CN111703417B - High-low speed unified pre-aiming sliding film driving control method and control system - Google Patents
High-low speed unified pre-aiming sliding film driving control method and control system Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/02—Control of vehicle driving stability
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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
- 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
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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
- 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
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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
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0019—Control system elements or transfer functions
- B60W2050/0028—Mathematical models, e.g. for simulation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0019—Control system elements or transfer functions
- B60W2050/0028—Mathematical models, e.g. for simulation
- B60W2050/0029—Mathematical model of the driver
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0019—Control system elements or transfer functions
- B60W2050/0028—Mathematical models, e.g. for simulation
- B60W2050/0031—Mathematical model of the vehicle
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- 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
Abstract
The application belongs to the technical field of driving control, and discloses a high-low speed unified pre-aiming synovial membrane driving control method and a control system, wherein a data acquisition module acquires information of an automobile driving road; the model building module determines an automobile road model and an automobile dynamics model; the parameter acquisition module acquires the related parameters of the lateral position, the lateral position change, the lateral speed and the yaw rate of the automobile train; the controller optimization module performs sliding mode controller optimization; the control module performs driving control by using the optimized slide film controller. According to the structural characteristics and the kinematic requirements of the automobile train, the application provides the automobile train driver model suitable for the high-low speed mode, and the path following performance of the trailer unit can be obviously improved when the low speed model is in low speed; the high-speed model can improve the stability and the safety of the automobile and reduce the yaw rate and the lateral acceleration of each unit at high speed.
Description
Technical Field
The application belongs to the technical field of driving control, and particularly relates to a high-low speed unified pre-aiming synovial membrane driving control method and a control system.
Background
At present, the running condition of an automobile train is different from that of a common automobile, the automobile train has poorer path following performance at a low speed, poorer lateral stability and more severe lateral movement of a trailer unit at a high speed, and the driver behavior 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 the simulation of a driver-automobile-road closed-loop system, the development of a driver auxiliary system and the intelligent automobile control, and because the driver model of an automobile train is limited in research, the driver model suitable for an articulated heavy vehicle is very necessary to be researched and designed, the driver model of the automobile train can obviously improve the path following performance of the automobile train at a low speed and the transverse stability at a high speed, and has great significance in improving the transverse stability, the operation stability and the running safety of the articulated automobile train.
Through the above analysis, the problems and defects existing in the prior art are as follows: the existing automobile driving control model can only be applied to a single scene, meanwhile, the stability is not high, and the driving safety is not guaranteed.
The Multi-trailer train (Multi-Trailer Articulated Heavy Vehicle, MTAHV) has poor lateral stability during high-speed running and is mainly represented by dangerous working conditions such as trailer folding, trailer tailing, side turning and the like. Articulation between adjacent vehicle units and suspension of the tractor cab isolate the driver's perception of the trailer's motion conditions. It is difficult for a multi-truck driver to obtain the motion state of a trailer by feel, and the motion feel of the truck is mainly derived from a tractor. In the case of a lane change of a highway, the trailer often swings laterally, which may occur in a rearward-enlarged manner. The trailer yaw movement has the feature of a gradual amplification from the tractor to the rear end in sequence, i.e. the last trailer unit has the greatest lateral acceleration compared to the tractor unit. Therefore, the last trailer of the automobile train often has a tendency to rollover first and the possibility of rollover. This unique characteristic often results in rollover of an articulated vehicle or a train of cars.
The optimal pretightening closed-loop control driver model proposed by scholars Reddy and Ellis calculates steering wheel rotation angle and simulates the control behavior of a driver in this way, and has large calculation workload, poor real-time performance and large randomness of simulation results because the set error range cannot be too large. The single-point optimal control pre-aiming model proposed by MacAdam CC is flexible to operate in practical application, can be put into practical application, but once the speed of the vehicle is too fast to change, the pre-aiming time cannot be fixed, so that the accuracy of the pre-aiming distance is reduced, and the method has a certain disadvantage. Guo Konghui proposes a 'pretightening optimal curvature model' and 'predictive-following theory', but both are applicable to single unit vehicles. Yang Xiaobo A single-point pre-aiming driver model based on path pre-aiming, low-frequency and high-frequency compensation gain and time delay and vehicle state prediction is provided by taking a five-axis semi-trailer train yaw plane model as a research object. Yang Hao, huang Jiang and the like take road deviation and vehicle speed as inputs, take steering wheel rotation angle as output, establish a fuzzy controller and select a far-near two-point pre-aiming driver model according to the curvature of the road. The model establishes a far-near point pre-aiming model, but only adopts the curvature of the road to select one point for pre-aiming.
