CN113012459A - Heterogeneous fleet cooperative safety control method based on distributed switching control - Google Patents

Heterogeneous fleet cooperative safety control method based on distributed switching control Download PDF

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CN113012459A
CN113012459A CN202110172009.0A CN202110172009A CN113012459A CN 113012459 A CN113012459 A CN 113012459A CN 202110172009 A CN202110172009 A CN 202110172009A CN 113012459 A CN113012459 A CN 113012459A
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翟春杰
郑鑫磊
颜成钢
孙垚棋
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Hangzhou Dianzi University
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/123—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096708—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control
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Abstract

The invention discloses a heterogeneous fleet collaborative safety control method based on distributed switching control, which comprises the steps of firstly establishing a kinematic model of a vehicle; designing a following controller, and limiting parameters of the following controller after frequency domain analysis; searching the control parameters required to be used by each vehicle in a limited range by using a dichotomy; obtaining information of a front vehicle through V2V communication; controlling the vehicle i by using the control parameters obtained by searching and the distributed following control input defined in the step 2; and judging whether the minimum control quantity needs to be output or not according to the state of the safety controller by the safety controller. The three-order dynamic model is adopted, and compared with the traditional two-order vehicle model, the inertia of the engine of the vehicle is considered, so that the real situation is more approximate; the limit range of the parameter setting of the controller is directly given, and the vehicle is not required to calculate, so that the calculation burden is greatly reduced; the fleet following vehicles adopt linear feedback controllers, and have extremely low requirements on the computing power of the following vehicles.

Description

Heterogeneous fleet cooperative safety control method based on distributed switching control
Technical Field
The invention belongs to the field of automatic driving of vehicles, particularly relates to a heterogeneous fleet cooperative safety control technology based on distributed switching control, and aims at a highway heterogeneous fleet system.
Background
The intelligent transportation system mainly uses vehicles To acquire the state of surrounding vehicles and the information of nearby roads in real time through advanced Vehicle-mounted sensors and V2X (Vehicle To evolution, Vehicle-connected Everything) communication technology, and comprises effective data transmission among entities such as pedestrians, vehicles, road infrastructure and the like, so as To support road safety, fleet control, traffic scheduling and other application scenarios. The intelligent Vehicle team cooperative control based on V2V (Vehicle To Vehicle) communication can realize quick and accurate intelligent control, reduce traffic accidents caused by human factors, enhance the active safety of vehicles, simplify traffic control and management and effectively relieve traffic jam.
The fleet cooperative control system is a networked control system in nature, and therefore, in order to achieve efficient fleet cooperative control, delays caused by factors such as communication, packet loss, and sensor information transmission need to be considered when designing the controller. Queue stability is a necessary condition to be met by fleet control for ensuring safety, but when the front disturbance of a vehicle is large, a fleet meeting the queue stability still has the possibility of vehicle collision, which needs to be switched to a designed safety controller to ensure the safety of the vehicle.
Disclosure of Invention
Aiming at the defects in the prior art, the invention provides a heterogeneous fleet cooperative safety control method based on distributed switching control, wherein a distributed switching control protocol comprises a following controller based on frequency domain analysis and a safety controller based on a safety invariant set, and when the control action of the following controller possibly harms the safety of vehicles, the safety controller is activated to play a role, so that the driving safety of a fleet is ensured. The specific design is carried out according to the following steps:
step 1, establishing a kinematic model of a vehicle i according to parameters of the vehicle:
Figure BDA0002939006650000011
wherein p isi(t)，vi(t)，ai(t) and ui(t) are position, velocity, acceleration and control inputs, τ, respectively, of vehicle iiAnd thetaiIs the engine inertia time constant and input delay for vehicle i.
