CN111703417A - High-low speed unified preview sliding mode driving control method and control system - Google Patents

High-low speed unified preview sliding mode driving control method and control system Download PDF

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CN111703417A
CN111703417A CN202010587133.9A CN202010587133A CN111703417A CN 111703417 A CN111703417 A CN 111703417A CN 202010587133 A CN202010587133 A CN 202010587133A CN 111703417 A CN111703417 A CN 111703417A
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speed
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automobile
lateral position
preview
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CN111703417B (en
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邓召文
易强
张书乾
高伟
余伟
孔昕昕
石振
金家琛
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Hubei University of Automotive Technology
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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
    • B60W30/02—Control of vehicle driving stability
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/112—Roll movement
    • 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
    • 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
    • B60W2050/0028—Mathematical models, e.g. for 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
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0029—Mathematical model of the driver
    • 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
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0031—Mathematical model of the vehicle
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Automation & Control Theory (AREA)
  • Transportation (AREA)
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  • Physics & Mathematics (AREA)
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  • Human Computer Interaction (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

The invention belongs to the technical field of driving control, and discloses a high-low speed unified preview sliding mode driving control method and a control system, wherein a data acquisition module acquires automobile driving road information; the model building module determines an automobile road model and an automobile dynamic model; the parameter acquisition module acquires the lateral position, the lateral position change, the lateral speed and the yaw rate related parameters of the automobile train; the controller optimization module carries out sliding mode controller optimization; the control module utilizes the optimized synovial membrane controller for driving control. According to the structural characteristics and the kinematic requirements of the automobile train, the invention provides the automobile train driver model suitable for the high-low speed mode, and the low-speed model can obviously improve the path following performance of the trailer unit at low speed; the high-speed model can improve the stability and the safety of the automobile and reduce the yaw velocity and the lateral acceleration of each unit at high speed.

Description

High-low speed unified preview sliding mode driving control method and control system
Technical Field
The invention belongs to the technical field of driving control, and particularly relates to a high-speed and low-speed unified preview sliding film driving control method and a control system.
Background
At present, the running working condition of an automobile train is different from that of a common automobile, the automobile train has poorer path following performance at low speed, poorer lateral stability and more severe lateral movement of a trailer unit at high speed, and the behavior of a driver of the automobile train is different from that of a single automobile, so that the driver model of the single automobile cannot be simply used on a multi-unit articulated trailer. Meanwhile, the driver direction control model plays an important role in driver-automobile-road closed loop system simulation, driver auxiliary system development and intelligent automobile control, and because the research on the driver model of the automobile train is limited, the research and design of the driver model suitable for the articulated heavy vehicle are very necessary, the driver model of the automobile train can obviously improve the path following performance of the automobile train during low-speed bending and the transverse stability of the automobile train during high speed bending, and the method has great significance for improving the transverse stability, the operation stability and the running safety of the articulated automobile train.
Through the above analysis, the problems and defects of the prior art are as follows: the existing automobile driving control model can only be applied to a single scene, and meanwhile, the stability is not high, and the driving safety is not guaranteed.
When a Multi-Trailer Articulated Heavy Vehicle (MTAHV) runs at a high speed, the Multi-Trailer Articulated Heavy Vehicle has poor lateral stability, and is mainly represented as dangerous working conditions such as Trailer folding, Trailer tail swinging and side turning. The articulation between adjacent vehicle units and the suspension of the tractor cab isolates the driver's perception of trailer motion. The driver of the multi-trailer train has difficulty in obtaining the motion state of the trailer by feeling, and the motion feeling of the multi-trailer train on the train is mainly from the tractor. During a highway lane change, the trailer often swings sideways, which may occur in a backwards-amplified fashion. The trailer yaw movement is characterized by the sequential gradual amplification towards the rear by the tractor, i.e. the last trailer unit has the greatest lateral acceleration compared to the tractor unit. Therefore, the last trailer of the train tends to have the first tendency to rollover and the possibility of rollover. This unique characteristic often causes rollover of the articulated vehicle or motor train.
The optimal preview closed-loop control driver model proposed by scholars Reddy and Ellis calculates the steering wheel angle and simulates the control behavior of a driver in such a way, and due to the large calculation workload, the real-time performance is poor, and the set error range cannot be too large, the randomness of the simulation result is large. The single-point optimal control preview model provided by the MacAdam CC is flexible to operate in practical application and can be put into practical application, but once the vehicle speed changes too fast, the preview time cannot be fixed, so that the accuracy of the preview distance is reduced, and certain disadvantages exist. Guo Konghui proposes 'optimal curvature model for preview' and 'prediction-following theory', but both are applicable to single unit vehicles. The yangxing takes a five-axis semi-trailer train yaw plane model as a research object, and provides a single-point aiming driver model based on path aiming, low-frequency and high-frequency compensation gains, time delay and vehicle state prediction. Yanghao, Huangjiang and the like take the road deviation and the vehicle speed as input, take the steering wheel corner as output, establish a fuzzy controller, and select a near-far two-point preview driver model according to the road curvature. The model establishes a near-far point sighting model, but only selects one point of the road curvature for sighting.
