CN111572558A - Maximum envelope dynamics control method for unmanned vehicle - Google Patents

Maximum envelope dynamics control method for unmanned vehicle Download PDF

Info

Publication number
CN111572558A
CN111572558A CN202010249871.2A CN202010249871A CN111572558A CN 111572558 A CN111572558 A CN 111572558A CN 202010249871 A CN202010249871 A CN 202010249871A CN 111572558 A CN111572558 A CN 111572558A
Authority
CN
China
Prior art keywords
unmanned vehicle
controller
vehicle
longitudinal
yaw moment
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202010249871.2A
Other languages
Chinese (zh)
Inventor
倪俊
姜旭
赵越
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Beijing Institute of Technology BIT
Original Assignee
Beijing Institute of Technology BIT
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Beijing Institute of Technology BIT filed Critical Beijing Institute of Technology BIT
Priority to CN202010249871.2A priority Critical patent/CN111572558A/en
Publication of CN111572558A publication Critical patent/CN111572558A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • 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
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • 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
    • 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
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/15—Vehicle, aircraft or watercraft design
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • 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
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
    • G06F2119/14—Force analysis or force optimisation, e.g. static or dynamic forces

Abstract

The invention discloses a maximum envelope line control method for an unmanned vehicle, which consists of a longitudinal controller, a transverse controller and a yaw moment controller. The design of the longitudinal controller is based on a G-G diagram of the unmanned vehicle, and the unmanned vehicle can reach the driving speed limit in the process of track tracking by controlling a driving and braking system of the unmanned vehicle; the transverse controller controls a steering system of the unmanned vehicle, so that the error between the actual position of the unmanned vehicle and a given track is eliminated, and the track tracking accuracy of the unmanned vehicle is improved; the yaw moment controller is designed on the basis of a beta-r phase plane diagram of the unmanned vehicle, and the active yaw moment is generated by independently driving motors on two sides, so that the posture of the unmanned vehicle is corrected, and the operation stability of the unmanned vehicle is ensured. The method can control the unmanned vehicle to work at the driving limit and the manipulation limit while effectively tracking the expected path, improve the track tracking capability and the maneuvering capability of the unmanned vehicle, and meet the use requirement of the unmanned vehicle in a civil complex scene or a military scene.