Step 2, designing a following controller by using the vehicle kinematic model established in the step 1, wherein following control input of a vehicle i is defined as follows:
ui(t)＝ki，vei，v(t)+ki，pei，p(t)+ki，aei，a(t)
wherein ei，v(t)，ei，p(t) and ei，a(t) is a speed error, a position error, and an acceleration error of the current vehicle and the adjacent preceding vehicle, respectively, defined as:
Figure BDA0002939006650000021
wherein h isiThe time slot is a control time slot of the vehicle, and is used for keeping the distance between the vehicle and the front vehicle in a direct proportion relation with the current speed of the vehicle. And k isi，v，ki，pAnd ki，aThe gain factor for the velocity error, the gain factor for the position error and the gain factor for the acceleration error, respectively.
And 3, in order to ensure the stability of the motorcade and the vehicle, the following controller parameters are limited after frequency domain analysis, and the specific limiting rule is as follows:
Figure BDA0002939006650000022
and 4, searching the control parameters required to be used by each vehicle in a limited range by using a dichotomy. Wherein k isi，v，ki，pAnd ki，aIs the control parameter to be searched.
And 5, obtaining information of the front vehicle through V2V communication, wherein the information comprises the position p of the front vehicle i-1i-1Velocity vi-1Acceleration ai-1And control the transportationInto the affiliated closed set
Figure BDA0002939006650000023
Upper and lower limits of acceleration ai-1，max,ai-1，min。
Step 6, utilizing the control parameter k searched in the step 4i，v，ki，pAnd ki，aWith the distributed follow-up control input u defined in step 2i(t) controlling the vehicle i.
And 7, judging whether the minimum control quantity needs to be output or not by the safety controller based on the safety invariant set according to the current vehicle state and the front vehicle state, wherein the specific operation is as follows:
control inputs u for vehicle i and vehicle i-1iAnd ui-1Are respectively in a closed set
Figure BDA0002939006650000031
And
Figure BDA0002939006650000032
in (1). Wherein
Figure BDA0002939006650000033
Figure BDA0002939006650000034
Whereinu i，min，
Figure BDA0002939006650000035
u i-1，minAnd
Figure BDA0002939006650000036
and the lower boundary value and the upper boundary value of the minimum value and the upper boundary value of the maximum value of the vehicle i-1 control input under different roads are represented respectively.
When the state vector of vehicle ixi＝[pi vi ai]TAnd the state vector x of the vehicle i-1i-1＝[pi-1 vi-1 ai-1]TIn a security invariant set
Figure BDA0002939006650000037
When there is at least one control input for vehicle i
Figure BDA0002939006650000038
Can keep the state of the two vehicles at
Figure BDA0002939006650000039
In (1),
Figure BDA00029390066500000310
expressed as:
Figure BDA00029390066500000311
wherein:
Figure BDA00029390066500000312
wherein a isi，max,ai，minRespectively, the upper and lower limits of the acceleration of the current vehicle. If the control action of the current following controller can cause the state of the vehicle to jump out of the safety invariant set in the future, the safety controller is activated, and the lower boundary value of the minimum value of the control input is outputu i，minTo ensure that the next state of the vehicle will be in a safe concentration.
And 8, continuously repeating the steps 5 to 7 in the driving process, so that each vehicle in the fleet can keep driving stably.
The invention has the following advantages:
1. compared with the traditional second-order vehicle model, the three-order dynamic model takes the engine inertia of the vehicle into more consideration and is closer to the real situation;
2. the limit range of the parameter setting of the controller is directly given, and the vehicle is not required to calculate, so that the calculation burden is greatly reduced;
3. the fleet following vehicles adopt linear feedback controllers, and have extremely low requirements on the computing power of the following vehicles.
Drawings
FIG. 1 is a block flow diagram of a control system according to the present invention;
FIG. 2 is a schematic illustration of a communication mode of a fleet of vehicles according to the present invention;
FIG. 3 is a schematic illustration of the internal stability of the present invention;
FIG. 4 is a schematic illustration of acceleration variation across a fleet of vehicles for different control inputs;
FIG. 5 is a schematic view of a fleet of vehicles with varying distances when a lead vehicle is urgently braking and the safety controller is not activated;
fig. 6 is a schematic diagram of the fleet distance change when the lead vehicle makes an emergency brake and the safety controller is activated.