The difficulty in solving the above problems and defects is: due to the unique characteristics of the automobile train model, the establishment of a multipoint preview driver model which is suitable for the double-trailer automobile train and comprises the preview information of a tractor and each trailer has technical defects at present.
The significance of solving the problems and the defects is as follows: to date, attention has been focused on the study of closed loop directional dynamics of driver/single unit automotive systems. There has been little research into the closed loop directional dynamics of driver/articulated vehicle systems. Due to the large size and complex configuration of articulated semi-trailer commercial vehicles, multi-unit articulated vehicles have unique directional dynamics, such as folding and trailer sway, compared to single-unit passenger vehicles. Generally, the driver of an articulated vehicle behaves differently from a single-unit vehicle, which has poorer path following performance at low speeds and poorer lateral stability and larger trailer unit lateral movement at high speeds, so that it is not possible to simply use the driver model of a single-unit vehicle on a multi-unit articulated trailer, and therefore, it is necessary to study and design the driver model for an articulated heavy vehicle, which is significant for improving the lateral stability of an articulated vehicle train.
The method combines the research and analysis of predecessors on the approach rate of the sliding mode, carries out optimization design on the approach rate, inhibits the jitter phenomenon when approaching the sliding mode to a certain extent, enables the approach speed to have a certain self-adaptive function along with the distance from the sliding mode surface, and improves the control effect of sliding mode control to a certain extent. According to the structural characteristics and the kinematic requirements of the automobile train, an automobile train multipoint preview driver model which is suitable for double-trailer automobile trains, contains the preview information of a tractor and each trailer and is suitable for a high-speed mode and a low-speed mode is established. The low-speed model can improve the path following performance of the trailer unit at low speed; the high-speed model can improve the stability and reduce the yaw velocity and the lateral acceleration of each unit at high speed.
The technical route provided by the invention provides a new method and a new theory for the multipoint preview driver model development, and lays a theoretical foundation for researching the feasibility and the advantages and disadvantages of trailer preview and then designing an active steering control system of a trailer, a differential braking control system of the trailer and a control strategy and optimization design of an active safety comprehensive control system of the trailer.
Disclosure of Invention
Aiming at the problems in the prior art, the invention provides a high-low speed unified preview sliding film driving control method and a control system. In particular to a high-low speed unified preview sliding film driving control method suitable for an automobile train.
The invention is realized in this way, a high and low speed unified preview synovial membrane driving system suitable for the automobile train, which comprises:
the data acquisition module is used for acquiring the information of the automobile driving road;
the model building module is used for determining an automobile road model and an automobile dynamic model;
the parameter acquisition module is used for acquiring the lateral position, the lateral position change, the lateral speed and the related parameters of the yaw rate of the automobile train by utilizing the constructed dynamic model and the state space equation of the automobile train;
the controller optimization module is used for optimizing the sliding mode controller based on the combination of the lateral position, the lateral position change, the lateral speed and the yaw rate and the information of the running road;
and the control module is used for calculating to obtain a front wheel steering angle by utilizing the optimized synovial membrane controller, and performing driving control by taking the calculated front wheel steering angle as the control input of the state space and the controlled object.
The invention also aims to provide a high-low speed unified preview synovial membrane driving control method applicable to an automobile train, which is applied to the high-low speed unified preview synovial membrane driving system applicable to the automobile train, and the high-low speed unified preview synovial membrane driving control method applicable to the automobile train comprises the following steps:
step one, determining an automobile road model and an automobile dynamic model;
outputting the lateral position and the lateral position change of the automobile train by the dynamic model, obtaining the lateral speed and the yaw rate by a state space equation of the automobile train, and optimizing the sliding mode controller based on the lateral position, the lateral position change, the lateral speed and the yaw rate and the running road information;
and step three, calculating by using the optimized synovial controller to obtain a front wheel steering angle, and performing driving control by using the calculated front wheel steering angle as a state space and the control input of a controlled object.
Further, in the first step, the automobile road model and the automobile dynamics model include:
the automobile road model comprises an automobile high-speed road model or a low-speed road model;
the automobile dynamic model is a Trucksim model or a linear model.
Further, in step one, the high-speed road model or the low-speed road model includes:
the expressway model is a tractor road preview model and is used for forcing the center of a front axle of the tractor to track a target track by determining the steering angle of the front wheel of the tractor;
the low-speed road model is a desired path preview model and is used for determining the front wheel rotating angle of the tractor through the minimum lateral deviation of the tractor and the trailer.
