CN111703419B - Collision avoidance trajectory planning method for intelligent automobile under emergency working condition - Google Patents

Collision avoidance trajectory planning method for intelligent automobile under emergency working condition Download PDF

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CN111703419B
CN111703419B CN202010473086.5A CN202010473086A CN111703419B CN 111703419 B CN111703419 B CN 111703419B CN 202010473086 A CN202010473086 A CN 202010473086A CN 111703419 B CN111703419 B CN 111703419B
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collision avoidance
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CN111703419A (en
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张树培
张生
张玮
王国林
朱建旭
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Dragon Totem Technology Hefei Co ltd
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Jiangsu University
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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
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • B60W40/12—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 parameters of the vehicle itself, e.g. tyre models
    • B60W40/13—Load or weight
    • B60W2040/1315—Location of the centre of gravity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/50—Barriers
    • 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
    • B60W40/064—Degree of grip

Abstract

The invention disclosesA collision avoidance track planning method under the emergency working condition of an intelligent automobile is provided, and the method is used for changing the track time t and the lateral acceleration aySteering angular velocity
Figure DDA0002514976500000011
The method is based on an optimal control theory, integrates a nonlinear vehicle dynamic model, stable domain information and environment information, considers saturation limitation of a vehicle steering execution mechanism, and finally can obtain a safe and stable collision avoidance track meeting an optimization target.