Detailed Description
The method of the invention is further described below with reference to the accompanying drawings and examples.
A heterogeneous fleet collaborative safety control method based on distributed switching control comprises the following steps:
step 1, establishing a kinematic model of a vehicle i according to parameters of the vehicle:
Figure BDA0002939006650000041
wherein pi (t), vi(t)，ai(t) and ui(t) are position, velocity, acceleration and control inputs, τ, respectively, of vehicle iiAnd thetaiIs the engine inertia time constant and input delay for vehicle i.
Step 2, designing a following controller by using the vehicle kinematic model established in the step 1, wherein following control input of a vehicle i is defined as follows:
ui(t)＝ki，vei，b(t)+ki，pei，p(t)+ki，aei，a(t)
wherein ei，v(t)，ei，p(t) and ei，a(t) is a speed error, a position error, and an acceleration error of the current vehicle and the adjacent preceding vehicle, respectively, defined as:
Figure BDA0002939006650000051
wherein h isiThe time slot is a control time slot of the vehicle, and is used for keeping the distance between the vehicle and the front vehicle in a direct proportion relation with the current speed of the vehicle. And k isi，v，ki，pAnd ki，aThe gain factor for the velocity error, the gain factor for the position error and the gain factor for the acceleration error, respectively.
And 3, in order to ensure the stability of the motorcade and the vehicle, the following controller parameters are limited after frequency domain analysis, and the specific limiting rule is as follows:
Figure BDA0002939006650000052
and 4, searching the control parameters required to be used by each vehicle in a limited range by using a dichotomy. Wherein k isi，v，ki，pAnd ki，aIs the control parameter to be searched.
And 5, obtaining information of the front vehicle through V2V communication, wherein the information comprises the position p of the front vehicle i-1i-1Velocity vi-1Acceleration ai-1Closed set to which control input belongs
Figure BDA0002939006650000053
Upper and lower limits of acceleration ai-1，max,ai-1，min。
Step 6, utilizing the control parameter k searched in the step 4i，v，ki，pAnd ki，aWith the distributed follow-up control input u defined in step 2i(t) for vehiclesi is controlled.
And 7, judging whether the minimum control quantity needs to be output or not according to the current vehicle state and the front vehicle state and the state of the safety controller based on the safety invariant set. The safety controller is introduced to deal with some emergency situations, such as emergency braking of vehicles in front of a fleet of vehicles or sudden insertion of vehicles at the side of the fleet of vehicles, and the specific operation is as follows:
control inputs u for vehicle i and vehicle i-1iAnd ui-1Are respectively in a closed set
Figure BDA0002939006650000061
And
Figure BDA0002939006650000062
in (1). Wherein
Figure BDA0002939006650000063
Figure BDA0002939006650000064
Whereinu i，min，
Figure BDA0002939006650000065
u i-1，minAnd
Figure BDA0002939006650000066
and the lower boundary value and the upper boundary value of the minimum value and the upper boundary value of the maximum value of the vehicle i-1 control input under different roads are represented respectively.
When the state vector x of vehicle ii＝[pi vi ai]TAnd the state vector x of the vehicle i-1i-1＝[pi-1 vi-1 ai-1]TIn a security invariant set
Figure BDA0002939006650000067
When there is at least one control input for vehicle i
Figure BDA0002939006650000068
Can keep the state of the two vehicles at
Figure BDA0002939006650000069
In (1),
Figure BDA00029390066500000610
expressed as:
Figure BDA00029390066500000611
wherein:
Figure BDA00029390066500000612
wherein a isi，max,ai，mimRespectively, the upper and lower limits of the acceleration of the current vehicle. If the control action of the current following controller can cause the state of the vehicle to jump out of the safety invariant set in the future, the safety controller is activated, and the lower boundary value of the minimum value of the control input is outputu i，minTo ensure that the next state of the vehicle will be in a safe concentration.
And 8, continuously repeating the steps 5 to 7 in the driving process, so that each vehicle in the fleet can keep driving stably.