Further, in step two, the synovial membrane controller optimization method comprises: determining a sliding mode surface and an approach law of the sliding mode controller based on the acquired road information, the state space parameters and a linear or nonlinear model of the controlled object;
the method specifically comprises the following steps:
1) adopts a traditional sliding mode surface with the formula of
Figure BDA0002555079590000041
Wherein lambda is a sliding mode surface coefficient and is more than 0; s is a switching function; e is an error;
2) adopting the equal velocity approach law with the expression as
Figure BDA0002555079590000042
Where the constant represents the rate at which the point of motion of the system approaches the switching plane s-0.
Further, in step three, the front wheel steering angle calculation formula is as follows:
Figure BDA0002555079590000051
wherein e represents the comprehensive lateral position tracking deviation of the automobile train; y (T + T)p)、Y(t+Tp-τ1)、Y(t+Tp-τ2) Respectively, at time T + Tp、t+Tp-τ1、t+Tp-τ1A second order state quantity of time; tau is1、τ1Represents a time delay; t is a time constant, TpIs the preview time;
the calculation formula of the comprehensive lateral position tracking deviation e of the automobile train is as follows:
e＝e1+k1e2+k2e3
in the formula, k1、k2Is a constant; e.g. of the type1、e2、e3The lateral position deviation of the front axle mass center of the tractor, the mass center of the first trailer and the mass center of the second trailer is respectively represented, and the calculation formula is as follows:
Figure BDA0002555079590000052
the time T + Tp、t+Tp-τ1、t+Tp-τ1The second order state quantities of time are:
Figure BDA0002555079590000053
wherein f (T) represents the corresponding position of the expected path at the time T; y (t) represents coordinates on the desired path;
the time delay may be expressed as:
Figure BDA0002555079590000054
Figure BDA0002555079590000055
the invention also aims to provide a synovial membrane controller for implementing the high-low speed unified preview synovial membrane driving control method. And the control device is used for calculating the front wheel steering angle and performing driving control by taking the calculated front wheel steering angle as the control input of the state space and the controlled object.
Another object of the present invention is to provide an unmanned motor vehicle implementing the high-low speed unified preview slip film driving control method.
It is a further object of the invention to provide a computer device comprising a memory and a processor, the memory storing a computer program which, when executed by the processor, causes the processor to perform the steps of:
determining an automobile road model and an automobile dynamic model;
outputting the lateral position and the lateral position change of the automobile train by a dynamic model, obtaining the lateral speed and the yaw rate by a state space equation of the automobile train, and optimizing the sliding mode controller based on the lateral position, the lateral position change, the lateral speed and the yaw rate by combining the information of the running road;
and calculating to obtain a front wheel steering angle by using the optimized synovial controller, and performing driving control by using the calculated front wheel steering angle as a state space and a control input of a controlled object.
It is another object of the present invention to provide a computer-readable storage medium storing a computer program which, when executed by a processor, causes the processor to perform the steps of:
determining an automobile road model and an automobile dynamic model;
outputting the lateral position and the lateral position change of the automobile train by a dynamic model, obtaining the lateral speed and the yaw rate by a state space equation of the automobile train, and optimizing the sliding mode controller based on the lateral position, the lateral position change, the lateral speed and the yaw rate by combining the information of the running road;
and calculating to obtain a front wheel steering angle by using the optimized synovial controller, and performing driving control by using the calculated front wheel steering angle as a state space and a control input of a controlled object.
By combining all the technical schemes, the invention has the advantages and positive effects that: the invention provides a high-low speed unified preview sliding mode driver model suitable for an automobile train. A preview driver model is designed based on a sliding film control technology, and the preview driver model not only can be applied to single-unit vehicles, but also can be applied to multi-unit vehicles.
The invention is suitable for the unified preview driver model of the automobile train based on the sliding mode control, and the model is suitable for two working conditions of high speed and low speed, namely: determining a steering angle of a front wheel of the tractor based on a traditional transverse position preview control theory to force the center of a front axle of the tractor to track a target track; the low speed is the anticipated route preview model, based on traditional horizontal preview control theory, decides the front wheel corner of tractor by tractor and the minimum lateral deviation of trailer to improve the route followability of vehicle. The high-speed model mainly improves the stability, reduces the yaw velocity and the lateral acceleration of the automobile, and the low-speed model mainly improves the path following performance of the automobile.
According to the structural characteristics and the kinematic requirements of the automobile train, the invention provides the automobile train driver model suitable for the high-low speed mode, and the low-speed model can obviously improve the path following performance of the trailer unit at low speed; the high-speed model can improve the stability and the safety of the automobile and reduce the yaw velocity and the lateral acceleration of each unit at high speed.
Technical effect or experimental effect of comparison.
