CN112034859B - Self-adaptive dynamic planning method of anti-interference CACC system - Google Patents
Self-adaptive dynamic planning method of anti-interference CACC system Download PDFInfo
- Publication number
- CN112034859B CN112034859B CN202010959308.4A CN202010959308A CN112034859B CN 112034859 B CN112034859 B CN 112034859B CN 202010959308 A CN202010959308 A CN 202010959308A CN 112034859 B CN112034859 B CN 112034859B
- Authority
- CN
- China
- Prior art keywords
- vehicle
- controller
- following
- model
- matrix
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000000034 method Methods 0.000 title claims abstract description 36
- 239000011159 matrix material Substances 0.000 claims description 40
- 230000001133 acceleration Effects 0.000 claims description 14
- 230000003044 adaptive effect Effects 0.000 claims description 14
- 238000005457 optimization Methods 0.000 claims description 12
- 230000006854 communication Effects 0.000 claims description 9
- 239000000126 substance Substances 0.000 claims description 9
- 238000004891 communication Methods 0.000 claims description 8
- YTAHJIFKAKIKAV-XNMGPUDCSA-N [(1R)-3-morpholin-4-yl-1-phenylpropyl] N-[(3S)-2-oxo-5-phenyl-1,3-dihydro-1,4-benzodiazepin-3-yl]carbamate Chemical compound O=C1[C@H](N=C(C2=C(N1)C=CC=C2)C1=CC=CC=C1)NC(O[C@H](CCN1CCOCC1)C1=CC=CC=C1)=O YTAHJIFKAKIKAV-XNMGPUDCSA-N 0.000 claims description 6
- 230000006855 networking Effects 0.000 claims description 3
- 238000005312 nonlinear dynamic Methods 0.000 claims description 3
- 238000005070 sampling Methods 0.000 claims description 3
- 238000012546 transfer Methods 0.000 claims description 3
- 230000007704 transition Effects 0.000 claims description 3
- 238000010586 diagram Methods 0.000 description 5
- 238000004088 simulation Methods 0.000 description 5
- 238000012804 iterative process Methods 0.000 description 3
- 238000013461 design Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 238000012795 verification Methods 0.000 description 2
- 238000013473 artificial intelligence Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000012938 design process Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 230000001537 neural effect Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 230000006641 stabilisation Effects 0.000 description 1
- 238000011105 stabilization Methods 0.000 description 1
Images
Classifications
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
- G05D1/0223—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory involving speed control of the vehicle
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
- G05D1/0214—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory in accordance with safety or protection criteria, e.g. avoiding hazardous areas
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
- G05D1/0221—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory involving a learning process
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0276—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0287—Control of position or course in two dimensions specially adapted to land vehicles involving a plurality of land vehicles, e.g. fleet or convoy travelling
- G05D1/0291—Fleet control
- G05D1/0295—Fleet control by at least one leading vehicle of the fleet
Abstract
The invention provides an anti-interference self-adaptive dynamic programming method of a CACC system, and relates to the technical field of heterogeneous fleet control. The invention solves the motorcade stability problem under the condition of simultaneous delay of an actuator, external interference and front vehicle interference by constructing a model and providing the ADP motorcade cooperative control method based on data driving, and the method can enable the motorcade to quickly reach a stable state. In the analysis of the stability of the vehicle, the stability of the vehicle is proved by analyzing the magnitude of the cost function updated by the controller. The cost function is bounded and is smaller than a minimum value, which proves that the state of the vehicle and the control input reach a stable state.
Description
Technical Field
The invention relates to the technical field of heterogeneous fleet control, in particular to an adaptive dynamic planning method for an anti-interference CACC system.
Background
In recent years, research on heterogeneous vehicle fleets is still limited, and a control method based on data driving is rarely applied to vehicle fleet Coordinated Adaptive Cruise Control (CACC). With the rapid development of the technology in the field of artificial intelligence, jiang et al y.vehicular and z. -p.j., comprehensive adaptive optimal control for continuous-time linear systems with complex un-known dynamics, "automotive, vol.48, No.10, pp.2699-2704,2012. and y.j.j.z. -p.j., road adaptive dynamic programming and feedback stabilization of non-linear systems," IEEE trans.neural net.leirn.25, vol.25, No.5, pp.882-893, may2014. In Gao et al work, Gao W, Jiang ZP, Ozbay K.Data-driven adaptive optimal control of connected vehicles.IEEE Trans inner Transp Syst.2017; 18(5):1122 & 1133. and K.J.Malakorn and B.park, "Assessment of mobility, energy, and environmental impacts of Intelligent-based adaptive cruise control and internal traffic control," in Proc.IEEE. Symp.Sustain.Syhnol, May2010, pp.1-6. ADP are applied to the adaptive optimal control of the data-driven interconnected vehicle. In the aspect of cooperative adaptive fleet control, communication interference problems and fleet stability control in an interference environment currently face challenges.