Description

Maximum envelope dynamics control method for unmanned vehicle
Technical Field
The invention belongs to the technical field of unmanned vehicles and automatic driving vehicles, and particularly relates to a maximum envelope line dynamics control method for an unmanned vehicle.
Background
The automatic driving vehicle is an important development direction of the future automobile industry and is one of important fields of artificial intelligence technology landing. The unmanned vehicle is a vehicle with autonomous behavior capability and completely omitting a human driving mechanism, and has the characteristics of intellectualization, wire control, robotization and multiple functions. The unmanned vehicle aims to replace human beings to execute operation tasks, including but not limited to civil or military tasks such as striking, fighting, patrol, reconnaissance, logistics, transportation, ferrying, distribution, cleaning and the like, has a very wide application prospect in the civil or military field, is an important component part of future intelligent transportation and smart city construction, and is an important support for development of new-generation army equipment in China. Therefore, the research of the unmanned vehicle theory and technology has important strategic significance on national economic development and national defense safety construction in China.
Due to special use functions, a human operation mechanism is completely omitted from the unmanned vehicle, and a chassis of the unmanned vehicle is required to adopt a full-wire control architecture, namely a steering system, a driving system and a braking system are completely controlled by an electronic control system, so that full-wire steering, wire-control driving and wire-control braking are realized. On the other hand, in order to improve the maneuverability, stability, maneuverability and controllability of the unmanned vehicle, the unmanned vehicle mostly adopts the independent driving and independent steering technology of each wheel, so that the steering angle and the driving force of each wheel are independently controllable, the controllable degree of freedom of an actuating mechanism of the unmanned vehicle is greatly increased, and the use requirement of the unmanned vehicle in a civil complex scene or a military scene is met.
In some specific use scenes, especially military scenes, the dynamics performance of the unmanned vehicle needs to be fully exerted so that the unmanned vehicle can pass through a given path as soon as possible and complete a set task, but the conventional dynamics control system of the unmanned vehicle cannot meet the requirement of fully exerting the dynamics limit characteristic of the unmanned vehicle at present, and the wide application of the high-performance unmanned vehicle in the related scenes is severely restricted.
Disclosure of Invention
In view of the above, the present invention provides a maximum envelope dynamics control method for an unmanned vehicle, which can control the unmanned vehicle to travel along a predetermined path under a travel limit and a manipulation limit.
A method for controlling maximum envelope dynamics of an unmanned vehicle comprises the following steps:
step 1, obtaining a G-G diagram of an unmanned vehicle through computer simulation so as to master the vehicle dynamics limit characteristics in an ideal state;
step 2, correcting a G-G image of the unmanned vehicle according to the actual road adhesion coefficient:
the description of the revised G-G graph boundaries is:
Figure BDA0002435086730000021
in the formula: regulating parameter lambda is mumax/μ0，μ0Is the maximum friction coefficient of the test stand, mumaxAt the maximum road surface friction coefficient, ax、ayLongitudinal and transverse accelerations, respectively, aymaxAt maximum ideal lateral acceleration, axmaxT、axmaxBMaximum ideal acceleration and maximum ideal deceleration respectively;
step 3, designing a longitudinal controller:
obtaining a preset speed on a given path according to the corrected G-G image boundary and the curvature of the expected path; the expected speed and the longitudinal acceleration can be known according to the preset speed, the ideal feedforward longitudinal force of the whole vehicle is calculated according to the Newton's second law, and a feedforward longitudinal controller is designed; designing a feedback controller of a longitudinal controller according to the error of the feedback of the expected speed and the actual speed of the preset speed; finally, distributing the total longitudinal force of the feedforward longitudinal controller and the feedback controller to each independent driving motor of the unmanned vehicle to adjust the torque, so as to realize the longitudinal control of the unmanned vehicle;
step 4, designing a transverse controller:
the steering angle of the feed forward section in the lateral controller is designed to be:
Figure BDA0002435086730000022
in the formula: u shapexIs the vehicle speed, r is the yaw rate, xpFor controller preview projection distance, β is centroid slip angle, κ is path curvature, s is distance traveled, and:
Figure BDA0002435086730000023
in the formula: lf、lrDistances from the vehicle's centroid position to the front and rear axles, cf、crCornering stiffness, I, of the tires of the front and rear wheels of the vehicle, respectivelyzIs the moment of inertia;
the steering angle of the feedback section in the lateral controller is designed to be:
Figure BDA0002435086730000024
in the formula: k2、K3For feedback gain, epAnd predicting the projection error for the controller, wherein delta phi is the yaw angle error.
The final total value of the steering angle of the lateral controller is thenFFW+FBThereby realizing the steering angle control of the unmanned vehicle;
step 5, designing a yaw moment controller: according to the stable attitude limit of the unmanned vehicle determined by a beta-r phase diagram taking the yaw angular velocity and the mass center side slip angle of the unmanned vehicle as variables, a sliding mode controller is adopted to generate an active yaw moment:
M＝Meq-(Kssat(S/φ)+KpS) (5)
in the formula MeqFor equivalent control yaw moment:
Figure BDA0002435086730000031
in the formula: sat is a saturation function, phi is the thickness of a boundary layer in sliding mode controlS is a sliding surface rsafe、βsafeRespectively the yaw angular velocity and the centroid slip angle, K, of the vehicle in a stable attitudes、KpThe control parameter is the steering wheel angle.
And distributing the required active yaw moment to each independently driven motor to realize the yaw moment control of the unmanned vehicle.
The invention has the following beneficial effects:
the invention provides a maximum envelope control method of an unmanned vehicle, which comprises three sub-controllers for controlling longitudinal, transverse and yaw moments; the longitudinal controller controls a driving and braking system of the unmanned vehicle to enable the unmanned vehicle to reach a driving limit in a track tracking process; the transverse controller controls a steering system of the unmanned vehicle, and eliminates the error between the actual position of the unmanned vehicle and a given path; the yaw moment controller corrects the posture of the vehicle through the active yaw moment generated by the independent driving motors on the two sides, so that the stability of the unmanned vehicle is ensured; the longitudinal controller is designed according to a G-G diagram, and the driving speed limit which can be reached by the unmanned vehicle is clearly and clearly represented by the form of the G-G diagram; in the yaw moment controller, the stable attitude limit which can be reached by the unmanned vehicle is clearly and clearly represented by the form of a beta-r phase plane, and the safe attitude area of the unmanned vehicle can be accurately determined.
In conclusion, aiming at the unmanned vehicle adopting the all-wheel independent steering and independent driving technology, the invention can effectively control the unmanned vehicle to track the expected path and simultaneously enable the unmanned vehicle to work at the driving limit and the manipulation limit, thereby improving the track tracking capability and the maneuvering capability of the unmanned vehicle and meeting the use requirement of the unmanned vehicle under the civil complex scene or the military scene.
Drawings
FIG. 1 is a general structure of a maximum envelope control method according to the present invention;
FIG. 2 is a schematic diagram of G-G;
FIG. 3 is a graph of G-G obtained in the experimental test;
FIG. 4 is a schematic plan view of the beta-r phase;
fig. 5 shows the lateral trajectory error obtained in the experimental test.
Detailed Description
The invention is described in detail below by way of example with reference to the accompanying drawings.
The invention provides a maximum envelope control method for an all-wheel independent steering and independent driving unmanned vehicle, which applies the envelope control idea in the flight control technology to the path tracking control of the unmanned vehicle, provides an unmanned vehicle maximum envelope control framework based on active front wheel steering (AFS) and direct yaw moment control (DYC), and aims to control the unmanned vehicle to travel along a preset path under the traveling and manipulation limits and improve the maneuverability of the unmanned vehicle.
Fig. 1 shows the general structure of the proposed maximum envelope controller, including longitudinal, lateral and yaw moment controllers. The purpose of the longitudinal controller is to calculate the total tractive effort or braking effort required based on the travel limits calculated from the boundaries of the G-G diagram and the desired path. The purpose of the lateral controller is to reduce the error between the actual path and the desired path by controlling the steering angle. The yaw moment controller calculates a target active yaw moment according to the current state parameters of the vehicle based on a predefined vehicle beta-r phase plane, and the target active yaw moment is mapped to the torque of each independent motor through the force distribution controller, so that the control stability of the unmanned vehicle during the limit driving period is ensured.
The envelope curve used by the control method provided by the invention comprises a G-G diagram and a beta-r phase plane. The G-G diagram and the β -r phase plane are used to describe the limit envelopes of the travel speed and the vehicle attitude, respectively.
The G-G diagram shown in fig. 2 is schematic. The G-G diagram is an important means for describing the limit speed characteristic of the vehicle. The G-G plot is plotted with lateral and longitudinal acceleration, with the origin in the middle. The boundary of the G-G diagram represents the limit acceleration of the vehicle, the boundary of the first quadrant and the second quadrant represents the limit acceleration (the combination of the lateral acceleration and the longitudinal acceleration) when the vehicle accelerates out of the curve, the boundary of the third quadrant and the fourth quadrant represents the limit acceleration (the combination of the lateral acceleration and the longitudinal deceleration) when the vehicle brakes in the curve, the physical meaning of the intersection point of the G-G diagram with the X-axis positive half shaft and the X-axis negative half shaft is the maximum lateral acceleration of the vehicle, the physical meaning of the intersection point of the G-G diagram with the Y-axis positive half shaft is the maximum acceleration of the vehicle, and the physical meaning of the intersection point of the G-G diagram with the Y-axis negative half shaft is the maximum deceleration of the vehicle. The circles in fig. 2 represent the tire friction circle limits and the two parallel horizontal lines represent the maximum traction and braking force limits. The G-G diagram boundary has larger clearance with the area formed by the parallel transverse lines and circles, which is caused by the dynamics such as vertical load transfer of the tire. Therefore, the G-G diagram provides accurate observation of vehicle limits, and can be used for accurate control of the unmanned vehicle in the maximum envelope control method so as to realize limit driving of the unmanned vehicle.