The difficulty of solving the problems and the defects is as follows: because of the unique characteristics of the car train model, the establishment of a multi-point pre-aiming driver model which is suitable for double-trailer car trains and contains pre-aiming information of tractors and various sections of trailers has technical defects at present.
The meaning of solving the problems and the defects is as follows: up to now, attention has been focused on the study of the closed loop directional dynamics of driver/single unit automotive systems. But little research has been done into the closed loop directional dynamics of the driver/articulated vehicle system. Due to the large size and complex configuration of the articulated semi-trailer commercial vehicle, the multi-unit articulated vehicle has unique directional dynamics, such as folding and trailer sway, as compared to single unit passenger vehicles. In general, the behavior of the driver of an articulated vehicle is different from that of a single vehicle, they have poorer path following performance at low speeds, worse lateral stability and greater lateral movement of the trailer unit at high speeds, so that the driver model of a single-unit vehicle cannot be used simply on a multi-unit articulated trailer, and therefore it is necessary to study and design a driver model suitable for articulated heavy vehicles, which is significant for improving the lateral stability of the articulated vehicle train.
According to the application, by combining the research and analysis of the sliding film approach rate by the predecessor, the optimal design is carried out on the approach rate, so that the shaking phenomenon when approaching the sliding film surface is restrained to a certain extent, the approach speed has a certain self-adaptive function along with the distance from the sliding film surface, and the control effect of the sliding film control is improved to a certain extent. According to the structural characteristics and the kinematic requirements of the automobile train, a multi-point pre-aiming driver model of the automobile train which is suitable for double-trailer automobile trains, contains pre-aiming information of tractors and various sections of trailers and is also suitable for a high-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 stability and reduce yaw rate and lateral acceleration of each unit at high speed.
The technical route provided by the application provides a new method and a new theory for the development of a multipoint pre-aiming driver model, and lays a theoretical foundation for the exploration of the feasibility and the superiority of the pre-aiming of the trailer, the design of an active steering control system of the trailer, the design of a differential braking control system of the trailer and the control strategy and the optimization design of an active safety comprehensive control system of the trailer.
Disclosure of Invention
Aiming at the problems existing in the prior art, the application provides a high-low speed unified pretightening synovial membrane driving control method and a control system. In particular to a high-low speed unified pre-aiming sliding film driving control method suitable for an automobile train.
The application is realized in such a way that a high-low speed unified pre-aiming sliding film driving system suitable for an automobile train 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 dynamics model;
the parameter acquisition module is used for obtaining the lateral position, lateral position change, lateral speed and yaw rate related parameters of the automobile train by utilizing the constructed dynamics model and a state space equation of the automobile train;
the controller optimization module is used for optimizing the sliding film controller based on the lateral position, the lateral position change, the lateral speed and the yaw rate in combination with the driving road information;
and the control module is used for calculating the front wheel rotation angle by using the optimized synovial membrane controller, and carrying out driving control by taking the calculated front wheel rotation angle as a state space and the control input of a controlled object.
The application further aims to provide a high-low speed unified pre-aiming sliding film driving control method applied to the high-low speed unified pre-aiming sliding film driving system suitable for the automobile train, which comprises the following steps of:
step one, determining an automobile road model and an automobile dynamics 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 film controller based on the lateral position, the lateral position change, the lateral speed and the yaw rate and combining the driving road information;
and thirdly, calculating a front wheel rotation angle by using the optimized synovial membrane controller, and taking the calculated front wheel rotation angle as a control input of a state space and a controlled object to carry out driving control.
Further, in the first step, the automobile road model and the automobile dynamics model include:
the automobile road model comprises an automobile expressway model or a low-speed road model;
the automobile dynamics model is a Trucksim model or a linear model.
Further, in the step one, the expressway model or the expressway model includes:
the expressway model is a tractor road pre-aiming 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 front wheels of the tractor;
the low-speed road model is a desired path pre-aiming model and is used for determining the front wheel corner of the tractor through the minimum lateral deviation of the tractor and the trailer.
