CN115593408A - Vehicle transverse control integral optimization method, PID control method and system - Google Patents
Vehicle transverse control integral optimization method, PID control method and system Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/10—Path keeping
- B60W30/12—Lane keeping
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/02—Control of vehicle driving stability
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
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- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B11/00—Automatic controllers
- G05B11/01—Automatic controllers electric
- G05B11/36—Automatic controllers electric with provision for obtaining particular characteristics, e.g. proportional, integral, differential
- G05B11/42—Automatic controllers electric with provision for obtaining particular characteristics, e.g. proportional, integral, differential for obtaining a characteristic which is both proportional and time-dependent, e.g. P. I., P. I. D.
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0019—Control system elements or transfer functions
- B60W2050/002—Integrating means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0019—Control system elements or transfer functions
- B60W2050/0021—Differentiating means
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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Abstract
The invention provides an integral optimization method for vehicle transverse control, a PID control method and a system, wherein in an error increasing stage, an error integral value is accumulated, and the integral value is continuously increased; when the error maximum value is reached, the integrated value at that time is held; entering an error reduction stage, calibrating and resetting an integral point according to the error reduction speed, resetting the integral value to be the set percentage of the original integral value at the point and keeping the integral value; determining a turning point, and if the error starts to increase in the same direction, repeating the steps; and if the error is converted into the reverse error, accumulating the reverse integral value until the maximum value of the reverse error is reached, determining a reverse reset integral point, resetting the reverse integral value to the set percentage of the original reverse integral value and keeping the reset percentage. The invention reasonably optimizes the integral of the vehicle transverse control, reduces integral overshoot, effectively alleviates the problem of micro snake shape at the vehicle end, and ensures the vehicle running stability and comfort.
Description
Technical Field
The invention relates to the technical field of intelligent driving vehicle control, in particular to an integral optimization method for vehicle transverse control, a PID control method and a system.
Background
The lateral control of the vehicle includes functions such as lane keeping and automatic lane changing, and is a basic function for automatic (assisted) driving. The transverse control of the vehicle not only directly influences the driving experience, but also is safe, so that the stable and accurate transverse control is of great importance.
In the current stage, the PID control is one of the most commonly used control methods for the lateral control of a vehicle, but the systematic and effective integral processing methods are few, so that the problem of serious integral overshoot exists, and a microsyrinthine phenomenon is caused at the vehicle end, namely, when the vehicle runs along the center line of a lane, the vehicle swings back and forth a little near the center line, so that the stability of the vehicle is influenced significantly.
At present, no explanation or report of the similar technology of the invention is found, and similar data at home and abroad are not collected.
Disclosure of Invention
Aiming at the defects in the prior art, the invention provides an integral optimization method for vehicle transverse control, a PID control method and a system.
The invention is realized by the following technical scheme.
According to one aspect of the present invention, there is provided a method of integral optimization of vehicle lateral control, comprising:
s1, acquiring a vehicle running track needing to be tracked, and determining a starting point on the track as an error zero point;
s2, starting from the starting point, acquiring an error increasing stage of the track, and accumulating an obtained error integral value according to integral calculation of vehicle transverse control in the error increasing stage to continuously increase the integral value;
s3, when the error increasing stage reaches an error maximum value, the integral value is not increased any more, and the integral value obtained at the error maximum value point is maintained;
s4, starting from the error maximum value point, the track enters an error reduction stage;
s5, calibrating a reset integral point and a reset integral value in the error reduction stage according to the error reduction speed; wherein, at the reset integration point, the integration value is saturated, and at this time, the integration value is reset to a set percentage of the original integration value, namely, the reset integration value, and is maintained at the reset integration value;
s6, determining a turning point of the error reduction stage, re-acquiring an error maximum value and a reset integral point which take the turning point as a starting point, resetting the integral value to be a set percentage of the original integral value, and keeping the integral value at the reset value of the integral value;
and S7, repeating the step S2 to the step S6 until integral optimization of transverse control of the vehicle running track needing to be tracked is completed.
Optionally, in S5, calibrating the reset integration point of the error reduction stage according to the error reduction speed includes:
and resetting the integration point to be a C% point where the real-time error becomes the maximum value of the error when the error dropping speed exceeds a set threshold Am/s.