FIG. 4 is a β -r phase plane schematic diagram. β -r phase diagram with the yaw rate and centroid yaw angle of the unmanned vehicle as variables allows determination of the safe attitude area of the unmanned vehicle, clearly indicating the attitude stability limit achievable by the unmanned vehicle. β -r phase diagram stable attitude boundary is represented by a parallelogram, FIG. 4 β -r phase plane schematic diagram
Figure BDA0002435086730000041
QRST represents the steady attitude boundary of the unmanned vehicle at a vehicle speed of 15m/s and a steering angle of 0. When the sensor detects that the vehicle state parameters exceed the stable posture boundary, the unmanned vehicle starts the active yaw moment controller, and the control stability of the unmanned vehicle in the limit driving process is ensured.
The longitudinal controller design is as follows: the longitudinal controller is mainly designed according to the G-G map, and the G-G map boundary obtained by computer simulation is adjusted to be the actual G-G map boundary according to the actual road attachment coefficient. The final description of the adjusted G-G graph boundaries is:
Figure BDA0002435086730000051
in the formula: regulating parameter lambda is mumax/μ0In which μ0Is the maximum friction coefficient of the test stand, mumaxAt the maximum road adhesion coefficient, ax、ayLongitudinal and transverse accelerations, respectively, aymaxAt maximum ideal lateral acceleration, axmaxT、axmaxBMaximum ideal acceleration and maximum ideal deceleration, respectively.
And obtaining the preset speed on the given path according to the adjusted G-G map boundary and the curvature of the expected path. The expected speed and the longitudinal acceleration can be known according to the preset speed, the feedforward longitudinal force is calculated according to the Newton's second law, and a feedforward controller is designed; and designing a feedback controller according to the feedback error of the expected speed and the actual speed of the preset speed. The total longitudinal force is distributed to each independent driving motor of the unmanned vehicle to adjust the torque, so that the longitudinal control of the unmanned vehicle is realized. Fig. 3 is a G-G diagram verified by the longitudinal controller, which substantially matches the target G-G diagram, and this shows that the unmanned vehicle has achieved extreme driving under the action of the longitudinal controller, which achieves the control target.
The lateral controller design is as follows: the transverse controller controls a steering system of the unmanned vehicle, so that errors between the actual position of the unmanned vehicle and a given path are eliminated, and the transverse controller consists of a feedforward control part and a feedback control part.
The steering angle of the feed forward part is:
Figure BDA0002435086730000052
in the formula: u shapexIs the vehicle speed, r is the yaw rate, xpFor controller preview projection distance, β is centroid slip angle, κ is path curvature, s is distance traveled, and:
Figure BDA0002435086730000053
in the formula: lf、lrDistances from the vehicle's centroid position to the front and rear axles, cf、crCornering stiffness of the tires of the front and rear wheels of the vehicle, respectively, IzIs the moment of inertia.
The feedback part is as follows:
Figure BDA0002435086730000054
in the formula: k2、K3For feedback gain, epAnd predicting the projection error for the controller, wherein delta phi is the yaw angle error.
The total value of the steering angle of the lateral controller isFFW+FB. FIG. 5 is a lateral error result from a lateral controller test that depicts the error of the vehicle position from a given path during a given path following control test, except for a vehicle destabilization condition at the circle, where the lateral error of an unmanned vehicle may be found to be substantially zero, indicating that the lateral controller has achieved its control objective. The instability problem occurring during the test was controlled by the yaw moment controller described below.
The yaw moment controller is designed as follows: the yaw moment controller is intended to ensure steering stability at the time of extreme driving. The beta-r phase diagram takes the yaw velocity and the centroid side deviation angle of the unmanned vehicle as variables, can accurately determine the safe attitude area of the unmanned vehicle, clearly and definitely represents the stable attitude limit which can be reached by the unmanned vehicle, and the safe boundary of the beta-r phase diagram is represented by a parallelogram. When the sensors detect that the vehicle state exceeds a safety boundary, the yaw moment controller generates an active yaw moment to control the unmanned vehicle so as to prevent the vehicle from losing stability. After the safety envelope is determined, an active yaw moment is generated by adopting a sliding mode controller:
M＝Meq-(Kssat(S/φ)+KpS) (5)
in the formula MeqFor equivalent control yaw moment:
Figure BDA0002435086730000061
in the formula: sat is a saturation function, phi is the thickness of a boundary layer in sliding mode control, S is a sliding surface, rsafe,βsafeRespectively the yaw angular velocity and the centroid slip angle, K, of the vehicle in a stable attitudes、KpRespectively, the control parameters are steering wheel turning angles.
The required active yaw moment is distributed to each independent motor to realize the yaw moment control of the unmanned vehicle, and the transverse error shown in the figure 5 is rapidly reduced to zero after instability, which shows that the yaw moment controller successfully ensures the stability of the unmanned vehicle
In summary, the above description is only a preferred embodiment of the present invention, and is not intended to limit the scope of the present invention. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (1)