In the above studies, input skew due to engine process delay was not considered in the controller design process, which greatly limited its application in practical heterogeneous fleet control. In addition, interference in the networked vehicle system comes from different aspects, such as unpredictable acceleration or deceleration of the front vehicle, signal interference in the communication process and the like.
Due to the second-order fleet model adopted by the controller design, the second-order fleet model cannot well capture dynamic characteristics inside the vehicle, and various interference problems in the travelling process of the fleet need to be considered. Furthermore, it is also important to analyze and verify the stability of each vehicle, i.e. to ensure that the inter-vehicle distance between adjacent vehicles does not continuously enlarge from lead vehicle to the last vehicle.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides an adaptive dynamic planning method of an anti-interference CACC system, which constructs a three-order dynamics model of a fleet covering various interference factors, realizes cooperative control of the fleet by reasonable inter-vehicle distance, ensures that vehicles run quickly and stably, and strictly deduces and proves the stability of each vehicle in the fleet.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows:
an adaptive dynamic planning method of an anti-interference CACC system comprises the following steps:
the vehicle longitudinal dynamics model does not contain a lead vehicle, and the inter-vehicle distance error of the ith vehicle is defined to be delta p i (t) having:
Δp i (t)=p i-1 (t)-p i (t)-d s -L,i=1,2,...,n
wherein d is s =h i v i (t)+r i Is the desired inter-vehicle distance, h i Is a constant headway, v i (t) is the speed of the ith vehicle at time t, r i Fixed inter-vehicle distance, p i (t) is the position of the ith vehicle at time t, L is the vehicle length;
the dynamical model of the ith vehicle is the following nonlinear differential equation:
wherein, Δ v i (t) is the speed error of the ith vehicle at time t, a i (t) is the acceleration of the ith vehicle at time t, c i (t) is the feedback linearization control law, h i Constant headway is constant, f i (v i ,a i ) Is a non-linear dynamic model of the vehicle,is a constant;
for a lead car, since it has no front car, its kinematic model is defined as follows:
where σ is the specific mass of air, τ i Is the mechanical time constant, A i ,c di ,d mi And m i The cross-sectional area, the drag coefficient, the mechanical resistance and the mass of the ith vehicle are respectively;
linearizing the model to obtain a feedback linearization control law as follows:
the following linearized models were obtained:
wherein u is i (t) is an additional control input signal;
adding disturbance xi to the linearized model due to communication failure or external disturbance in the networking environment i (t); the linearization model after adding the disturbance is:
the controller model of the lead vehicle is as follows:
u 0 (t)=-K 0 x 0 (t)
wherein x 0 (t)=[p 0 (t) v 0 (t) a 0 (t)] T ,p 0 (t)、v 0 (t) and a 0 (t) the position, speed and acceleration of the lead vehicle at the moment t, and the feedback control rate K of the lead vehicle 0 =[k 01 k 02 k 03 ]Wherein k is 01 ,k 02 ,k 03 Respectively, the position, the speed and the acceleration of the lead vehicle.
The vehicle-following kinetic model is:
wherein the content of the first and second substances,i=1,2,…,n,x i (t)=[Δp i (t) Δv i (t) a i (t)] T ;Δp i (t) is the position error of the ith vehicle from the target position at time t, Δ v i (t) is the speed error between the ith vehicle and the preceding vehicle at time t, and the controller u i (t)=-K i x i (t),K i =[k i1 k i1 k i2 ]The feedback control laws respectively follow the position, speed and acceleration of the vehicle. The controller after the unfolding is obtained as follows:
u i (t)=-k i1 Δp i (t)-k i2 Δv i (t)-k i3 a i (t)
the vehicle-following dynamics model is rewritten as:
wherein the content of the first and second substances,j=0,1,…,n,ω i (t)=D i x i-1 (t)+I i ξ i (t),A ij is a coefficient matrix of the state inputs of i cars after iteration j times, B i Is a coefficient matrix of control inputs for i cars, D i Is a coefficient matrix of the status inputs of the i-1 vehicle,is the control gain for i cars after j iterations.
The controller u i (t) the optimization algorithm comprises the steps of:
step S1: selecting a minimum loss function according to a control target:
wherein Q is blockdiag (Q) 1 ,Q 2 ,…,Q n ),R=blockdiag(R 1 ,R 2 ,…,R n ), Is the set of states at time t of all vehicles, u ═ u 1 ,u 2 ,…,u n ] T Is the set of control inputs of all vehicles at the time t, the control gain of all vehicles is K * =R -1 B T P * Wherein, P * Solved by algebraic Riccati equation.
Step S2: obtaining the iteration value of the feedback gain of the step j +1 of the ith vehicle according to the Riccati equationWhereinThe intermediate value of step j of the ith vehicle;
step S3: since there is no way to predict the parameter matrix A of the vehicles in the fleet i And B i Then, the solution is solved by the following equation, i.e., [ t, t + δ t [ ]]The difference in time is then the minimum loss function:
where δ is the signal sample interval time.