And establishing a multi-point preview driver model suitable for four-axis double-towing by taking the established linear four-degree-of-freedom yaw plane model as a control object and taking a high-speed driver model and a low-speed driver model established based on sliding mode control as a controller. Firstly, comparing and verifying the control effect of a driver model based on constant-speed approach rate and optimized approach rate, then comparing the control effect of a higher-speed and low-speed preview driver model under the high-speed and low-speed single-shift-line working condition, and finally carrying out comparative analysis on the control effect of the high-speed model and the TO model and the control effect of the low-speed model and the TO model under the high-speed and low-speed single-shift-line working condition respectively.
(1) Comparing and verifying the control effect of the driver model based on the constant speed approach rate and the optimized approach rate, wherein the result shows that: compared with the constant speed approach rate, the optimized approach rate can effectively eliminate the shaking phenomenon of the front wheel corner, improve the transverse stability of the vehicle and have obvious high-speed control effect. The comparison results of the high-speed simulation and the low-speed simulation are shown in fig. 5 and 6 respectively.
(2) Compared with the low-speed model, the high-speed model can effectively improve the transverse stability of the automobile train under the condition of 80km/h single-line shifting under the condition of smaller steering force requirement, reduce the yaw velocity and the lateral acceleration peak value, and simultaneously reduce the yaw velocity of each trailer unit compared with the tractor; compared with a high-speed model, the low-speed model can realize better path following performance under the working condition of single line shift of 30km/h, but has higher stability and larger front wheel steering angle peak value.
The low-speed driving method mainly considers the path following performance of the automobile train at low speed and mainly considers the transverse stability of the automobile train at high speed, so that the control effect of the established low-speed driving model is superior to that of a high-speed driving model under the working condition of low-speed single-shift line of 30km/h in comprehensive consideration, and the control effect is optimal when the model is used at low speed; under the working condition of high-speed single-shift line of 80km/h, the control effect of the established high-speed driver model is superior to that of a low-speed driver model, and the model has the best control effect when being used at medium and high speeds. As shown in fig. 7 and 8.
(3) And carrying out comparative analysis on the control effects of the high-speed model and the TO model (tractor single preview model) and the control effects of the low-speed model and the TO model under the working conditions of high-speed and low-speed single line shifting respectively. Compared with a high-speed TO model, under the condition that the path following performance is not large, the average peak values of the lateral acceleration and the yaw rate are respectively improved by about 8% and 15%, and the integral of the front wheel steering angle TO the time is reduced by about 6.19%; compared with the low-speed TO model, the tractor path following performance is not greatly improved, but the following performance of each trailer unit is obviously improved due TO the introduction of deviation control. The average lateral acceleration peak value and the yaw rate of each unit of the automobile train are respectively reduced by about 8 percent and 15 percent, so that the following can be found: when the sliding mode control-based automobile train driver model is introduced into trailer preview, the stability of an automobile train is improved under the condition of small steering force. As shown in fig. 9 and 10.
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In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the embodiments of the present application will be briefly described below, and it is obvious that the drawings described below are only some embodiments of the present application, and it is obvious for those skilled in the art that other drawings can be obtained from the drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a high-low speed unified preview sliding film driving control system suitable for an automobile train provided by an embodiment of the invention;
in the figure: 1. a data acquisition module; 2. a model building module; 3. a parameter acquisition module; 4. a controller optimization module; 5. and a control module.
Fig. 2 is a flowchart of a high-low speed unified preview sliding film driving control method suitable for an automobile train provided by the embodiment of the invention.
Fig. 3 is a schematic diagram of a high-low speed unified preview sliding film driving control method suitable for an automobile train provided by the embodiment of the invention.
Fig. 4 is a schematic diagram of a geometric representation of a model of a motor train and a desired path according to an embodiment of the present invention.
FIG. 5 is a diagram of a comparison result of high-speed simulation provided by an embodiment of the present invention.
Fig. 6 is a diagram of a comparison result of low speed simulation provided by the embodiment of the present invention.
FIG. 7 is a comparison of the results of the high speed condition provided by the embodiment of the present invention with set one.
FIG. 8 is a comparison of the results of the low speed condition provided by the embodiment of the present invention with set one.
FIG. 9 is a comparison graph set two of the results of the high speed operation provided by the embodiment of the present invention.
FIG. 10 is a comparison of results for low speed conditions provided by an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail with reference to the following embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Aiming at the problems in the prior art, the invention provides a high-speed and low-speed unified preview sliding film driving control method and a control system, and the invention is described in detail below with reference to the attached drawings.
As shown in fig. 1, a high-low speed unified preview synovial membrane driving control system provided by an embodiment of the present invention includes:
the data acquisition module 1 is used for acquiring automobile driving road information;
the model building module 2 is used for determining an automobile road model and an automobile dynamic model;
the parameter acquisition module 3 is used for acquiring the lateral position, the lateral position change, the lateral speed and the yaw velocity related parameters of the automobile train by utilizing the constructed dynamic model and the state space equation of the automobile train;
the controller optimization module 4 is used for optimizing the sliding mode controller based on the combination of the lateral position, the lateral position change, the lateral speed and the yaw rate and the information of the running road;
and the control module 5 calculates a front wheel steering angle by using the optimized slip film controller, and performs driving control by using the calculated front wheel steering angle as a state space and the control input of a controlled object.