FIG. 1 is a block flow diagram of a control system according to the present invention; FIG. 2 is a schematic illustration of a communication mode of a fleet of vehicles according to the present invention; FIG. 3 is a schematic illustration of the internal stability of the present invention;
example (b):
in this example we take a fleet of 6 vehicles with parameters τ of 0.38, 0.45, 0.2, 0.3, 0.20 and 0.40, θ of 0.24, 0.27, 0.21, 0.3, 0.22, 0.28, h of 1, 0.8, 0.85, 0.9, 0.95, 0.9, L of 10, 11, 9.8, 10.5, 10, respectively.2,9.6. Control parameter k of following vehiclepSet to 0.1, 0.48, 0.12, 0.12, 0.04, k, respectivelyvSet to 2, 1.5, 1.36, 1.68, 1.5, respectively. The discrete time interval Δ t is 0.01 s. The upper and lower limits of the control input u for each vehicle are set to 3 and-12, respectively. The initial speed of all vehicles is 20, the initial position of the vehicle at the tail of the queue is set to be 0, and the distance error formula in the step 2 of the initial position of the other vehicles in front is calculated, so that the initial distance errors of all vehicles are 0.
All parameters in this example are the parameter ranges in step 3. To demonstrate the internal stability of the system, the initial acceleration of 5 vehicles with the vehicle was set to different non-zero values, 2, 1, -1, -2 and-3 m/s respectively2The control input of the lead vehicle is zero. The acceleration variation of different vehicles is shown in fig. 3, and it can be seen that under the control of the controller proposed by the present invention, the acceleration of all vehicles tends to zero, i.e., the internal stability is satisfied. To demonstrate the stability of the queue, we simulated the acceleration change of the following vehicle in case of a sudden change of the acceleration of the lead vehicle. Using the control input of the leading vehicle as the disturbance of the system, with the given value being
Figure BDA0002939006650000081
FIG. 4 is a schematic illustration of acceleration variation across a fleet of vehicles for different control inputs; as can be seen from fig. 4, the acceleration of the following vehicle can change following the change of the acceleration of the preceding vehicle, and the change of the acceleration of each vehicle is slower than that of the preceding vehicle, that is, the acceleration of the following vehicle is always smaller than that of the preceding vehicle during the acceleration increase, and the acceleration of the following vehicle is always larger than that of the preceding vehicle during the acceleration decrease. To prove security. When t is 5s, the deceleration of the preceding vehicle is-10 m/s 2. The initial speed of all vehicles was 30m/s, the initial acceleration was 0m/s2, and the initial positions were set to 93.57m, 73.69m, 56.52m, 37.09m, 19.14m, 0 m. Fig. 5 shows the change in the separation of the fleet when the safety controller is not active, while fig. 6 is the case when the safety controller is active. Due to communication delays and actuator time lags, the linear feedback controller cannot guarantee safety at such high speeds and low distances, and the second, fourth and sixth vehicles all collide with the preceding vehicle, as shown in the figure as the distance between the two vehicles is less than 0, and fig. 6 shows that the safety controller can guarantee the safety of the fleet even in such dangerous situations.

Claims (7)

1. A heterogeneous fleet collaborative safety control method based on distributed switching control is characterized by comprising the following steps:
step 1, establishing a kinematic model of a vehicle i according to parameters of the vehicle;
step 2, designing a following controller by using the vehicle kinematics model established in the step 1;
step 3, in order to ensure the stability of the motorcade and the vehicle, the parameters of the following controller are limited after frequency domain analysis;
step 4, searching the control parameters required to be used by each vehicle in a limited range by using a dichotomy;
step 5, obtaining information of a front vehicle through V2V communication;
step 6, controlling the vehicle i by using the control parameters obtained by searching in the step 4 and the distributed following control input defined in the step 2;
step 7, according to the current vehicle state and the front vehicle state, judging whether the minimum control quantity needs to be output or not by the safety controller based on the safety invariant set according to the state of the safety controller;
and 8, continuously repeating the steps 5 to 7 in the driving process, so that each vehicle in the fleet can keep driving stably.