According to the kronecker product, and
δ a =[vecv(a(t 1 ))-vecv(a(t 0 )),…,vecv(a(t s ))-vecv(a(t s-1 ))] T ,
the formula is simplified to obtain:
wherein the content of the first and second substances,is a process matrix and satisfies the column full rank,in the form of a matrix of processes,is a process variable matrix;
step 3.1: selecting an initial controller gain K for a follower vehicle 0 And a desired threshold σ > 0;
step 3.2: the initial controller model inputs u (t) ═ K including interference information 0 x (t) + e (t) at time intervals of [ t [, ] 0 ,t s ];
step 3.4: p pair by using the formula in step S3 (j) ,K (j+1) Solving is carried out;
step 3.5: and j ← j +1, up to | P (j) -P (j-1) |<σ;
Step 3.6: updating the controller model so that u (t) is equal to-K (j) x(t);
Step 3.7: returning the updating result of the controller u (t);
when in useWhen the algorithm converges, i.e. it isAndrespectively converge to the optimum intermediate value P * And an optimal feedback control gain K * ;
step 4.1: firstly, constructing a following vehicle dynamic equation:
wherein [ delta ] | is not more than rho is interfered when the vehicle runs, and is obtained according to the steps of 3.1-3.7, and existsEpsilon is more than 0 to obtain the estimated optimal controller of the vehicle
when there is a minimum value epsilon i Time, matrixIs always a Hulviz matrix and finds the constant β i ,λ i Is greater than 0, and satisfies:
wherein i is 1,2, …, n;
step 4.3: for the lead car:β 0 ,λ 0 is constant, thus proving that the closed loop system of the vehicle is exponentially stable.
defining a minimum loss function J according to the minimum loss function proof ⊙ =x T (0)P * x (0), obtained in step 3, the state transition matrix phi (tau, t) satisfies that phi (tau, t) is less than or equal to beta e λ(τ-t) ,Definition ofPresence of c 1 ,c 2 >0 is a constant number of times, and,whereinIs semi-positive and continuously differentiable, and has an upper limit ofWhereinΦ (τ, τ) ═ I, according to the law of the leibuctz integral, we obtain:
Wherein λ is max (Q) is the maximum eigenvalue of the Q matrix, λ min (P) is the minimum eigenvalue of the P matrix, μ is a constant.
Thus, the controller minimum loss function proves to have optimal performance.
Adopt the produced beneficial effect of above-mentioned technical scheme to lie in:
the invention provides an adaptive dynamic planning method of an anti-interference CACC system, which is used for constructing a model and providing an ADP fleet cooperative control algorithm based on data driving, solving the problem of fleet stability under the condition that actuator delay, external interference and front vehicle interference exist simultaneously, and enabling a fleet to reach a stable state quickly. In the analysis of the stability of the vehicle, the stability of the vehicle is proved by analyzing the magnitude of the cost function updated by the controller. The cost function is bounded and is smaller than a minimum value through analysis, and the vehicle state and the control input can be proved to reach a stable state.
The invention establishes a third-order linear fleet dynamics model on the basis of a fleet model with a second order adopted by the cooperative braking control of the traditional interconnected vehicles. Compared with a second-order fleet model, the third-order model can better capture dynamic characteristics inside the vehicle. Aiming at the condition that disturbance exists in the heterogeneous fleet system environment, a controller of a leading fleet vehicle and a cooperative controller of a following fleet vehicle are respectively designed, and an ADP self-adaptive cooperative control algorithm based on data driving is designed, so that the problem of fleet stability under the condition that various disturbances exist simultaneously is solved. The invention provides a data-driven fleet cooperative braking control method, which is used for evaluating the convergence of vehicles by using a cost function. The simulation result verifies the effectiveness of the method.
Drawings
Fig. 1 is a flowchart of an adaptive dynamic programming method of an anti-interference CACC system according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a heterogeneous fleet and communication topology used in an embodiment of the present invention;
FIG. 3 is a schematic diagram of an optimization iteration process according to an embodiment of the present invention;
wherein diagrams (a) -P ij Matrix optimization iterative process, graph (b) -optimization iterative process of error feedback gain
FIG. 4 is a schematic diagram of errors between a following vehicle and a preceding vehicle of a straight lane when a lead vehicle is disturbed according to an embodiment of the invention;
wherein, the following vehicle v1 and the preceding vehicle error condition when the vehicle runs on the straight lane, the following vehicle v2 and the preceding vehicle error condition when the vehicle runs on the straight lane, and the following vehicle v3 and the preceding vehicle error condition when the vehicle runs on the straight lane are shown in the graph (a);
FIG. 5 is a schematic diagram of errors between a following vehicle and a preceding vehicle of a straight lane when a lead vehicle is undisturbed according to the embodiment of the invention;
wherein, figure (a) shows the following vehicle v1 and the front vehicle error condition when the vehicle runs on the straight lane; (b) following vehicle v2 versus preceding vehicle error condition while driving in straight lane; (c) following vehicle v3 versus preceding vehicle error while driving in straight lane
Detailed Description
The following detailed description of embodiments of the present invention is provided in connection with the accompanying drawings and examples. The following examples are intended to illustrate the invention but are not intended to limit the scope of the invention.