Further, in the second step, the optimizing method of the sliding film controller includes: determining a synovial surface and an approach law of a synovial controller based on the acquired road information, state space parameters and a linear or nonlinear model of the controlled object;
the method specifically comprises the following steps:
1) Adopts the traditional sliding film surface, and the formula is
Wherein lambda is the synovial face coefficient, and lambda > 0; s is a switching function; e is error;
2) Adopts a constant velocity approach law, and the expression is
Where the constant epsilon represents the rate at which the system's motion point approaches the switching plane s=0.
Further, in the third step, the front wheel steering angle calculation formula is:
wherein e represents the comprehensive lateral position tracking deviation of the automobile train; y (t+T) p )、Y(t+T p -τ 1 )、Y(t+T p -τ 2 ) Respectively at time t+T p 、t+T p -τ 1 、t+T p -τ 1 Second order state quantity at the time; τ 1 、τ 2 Representing a time delay; t is a time constant, T p Is the pre-aiming time;
the comprehensive lateral position tracking deviation e of the automobile train has the following calculation formula:
e＝e 1 +k 1 e 2 +k 2 e 3
wherein k is 1 、k 2 Is a constant; e, e 1 、e 2 、e 3 The lateral position deviation of the front axle center of the tractor, the center of mass of the first trailer and the center of mass of the second trailer are respectively represented, and the calculation formula is as follows:
the time t+T p 、t+T p -τ 1 、t+T p -τ 2 The second-order state quantity is:
wherein f (T) represents the corresponding position of the desired path at time T; y (t) represents coordinates on the desired path;
the time delay may be expressed as:
the application further aims to provide a sliding film controller for implementing the high-low speed unified pre-aiming sliding film driving control method. The method is used for calculating the front wheel rotation angle, taking the calculated front wheel rotation angle as a control input of a state space and a controlled object, and performing driving control.
Another object of the application is to provide an unmanned motor vehicle implementing the high-low speed unified pre-aiming synovial membrane driving control method.
It is a further object of the present application 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 dynamics 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 film controller by combining the driving road information based on the lateral position, the lateral position change, the lateral speed and the yaw rate;
and calculating to obtain a front wheel rotation angle by using the optimized synovial membrane controller, and taking the calculated front wheel rotation angle as a state space and a control input of a controlled object to carry out driving control.
Another object of the present application is 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 dynamics 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 film controller by combining the driving road information based on the lateral position, the lateral position change, the lateral speed and the yaw rate;
and calculating to obtain a front wheel rotation angle by using the optimized synovial membrane controller, and taking the calculated front wheel rotation angle as a state space and a control input of a controlled object to carry out driving control.
By combining all the technical schemes, the application has the advantages and positive effects that: the application provides a high-low speed unified pre-aiming sliding film driver model suitable for an automobile train. The pre-aiming driver model is designed based on a sliding film control technology, and can be applied to single-unit vehicles and multi-unit vehicles.
The application is suitable for a unified pre-aiming and pre-aiming driver model of an automobile train based on sliding film control, and the model is suitable for two working conditions of high speed and low speed, namely: the high speed is a tractor road pre-aiming model, and the steering angle of the front wheels of the tractor is determined based on the traditional transverse position pre-aiming control theory, so that the center of the front axle of the tractor is forced to track a target track; the low speed is a desired path pre-aiming model, and the steering angle of the front wheels of the tractor is determined by the minimum lateral deviation of the tractor and the trailer based on the traditional transverse pre-aiming control theory, so that the path following performance of the vehicle is improved. The high-speed model mainly improves stability, reduces yaw rate and lateral acceleration of the automobile, and the low-speed model mainly improves path following performance of the automobile.
According to the structural characteristics and the kinematic requirements of the automobile train, the application provides the automobile train driver model suitable for the high-low speed mode, and the path following performance of the trailer unit can be obviously improved when the low speed model is in low speed; the high-speed model can improve the stability and the safety of the automobile and reduce the yaw rate and the lateral acceleration of each unit at high speed.
The technical effect or experimental effect of comparison.
And taking the established linear four-degree-of-freedom yaw plane model as a control object, taking the high-low speed driver model established based on synovial membrane control as a controller, and establishing a multi-point pre-aiming driver model suitable for four-axis double-traction. Firstly, the control effect of a driver model based on constant speed approach rate and optimized approach rate is compared and verified, then the control effect of a high-speed and low-speed pre-aiming driver model under a high-speed and low-speed single-lane working condition is compared, and finally the control effects of a high-speed model and a TO model and the control effects of a low-speed model and a TO model are respectively compared and analyzed under the high-speed and low-speed single-lane working conditions.
