lane line information, setting a pre-aiming point according to the current speed of the vehicle, obtaining a basic turning angle value of the vehicle in the future period of time in a pre-aiming mode, and reducing control command shock caused by feedback control through arrangement of a pre-aiming distance, wherein as shown in fig. 2, the distance e1 between the vehicle and the left and right lane lines and the included angle e2 between the longitudinal axis of the vehicle and the tangential direction of the lane lines are shown in the second step.
The PID regulation of the feedback control in the S3 adopts a fuzzy PID parameter self-tuning scheme, so that three parameters of the PID can be timely regulated according to the current state of the vehicle, and the PID feedback controller can be ensured to be suitable for any vehicle speed; the method solves the problems that the expected turning angle value and the angle response delay of the steering actuator can not be achieved due to the fact that the modeling precision of the vehicle steering transmission mechanism is limited.
The S4 controller is divided into an upper layer and a lower layer, the upper layer feedback control inputs are an expected corner and a vehicle real corner and derivatives of the two parameters, the vehicle direction is corrected in real time by calculating an expected value and monitoring a real feedback value in real time, the vehicle direction is finally output to the steering execution mechanism corrected corner values by fuzzy PID control regulation, the lower layer feedback control inputs are the expected corner and the vehicle real corner, the lower layer feedback controller is different from the upper layer feedback controller in that the output of the upper layer feedback controller is only a component of the output of the upper layer controller, the input of the lower layer feedback controller is the sum of the output of the upper layer controller, the lower layer feedback controller controls by using the PID controller again to enable the real output to quickly follow the expected output, feedback loops of the upper layer feedback controller and the lower layer feedback controller form a serial connection level PID controller, and an independent feedback loop stabilizer is designed to monitor feedback loop signals to ensure the stability of the connection level PID.
It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are described in the specification and illustrated only to illustrate the principle of the present invention, but that various changes and modifications may be made therein without departing from the spirit and scope of the present invention, which fall within the scope of the invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (6)
1, control strategies of the automobile lane keeping control system, which is characterized in that the specific control strategies are as follows:
s1, calculating the lane line coordinates of distance in front of the vehicle in real time according to the traffic data captured by the vision sensor, thereby drawing the lane line track under the vehicle coordinate system;
s2: according to the track information, the lane keeping controller calculates a reasonable steering wheel corner which can keep the lane central line to run by the vehicle, so that the vehicle keeps running in a normal lane;
s3: three kinds of control output superposition control of feedforward control, feedback control and lane line pre-aiming control are adopted, the calculation results of the different controllers are integrated, different weights are given under different conditions, and the final output of the controller is obtained;
s4: the controller structure is arranged in parallel, cascade PID is used for fast responding to the expected rotation angle in the process of realizing the expected rotation angle, and a loop stabilizer is used for monitoring a feedback loop signal.
2. The control strategy of the automobile lane keeping control system according to claim 1, wherein the traffic data in S1 includes left and right lane line curvatures, left and right lane line curvature derivatives, vehicle yaw angle, and relative position of the vehicle to the left and right lane lines.
3. The control strategy of automobile lane keeping control system according to claim 1, wherein the inputs of the feedforward controller in S3 are the curvature of the left and right lane lines and the speed of the automobile, and the feedforward controller responds to the curvature change of the lane lines in advance to reduce the influence of the road change on the lane keeping control effect and make the automobile smoothly pass through the curve.
4. The control strategy of automobile lane keeping control systems as claimed in claim 1, wherein in S3 lane line pre-aiming control, the relative position information between the automobile and the lane line is obtained according to the detected lane line information, and then the pre-aiming point is set according to the current speed of the automobile, the basic turning angle value of the automobile in the future period of time can be obtained by pre-aiming, and the control command oscillation caused by feedback control is reduced by setting the pre-aiming distance.
5. The control strategy of the lane keeping control systems according to claim 1, wherein the PID adjustment of the feedback control in S3 adopts a fuzzy PID parameter self-tuning scheme, so that three parameters of the PID can be adjusted in time according to the current state of the vehicle, the PID feedback controller can be guaranteed to be suitable for any vehicle speed, and the problems that the modeling precision of a vehicle steering transmission mechanism is limited, and the expected turning angle value and the angle response delay of a steering actuator cannot be achieved are solved.
6. The control strategy of lane keeping control system according to claim 1, wherein the controller S4 is divided into upper and lower layers, the upper layer feedback control inputs are the desired turning angle and the actual turning angle of the vehicle, and the derivatives of these two parameters, the vehicle direction is modified in real time by calculating the desired value in real time, monitoring the actual feedback value, and finally outputted to the steering actuator modified turning angle values by fuzzy PID control adjustment, the lower layer feedback control inputs are the desired turning angle and the actual turning angle of the vehicle, the lower layer feedback controller differs from the upper layer feedback controller in that the upper layer feedback controller output is only a component of the upper layer controller output, and the lower layer feedback controller input is the sum of the outputs of the upper layer controller, the lower layer feedback controller is controlled again by the PID controller to make the actual output quickly follow the desired output, the feedback loops of the upper and lower layer feedback controllers form a cascade PID controller, and a separate feedback loop stabilizer is designed to monitor the feedback loop signal to ensure the stability of the cascade.
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Cited By (3)
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| CN112977444A (en) * | 2021-02-24 | 2021-06-18 | 武汉光庭信息技术股份有限公司 | Lane keeping advanced auxiliary driving control method and system and electronic equipment |
| CN113682296A (en) * | 2021-08-25 | 2021-11-23 | 中汽创智科技有限公司 | Vehicle transverse control method and device based on cascade PID and vehicle |
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Application publication date: 20200131 |