The heterogeneous fleet model provided by the embodiment comprehensively considers actuator faults and external interference, adopts an ADP algorithm based on data driving, and designs the cooperative controller, so that the convergence of each vehicle in the whole braking process of the fleet can be realized, and the queue stability of the whole fleet can be realized.
An adaptive dynamic planning method for an anti-interference CACC system, as shown in fig. 1, includes the following steps:
the vehicle longitudinal dynamics model does not contain a lead vehicle, and the inter-vehicle distance error of the ith vehicle is defined to be delta p i (t) having:
Δp i (t)=p i-1 (t)-p i (t)-d s -L,i=1,2,...,n
wherein d is s =h i v i (t)+r i Is the desired inter-vehicle distance, h i Is a constant headway, v i (t) is the speed of the ith vehicle at time t, r i Fixed inter-vehicle distance, p i (t) is the position of the ith vehicle at time t, and L is the vehicle length;
the kinetic model of the ith vehicle is the following nonlinear differential equation:
wherein, Δ v i (t) is the speed error of the ith vehicle at time t, a i (t) is the acceleration of the ith vehicle at time t, c i (t) is the feedback linearization control law, h i Constant headway is constant, f i (v i ,a i ) Is a non-linear dynamic model of the vehicle,is a constant;
for a lead car, since it has no front car, its kinematic model is defined as follows:
where σ is the specific mass of air, τ i Is the mechanical time constant, A i ,c di ,d mi And m i The cross-sectional area, drag coefficient, mechanical drag and mass of the ith vehicle respectively;
linearizing the model to obtain a feedback linearization control law as follows:
the following linearized models were obtained:
wherein u is i (t) adding a control input signal to enable the closed-loop system to meet stable anti-interference performance indexes; with this controller, the following two objectives are achieved: 1) ith vehicle motionMechanical linearization; 2) the system model is simplified by excluding some characteristic parameters in the vehicle dynamics, such as mechanical resistance, mass and air resistance.
Adding disturbance xi to the linearized model due to communication failure or external disturbance in the networking environment i (t); the linearization model after adding the disturbance is:
the controller model of the lead vehicle is as follows:
u 0 (t)=-K 0 x 0 (t)
wherein x 0 (t)=[p 0 (t) v 0 (t) a 0 (t)] T ,p 0 (t)、v 0 (t) and a 0 (t) is the position, speed and acceleration of the lead vehicle at the moment t, and the feedback control rate K of the lead vehicle 0 =[k 01 k 02 k 03 ]Wherein k is 01 ,k 02 ,k 03 Respectively, the position, the speed and the acceleration of the lead vehicle.
The vehicle-following kinetic model is:
wherein the content of the first and second substances,i=1,2,…,n,x i (t)=[Δp i (t) Δv i (t) a i (t)] T ;Δp i (t) is the position error of the ith vehicle from the target position at time t, Δ v i (t) is the speed error between the ith vehicle and the preceding vehicle at time t, and the controller u i (t)=-K i x i (t),K i =[k i1 k i1 k i2 ]The feedback control laws respectively follow the position, speed and acceleration of the vehicle. The controller after the unfolding is obtained as follows:
u i (t)=-k i1 Δp i (t)-k i2 Δv i (t)-k i3 a i (t)
the vehicle-following dynamics model is rewritten as:
wherein the content of the first and second substances,j=0,1,…,n,A ij is a coefficient matrix of the state inputs of i cars after iteration j times, B i Is a coefficient matrix of control inputs for i cars, D i Is a coefficient matrix of the status inputs of the i-1 vehicle,is the control gain for i cars after j iterations.
The controller u i (t) the optimization algorithm comprises the steps of:
step S1: selecting a minimum loss function according to a control target:
wherein Q is blockdiag (Q) 1 ,Q 2 ,…,Q n ),R=blockdiag(R 1 ,R 2 ,…,R n ), Is the set of states of all vehicles at time t, u ═ u 1 ,u 2 ,…,u n ] T Is the set of control inputs of all vehicles at the time t, the control gain of all vehicles is K * =R -1 B T P * Wherein P is * Solved by algebraic Riccati equation.
Step S2: obtaining the iteration value of the feedback gain of the step j +1 of the ith vehicle according to the Riccati equationWhereinThe intermediate value of step j of the ith vehicle;
step S3: since there is no way to predict the parameter matrix A of the vehicles in the fleet i And B i Then, the solution is solved by the following equation, i.e., [ t, t + δ t [ ]]The difference in time is then the minimum loss function:
where δ is the signal sample interval time.