Optionally, in S5, calibrating the reset integral value of the error reduction phase includes:
and resetting the error integral value at the reset integral point to B% of the original integral value according to a set percentage of B% based on the reset integral point.
Alternatively, in S6, determining a turning point of the error reduction phase, and re-acquiring an error maximum value and a reset integration point with the turning point as a starting point, resetting the integration value to a set percentage of an original integration value, and maintaining the reset value of the integration value, includes:
if the error is converted into the reverse error from the turning point, accumulating the reverse integral value obtained by integral calculation by taking the turning point as a starting point until the maximum value of the reverse error is reached, keeping the reverse integral value obtained at the maximum value point of the reverse error without increasing the reverse integral value, and entering an error reduction stage; when the reverse error is reduced to a reverse reset integral point, resetting the reverse integral value to a set percentage of the original reverse integral value and keeping the reset value of the reverse integral value;
if the error starts to increase in the same direction from the turning point, the steps of S2 to S5 are repeated with the turning point as a starting point.
Optionally, when the error is changed from positive to negative from the turning point, accumulating the integral value obtained by integral calculation with the turning point as a starting point until reaching the minimum value of the error value, and keeping the integral value obtained at the minimum value point of the error value without increasing the integral value, and entering an error value increasing stage; and when the error value is increased to a reset integral point, resetting the integral value to be a set percentage of the original integral value and keeping the reset value of the integral value.
Optionally, when the error increases from the positive direction to the negative direction from the turning point, the integral value is continuously increased with the turning point as a starting point until reaching the maximum value of the error value, and at this time, the integral value is not increased any more, and the integral value obtained at the maximum value point of the error value is maintained, and the error value decreasing stage is entered; when the error value is reduced to a reset integral point, the integral value is reset to a set percentage of the original integral value and is maintained at the reset value of the integral value.
According to another aspect of the invention, a vehicle PID control method is provided, and an integral optimization method is adopted to optimize an integral link in the PID control, so as to control the micro snake at a vehicle end.
According to a third aspect of the invention, a vehicle PID controller is provided, and the integral link of the PID controller is optimized by adopting any one of the integral optimization methods, so that the micro snake at the vehicle end is controlled.
According to a fourth aspect of the invention, there is provided a computer readable storage medium having stored thereon a computer program which, when executed by a processor, is operable to perform the method of any of the above.
Due to the adoption of the technical scheme, compared with the prior art, the invention at least has the following beneficial effects:
the integral optimization method, the PID control method and the system for the transverse control of the vehicle provided by the invention have the following optimization effects by reasonably optimizing the integral in the transverse control: 1. the saturated integral is removed in time through the integral resetting point, the integral overshoot is reduced, and the vehicle end shows that the left-right swing amplitude of the vehicle can be effectively inhibited when external interference exists, so that the running safety of the vehicle is ensured; 2. through the calibrated integral reset value, the convergence speed of the vehicle can be greatly accelerated when external interference exists, so that the vehicle can reach a stable state in a short time; 3. when no external interference exists, the vehicle can stably run along the center of the lane all the time.
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Other features, objects and advantages of the invention will become more apparent upon reading of the detailed description of non-limiting embodiments with reference to the following drawings:
FIG. 1 is a flowchart illustrating a method for integrating and optimizing lateral vehicle control according to an embodiment of the present invention.
Fig. 2 is a schematic diagram of the operation of the integral optimization method using the lateral control of the vehicle in an embodiment of the present invention.
Detailed Description
The following examples illustrate the invention in detail: the embodiment is implemented on the premise of the technical scheme of the invention, and gives a detailed implementation mode and a specific operation process. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention.
Fig. 1 is a flowchart illustrating an integral optimization method for lateral vehicle control according to an embodiment of the present invention.