Description

Collision avoidance trajectory planning method under emergency working condition of intelligent automobile
Technical Field
The invention relates to the technical field of vehicle active safety, in particular to a collision avoidance trajectory planning method under an intelligent vehicle emergency working condition.
Background
The rapid growth in automobile inventory has made road traffic safety issues increasingly prominent. Data statistics show that the collision accidents caused by the reasons of drivers account for about 40% of traffic accidents. Therefore, in order to improve the driving safety, the collision avoidance technology is always the key development direction in the field of vehicle active safety. The trajectory planning is a prerequisite condition for the intelligent automobile to complete lane changing collision avoidance. The current track planning research under the conventional working condition is very complete, but under the emergency working condition, because the existing track planning method cannot reflect the nonlinear dynamic characteristics in the collision avoidance process of the vehicle, the stability of a vehicle system cannot be completely represented, and the applicability of the vehicle system is caused to be problematic.
Disclosure of Invention
In order to solve the defects in the prior art, the invention provides a method for planning the collision avoidance track of the intelligent automobile under the emergency working condition, which is based on the optimal control theory, integrates a nonlinear vehicle dynamic model, stable domain information and environmental information, considers the saturation limit of a vehicle steering actuating mechanism, and finally can obtain the safe and stable collision avoidance track meeting the optimization target.
The technical scheme adopted by the invention is as follows:
intelligent automobileMethod for planning collision avoidance track under emergency condition by changing track time t and lateral acceleration aySteering angular velocity
Figure BDA0002514976480000011
Three performance indexes construct objective function
Figure BDA0002514976480000012
Wherein J is a target functional, t0、tfRespectively initial time and terminal time, σ1、σ2、σ3Is a weight coefficient; meanwhile, a planning constraint condition is constructed based on stability constraint, collision avoidance space constraint, steering actuator constraint and side value constraint so as to obtain an optimal track;
further, the stability constraint is based on a beta-d beta phase plane diagram of a nonlinear vehicle dynamics model, and a vehicle stability domain is divided by adopting an improved five-parameter rhombus method, wherein five parameters are respectively as follows: centroid side slip angle upper limit
Figure BDA0002514976480000013
Centroid slip angle lower limit
Figure BDA0002514976480000014
Upper limit of centroid side-slip angular velocity
Figure BDA0002514976480000015
Centroid side slip angular velocity lower limit
Figure BDA0002514976480000016
Abscissa of balance point betae。
Further, the collision avoidance space constraints include barrier constraints and road boundary constraints;
further, the obstacle constraint is expressed as:
Figure BDA0002514976480000021
where i is the corner point of the obstacle,SοABCDis the area of the bicycle, Sο1234Is the area of the obstacle; j is the angle point of the bicycle, tau is the safety factor, SΔiAB、SΔiBC、SΔiCD、SΔiDAThe areas of triangles formed between the corner point i of the barrier and four vertexes of the self vehicle are respectively; s. theΔj12、SΔj23、SΔj34、SΔj41The areas of triangles formed between the corner point j of the bicycle and the four vertexes of the barrier are respectively;
further, the road boundary constraint is expressed as: y ismin+Ds≤Yj≤Ymax-DsJ is A, B, C, D, wherein Ymin、YmaxAre longitudinal coordinate values of upper and lower road boundaries, DsIs a safety margin, Y, to be maintained at the boundary between the vehicle body and the roadjIs the ordinate value of the self-turning angular point, and j is the self-turning angular point.
Further, the steering actuator constraint is on the front wheel steering angle δ of the vehiclefAnd the steering angular velocity eta are subjected to constraints,
Figure BDA0002514976480000022
wherein, deltaf,max、ηmaxRespectively, a maximum value of the front wheel steering angle and a maximum value of the steering angular velocity.
Furthermore, the boundary value constraint is used for constraining the initial condition and the terminal condition of the state variable in the vehicle collision avoidance process,
Figure BDA0002514976480000023
wherein, β (t)0) Is t0Centroid slip angle at time, t0Is the initial time; beta (t)f) Is tfCentroid slip angle at time, tfIs the terminal time, Y (t)0) Is t0Ordinate value of time, Y (t)f) Is tfThe ordinate value of time.
The invention has the beneficial effects that:
the invention provides a collision avoidance track planning method for an intelligent automobile under an emergency condition, which can quickly and accurately plan a collision avoidance track according to the speed of the automobile, the road adhesion coefficient and the turning angle when the automobile runs. In the process, a nonlinear vehicle dynamic model, stable domain information and environmental information are considered, and the method is suitable for emergency working conditions. The optimal control method is adopted to reduce the occurrence of vehicle slippage, ensure the stability of the vehicle and simultaneously obtain a safe collision-free track, and has good adaptability under different road surfaces.
Drawings
FIG. 1 is a schematic diagram of a collision avoidance trajectory planning process of the present invention;
FIG. 2 is a two degree of freedom vehicle model;
FIG. 3 is a plan view of the beta-d beta phase under certain operating conditions;
FIG. 4 is a schematic view of a collision avoidance scenario;
FIG. 5 is a point outside a rectangle;
fig. 6 shows that the two rectangles do not collide.
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 below with reference to the accompanying drawings and 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.
The flow of the collision avoidance trajectory planning method under the emergency working condition of the intelligent automobile provided by the invention is shown in fig. 1, and the method specifically comprises the following steps:
step 1: establishing a nonlinear vehicle dynamics model
The nonlinear vehicle dynamics models include a two-degree-of-freedom model considering yaw and a nonlinear tire model-magic equation model. Among them, a two-degree-of-freedom model considering yaw and yaw is shown in fig. 2, in which the centroid yaw angle β and the yaw rate ω are set torThe vehicle dynamics equations derived for the state parameters are:
Figure BDA0002514976480000031
wherein beta is the centroid slip angle,
Figure BDA0002514976480000032
is the first derivative of the centroid slip angle; m is the vehicle mass; v is the centroid velocity; delta. for the preparation of a coatingfIs the front wheel corner; fsfIs the front wheel lateral force; fsrIs the rear wheel lateral force; omegarIs the yaw rate of the vehicle,
Figure BDA0002514976480000033
is yaw angular acceleration; lfIs the centroid to front axis distance; l. therIs the centroid to rear axle distance; i iszIs the moment of inertia of the vehicle about the Z-axis.
Establishing a nonlinear tire model-magic formula model:
Fs＝μDsin{Carctan[Bαy-E(Bαy-arctan(Bαy))]}+SV (2)
in the formula, FsIs a lateral force; μ is the road adhesion coefficient; d is a crest factor; c is the curve shape factor; alpha is alphayIs the slip angle; e is a curve curvature factor; b is a stiffness factor; sVIs the vertical direction shift of the curve.
Figure BDA0002514976480000034
In the formula, Fzf、FzrThe vertical loads of the front wheel and the rear wheel are respectively; g is the acceleration of gravity.