1. A method for controlling maximum envelope dynamics of an unmanned vehicle, comprising:
step 1, obtaining a G-G diagram of an unmanned vehicle through computer simulation so as to master the vehicle dynamics limit characteristics in an ideal state;
step 2, correcting a G-G image of the unmanned vehicle according to the actual road adhesion coefficient:
the description of the revised G-G graph boundaries is:
Figure FDA0002435086720000011
in the formula: regulating parameter lambda is mumax/μ0，μ0Is the maximum friction coefficient of the test stand, mumaxAt the maximum road adhesion coefficient, ax、ayLongitudinal and transverse accelerations of the unmanned vehicle, aymaxAt maximum ideal lateral acceleration, axmaxT、axmaxBMaximum ideal acceleration and maximum ideal deceleration respectively;
step 3, designing a longitudinal controller:
obtaining a preset speed on a given path according to the corrected G-G image boundary and the curvature of the expected path; the expected speed and the longitudinal acceleration can be known according to the preset speed, and then the ideal feedforward longitudinal force of the whole vehicle is calculated according to the Newton's second law, so that a feedforward longitudinal controller is designed; designing a feedback controller of a longitudinal controller according to the error of the feedback of the expected speed and the actual speed of the preset speed; finally, distributing the total longitudinal force of the feedforward longitudinal controller and the feedback controller to each independent driving motor of the unmanned vehicle to adjust the torque, so as to realize the longitudinal control of the unmanned vehicle;
step 4, designing a transverse controller:
the steering angle of the feed forward section in the lateral controller is designed to be:
Figure FDA0002435086720000012
in the formula: u shapexIs the vehicle speed, r is the yaw rate, xpFor controller preview projection distance, β is centroid slip angle, κ is path curvature, s is distance traveled, and:
Figure FDA0002435086720000013
in the formula: lf、lrDistances from the vehicle's centroid position to the front and rear axles, cf、crCornering stiffness of the tires of the front and rear wheels of the vehicle, respectively, IzIs the moment of inertia.
The steering angle of the feedback section in the lateral controller is designed to be:
Figure FDA0002435086720000014
in the formula: k2、K3Is the feedback gain, epAnd predicting the projection error for the controller, wherein delta phi is the yaw angle error.
The final total value of the steering angle of the lateral controller is thenFFW+FBThereby realizing the steering angle control of the unmanned vehicle;
step 5, designing a yaw moment controller: according to the stable attitude limit of the unmanned vehicle determined by a beta-r phase diagram taking the yaw angular velocity and the mass center side slip angle of the unmanned vehicle as variables, a sliding mode controller is adopted to generate an active yaw moment:
M＝Meq-(Kssat(S/φ)+KpS) (5)
in the formula MeqFor equivalent control yaw moment:
Figure FDA0002435086720000021
in the formula: sat is the saturation function, phi is the thickness of the boundary layer in sliding mode control, S is the sliding surface, rsafe、βsafeRespectively the centroid slip angle and yaw angular velocity, K, of the vehicle in a stable attitudes、KpThe control parameter is the steering wheel angle.
And distributing the required active yaw moment to each independently driven motor to realize the yaw moment control of the unmanned vehicle.
CN202010249871.2A 2020-04-01 2020-04-01 Maximum envelope dynamics control method for unmanned vehicle Pending CN111572558A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202010249871.2A CN111572558A (en) 2020-04-01 2020-04-01 Maximum envelope dynamics control method for unmanned vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202010249871.2A CN111572558A (en) 2020-04-01 2020-04-01 Maximum envelope dynamics control method for unmanned vehicle