As shown in fig. 1, the method for integrating and optimizing the lateral control of the vehicle according to the embodiment may include:
s1, acquiring a vehicle running track to be tracked, and determining a starting point on the track as an error (deviation between a given value and an actual output value) zero point;
s2, starting from the starting point, obtaining an error increasing stage of the track, and accumulating the obtained error integral value according to integral calculation of vehicle transverse control in the error increasing stage to continuously increase the integral value;
s3, when the error increasing stage reaches an error maximum value, the integral value is not increased at the moment, and the integral value obtained at the error maximum value point is maintained;
s4, starting from the error maximum value point, the track enters an error reduction stage;
s5, calibrating a reset integral point and a reset integral value in an error reduction stage according to the error reduction speed; wherein, at the reset integration point, the integral value is saturated, at this time, the integral value is reset to the set percentage of the original integral value (the integral value is not changed in the period from the error maximum value point to the reset integration point of the error reduction process, so the original integral value is the integral value obtained by the maintained error maximum value point), namely the reset integral value, and the reset integral value is maintained (after the reset integration point is passed, the reset value of the integral value is the set percentage of the original integral value, and after the reset value is reached, the integral value is maintained unchanged);
s6, determining a turning point of an error reduction stage, re-acquiring an error maximum value and a reset integral point which take the turning point as a starting point, resetting the integral value to be a set percentage of an original integral value, and keeping the integral value at the reset value of the integral value;
and S7, repeating S2-S6 until integral optimization of the transverse control of the vehicle running track needing to be tracked is completed. In a preferred embodiment of S2, the integral calculation of the vehicle lateral control may include:
integral error value = integral error x parameter x running period
Wherein the error is a deviation between the vehicle lateral target position value and the vehicle lateral actual position value; the integral parameter is calibrated according to the actual vehicle speed, and can be set to 0.15 for example; the operation period is a calculation period (e.g., 0.01 second). The integral calculation of the vehicle lateral control belongs to the prior art in the field, and is not described in detail herein.
The relationship between error and saturation of the integrated value can be described as follows:
the faster the error descending speed is, the more serious the integral value saturation phenomenon is, the integral value should be reset in time, and the reset integral point is closer to the error maximum value point; otherwise, if the error descending speed is slow, the integral value saturation phenomenon is not serious, and the resetting integral point can be delayed;
the faster the error drop speed is, the more serious the integral value saturation phenomenon is, more integral values should be cleared away at the moment, and fewer integral values are left, so the set percentage should be smaller; conversely, if the error rate is slower, indicating that the saturation of the integrated values is not severe, fewer integrated values should be cleared and more integrated values remain, so the percentage should be larger.
Based on the above description of the relationship, in a preferred embodiment of S5, calibrating the reset integration point in the error reduction stage according to the error reduction speed may include:
the faster the error descending speed is, the more serious the error integral value saturation phenomenon is, and when the error descending speed exceeds a set threshold value Am/s, the integral point is reset to be a C% point where the real-time error becomes the maximum value of the error.
Based on the above description of the relationship, in a preferred embodiment of S5, the resetting integral value of the calibration error reduction stage includes:
based on the reset integration point, the error integration value at the reset integration point is reset to B% of the original integration value according to the set percentage B%.
In a specific application example, the value range of a may be between [0.0001,1], the value range of C may correspond to [0, 100], and the value range of B may correspond to [100,0 ].
In a preferred embodiment of S6, if the error is converted into the reverse error from the turning point, the reverse integral value obtained by the integral calculation is accumulated with the turning point as a starting point until the reverse error maximum is reached, at which time the reverse integral value is not increased any more, and the reverse integral value obtained at the reverse error maximum is maintained, and the error reduction stage is entered; when the reverse error falls to the reverse reset integration point, the reverse integration value is reset to the set percentage of the original reverse integration value and held at the reset value of the reverse integration value.
In a preferred embodiment of S6, if the error starts to increase in the same direction from the turning point, the steps of S2 to S5 are repeated with the turning point as a starting point.
Further, in a specific application example of S6, when the error changes from positive to negative from the turning point, the integral value obtained by integral calculation is accumulated with the turning point as a starting point until the minimum value of the error value is reached, at which time the integral value is not increased, and the integral value obtained at the minimum value point of the error value is maintained, and the error value increasing stage is entered; when the error value increases to the reset integration point, the integration value is reset to a set percentage of the original integration value and held at the reset value of the integration value.
Further, in an embodiment of S6, when the error increases from the positive direction to the negative direction from the turning point, the integral value is continuously increased by using the turning point as a starting point until the maximum value of the error value is reached, and the integral value is not increased at this time, and the integral value obtained at the maximum value point of the error value is maintained, and the error value decreasing stage is performed; when the error value is reduced to the reset integral point, the integral value is reset to the set percentage of the original integral value and is kept at the reset value of the integral value.
In a preferred embodiment of S6, the determination method for resetting the integration point reversely and the method for resetting the integration value are similar to the integration resetting method in S5, and are not described herein again.