Figure BDA0002514976480000041
In the formula, alphaf、αrThe side deflection angles of the front wheel and the rear wheel are respectively; v. ofxIs the longitudinal vehicle speed.
And (3) establishing a nonlinear vehicle dynamic model by using the two-degree-of-freedom model considering the lateral deviation and the yaw in the formulas (1) to (4) and a nonlinear tire model-magic formula model.
Step 2: establishing a vehicle equation of state
Selecting a state variable according to the nonlinear vehicle dynamics model of step 1
Figure BDA0002514976480000042
Wherein the front wheel has a corner deltafFor controlling the amount, and turning the angular speed of the front wheel
Figure BDA0002514976480000043
As an input quantity
Figure BDA0002514976480000044
And dimension expansion of the state equation is realized. The established vehicle state equation is as follows:
Figure BDA0002514976480000045
wherein X is the position of the vehicle's center of mass along the X-axis in a ground coordinate system; y is the position of the vehicle's center of mass along the Y-axis in a ground coordinate system; eta is input quantity (i.e. front wheel turning speed)
Figure BDA0002514976480000046
)；
Figure BDA0002514976480000047
Is the yaw angle.
And 3, step 3: constructing an objective performance function
The method comprehensively considers the factors of the lane changing speed and the stability of the vehicle in the emergency collision avoidance process, and meanwhile, in order to enable the controlled variable to be smooth, a first derivative of the controlled variable, namely the steering angular speed, is added to serve as a part of a target function. Based on the above, the lane change time t and the lateral acceleration a are usedySteering angular velocity
Figure BDA0002514976480000048
And constructing an objective function by the three performance indexes so as to obtain an optimal track. The constructed target performance function is:
Figure BDA0002514976480000049
in the formula, σ1、σ2、σ3Is a weight coefficient, t0、tfRespectively an initial time and a terminal time.
And 4, step 4: planning constraints
4.1 stability constraints
And (2) building the nonlinear vehicle dynamics model in the step (1) in simulink to obtain a beta-d beta phase plane diagram (as shown in figure 3), and dividing a vehicle stability domain by adopting an improved five-parameter rhombus method. The five parameters are respectively: upper limit of centroid slip angle
Figure BDA0002514976480000051
Centroid slip angle lower limit
Figure BDA0002514976480000052
Upper limit of centroid slip angular velocity
Figure BDA0002514976480000053
Lower limit of centroid slip angular velocity
Figure BDA0002514976480000054
Abscissa of balance point betae。
A stable region boundary model designed according to the five parameters is as formula (7), and a closed region surrounded by the four inequalities is a stable region for vehicle driving. In practical application, the table is looked up according to the current working condition to obtain the specific numerical values of the five parameters.
Figure BDA0002514976480000055
4.2 Collision avoidance space constraints
As shown in fig. 4, the collision avoidance space constraints include obstacle constraints and road boundary constraints.
4.2.1 obstacle restraint: when the vehicle and the obstacle are regarded as a rectangle, a point S is located outside the rectangle as shown in fig. 4, and the essential condition that a point is located outside the rectangle is that the sum of the areas of four triangles formed by the point and four sides of the rectangle is larger than the area of the rectangle, that is:
SΔSAB+SΔSBC+SΔSCD+SΔSDA＞SΔABCD (8)
in the formula, SΔSAB、SΔSBC、SΔSCD、SΔSDAThe areas of the triangles formed by the point S and the four points of the rectangle A, B, C, D respectively; s. the□ABCDIs the area of a rectangle.
As shown in fig. 5 and 6, the constraint condition is established by ensuring that the vehicle p does not collide with the obstacle q using equation (8):
Figure BDA0002514976480000056
in the formula: i is the corner point of the obstacle; s. the□ABCDIs the area of the bicycle; j is a bicycle corner point; tau is a safety factor, the safety distance between the vehicle and the obstacle in the collision avoidance process can be controlled by setting the tau, and the value is slightly larger than 1 and SΔiAB、SΔiBC、SΔiCD、SΔiDAThe areas of triangles formed between the corner point i of the obstacle and four vertexes A, B, C, D of the self vehicle are respectively; s. theΔj12、SΔj23、SΔj34、SΔj41Are the areas of triangles formed between the corners of the bicycle and the four vertices 1, 2, 3, 4 of the obstacle, S□1234Is the area of the obstacle.
The triangle area can be calculated from the corner coordinates:
Figure BDA0002514976480000061
in the formula (x)1,y1)、(x2,y2)、(x3,y3) Three vertex coordinates of the triangle are respectively; abs is an absolute value function.
The coordinates of four corner points of the self-vehicle in a geodetic coordinate system are as follows:
Figure BDA0002514976480000062
in the formula, dfIs the distance from the center of mass of the vehicle to the forwardmost end of the vehicle; drIs the distance from the center of mass of the vehicle to the rearmost end of the vehicle; b is the vehicle width; θ is the vehicle heading angle.
4.2.2 road space constraints:
the vehicle activity space formed by the boundary of the upper road and the lower road is Ymin,Ymax]The longitudinal coordinate values of the four corner points of the vehicle are required to be in the interval, and meanwhile, as the vehicle turns at a higher speed to avoid collision, a certain safety margin is reserved outside the rectangular outline of the vehicle.
Ymin+Ds≤Yj≤Ymax-Ds,j＝A,B,C,D (12)
In the formula, DsIs the safety margin which needs to be kept between the vehicle body and the road boundary; y ismin、YmaxAre the vertical coordinate values of the boundary of the upper and lower roads, YjIs the longitudinal coordinate value of the vehicle angular point, and j is the self vehicle angular point.
4.3 steering actuator constraints
The motion of the vehicle during steering and collision avoidance is limited by the inherent physics of the steering actuating mechanism, and the turning angle delta of the front wheel of the vehicle is restrainedfAnd the steering angular velocity η is within a certain limit range:
Figure BDA0002514976480000063
in the formula: delta. for the preparation of a coatingf,max、ηmaxRespectively, a maximum value of the front wheel steering angle and a maximum value of the steering angular velocity.
4.4 boundary value constraint
The initial condition and the terminal condition of the state variable in the collision avoidance process of the vehicle are as follows:
Figure BDA0002514976480000071
in the formula: beta (t)0) Is t0Centroid slip angle at time, t0Is the initial time; beta (t)f) Is tfCentroid slip angle at time, tfIs the terminal time, Y (t)0) Is t0Vertical coordinate value of time, Y (t)f) Is tfThe ordinate value of time.
The implementation process of the collision avoidance trajectory planning under the emergency working condition of the intelligent automobile provided by the invention can adopt an hp self-adaptive pseudo-spectral method to solve the collision avoidance trajectory planning under the emergency working condition of the intelligent automobile.
The above embodiments are only used for illustrating the design idea and features of the present invention, and the purpose of the present invention is to enable those skilled in the art to understand the content of the present invention and implement the present invention accordingly, and the protection scope of the present invention is not limited to the above embodiments. Therefore, all equivalent changes and modifications made in accordance with the principles and concepts disclosed herein are intended to be included within the scope of the present invention.