Publications (1)

Publication Number Publication Date
CN111572558A true CN111572558A (en) 2020-08-25

Family

ID=72089732

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202010249871.2A Pending CN111572558A (en) 2020-04-01 2020-04-01 Maximum envelope dynamics control method for unmanned vehicle

Country Status (1)

Country Link
CN (1) CN111572558A (en)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112068432A (en) * 2020-09-07 2020-12-11 北京理工大学 Method and device for controlling pole allocation of unmanned vehicle dynamics system
CN112269385A (en) * 2020-10-23 2021-01-26 北京理工大学 Cloud unmanned vehicle dynamics control system and method
CN112706756A (en) * 2020-11-25 2021-04-27 东风越野车有限公司 Yaw stability control method for off-road vehicle driven by hub motor
CN113050650A (en) * 2021-03-24 2021-06-29 苏州泛像汽车技术有限公司 Unmanned vehicle path tracking control method and system based on output feedback
CN113401113A (en) * 2021-06-25 2021-09-17 江苏大学 Unmanned vehicle direct yaw moment control method and controller based on vehicle stable envelope line
CN115158445A (en) * 2022-07-11 2022-10-11 岚图汽车科技有限公司 Vehicle steering redundancy control method and system, electronic equipment and storage medium

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007031567A1 (en) * 2005-09-14 2007-03-22 Continental Teves Ag & Co. Ohg Method for determining an inhomogeneous roadway
CN105539426A (en) * 2016-01-05 2016-05-04 北京理工大学 Dynamic stability control system for multiaxial distributed electromechanical driving vehicle
CN106926840A (en) * 2017-03-13 2017-07-07 北京理工大学 A kind of vehicle extremal dynamic model Trajectory Tracking Control System

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007031567A1 (en) * 2005-09-14 2007-03-22 Continental Teves Ag & Co. Ohg Method for determining an inhomogeneous roadway
CN105539426A (en) * 2016-01-05 2016-05-04 北京理工大学 Dynamic stability control system for multiaxial distributed electromechanical driving vehicle
CN106926840A (en) * 2017-03-13 2017-07-07 北京理工大学 A kind of vehicle extremal dynamic model Trajectory Tracking Control System

Non-Patent Citations (7)