According to the kronecker product, and
δ a =[vecv(a(t 1 ))-vecv(a(t 0 )),…,vecv(a(t s ))-vecv(a(t s-1 ))] T ,
the above formula can be simplified to obtain:
wherein the content of the first and second substances,is a process matrix and satisfies the column full rank,in the form of a matrix of processes,is a process variable matrix;
step 3.1: selecting an initial controller gain K for a follower vehicle 0 And a desired threshold σ > 0;
step 3.2: the initial controller model inputs u (t) -K containing interference information 0 x (t) + e (t) at time intervals of [ t [, ] 0 ,t s ];
step 3.4: p pair by using the formula in step S3 (j) ,K (j+1) Solving is carried out;
step 3.5: j ← j +1, until | P (j) -P (j-1) |<σ;
Step 3.6: updating the controller model so that u (t) is equal to-K (j) x(t);
Step 3.7: returning the updating result of the controller u (t);
when in useWhen the algorithm converges, i.e. it isAndrespectively converge to the optimum intermediate value P * And an optimal feedback control gain K * ;
step 4.1: firstly, constructing a following vehicle dynamic equation:
wherein [ delta ] | is not more than rho is interfered when the vehicle runs, and is obtained according to the steps of 3.1-3.7, and existsEpsilon is more than 0 to obtain the estimated optimal controller of the vehicle
when there is a minimum value epsilon i Time, matrixIs always a Helvzki matrix and finds the constant β i ,λ i Is greater than 0, and satisfies:
wherein i is 1,2, …, n;
step 4.3: for the lead car:β 0 ,λ 0 being constant, it is thus demonstrated that the closed loop system of the vehicle is exponentially stable.
defining a minimum loss function J according to the minimum loss function proof ⊙ =x T (0)P * x (0), as shown in step 3, the state transition matrix phi (tau, t) satisfies that phi (tau, t) is less than or equal to beta e λ(τ-t) ,Definition ofPresence of c 1 ,c 2 >0 is a constant number of times, and,whereinIs semi-positive and continuously differentiable, and has an upper limit ofWhereinΦ (τ, τ) ═ I, according to the law of the leibuctz integral, we obtain:
Wherein λ is max (Q) is the maximum eigenvalue of the Q matrix, λ min (P) is the minimum eigenvalue of the P matrix, μ is a constant.
Thus, the controller minimum loss function proves to have optimal performance.
In this embodiment, assume that a leading vehicle and 3 following vehicles travel in a straight line on a lane, and in order to study and analyze the influence of disturbance on performance, two cases are considered: the lead vehicle is not disturbed, the lead vehicle is disturbed, and all vehicles of the fleet are disturbed by the sampling signal in the two conditions. The sampling interval is set to 0.2s therein. The initial position is set to p (0) [ -3,8,20,31] T m, initial velocity v (0) [5,8,9,7 ]] T m/s。
Disturbance xi i (t) can be specifically classified into the following two forms:
case 1: without disturbance
ξ i (t)=0,i=0,...n.
Case 2: the lead car is disturbed
ξ i (t)=10*3sin(3*t),i=0.
All vehicles being disturbed
ξ i (t)=0.3∑sin(random(-1000,1000)*t),i=0,...,n.
In the simulation, the initial estimation of the disturbance upper bound and the disturbance lower bound of the lead vehicle are respectivelyAndthe initial estimation of the disturbance upper bound and the disturbance lower bound of the following vehicle are respectivelyAndthe fleet dynamics parameters were set as follows: time constant of engine (tau) i =[0.08,0.12,0.14,0.08]) Time constant h i =[0.5,0.49,0.51,0.43]Initial feedback control gain set to K 0 =[-0.5,-0.5,0]. In the simulation, the length of the vehicle was ignored.
Based on the parameters, simulation verification is carried out on the motorcade cooperative braking control method based on the data-driven ADP control theory, and the simulation verification is shown in 3-5. Wherein figure 3 shows K under the proposed controller ij ,P ij And (5) an iterative process. As can be seen from FIG. 3, the intermediate value P ij And a feedback control gain K ij The stability is achieved. FIG. 4 shows the variation of the position error, velocity error and self-acceleration of the following vehicle and the preceding vehicle; it can be seen from fig. 4 that the position error of each vehicle in the platoon may slowly converge smoothly to zero after the controller updates. This process takes approximately 5s or so. We can clearly see that the disturbance is not gradually amplified in the following vehicles and the fleet is able to maintain a steady state. Fig. 5 shows the position error, speed error and self acceleration of the following vehicle and the front vehicle when the head vehicle in the fleet has no disturbance. From fig. 5 it can be seen that the vehicle is considered undisturbedThe distance between the front and the rear-end collision avoidance devices is always kept at a reasonable safe distance, so that the rear-end collision is avoided. Further, the pitch error converges to 0 around 5s, and the magnitude of the pitch error decreases as the vehicle index increases in the fleet. The data-driven ADP cooperative brake controller based on the motorcade can not only ensure the stability of each vehicle, but also ensure the stability of the motorcade. And, the ADP controller based on data driving is robust to disturbances.