Claims (1)

1. A collision avoidance trajectory planning method under an intelligent automobile emergency condition is characterized by comprising the steps of changing lane time t and lateral acceleration aySteering angular velocity
Figure FDA0003637886480000011
Three performance indexes construct objective function
Figure FDA0003637886480000012
Wherein J is a target functional, t0、tfRespectively initial time and terminal time, σ1、σ2、σ3Is a weight coefficient; meanwhile, a planning constraint condition is constructed based on stability constraint, collision avoidance space constraint, steering actuator constraint and edge value constraint so as to obtain an optimal track;
the stability constraint is based on a beta-d beta phase plane diagram of a nonlinear vehicle dynamics model, and a vehicle stability domain is divided by adopting an improved five-parameter rhombus method, wherein five parameters are respectively as follows: upper limit of centroid slip angle
Figure FDA0003637886480000013
Lower limit of centroid slip angle
Figure FDA0003637886480000014
Upper limit of centroid slip angular velocity
Figure FDA0003637886480000015
Lower limit of centroid slip angular velocity
Figure FDA0003637886480000016
Abscissa of balance point betae；
The collision avoidance space constraint comprises an obstacle constraint and a road boundary constraint;
the obstacle constraint is represented as:
Figure FDA0003637886480000017
where i is the corner point of the obstacle, S□ABCDIs the area of the bicycle, S□1234Is the area of the obstacle; j is the angle point of the bicycle, tau is the safety factor, SΔiAB、SΔiBC、SΔiCD、SΔiDAThe areas of triangles formed between the corner point i of the obstacle and four vertexes of the self-vehicle are respectively; s. theΔj12、SΔj23、SΔj34、SΔj41The areas of triangles formed between the bicycle corner point j and the four vertexes of the barrier are respectively;
the road boundary constraint is expressed as: y ismin+Ds≤Yj≤Ymax-DsJ is A, B, C, D, wherein Ymin、YmaxAre longitudinal coordinate values of upper and lower road boundaries, DsIs a safety margin, Y, to be maintained at the vehicle body and road boundaryjIs the longitudinal coordinate value of the bicycle angle point, j is the bicycle angle point;
the steering actuator constraint being a front wheel steering angle delta for the vehiclefAnd the steering angular velocity eta are constrained,
Figure FDA0003637886480000018
wherein, deltaf,max、ηmaxRespectively representing the maximum value of the front wheel steering angle and the maximum value of the steering angular speed;
the limit value constraint is used for constraining the initial condition and the terminal condition of the state variable in the collision avoidance process of the vehicle,
Figure FDA0003637886480000019
wherein, β (t)0) Is t0Centroid slip angle at time, t0Is the initial time; beta (t)f) Is tfCentroid slip angle at time, tfIs the terminal time, Y (t)0) Is t0Vertical coordinate value of time, Y (t)f) Is tfThe ordinate value of the time.
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