2. The method for the cooperative safety control of the heterogeneous fleet of vehicles based on the distributed switching control as claimed in claim 1, wherein the kinematic model of the vehicle i is established by the parameters of the vehicle in step 1, and the specific operations are as follows:
Figure FDA0002939006640000011
wherein p isi(t)，vi(t)，ai(t) and ui(t) are position, velocity, acceleration and control inputs, τ, respectively, of vehicle iiAnd thetaiIs the engine inertia time constant and input delay for vehicle i.
3. The method for collaborative safety control of the heterogeneous fleet of vehicles based on distributed switching control as claimed in claim 2, wherein the step 2 utilizes the vehicle kinematics model established in the step 1 to design the following controller, and the specific operations are as follows:
wherein the vehicle i following control input is defined as follows:
ui(t)＝ki，vei，v(t)+ki，pei，p(t)+ki，aei，a(t)
wherein ei，v(t)，ei，p(t) and ei，a(t) is a speed error, a position error, and an acceleration error of the current vehicle and the adjacent preceding vehicle, respectively, defined as:
Figure FDA0002939006640000021
wherein h isiThe time slot is a control time slot of the vehicle and is used for keeping the distance between the vehicle and the front vehicle in direct proportion to the current speed of the vehicle; and k isi，v，ki，pAnd ki，aThe gain factor for the velocity error, the gain factor for the position error and the gain factor for the acceleration error, respectively.
4. The method for the cooperative safety control of the heterogeneous fleet based on the distributed switching control as claimed in claim 3, wherein the specific limiting rule in step 3 is as follows:
Figure FDA0002939006640000022
5. the method for the cooperative safety control of the heterogeneous fleet based on the distributed switching control as claimed in claim 4, wherein step 4 searches the control parameters required to be used by each vehicle in a limited range by using a dichotomy method, wherein k isi，v，ki，pAnd ki，aIs the control parameter to be searched.
6. The method for cooperative safety control of heterogeneous fleet of vehicles based on distributed switching control as claimed in claim 5, wherein step 5 obtains the information of the leading vehicle by V2V communication, said information comprising the position p of the leading vehicle i-1i-1Velocity vi-1Acceleration ai-1Control input belonging to a closed set ui-1Upper and lower limits of acceleration ai-1，max，ai-1，min。
7. The method for collaborative safety control of the heterogeneous fleet of vehicles based on distributed switching control as claimed in claim 6, wherein the step 7 specifically operates as follows:
control inputs u for vehicle i and vehicle i-1iAnd ui-1Are respectively in a closed set uiAnd ui-1Performing the following steps; wherein
Figure FDA0002939006640000031
Figure FDA0002939006640000032
Whereinu i，min，
Figure FDA00029390066400000311
u i-1，minAnd
Figure FDA0002939006640000034
respectively representing the lower boundary value and the upper boundary value of the minimum value of the vehicle i control input under different roads, the lower boundary value and the upper boundary value of the minimum value of the vehicle i-1 control input;
when the state vector x of vehicle ii＝[pi vi ai]TAnd the state vector x of the vehicle i-1i-1＝[pi-1 vi-1 ai-1]TIn a security invariant set
Figure FDA0002939006640000035
When there is at least one control input for vehicle i
Figure FDA0002939006640000036
Can keep the state of the two vehicles at
Figure FDA0002939006640000037
In (1),
Figure FDA0002939006640000038
expressed as:
Figure FDA0002939006640000039
wherein:
Figure FDA00029390066400000310
wherein a isi，max，ai，minRespectively representing the upper limit and the lower limit of the acceleration of the current vehicle; if the control action of the current following controller can cause the state of the vehicle to jump out of the safety invariant set in the future, the safety controller is activated, and the lower boundary value of the minimum value of the control input is outputu i，minTo ensure that the next state of the vehicle will be in a safe concentration.
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