The foregoing description is only exemplary of the preferred embodiments of the disclosure and is illustrative of the principles of the technology employed. It will be appreciated by those skilled in the art that the scope of the invention in the embodiments of the present disclosure is not limited to the specific combination of the above-mentioned features, but also encompasses other embodiments in which any combination of the above-mentioned features or their equivalents is made without departing from the inventive concept as defined above. For example, the above features and (but not limited to) technical features with similar functions disclosed in the embodiments of the present disclosure are mutually replaced to form the technical solution.
Claims (1)
1. An adaptive dynamic planning method of an anti-interference CACC system is characterized by comprising the following steps:
step 1, constructing a fixed time interval strategy according to the dynamic performance of a vehicle, and establishing a longitudinal dynamic model of the vehicle by adopting a one-way communication structure;
in the step 1, the vehicle longitudinal dynamics model does not contain a lead vehicle, and the inter-vehicle distance error of the ith vehicle is defined as delta p i (t) having:
Δp i (t)=p i-1 (t)-p i (t)-d s -L,i=1,2,...,n;
wherein d is s =h i v i (t)+r i Is the desired inter-vehicle distance, h i Is a constant headway, v i (t) is the speed of the ith vehicle at time t, r i Fixed inter-vehicle distance, p i (t) is the position of the ith vehicle at time t, L is the vehicle length;
the dynamical model of the ith vehicle is the following nonlinear differential equation:
wherein, Δ v i (t) is the speed error of the ith vehicle at time t, a i (t) is the acceleration of the ith vehicle at time t, c i (t) is the feedback linearization control law, h i Constant headway is constant, f i (v i ,a i ) Is a non-linear dynamic model of the vehicle,is a constant;
for a lead car, since it has no front car, its kinematic model is defined as follows:
where σ is the specific mass of air, τ i Is the mechanical time constant, A i ,c di ,d mi And m i The cross-sectional area, the drag coefficient, the mechanical resistance and the mass of the ith vehicle are respectively;
linearizing the model to obtain a feedback linearization control law as follows:
the following linearized models were obtained:
wherein u is i (t) is an additional control input signal;
adding disturbance xi to the linearized model due to communication failure or external disturbance in the networking environment i (t); the linearization model after adding the disturbance is:
step 2, setting the whole fleet to be composed of 1 leading vehicle and n following vehicles, respectively constructing controller models of the leading vehicle and the following vehicles, and providing a controller optimization algorithm based on data driving;
the controller model of the lead vehicle in the step 2 is as follows:
u 0 (t)=-K 0 x 0 (t)
wherein x 0 (t)=[p 0 (t) v 0 (t) a 0 (t)] T ,p 0 (t)、v 0 (t) and a 0 (t) is the position, speed and acceleration of the lead vehicle at the moment t, and the feedback control rate K of the lead vehicle 0 =[k 01 k 02 k 03 ]Wherein k is 01 ,k 02 ,k 03 Respectively are feedback control laws of the position, the speed and the acceleration of the lead vehicle;
the vehicle-following kinetic model is:
wherein the content of the first and second substances,i=1,2,…,n,x i (t)=[Δp i (t) Δv i (t) a i (t)] T ;Δp i (t) is the position error of the ith vehicle from the target position at time t, Δ v i (t) is the speed error between the ith vehicle and the preceding vehicle at time t, and the controller u i (t)=-K i x i (t),K i =[k i1 k i1 k i2 ]Respectively following the feedback control laws of the position, the speed and the acceleration of the vehicle, and obtaining the controller after expansion as follows:
u i (t)=-k i1 Δp i (t)-k i2 Δv i (t)-k i3 a i (t)
the vehicle-following dynamics model is rewritten as:
wherein the content of the first and second substances,j=0,1,…,n,ω i (t)=D i x i-1 (t)+I i ξ i (t),A ij is a coefficient matrix of the state inputs of i cars after iteration j times, B i Is a coefficient matrix of control inputs for i cars, D i Is a coefficient matrix of the status inputs of the i-1 vehicle,is the control gain of i cars after iteration j times;
in step 2, the controller u i (t) the optimization algorithm comprises the steps of:
step S1: selecting a minimum loss function according to a control target:
wherein Q is blockdiag (Q) 1 ,Q 2 ,…,Q n ),R=blockdiag(R 1 ,R 2 ,…,R n ), Is the set of states at time t of all vehicles, u ═ u 1 ,u 2 ,…,u n ] T Is the set of control inputs of all vehicles at the time t, the control gain of all vehicles is K * =R -1 B T P * Wherein P is * Solved by algebraic Riccati equation;
step S2: obtaining the iteration value of the feedback gain of the step j +1 of the ith vehicle according to the Riccati equationWherein P is i (j) The intermediate value of step j of the ith vehicle;