As shown in fig. 2 to fig. 3, the method for controlling the driving of the high-speed and low-speed unified preview slip film according to the embodiment of the present invention includes:
s101, determining an automobile road model and an automobile dynamic model;
s102, outputting the lateral position and the lateral position change of the automobile train by the dynamic model, obtaining the lateral speed and the yaw rate by a state space equation of the automobile train, and optimizing the sliding mode controller based on the lateral position, the lateral position change, the lateral speed and the yaw rate by combining with the information of the running road;
and S103, calculating by using the optimized synovial controller to obtain a front wheel steering angle, and performing driving control by using the calculated front wheel steering angle as a state space and a control input of a controlled object.
In step S101, the automobile road model and the automobile dynamics model provided in the embodiment of the present invention include:
the automobile road model comprises an automobile high-speed road model or a low-speed road model;
the automobile dynamic model is a Trucksim model or a linear model.
In step S101, the high-speed road model or the low-speed road model provided in the embodiment of the present invention includes:
the expressway model is a tractor road preview model and is used for forcing the center of a front axle of the tractor to track a target track by determining the steering angle of the front wheel of the tractor;
the low-speed road model is a desired path preview model and is used for determining the front wheel rotating angle of the tractor through the minimum lateral deviation of the tractor and the trailer.
In step S102, the synovial membrane controller optimization method provided in the embodiment of the present invention includes: determining a sliding mode surface and an approach law of the sliding mode controller based on the acquired road information, the state space parameters and a linear or nonlinear model of the controlled object;
the method specifically comprises the following steps:
1) adopts a traditional sliding mode surface with the formula of
Figure BDA0002555079590000101
Wherein lambda is a sliding mode surface coefficient and is more than 0; s is a switching function; e is an error;
2) adopting the equal velocity approach law with the expression as
Figure BDA0002555079590000102
Where the constant represents the rate at which the point of motion of the system approaches the switching plane s-0.
In step S103, a front wheel steering angle calculation formula provided in the embodiment of the present invention is:
Figure BDA0002555079590000111
wherein e represents the comprehensive lateral position tracking deviation of the automobile train; y (T + T)p)、Y(t+Tp-τ1)、Y(t+Tp-τ2) Respectively, at time T + Tp、t+Tp-τ1、t+Tp-τ1A second order state quantity of time; tau is1、τ1Represents a time delay; t is a time constant, TpIs the preview time;
the calculation formula of the comprehensive lateral position tracking deviation e of the automobile train is as follows:
e＝e1+k1e2+k2e3
in the formula, k1、k2Is a constant; e.g. of the type1、e2、e3The lateral position deviation of the front axle mass center of the tractor, the mass center of the first trailer and the mass center of the second trailer is respectively represented, and the calculation formula is as follows:
Figure BDA0002555079590000112
the time T + Tp、t+Tp-τ1、t+Tp-τ1The second order state quantities of time are:
Figure BDA0002555079590000113
wherein f (T) represents the corresponding position of the expected path at the time T; y (t) represents coordinates on the desired path;
the time delay may be expressed as:
Figure BDA0002555079590000114
Figure BDA0002555079590000115
the technical solution of the present invention is further illustrated by the following specific examples.