(1) The control effect of the driver model based on the constant speed approach rate and the optimized approach rate is compared and verified, and 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 has obvious high-speed control effect. The high-speed and low-speed simulation comparison results are shown in fig. 5 and 6 respectively.
(2) Comparing the control effect of the high-speed and low-speed pre-aiming driver models under the high-speed and low-speed single-lane working condition, the result shows that compared with the low-speed model, the high-speed model can effectively improve the transverse stability of an automobile train, reduce the yaw rate and the lateral acceleration peak value under the smaller steering force requirement under the 80km/h single-lane working condition, and simultaneously reduce the yaw rate of each trailer unit compared with a tractor; compared with a high-speed model, the low-speed model can realize better path following performance under the single-lane shifting working condition of 30km/h, but the stability and the front wheel steering angle peak value are larger.
The low speed mainly examines the path following performance of the automobile train, the high speed mainly examines the transverse stability of the automobile train, so the control effect of the established low speed driver model is better than that of the high speed driver model under the low speed single lane shifting working condition of 30km/h, and the model has the best control effect when being used at low speed; under the working condition of a high speed Shan Yixian of 80km/h, the control effect of the established high-speed driver model is better than 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 comparing and analyzing the control effects of the high-speed model and the TO model (a single pre-aiming model of the tractor), and the low-speed model and the TO model under the working conditions of high-speed and low-speed single lane change respectively. Compared with a high-speed TO model, under the condition of small path following property difference, the average peak values of lateral acceleration and yaw velocity are respectively improved by about 8% and 15%, and the integral of the front wheel steering angle with respect TO time is reduced by about 6.19%; the low speed model has less improvement in tractor path following performance than the low speed TO model, but the following performance of each trailer unit is significantly improved due TO the introduction of the 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 model of the automobile train driver based on the sliding film control is introduced into the pre-aiming of the trailer, the stability of the automobile train is improved under the condition of smaller steering force. As shown in fig. 9 and 10.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed 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 other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of a high-low speed unified pre-aiming sliding film driving control system suitable for an automobile train, which is provided by the embodiment of the application;
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 pre-aiming sliding film driving control method suitable for an automobile train, which is provided by the embodiment of the application.
Fig. 3 is a schematic diagram of a high-low speed unified pre-aiming sliding film driving control method suitable for an automobile train according to the embodiment of the application.
Fig. 4 is a schematic diagram of a geometric representation of an automobile train model and a desired path provided by an embodiment of the present application.
Fig. 5 a) -5 f) are graphs of high-speed simulation results provided by the examples of the present application.
Fig. 6 a) -6 f) are graphs of low-speed simulation results provided by the examples of the present application.
Fig. 7 a) -7 f) are a comparison of the results of the high speed condition provided by the embodiments of the present application.
Fig. 8 a) -8 f) are a comparison of the results of the low speed condition provided by the embodiments of the present application.
Fig. 9 a) -9 f) are graphs comparing the results under the high-speed working conditions provided by the embodiment of the present application.
Fig. 10 a) -10 d) are graphs comparing the results provided by the embodiments of the present application under low speed conditions.
Detailed Description
The present application will be described in further detail with reference to the following examples in order to make the objects, technical solutions and advantages of the present application more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the application.
Aiming at the problems existing in the prior art, the application provides a high-low speed unified pretightening synovial membrane driving control method and a control system, and the application is described in detail below with reference to the accompanying drawings.
As shown in fig. 1, the high-low speed unified pretightening slide film driving control system provided by the embodiment of the application includes:
the data acquisition module 1 is used for acquiring the information of the automobile driving road;
the model construction module 2 is used for determining an automobile road model and an automobile dynamics model;
the parameter acquisition module 3 is used for obtaining the lateral position, lateral position change, lateral speed and yaw rate related parameters of the automobile train by using the constructed dynamics model and a state space equation of the automobile train;
the controller optimization module 4 performs slide film controller optimization based on the lateral position, the lateral position change, the lateral speed and the yaw rate in combination with the driving road information;
and the control module 5 calculates the front wheel rotation angle by using the optimized synovial membrane controller, and takes the calculated front wheel rotation angle as a state space and control input of a controlled object to carry out driving control.