The technical solutions provided by the above embodiments of the present invention are further described below with reference to a specific application example.
As shown in fig. 2, the working process of the integral optimization method for the lateral control of the vehicle is adopted in this specific application example, and includes:
firstly, acquiring a vehicle running track to be tracked, and determining a starting point a on the track as an error zero point;
secondly, the ab stage is an Error increasing stage, and in order to reduce the Error, the integral is increased all the time;
thirdly, a point b is that the Error reaches a maximum value and is marked as ErrorMax, and at the moment, the integral is in a saturated state theoretically, so that the integral does not increase any more but keeps the previous value at the point b;
fourthly, starting from the point b, entering an error reduction stage;
fifthly, when the Error of the point c is reduced to a reset integral point in the Error reduction process, resetting the integral to a certain percentage of the original integral value for processing integral saturation, wherein the integral resetting process needs to avoid step change, the rate can be calibrated, and the integral resetting value is maintained after the reset value is reached; wherein, the reset integration point in the Error reduction process is calibrated according to the decreasing speed of Error, and the percentage is calibrated according to the decreasing speed of Error, which is 0% in fig. 2 for example; specifically, when the error drop speed exceeds the set threshold a 1 Resetting the integration point to C when the real-time error becomes the error maximum value error at m/s 1 % of the points, and (1-B) in the original integral value is deleted 1 %) point, the integrated value is reset to B of the original integrated value 1 ％。
And sixthly, determining a turning point d, and reducing the error according to different error trends:
-if the Error changes from positive to negative at the beginning of point d, the integral starts to increase in the negative direction; the Error at point e reaches a minimum value (namely a maximum value of reverse Error) and is marked as ErrorMin, and at the moment, the integral is also in a saturation state, so that the integral is not accumulated any more at the point e, and the integral is kept at the previous value; when the Error at the f point falls to the reset integral point at the Error value increasing stage, resetting the integral to a certain percentage of the original integral value for processing integral saturation, avoiding step in the integral resetting process, calibrating the rate, and keeping after the reset value is reached; wherein the reset integral point of the Error value increasing stage is calibrated according to the decreasing speed of the Error, and the percentage is according to the Erroror, the decreasing speed is used for calibration, and the figure 2 is 0% for example; specifically, when the error reduction speed exceeds the set threshold a 2 Resetting the integration point to C at which the real-time error becomes the maximum value of the error 2 % of the total points, and (1-B) in the original integral value is deleted 2 %) point, the integrated value is reset to B of the original integrated value 2 ％。
If the point d begins, the Error increases in the positive direction before changing from positive to negative, and then the processing from the second step to the fifth step is performed.
And seventhly, repeating the second step to the sixth step until the transverse control optimization of the vehicle running track needing to be tracked in the section is completed.
The invention provides a vehicle PID control method, which adopts the integral optimization method in any one of the above embodiments of the invention to carry out real-time PID control on the vehicle transverse position error, and processes the integral timely and accurately through the integral optimization method in the PID control, thereby effectively reducing the transverse error value and the fluctuation thereof, and enabling the vehicle to stably keep running in the center of a lane.
An embodiment of the invention further provides a vehicle PID controller, and by adopting the integral optimization method in any one of the embodiments of the invention, the real-time transverse position error is calculated first, and then the vehicle transverse position error is controlled by adopting the PID controller, so that the effects of reducing the transverse error value and the fluctuation thereof are achieved.
An embodiment of the invention provides a computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, is adapted to carry out the method of any of the above-mentioned embodiments of the invention.
Alternatively, the computer programs, computer instructions, etc. described above may be stored in one or more memories in partitions. And the computer programs, computer instructions, data, etc. described above may be invoked by a processor.
According to the integral optimization method for vehicle transverse control, the PID control method and the system provided by the embodiment of the invention, the integral of transverse control is reasonably optimized, so that integral overshoot is reduced, the problem of microsyrinths at the vehicle end is effectively reduced, and the running stability and comfort of the vehicle are ensured.
The above embodiments of the present invention are not exhaustive of the techniques known in the art.
The foregoing description of specific embodiments of the present invention has been presented. It is to be understood that the present invention is not limited to the specific embodiments described above, and that various changes or modifications may be made by one skilled in the art within the scope of the appended claims without departing from the spirit of the invention.