Example (b):
the utility model provides a unified preview synovial membrane driver model of high low-speed suitable for motor train, includes the setting of car road of going, synovial membrane variable structure controller design, automobile dynamics model establishment and the acquisition of car parameter. The driving road is respectively an expressway model and a low-speed road model, the high speed is a tractor road preview model, in the expressway tractor road preview model, based on a traditional transverse position preview control theory, a front wheel steering angle of a tractor is determined, the center of a front axle of the tractor is forced to track a target track, the center of mass of a trailer unit tracks a path passing through the center of the front axle of the tractor, namely, an expected path tracked by the trailer unit is a path of the center of mass of the front axle of the tractor after a specific time delay, and the low speed is an expected path preview model. In the road preview model of the low-speed tractor, the front wheel rotating angle of the tractor is determined by the minimum lateral deviation of the tractor and the trailer based on the traditional transverse preview control theory in the process that the vehicle follows the expected path, and the expected paths of the tractor and the trailer are corresponding values of the actual path at a specific time. The automobile dynamic model is a Trucksim model or a linear model. In addition, the controller of the model adopts sliding mode variable structure control with strong robustness and anti-jamming capability, the sliding mode variable structure controller design comprises sliding mode surface design, approach law design and buffeting elimination, the sliding mode controller is designed based on the approach law, road information, state space parameters and corresponding output values of a linear or nonlinear model of a controlled object are used as control input of the sliding mode controller, and finally an ideal approach law and sliding mode control are obtainedAnd (5) manufacturing a device. The sliding mode surface of the sliding mode variable structure controller adopts the traditional sliding mode surface, and the formula is
Figure BDA0002555079590000121
Wherein lambda is a sliding mode surface coefficient and is more than 0; s is a switching function; e is the error, in order to make the combined tracking error e and its derivative
Figure BDA0002555079590000123
And fast convergence is carried out, and the sliding mode surface S is zero, so that the sliding mode surface coefficient lambda is obtained. In addition, in order to weaken the buffeting phenomenon of the system, the sliding mode controller adopts a constant speed approximation law, and the expression is
Figure BDA0002555079590000122
Where the constant represents the rate at which the point of motion of the system approaches the switching plane s-0. Small, slow approach speed; large, the moving point will have a greater velocity when it reaches the switching surface, and the resulting jitter will be greater. The approaching speed is fixed in the constant-speed approaching law, and the sliding mode control shaking phenomenon can be effectively reduced. According to the track of the automobile running on the road, the expected track determines the relation between X and Y coordinates on the automobile track, the coordinate Y (T) on the expected path is represented as f (T), which represents the corresponding position of the expected path at the time T, and e is selected2And e3The lateral position deviations of the first and second trailer of the vehicle model are represented, respectively. Assume that the front wheel steering angle is in the time period (T, T + T)p) The output and state variables of the linear yaw plane model can be predicted from the time constant T of the state variables, TpIs the preview time. At time T + Tp，t+Tp-τ1And T + Tp-τ2The state quantities of the second order are:
Figure BDA0002555079590000131
wherein the time delay can be approximately calculated as:
Figure BDA0002555079590000132
Figure BDA0002555079590000133
the lateral position deviations of the front axle center of mass, the first trailer center of mass and the second trailer center of mass of the trailer at the moment are respectively expressed as: e.g. of the type1,e2,e3They can be represented as:
e1＝f(t+Tp)-Y1(t+Tp)
e2＝f(t+Tp-τ1)-Y2(t+Tp)
e3＝f(t+Tp-τ2)-Y3(t+Tp)
because of the mutual relation of the three-unit automobile lateral position tracking deviation, the comprehensive lateral position tracking deviation of the automobile train is as follows:
e＝e1+k1e2+k2e3wherein k is1,k2Is a constant
And finally obtaining a steering angle formula by combining the parameters of the state space, wherein the steering angle formula is as follows:
Figure BDA0002555079590000141
according to the structural characteristics and the kinematic requirements of the automobile train, the invention provides the automobile train driver model suitable for the high-low speed mode, and the low-speed model can obviously improve the path following performance of the trailer unit at low speed; the high-speed model can improve the stability and the safety of the automobile and reduce the yaw velocity and the lateral acceleration of each unit at high speed.
The invention is further described below with reference to specific experiments and simulation results.
Fig. 4 is a schematic diagram of a geometric representation of a model of a motor train and a desired path according to an embodiment of the present invention.
FIG. 5 is a diagram of a comparison result of high-speed simulation provided by an embodiment of the present invention.
Fig. 6 is a diagram of a comparison result of low speed simulation provided by the embodiment of the present invention.
FIG. 7 is a set of comparison plots of the results of the high speed case provided by an embodiment of the present invention.
FIG. 8 is a set of comparison plots of the results of the low speed case provided by an embodiment of the present invention.
FIG. 9 is a comparison graph set of results under high speed conditions provided by embodiments of the present invention.
FIG. 10 is a comparison chart set of results under low speed conditions provided by embodiments of the present invention.
The established linear four-degree-of-freedom yaw plane model is used as a control object, a high-speed driver model and a low-speed driver model which are established based on sliding mode control are used as controllers, and a multipoint preview driver model which is suitable for four-axis double-towing is established. Firstly, comparing and verifying the control effect of a driver model based on constant-speed approach rate and optimized approach rate, then comparing the control effect of a higher-speed and low-speed preview driver model under the high-speed and low-speed single-shift-line working condition, and finally carrying out comparative analysis on the control effect of the high-speed model and the TO model and the control effect of the low-speed model and the TO model under the high-speed and low-speed single-shift-line working condition respectively.
(1) Comparing and verifying the control effect of the driver model based on the constant speed approach rate and the optimized approach rate, wherein the result shows that: compared with the constant speed approach rate, the optimized approach rate can effectively eliminate the shaking phenomenon of the front wheel corner, improve the transverse stability of the vehicle and have obvious high-speed control effect. The comparison results of the high-speed simulation and the low-speed simulation are respectively shown in fig. 5 and fig. 6:
FIG. 5a) lateral position deviation for optimized approach rate control; fig. 5b) lateral position deviation of the constant velocity approach rate control. Fig. 5c) yaw rate comparison. Fig. 5d) lateral acceleration comparison. Fig. 5e) front wheel steering angle comparison. Fig. 5f) comparing the preview point with the desired point lateral position deviation. Fig. 6a) lateral position deviation for optimized approach rate control, fig. 6b) lateral position deviation for constant velocity approach rate control. Fig. 6c) yaw rate comparison. Fig. 6d) lateral acceleration comparison. Fig. 6e) front wheel steering angle comparison. Fig. 6f) lateral position deviation comparison.