step S3: since there is no way to predict the parameter matrix A of the vehicles in the fleet i And B i Then, the solution is solved by the following equation, i.e., [ t, t + δ t [ ]]The difference in time is then the minimum loss function:
where δ is the signal sampling interval time;
according to the kronecker product, and
δ a =[vecv(a(t 1 ))-vecv(a(t 0 )),…,vecv(a(t s ))-vecv(a(t s-1 ))] T ,
the formula is simplified to obtain:
wherein the content of the first and second substances,is a process matrix and satisfies the column full rank,in the form of a matrix of processes,is a process variable matrix;
step 3, obtaining a data-driven CACC control method according to a data-driven-based controller optimization algorithm;
the step 3 specifically comprises the following steps:
step 3.1: selecting an initial controller gain K for a follower vehicle 0 And a desired threshold σ > 0;
step 3.2: the initial controller model inputs u (t) ═ K including interference information 0 x (t) + e (t) at time intervals of [ t [, ] 0 ,t s ];
step 3.4: p pair by using the formula in step S3 (j) ,K (j+1) Solving is carried out;
step 3.5: j ← j +1, until | P (j) -P (j-1) |<σ;
Step 3.6: updating the controller model so that u (t) is equal to-K (j) x(t);
Step 3.7: returning the updating result of the controller u (t);
when in useWhen the algorithm converges, i.e. it isAndrespectively converge to the optimum intermediate value P * And an optimal feedback control gain K * ;
Step 4, constructing a following vehicle differential equation according to the dynamic performance of the vehicle, and proving the stability of the following vehicle;
the step 4 specifically comprises the following steps:
step 4.1: firstly, constructing a following vehicle dynamic equation:
wherein [ delta ] | is not more than rho is interfered when the vehicle runs, and is obtained according to the steps of 3.1-3.7, and existsEpsilon is more than 0 to obtain the estimated optimal controller of the vehicle
when there is a minimum value epsilon i Time, matrixIs always a Hulviz matrix and finds the constant β i ,λ i Is greater than 0, and satisfies:
wherein i is 1,2, …, n;
step 4.3: for the lead car:β 0 ,λ 0 being constant, it is thus demonstrated that the closed loop system of the vehicle is exponentially stable;
step 5, constructing a transfer matrix to prove the optimality of the controller;
defining a minimum loss function J according to the minimum loss function proof ⊙ =x T (0)P * x (0), obtained in step 3, the state transition matrix phi (tau, t) satisfies that phi (tau, t) is less than or equal to beta e λ(τ-t) ,Definition ofPresence of c 1 ,c 2 >0 is a constant number of times, and,whereinIs semi-positive and continuously differentiable, and has an upper limit ofWhereinΦ (τ, τ) ═ I, according to the law of the leibuctz integral, we obtain:
Wherein λ is max (Q) is the maximum eigenvalue of the Q matrix, λ min (P) is the minimum eigenvalue of the P matrix, μ is a constant;
thus, the controller minimum loss function proves to have optimal performance.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN202010959308.4A CN112034859B (en) | 2020-09-14 | 2020-09-14 | Self-adaptive dynamic planning method of anti-interference CACC system |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN202010959308.4A CN112034859B (en) | 2020-09-14 | 2020-09-14 | Self-adaptive dynamic planning method of anti-interference CACC system |
Publications (2)
Publication Number | Publication Date |
---|---|
CN112034859A CN112034859A (en) | 2020-12-04 |
CN112034859B true CN112034859B (en) | 2022-08-02 |
Family
ID=73589064
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
CN202010959308.4A Active CN112034859B (en) | 2020-09-14 | 2020-09-14 | Self-adaptive dynamic planning method of anti-interference CACC system |
Country Status (1)
Country | Link |
---|---|
CN (1) | CN112034859B (en) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN113034911B (en) * | 2020-12-14 | 2022-06-14 | 湖南大学 | Vehicle queue control method and system with parameter and structure heterogeneity |
CN113147764B (en) * | 2021-06-01 | 2022-08-16 | 吉林大学 | Vehicle control method based on hybrid potential function of cooperative adaptive cruise system |
CN113391553B (en) * | 2021-06-15 | 2022-04-01 | 东北大学秦皇岛分校 | Self-adaptive optimal control method of heterogeneous CACC system with actuator saturation |
CN114253274B (en) * | 2021-12-24 | 2024-03-26 | 吉林大学 | Data-driven-based networked hybrid vehicle formation rolling optimization control method |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0828071A2 (en) * | 1996-09-05 | 1998-03-11 | Toyota Jidosha Kabushiki Kaisha | Acceleration control apparatus for a diesel engine provided with supercharger |
CN108973998A (en) * | 2018-07-11 | 2018-12-11 | 清华大学 | A kind of heterogeneous vehicle platoon distribution energy-saving control method based on MPC |
CN109144076A (en) * | 2018-10-31 | 2019-01-04 | 吉林大学 | A kind of more vehicle transverse and longitudinals coupling cooperative control system and control method |
CN110333728A (en) * | 2019-08-02 | 2019-10-15 | 大连海事大学 | A kind of isomery fleet fault tolerant control method based on change time interval strategy |