As shown in fig. 2 to fig. 3, the method for controlling driving of the high-low speed unified pretightening sliding film provided by the embodiment of the application includes:
s101, determining an automobile road model and an automobile dynamics 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 film controller based on the lateral position, the lateral position change, the lateral speed and the yaw rate and combining the driving road information;
and S103, calculating a front wheel rotation angle by using the optimized slide film controller, and carrying out driving control by taking the calculated front wheel rotation 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 application include:
the automobile road model comprises an automobile expressway model or a low-speed road model;
the automobile dynamics model is a Trucksim model or a linear model.
In step S101, the expressway model or the expressway model provided in the embodiment of the application includes:
the expressway model is a tractor road pre-aiming 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 front wheels of the tractor;
the low-speed road model is a desired path pre-aiming model and is used for determining the front wheel corner of the tractor through the minimum lateral deviation of the tractor and the trailer.
In step S102, the method for optimizing a synovial membrane controller provided by the embodiment of the present application includes: determining a synovial surface and an approach law of a synovial controller based on the acquired road information, state space parameters and a linear or nonlinear model of the controlled object;
the method specifically comprises the following steps:
1) Adopts the traditional sliding film surface, and the formula is
Wherein lambda is the synovial face coefficient, and lambda > 0; s is a switching function; e is error;
2) Adopts a constant velocity approach law, and the expression is
Where the constant epsilon represents the rate at which the system's motion point approaches the switching plane s=0.
In step S103, the front wheel steering angle calculation formula provided in the embodiment of the present application is:
wherein e represents the comprehensive lateral position tracking deviation of the automobile train; y (t+T) p )、Y(t+T p -τ 1 )、Y(t+T p -τ 2 ) Respectively at time t+T p 、t+T p -τ 1 、t+T p -τ 1 Second order state quantity at the time; τ 1 、τ 2 Representing a time delay; t is a time constant, T p Is the pre-aiming time;
the comprehensive lateral position tracking deviation e of the automobile train has the following calculation formula:
e＝e 1 +k 1 e 2 +k 2 e 3
wherein k is 1 、k 2 Is a constant; e, e 1 、e 2 、e 3 The lateral position deviation of the front axle center of the tractor, the center of mass of the first trailer and the center of mass of the second trailer are respectively represented, and the calculation formula is as follows:
the time t+T p 、t+T p -τ 1 、t+T p -τ 2 The second-order state quantity is:
wherein f (T) represents the corresponding position of the desired path at time T; y (t) represents coordinates on the desired path;
the time delay may be expressed as:
the technical scheme of the application is further described below with reference to specific embodiments.
Examples:
a high-low speed unified pre-aiming synovial membrane driver model suitable for an automobile train comprises the setting of an automobile driving road, the design of a synovial membrane variable structure controller, the establishment of an automobile dynamics model and the acquisition of automobile parameters. The driving road is a highway model and a low-speed road model respectively, the high speed is a tractor road pre-aiming model, in the high-speed tractor road pre-aiming model, the steering angle of the front wheels of the tractor is determined based on the traditional transverse position pre-aiming control theory, the center of the front axle of the tractor is forced to track the target track, the center of mass position of the trailer unit tracks the path which the center of the front axle of the tractor passes through, namely the expected path tracked by the trailer unit is the path of the center of mass of the front axle of the tractor after a specific time delay, and the low speed is the expected path pre-aiming model. In a low-speed tractor road pre-aiming model, the front wheel rotation angle of a tractor is determined by the minimum lateral deviation of the tractor and a trailer based on the traditional transverse pre-aiming control theory in the process that the vehicle follows a desired path, and the desired paths of the tractor and the trailer are corresponding values of the actual path at specific time. The automobile dynamics model is a Trucksim model or a linear model. In addition, the controller of the model adopts a synovial membrane variable structure control with strong robustness and anti-interference capability, the design of the synovial membrane variable structure controller comprises the design of a synovial membrane surface, the design of an approach law and the elimination of buffeting, the synovial membrane controller is based on the approach law design, and the road information, the state space parameters and the corresponding output value of a linear or nonlinear model of a controlled object are used as the control input of the synovial membrane controller, so that an ideal approach law and the synovial membrane controller are finally obtained. The sliding film surface of the sliding film variable structure controller adopts the traditional sliding film surface, and the formula is as followsWherein lambda is the synovial face coefficient, and lambda > 0; s is a switching function; e is the error, in order to make the combined tracking error e and its derivative +.