* Cited by examiner, † Cited by third party
Title
JUN NI: "Envelope Control for Four-Wheel Independently Actuated Autonomous Ground Vehicle Through AFS/DYC Integrated Control", 《IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY》 *
KRISADA KRITAYAKIRANA ET AL: "Autonomous Cornering at the Limits:", 《6TH IFAC SYMPOSIUM ADVANCES IN AUTOMOTIVE CONTROL》 *
KRISADA KRITAYAKIRANA ET AL: "Autonomous vehicle control at the limits", 《INT. J. VEHICLE AUTONOMOUS SYSTEMS》 *
KRISADA KRITAYAKIRANA ET AL: "Using the centre of percussion to design", 《VEHICLE SYSTEM DYNAMICS: INTERNATIONAL JOURNAL OF VEHICLE MECHANICS AND MOBILITY》 *
MIAOMIAO FU ET AL: "PATH TRACKING FOR AUTONOMOUS RACE CAR", 《INTERNATIONAL JOURNAL OF AUTOMOTIVE TECHNOLOGY》 *
付苗苗: "高速无人车辆极限包络特性与轨迹跟踪方法研究", 《中国优秀硕士学位论文全文数据库工程科技Ⅱ辑》 *
邓召文等: "基于特定赛道的FSAE赛车操纵稳定性仿真分析", 《拖拉机与农用运输车》 *

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112068432A (en) * 2020-09-07 2020-12-11 北京理工大学 Method and device for controlling pole allocation of unmanned vehicle dynamics system
CN112269385A (en) * 2020-10-23 2021-01-26 北京理工大学 Cloud unmanned vehicle dynamics control system and method
CN112706756A (en) * 2020-11-25 2021-04-27 东风越野车有限公司 Yaw stability control method for off-road vehicle driven by hub motor
CN112706756B (en) * 2020-11-25 2022-03-29 东风越野车有限公司 Yaw stability control method for off-road vehicle driven by hub motor
CN113050650A (en) * 2021-03-24 2021-06-29 苏州泛像汽车技术有限公司 Unmanned vehicle path tracking control method and system based on output feedback
CN113401113A (en) * 2021-06-25 2021-09-17 江苏大学 Unmanned vehicle direct yaw moment control method and controller based on vehicle stable envelope line
CN115158445A (en) * 2022-07-11 2022-10-11 岚图汽车科技有限公司 Vehicle steering redundancy control method and system, electronic equipment and storage medium
CN115158445B (en) * 2022-07-11 2023-06-23 岚图汽车科技有限公司 Vehicle steering redundancy control method, system, electronic equipment and storage medium

Similar Documents

Publication Publication Date Title
CN111572558A (en) Maximum envelope dynamics control method for unmanned vehicle
US11364895B2 (en) Yaw motion control method for four-wheel distributed vehicle
CN111610780B (en) Automatic driving vehicle path tracking control method and device
US10384672B1 (en) Vehicle stability control system
KR101305124B1 (en) Vehicle dynamic performance improvement apparatus and method for the same
WO2019047509A1 (en) Two-wheel monorail vehicle and balance control method therefor
CN111587199B (en) Driving support device, driving support method, and driving support system
WO2022266824A1 (en) Steering control method and apparatus
WO2019059131A1 (en) Vehicle control device
CN111086400B (en) Direct force dynamics control method and system for all-wheel independent steering and independent driving unmanned vehicle
JP4613668B2 (en) Vehicle behavior control apparatus and vehicle behavior control method
JP2569591B2 (en) Vehicle driving assist device
CN114044003B (en) Tracking control method for front-rear double-axle steering vehicle
JP2008068815A (en) Turning behavior controller for vehicle
CN114620033A (en) Parking and warehousing control method based on front wheel feedback control
CN110758404B (en) Fault-tolerant control method for actuator fault of vehicle stabilization system
CN114148411A (en) Drift control method of wheel type unmanned platform
Sun et al. Design of Four Wheel Steering and Direct Yaw Moment Control for Unmanned Vehicle with Path Tracking Controller in Extreme Maneuvers
CN112506183A (en) Distributed driving unmanned vehicle path tracking control method and system
CN111666636A (en) Unmanned vehicle dynamics limit characteristic envelope online observation method
JP2009275560A (en) Driving force control device of vehicle
JP2020117040A (en) Vehicle attitude control device
JP2020131739A (en) Vehicle posture control device
Wang et al. Control of Vehicle Beyond the Stability Limits
JP2014156216A (en) Wheel-type movable body

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
WD01 Invention patent application deemed withdrawn after publication
WD01 Invention patent application deemed withdrawn after publication

Application publication date: 20200825