(2) Compared with the low-speed model, the high-speed model can effectively improve the transverse stability of the automobile train under the condition of 80km/h single-line shifting under the condition of smaller steering force requirement, reduce the yaw velocity and the lateral acceleration peak value, and simultaneously reduce the yaw velocity of each trailer unit compared with the tractor; compared with a high-speed model, the low-speed model can realize better path following performance under the working condition of single line shift of 30km/h, but has higher stability and larger front wheel steering angle peak value.
The low-speed driving method mainly considers the path following performance of the automobile train at low speed and mainly considers the transverse stability of the automobile train at high speed, so that the control effect of the established low-speed driving model is superior to that of a high-speed driving model under the working condition of low-speed single-shift line of 30km/h in comprehensive consideration, and the control effect is optimal when the model is used at low speed; under the working condition of high-speed single-shift line of 80km/h, the control effect of the established high-speed driver model is superior to that of a low-speed driver model, and the model has the best control effect when being used at medium and high speeds. FIG. 7a) high-speed model lateral position bias; FIG. 7b) lateral position deviation of the low speed model. Fig. 7c) yaw rate comparison. Fig. 7d) lateral acceleration comparison. Fig. 7e) front wheel steering angle comparison. Fig. 7f) lateral position deviation comparison. FIG. 8a) lateral position deviation of the low speed model. FIG. 8b) high speed model lateral position bias. Fig. 8c) yaw rate comparison. Fig. 8d) lateral acceleration comparison. Fig. 8e) front wheel steering angle comparison. Fig. 8f) lateral position deviation comparison.
(3) And carrying out comparative analysis on the control effects of the high-speed model and the TO model (tractor single preview model) and the control effects of the low-speed model and the TO model under the working conditions of high-speed and low-speed single line shifting respectively. Compared with a high-speed TO model, under the condition that the path following performance is not large, the average peak values of the lateral acceleration and the yaw rate are respectively improved by about 8% and 15%, and the integral of the front wheel steering angle TO the time is reduced by about 6.19%; compared with the low-speed TO model, the tractor path following performance is not greatly improved, but the following performance of each trailer unit is obviously improved due TO the introduction of deviation control. The average lateral acceleration peak value and the yaw rate of each unit of the automobile train are respectively reduced by about 8 percent and 15 percent, so that the following can be found: when the sliding mode control-based automobile train driver model is introduced into trailer preview, the stability of an automobile train is improved under the condition of small steering force. Fig. 9a) tractor following comparison. Fig. 9b) first trailer following comparison. Fig. 9c) second trailer followability comparison. Fig. 9d) yaw rate comparison. Fig. 9e) lateral acceleration comparison. Fig. 9f) front wheel steering angle comparison. Fig. 10a) tractor following comparison. Fig. 10b) first trailer following comparison. Fig. 10c) second trailer followability comparison. Fig. 10d) front wheel steering angle comparison.
In the description of the present invention, "a plurality" means two or more unless otherwise specified; the terms "upper", "lower", "left", "right", "inner", "outer", "front", "rear", "head", "tail", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are only for convenience in describing and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed in a particular orientation, and be operated, and thus, should not be construed as limiting the invention. Furthermore, the terms "first," "second," "third," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
The above description is only for the purpose of illustrating the present invention and the appended claims are not to be construed as limiting the scope of the invention, which is intended to cover all modifications, equivalents and improvements that are within the spirit and scope of the invention as defined by the appended claims.

Claims (10)

1. A high-low speed unified preview synovial membrane driving control method is characterized by comprising the following steps:
determining an automobile road model and an automobile dynamic model;
outputting the lateral position and the lateral position change of the automobile train by the determined automobile dynamic model;
obtaining a lateral speed and a yaw rate by a state space equation of the automobile train, and optimizing the sliding mode controller based on the running road information in the automobile road model determined by combining the lateral position, the lateral position change, the lateral speed and the yaw rate;
and calculating to obtain a front wheel steering angle by using the optimized synovial controller, and performing driving control by using the calculated front wheel steering angle as a state space and a control input of a controlled object.
2. The method for controlling the driving of a high-speed and low-speed unified preview slip film according to claim 1,
the automobile road model comprises an automobile high-speed road model or a low-speed road model;
the automobile dynamic model is a Trucksim model or a linear model.