Claims (9)
1. A method for integral optimization of lateral vehicle control, comprising:
s1, obtaining a vehicle running track needing to be tracked, and determining a starting point on the track as an error zero point;
s2, starting from the starting point, acquiring an error increasing stage of the track, and accumulating an obtained error integral value according to integral calculation of vehicle transverse control in the error increasing stage to continuously increase the integral value;
s3, when the error increasing stage reaches an error maximum value, the integral value is not increased at the moment, and the integral value obtained at the error maximum value point is kept;
s4, starting from the error maximum value point, the track enters an error reduction stage;
s5, calibrating a reset integral point and a reset integral value of the error reduction stage according to the error reduction speed; wherein, at the reset integration point, the integration value is saturated, and at this time, the integration value is reset to a set percentage of the original integration value, namely, the reset integration value, and is maintained at the reset integration value;
s6, determining a turning point of the error reduction stage, re-acquiring an error maximum value and a reset integral point which take the turning point as a starting point, resetting the integral value to be a set percentage of the original integral value, and keeping the integral value at the reset value of the integral value;
and S7, repeating S2-S6 until integral optimization of the transverse control of the vehicle running track needing to be tracked is completed.
2. The method for integral optimization of vehicle lateral control according to claim 1, wherein calibrating the reset integration point of the error reduction phase according to the error reduction speed in S5 comprises:
the faster the error descending speed is, the more serious the error integral value saturation phenomenon is, and when the error descending speed exceeds a set threshold value Am/s, the integral point is reset to be a C% point where the real-time error becomes the maximum value of the error.
3. The method for integral optimization of lateral control of a vehicle according to claim 1, wherein calibrating the reset integration value of the error reduction phase in S5 comprises:
and resetting the error integral value at the reset integral point to B% of the original integral value according to a set percentage of B% based on the reset integral point.
4. The integral optimization method of the lateral vehicle control according to claim 1, wherein in S6, determining a turning point of the error reduction phase, and re-acquiring an error maximum value with the turning point as a starting point and resetting an integration point, resetting the integration value to a set percentage of an original integration value, and maintaining the reset value of the integration value, comprises:
if the error is converted into the reverse error from the turning point, accumulating the reverse integral value obtained by integral calculation by taking the turning point as a starting point until the maximum value of the reverse error is reached, keeping the reverse integral value obtained at the maximum value point of the reverse error without increasing the reverse integral value, and entering an error reduction stage; when the reverse error is reduced to a reverse reset integral point, resetting the reverse integral value to a set percentage of the original reverse integral value and keeping the reset value of the reverse integral value;
if the error starts to increase in the same direction from the turning point, the steps of S2 to S5 are repeated with the turning point as a starting point.
5. The integral optimization method for the lateral control of the vehicle according to claim 4, wherein when the error is changed from positive to negative from the turning point, the integral value obtained by integral calculation is accumulated with the turning point as a starting point until the minimum value of the error value is reached, at which time the integral value is not increased any more, and the integral value obtained at the minimum value point of the error value is maintained, and the error value increasing stage is entered; and when the error value is increased to a reset integral point, resetting the integral value to be a set percentage of the original integral value and keeping the reset value of the integral value.
6. The integral optimization method for the lateral vehicle control according to claim 4, wherein when the error increases from the positive direction starting from the turning point, the integral value is continuously increased with the turning point as a starting point until reaching a maximum value of the error value, and the integral value is not increased any more, and the integral value obtained at the maximum value point of the error value is maintained to enter an error value decreasing stage; when the error value is reduced to a reset integral point, the integral value is reset to a set percentage of the original integral value and is maintained at the reset value of the integral value.
7. A vehicle PID control method, characterized in that, the integral optimization method of any claim 1-6 is adopted to carry out real-time PID control on the vehicle transverse position error, and the integral optimization method in the PID control is used to timely and accurately process the integral, thereby effectively reducing the transverse error value and the fluctuation thereof, and keeping the vehicle running in the center of the lane.
8. A vehicle PID controller, characterized in that, the integral optimization method of any one of claims 1-6 is adopted to optimize the integral part of the PID controller, and further control the micro-snake shape of the vehicle end.
9. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, is adapted to carry out the method of any one of claims 1 to 6.
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| CN (1) | CN115593408B (en) |
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