>The sliding film surface S is enabled to be zero by rapid convergence, so that the sliding film surface coefficient lambda is obtained, the traditional sliding film surface is relatively common, the design form is relatively simple, and meanwhile, a relatively good control effect can be obtained. In addition, in order to weaken buffeting phenomenon of the system, the synovial membrane controller adopts a constant velocity approach law, and the expression is +.>Where the constant epsilon represents the rate at which the system's motion point approaches the switching plane s=0. The epsilon is small, and the approach speed is low; with large epsilon, the motion point will have a larger velocity when it reaches the switching surface, and the resulting jitter will be larger. The approach speed is fixed when the constant speed approaches the law, so that the phenomenon of shaking of the synovium control 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 track of the automobile, the coordinate Y (T) on the expected path is expressed as f (T), which represents the corresponding position of the expected path at the moment T, and e is selected 2 And e 3 The lateral position deviations of the first trailer and the second trailer of the vehicle model are represented, respectively. Assume that the front wheel steering angle is within a period of time (T, t+T p ) The internal constant, the output of the linear yaw plane model and the state variable can be predicted from the time constant T of the state variable, T p Is the pre-aiming time. At time t+T p ，t+T p -τ 1 And t+T p -τ 2 The state quantity of the second order is:
wherein the time delay can be approximately calculated as:
the lateral position deviations of the front axle centroid of the tractor, the first trailer centroid and the second trailer centroid at this time are respectively expressed as: e, e 1 ,e 2 ,e 3 They can be expressed as:
e 1 ＝f(t+T p )-Y 1 (t+T p )
e 2 ＝f(t+T p -τ 1 )-Y 2 (t+T p )
e 3 ＝f(t+T p -τ 2 )-Y 3 (t+T p )
because of the interrelation of the three-unit car lateral position tracking bias, the car train comprehensive lateral position tracking bias is:
e＝e 1 +k 1 e 2 +k 2 e 3 wherein k is 1 ,k 2 Is constant
And combining parameters of the state space to finally obtain a steering angle formula as follows:
according to the structural characteristics and the kinematic requirements of the automobile train, the application provides the automobile train driver model suitable for the high-low speed mode, and the path following performance of the trailer unit can be obviously improved when the low speed model is in low speed; the high-speed model can improve the stability and the safety of the automobile and reduce the yaw rate and the lateral acceleration of each unit at high speed.
The application is further described below in connection with specific experiments and simulation results.
Fig. 4 is a schematic diagram of a geometric representation of an automobile train model and a desired path provided by an embodiment of the present application.
Fig. 5 a) -5 f) are graphs of high-speed simulation results provided by the examples of the present application.
Fig. 6 a) -6 f) are graphs of low-speed simulation results provided by the examples of the present application.
Fig. 7 a) -7 f) are a comparison of the results of the high speed condition provided by the embodiments of the present application.
Fig. 8 a) -8 f) are a comparison of the results of the low speed condition provided by the embodiments of the present application.
Fig. 9 a) -9 f) are graphs comparing the results under the high-speed working conditions provided by the embodiment of the present application.
Fig. 10 a) -10 d) are graphs comparing the results provided by the embodiments of the present application under low speed conditions.
The method comprises the steps of taking an established linear four-degree-of-freedom yaw plane model as a control object, taking a high-low speed driver model established based on synovial membrane control as a controller, and establishing a multipoint pre-aiming driver model suitable for four-axis double-traction. Firstly, the control effect of a driver model based on constant speed approach rate and optimized approach rate is compared and verified, then the control effect of a high-speed and low-speed pre-aiming driver model under a high-speed and low-speed single-lane working condition is compared, and finally the control effects of a high-speed model and a TO model and the control effects of a low-speed model and a TO model are respectively compared and analyzed under the high-speed and low-speed single-lane working conditions.