3. The high-low speed unified preview synovial membrane driving control method of claim 2, wherein the high-speed road model or the low-speed road model comprises:
the expressway model is a tractor road preview model and is used for enabling the center of a front axle of the tractor to track a target track by determining the steering angle of the front wheel of the tractor;
the low-speed road model is a desired path preview model and is used for determining the front wheel rotating angle of the tractor through the minimum lateral deviation of the tractor and the trailer.
4. The method for controlling high and low speed unified preview synovial membrane driving of claim 1, wherein the synovial membrane controller optimization method comprises: determining a sliding mode surface and an approach law of the sliding mode controller based on the acquired road information, the state space parameters and a linear or nonlinear model of the controlled object;
the method specifically comprises the following steps:
1) adopts a traditional sliding mode surface with the formula of
Figure RE-FDA0002633838800000011
Wherein lambda is a sliding mode surface coefficient and is more than 0; s is a switching function; e is an error;
2) adopting the equal velocity approach law with the expression as
Figure RE-FDA0002633838800000012
Where the constant represents the rate at which the point of motion of the system approaches the switching plane s-0.
5. The high-low speed unified preview synovial membrane driving control method of claim 1, wherein the front wheel steering angle calculation formula is:
Figure RE-FDA0002633838800000021
wherein e represents the comprehensive lateral position tracking deviation of the automobile train; y (T + T)p)、Y(t+Tp-τ1)、Y(t+Tp-τ2) Respectively, at time T + Tp、t+Tp-τ1、t+Tp-τ1A second order state quantity of time; tau is1、τ1Represents a time delay; t is a time constant, TpIs the preview time;
the calculation formula of the comprehensive lateral position tracking deviation e of the automobile train is as follows:
e＝e1+k1e2+k2e3
in the formula, k1、k2Is a constant; e.g. of the type1、e2、e3The lateral position deviation of the front axle mass center of the tractor, the mass center of the first trailer and the mass center of the second trailer is respectively represented, and the calculation formula is as follows:
Figure RE-FDA0002633838800000022
the time T + Tp、t+Tp-τ1、t+Tp-τ1The second order state quantities of time are:
Figure RE-FDA0002633838800000023
wherein f (T) represents the corresponding position of the expected path at the time T; y (t) represents coordinates on the desired path;
the time delay may be expressed as:
Figure RE-FDA0002633838800000024
Figure RE-FDA0002633838800000031
6. the utility model provides a synovial membrane driving control system is aimed in unison to high low-speed, its characterized in that, the synovial membrane driving control system is aimed in unison to high low-speed suitable for motor train includes:
the data acquisition module is used for acquiring the information of the automobile driving road;
the model building module is used for determining an automobile road model and an automobile dynamic model;
the parameter acquisition module is used for acquiring the lateral position, the lateral position change, the lateral speed and the related parameters of the yaw rate of the automobile train by utilizing the constructed dynamic model and the state space equation of the automobile train;
the controller optimization module is used for optimizing the sliding mode controller based on the combination of the lateral position, the lateral position change, the lateral speed and the yaw rate and the information of the running road;
and the control module is used for calculating to obtain a front wheel steering angle by utilizing the optimized synovial membrane controller, and performing driving control by taking the calculated front wheel steering angle as the control input of the state space and the controlled object.
7. A synovial controller for implementing the method for controlling the driving of the high-speed and low-speed unified preview synovial as claimed in any one of claims 1 to 5, wherein the controller is configured to calculate a front wheel rotation angle and perform driving control by using the calculated front wheel rotation angle as a control input for a state space and a controlled object.
8. An unmanned motor vehicle implementing the high-low speed unified preview slip film driving control method of any one of claims 1 to 5.
9. A computer device, characterized in that the computer device comprises a memory and a processor, the memory storing a computer program which, when executed by the processor, causes the processor to carry out the steps of:
determining an automobile road model and an automobile dynamic model;
outputting the lateral position and the lateral position change of the automobile train by a dynamic model, obtaining the lateral speed and the yaw rate by a state space equation of the automobile train, and optimizing the sliding mode controller based on the lateral position, the lateral position change, the lateral speed and the yaw rate by combining the information of the running road;
and calculating to obtain a front wheel steering angle by using the optimized synovial controller, and performing driving control by using the calculated front wheel steering angle as a state space and a control input of a controlled object.
10. A computer-readable storage medium storing a computer program which, when executed by a processor, causes the processor to perform the steps of:
determining an automobile road model and an automobile dynamic model;
outputting the lateral position and the lateral position change of the automobile train by a dynamic model, obtaining the lateral speed and the yaw rate by a state space equation of the automobile train, and optimizing the sliding mode controller based on the lateral position, the lateral position change, the lateral speed and the yaw rate by combining the information of the running road;
and calculating to obtain a front wheel steering angle by using the optimized synovial controller, and performing driving control by using the calculated front wheel steering angle as a state space and a control input of a controlled object.
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