CN110703761A (en) * | 2019-10-30 | 2020-01-17 | 华南理工大学 | Networked autonomous fleet scheduling and cooperative control method based on event triggering |
-
2020
- 2020-09-14 CN CN202010959308.4A patent/CN112034859B/en active Active
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0828071A2 (en) * | 1996-09-05 | 1998-03-11 | Toyota Jidosha Kabushiki Kaisha | Acceleration control apparatus for a diesel engine provided with supercharger |
CN108973998A (en) * | 2018-07-11 | 2018-12-11 | 清华大学 | A kind of heterogeneous vehicle platoon distribution energy-saving control method based on MPC |
CN109144076A (en) * | 2018-10-31 | 2019-01-04 | 吉林大学 | A kind of more vehicle transverse and longitudinals coupling cooperative control system and control method |
CN110333728A (en) * | 2019-08-02 | 2019-10-15 | 大连海事大学 | A kind of isomery fleet fault tolerant control method based on change time interval strategy |
CN110703761A (en) * | 2019-10-30 | 2020-01-17 | 华南理工大学 | Networked autonomous fleet scheduling and cooperative control method based on event triggering |
Non-Patent Citations (6)
Title |
---|
Cooperative Adaptive Cruise Control with Communication Constraints;Ligang Wu,等;《Proceedings of the 34th Chinese Control Conference》;20150730;第8015-8020页 * |
Optimal control based CACC: problem formulation, solution, and stability analysis;Yu Bai,等;《2019 IEEE Intelligent Vehicles Symposium》;20190612;第7页 * |
Rolling horizon stochastic optimal control strategy for ACC and CACC under uncertainty;Yang Zhou,等;《Transportation Research Part C》;20171231;第61-76页 * |
基于扰动观测器的AUVs固定时间编队控制;高振宇,郭戈;《自动化学报》;20190630;第45卷(第6期);第1094-1102页 * |
车辆协同巡航控制系统设计改进与试验评价;华雪东,等;《交通运输系统工程与信息》;20191231;第19卷(第6期);第52-60页 * |
车队控制中的一种通用可变时距策略;于晓海,郭戈;《自动化学报》;20190731;第45卷(第7期);第1335-1343页 * |
Also Published As
Publication number | Publication date |
---|---|
CN112034859A (en) | 2020-12-04 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
CN112034859B (en) | Self-adaptive dynamic planning method of anti-interference CACC system | |
CN110333728B (en) | Heterogeneous fleet fault tolerance control method based on variable time interval strategy | |
Wang et al. | Robust output-feedback based vehicle lateral motion control considering network-induced delay and tire force saturation | |
Wang et al. | Ultra-local model predictive control: A model-free approach and its application on automated vehicle trajectory tracking | |
Guo et al. | Sampled-data cooperative adaptive cruise control of vehicles with sensor failures | |
Son et al. | Safety-critical control for non-affine nonlinear systems with application on autonomous vehicle | |
Guo et al. | Hierarchical platoon control with heterogeneous information feedback | |
CN111694366B (en) | Motorcade cooperative braking control method based on sliding mode control theory | |
CN103324085B (en) | Based on the method for optimally controlling of supervised intensified learning | |
CN112622903B (en) | Longitudinal and transverse control method for autonomous vehicle in vehicle following driving environment | |
CN110703761B (en) | Networked autonomous fleet scheduling and cooperative control method based on event triggering | |
Kuutti et al. | End-to-end reinforcement learning for autonomous longitudinal control using advantage actor critic with temporal context | |
CN112083719B (en) | Finite time fleet control method based on preset performance function | |
Sun et al. | Path-tracking control for autonomous vehicles using double-hidden-layer output feedback neural network fast nonsingular terminal sliding mode | |
CN113391553B (en) | Self-adaptive optimal control method of heterogeneous CACC system with actuator saturation | |
Zhao et al. | Adaptive event-based robust passive fault tolerant control for nonlinear lateral stability of autonomous electric vehicles with asynchronous constraints | |
CN114167733B (en) | High-speed train speed control method and system | |
Wang et al. | Lookup table-based consensus algorithm for real-time longitudinal motion control of connected and automated vehicles | |
Zhang et al. | Analysis and design on intervehicle distance control of autonomous vehicle platoons | |
Wang et al. | Robust trajectory tracking control for autonomous vehicle subject to velocity-varying and uncertain lateral disturbance | |
CN116224802B (en) | Vehicle team longitudinal composite control method based on interference observer and pipeline model prediction | |
Debarshi et al. | Robust EMRAN-aided coupled controller for autonomous vehicles | |
CN116339155B (en) | High-speed motor train unit data driving integral sliding mode control method, system and equipment | |
Ghasemi | Directional control of a platoon of vehicles for comfort specification by considering parasitic time delays and lags | |
CN114859712A (en) | Aircraft guidance control integrated method facing throttle constraint |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PB01 | Publication | ||
PB01 | Publication | ||
SE01 | Entry into force of request for substantive examination | ||
SE01 | Entry into force of request for substantive examination | ||
GR01 | Patent grant | ||
GR01 | Patent grant |