(1) The control effect of the driver model based on the constant speed approach rate and the optimized approach rate is compared and verified, and 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 has obvious high-speed control effect. The high-speed and low-speed simulation comparison results are shown in fig. 5 and 6 respectively:
FIG. 5 a) lateral position bias for optimizing approach rate control; fig. 5 b) lateral position deviation of constant velocity approach rate control. Fig. 5 c) yaw rate comparison. Fig. 5 d) lateral acceleration contrast. Fig. 5 e) front wheel steering angle contrast. Fig. 5 f) comparison of the lateral position deviation of the pretighted point from the desired point. Fig. 6 a) lateral position deviation of the optimized approach rate control, fig. 6 b) lateral position deviation of the constant velocity approach rate control. Fig. 6 c) yaw rate comparison. Fig. 6 d) lateral acceleration contrast. Fig. 6 e) front wheel steering angle contrast. Fig. 6 f) lateral position deviation comparison.
(2) Comparing the control effect of the high-speed and low-speed pre-aiming driver models under the high-speed and low-speed single-lane working condition, the result shows that compared with the low-speed model, the high-speed model can effectively improve the transverse stability of an automobile train, reduce the yaw rate and the lateral acceleration peak value under the smaller steering force requirement under the 80km/h single-lane working condition, and simultaneously reduce the yaw rate of each trailer unit compared with a tractor; compared with a high-speed model, the low-speed model can realize better path following performance under the single-lane shifting working condition of 30km/h, but the stability and the front wheel steering angle peak value are larger.
The low speed mainly examines the path following performance of the automobile train, the high speed mainly examines the transverse stability of the automobile train, so the control effect of the established low speed driver model is better than that of the high speed driver model under the low speed single lane shifting working condition of 30km/h, and the model has the best control effect when being used at low speed; under the working condition of a high speed Shan Yixian of 80km/h, the control effect of the established high-speed driver model is better than that of a low-speed driver model, and the model has the best control effect when being used at medium and high speeds. FIG. 7 a) high speed model lateral position bias; fig. 7 b) low-speed model lateral position bias. Fig. 7 c) yaw rate comparison. Fig. 7 d) lateral acceleration contrast. Fig. 7 e) front wheel steering angle contrast. Fig. 7 f) lateral position deviation comparison. Fig. 8 a) low-speed model lateral position bias. Fig. 8 b) high-speed model lateral position bias. Fig. 8 c) yaw rate comparison. Fig. 8 d) lateral acceleration contrast. Fig. 8 e) front wheel steering angle contrast. Fig. 8 f) lateral position deviation comparison.
(3) And comparing and analyzing the control effects of the high-speed model and the TO model (a single pre-aiming model of the tractor), and the low-speed model and the TO model under the working conditions of high-speed and low-speed single lane change respectively. Compared with a high-speed TO model, under the condition of small path following property difference, the average peak values of lateral acceleration and yaw velocity are respectively improved by about 8% and 15%, and the integral of the front wheel steering angle with respect TO time is reduced by about 6.19%; the low speed model has less improvement in tractor path following performance than the low speed TO model, but the following performance of each trailer unit is significantly improved due TO the introduction of the 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 model of the automobile train driver based on the sliding film control is introduced into the pre-aiming of the trailer, the stability of the automobile train is improved under the condition of smaller steering force. Fig. 9 a) tractor following comparison. Fig. 9 b) first trailer following comparison. Fig. 9 c) second trailer following comparison. Fig. 9 d) yaw rate comparison. Fig. 9 e) lateral acceleration contrast. Fig. 9 f) front wheel steering angle contrast. Fig. 10 a) tractor following comparison. Fig. 10 b) first trailer following comparison. Fig. 10 c) second trailer following comparison. Fig. 10 d) front wheel steering angle contrast.
In the description of the present application, unless otherwise indicated, the meaning of "a plurality" is two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front," "rear," "head," "tail," and the like are used as an orientation or positional relationship based on that shown in the drawings, merely to facilitate description of the application and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the application. 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 foregoing is merely illustrative of specific embodiments of the present application, and the scope of the application is not limited thereto, but any modifications, equivalents, improvements and alternatives falling within the spirit and principles of the present application will be apparent to those skilled in the art within the scope of the present application.
Claims (8)
1. The high-low speed unified pre-aiming sliding film driving control method is characterized by comprising the following steps of:
determining an automobile road model and an automobile dynamics model;
outputting the lateral position and the lateral position change of the automobile train by the determined automobile dynamics model;
obtaining lateral speed and yaw rate from a state space equation of the automobile train, and optimizing a synovial membrane controller based on the lateral position, the lateral position change, the lateral speed and the yaw rate combined with the determined driving road information in the automobile road model;
calculating to obtain a front wheel rotation angle by using an optimized sliding film controller, and taking the calculated front wheel rotation angle as a state space and a control input of a controlled object to carry out driving control;
the optimization method of the sliding film controller comprises the following steps: determining a synovial surface and an approach law of a synovial controller based on the acquired road information, state space parameters and a linear or nonlinear model of the controlled object;
the method specifically comprises the following steps:
1) Adopts the traditional sliding film surface, and the formula is
Wherein lambda is the synovial face coefficient, and lambda > 0; s is a switching function; e is error;
2) Adopts a constant velocity approach law, and the expression is
Wherein the constant epsilon represents the rate at which the system's motion point approaches the switching plane s=0;
the front wheel steering angle calculation formula is as follows:
wherein e represents the comprehensive lateral position tracking deviation of the automobile train; τ 1 、τ 2 Representing a time delay; t is a time constant, T p Is the pre-aiming time; y is Y 1 、Y 2 、Y 3 The lateral positions of the mass centers of the tractor, the first trailer and the second trailer are respectively;representing the front axle centroid of the tractor, the time lag of the front axle centroid of the tractor for the first trailer centroid and the time lag lateral acceleration of the front axle centroid of the tractor for the second trailer centroid, respectively;
the comprehensive lateral position tracking deviation e of the automobile train has the following calculation formula:
e＝e 1 +k 1 e 2 +k 2 e 3 ；
wherein k is 1 、k 2 Is a constant; e, e 1 、e 2 、e 3 The lateral position deviation of the front axle center of the tractor, the center of mass of the first trailer and the center of mass of the second trailer are respectively represented, and the calculation formula is as follows:
the time t+T p 、t+T p -τ 1 、t+T p -τ 2 The second-order state quantity is:
wherein f (T) represents the corresponding position of the desired path at time T; y (T) represents coordinates on the desired path, Y (t+T) p )、Y(t+T p -τ 1 )、Y(t+T p -τ 2 ) Respectively at time t+T p 、t+T p -τ 1 、t+T p -τ 2 A second order state quantity at that time.
2. The high-low speed unified pre-aiming synovial membrane driving control method as claimed in claim 1, characterized in that,
the automobile road model comprises an automobile expressway model or a low-speed road model;
the automobile dynamics model is a Trucksim model or a linear model.
3. The high-low speed unified pre-aiming synovial membrane driving control method according to claim 2, wherein said expressway model or said low-speed road model comprises:
the expressway model is a tractor road pre-aiming 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 front wheels of the tractor;
the low-speed road model is a desired path pre-aiming model and is used for determining the front wheel corner of the tractor through the minimum lateral deviation of the tractor and the trailer.
4. The high-low speed unified pre-aiming sliding film driving control system is characterized in that the high-low speed unified pre-aiming sliding film driving control system is used for an automobile train and used for executing the high-low speed unified pre-aiming sliding film driving control method according to any one of claims 1-3, and specifically comprises the following steps:
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 dynamics model;
the parameter acquisition module is used for obtaining the lateral position, lateral position change, lateral speed and yaw rate related parameters of the automobile train by utilizing the constructed dynamics model and a state space equation of the automobile train;
the controller optimization module is used for optimizing the sliding film controller based on the lateral position, the lateral position change, the lateral speed and the yaw rate in combination with the driving road information;
and the control module is used for calculating the front wheel rotation angle by using the optimized synovial membrane controller, and carrying out driving control by taking the calculated front wheel rotation angle as a state space and the control input of a controlled object.
5. A synovial membrane controller for implementing the high-low speed unified pre-aiming synovial membrane driving control method according to any one of claims 1-3, which is used for calculating the front wheel rotation angle, and using the calculated front wheel rotation angle as the control input of the state space and the controlled object to carry out driving control.
6. An unmanned motor vehicle implementing the high-low speed unified pre-aiming synovial membrane driving control method according to any one of claims 1 to 3.
7. 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 high-low speed unified pre-aiming slide film driving control method as claimed in any one of claims 1 to 3.
8. A computer-readable storage medium storing a computer program which, when executed by a processor, causes the processor to perform the high-low speed unified pre-aiming synovial driving control method as claimed in any one of claims 1 to 3.
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