CN115593408B - 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
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- 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
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Abstract
The invention provides an integral optimization method, a PID control method and a system for vehicle transverse control, 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 this 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 a set percentage of an original integral value at the integral point, and keeping the integral value; determining turning points, and repeating the steps if the errors start to increase in the same direction; if the error is converted into a reverse error, accumulating the reverse integral value until reaching the maximum value of the reverse error, determining a reverse reset integral point, resetting the reverse integral value to be a set percentage of the original reverse integral value, and keeping. The invention reasonably optimizes the integral of the transverse control of the vehicle, reduces the overshoot of the integral, effectively reduces the problem of micro snakelike at the vehicle end, and ensures the running stability and comfort of the vehicle.
Description
Technical Field
The invention relates to the technical field of intelligent driving vehicle control, in particular to an integral optimization method, a PID control method and a system for vehicle transverse control.
Background
The vehicle lateral control includes functions such as lane keeping and automatic lane changing, and is a basic function of automatic (assist) driving. The vehicle transverse control not only directly influences driving experience, but also is more safe, so that stable and accurate transverse control is important.
At the current stage, PID control is one of the most common control methods for vehicle transverse control, but the system and the effective integral processing method are fewer, so that the problem of serious integral overshoot exists, and a micro-snaking 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 slightly near the center line, so that the stability of the vehicle is greatly influenced.
No description or report of similar technology is found at present, 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, a PID control method and a PID control system for vehicle transverse control.
The invention is realized by the following technical scheme.
According to an aspect of the present invention, there is provided an integral optimization method of vehicle lateral control, including:
s1, acquiring a vehicle running track 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 the error maximum value, the integral value is not increased any more, and the integral value obtained at the error maximum value point is kept;
s4, starting from the error maximum point, enabling the track to enter 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 integrated value is saturated, and at this time, the integrated value is reset to a set percentage of an original integrated value, that is, a reset integrated value, and is maintained at the reset integrated value;
s6, determining turning points of the error reduction stage, re-acquiring error maximum values and reset integral points which take the turning points as starting points, resetting the integral value to be a set percentage of an original integral value, and keeping the integral value at a reset value of the integral value;
s7, repeating the steps S2 to S6 until integral optimization of transverse control of the vehicle running track to be tracked is completed.
Optionally, in S5, calibrating the reset integral point of the error reduction stage according to the error reduction speed includes:
the faster the error drop speed, the more serious the saturation phenomenon of the error integral value, and when the error drop speed exceeds the set threshold value Am/s, the integral point is reset to the point where the real-time error becomes the maximum value of the error.
Optionally, in the step S5, calibrating a reset integral value of the error reduction stage includes:
and resetting the error integral value at the reset integral point to be B% of the original integral value according to the set percentage B) based on the reset integral point.
Optionally, in S6, determining a turning point of the error reduction stage, reacquiring an error maximum value with the turning point as a starting point, and resetting an integral point, resetting the integral value to a set percentage of an original integral value, and maintaining the reset value of the integral value, including:
if the error is converted into a 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 reaching a reverse error maximum value, wherein the reverse integral value is not increased any more, and the reverse integral value obtained at the reverse error maximum value point is kept to enter an error reduction stage; resetting the reverse integral value to a set percentage of an original reverse integral value when the reverse error falls to a reverse reset integral point, and maintaining the reset value of the reverse integral value;
if the error starts to increase in the same direction from the turning point, repeating the steps S2 to S5 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 an error value minimum value, at this time, the integral value is not increased any more, and the integral value obtained at the error value minimum point is kept, so that an error value increasing stage is entered; when the error value increases to a reset integration point, the integrated value is reset to a set percentage of the original inverse integrated value and maintained at the reset value of the integrated value.
Optionally, when the error increases from the turning point to the positive direction, the integral value is continuously increased with the turning point as a starting point until reaching an error value maximum value, at which time the integral value is not increased any more, and the integral value obtained at the error value maximum value point is maintained, and enters an error value reduction stage; when the error value is reduced to a reset integration point, the integration value is reset to a set percentage of the original inverse integration value and maintained at the reset value of the integration value.
According to another aspect of the invention, a vehicle PID control method is provided, and the integral link in the PID control is optimized by adopting any one of the integral optimization methods, so as to control the micro serpentine at the vehicle end.
According to a third aspect of the present invention, there is provided a vehicle PID controller, wherein the integration optimization method according to any one of the above-mentioned aspects is used to optimize the integration link of the PID controller, so as to control the micro serpentine at the vehicle end.
According to a fourth aspect of the present 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 a method as any one of the above.
Due to the adoption of the technical scheme, compared with the prior art, the invention has at least 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 cleared in time through the integral resetting point, integral overshoot is reduced, and the vehicle end is characterized in that the left-right swing amplitude of the vehicle can be effectively restrained 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 runs along the center of the lane steadily all the time.
Drawings
Other features, objects and advantages of the present invention will become more apparent upon reading of the detailed description of non-limiting embodiments, given with reference to the accompanying drawings in which:
fig. 1 is a flowchart showing an integral optimization method of vehicle lateral control in an embodiment of the present invention.
Fig. 2 is a schematic diagram illustrating the operation of the integral optimization method using the vehicle lateral control in an embodiment of the present invention.
Detailed Description
The following describes embodiments of the present invention in detail: the embodiment is implemented on the premise of the technical scheme of the invention, and detailed implementation modes and specific operation processes are given. It should be noted that variations and modifications can be made by those skilled in the art without departing from the spirit of the invention, which falls within the scope of the invention.
Fig. 1 is a flowchart of an integral optimization method for vehicle lateral control according to an embodiment of the present invention.
As shown in fig. 1, the integral optimization method of vehicle lateral control provided in this 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 a starting point, acquiring 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 the 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 point, enabling the track to enter 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 integrated value is saturated, at this time, the integrated value is reset to the set percentage of the original integrated value (the integrated value does not change in the period from the error maximum point to the reset integration point in the error reduction process, and therefore the original integrated value refers to the integrated value obtained by the maintained error maximum point), namely, the reset integrated value is reset, and the reset integrated value is maintained (after the reset integration point is passed, the reset value of the integrated value is the set percentage of the original integrated value, and the integrated value is maintained unchanged after the reset value is reached);
s6, determining turning points in the error reduction stage, re-acquiring error maximum values and reset integral points which take the turning points as starting points, resetting the integral values to set percentages of original integral values, and keeping the integral values at reset values of the integral values;
s7, repeating the steps S2 to S6 until integral optimization of transverse control of the vehicle running track to be tracked is completed. In a preferred embodiment of S2, the calculation of the integral of the vehicle lateral control may include:
error integral value = error integral parameter x run length
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 be 0.15; the run period is a calculation period (e.g., 0.01 seconds). The integration calculation of the vehicle lateral control belongs to the prior art in the field, and is not described here in detail.
The relationship between the error and the saturation of the integrated value can be described as follows:
the faster the error drop speed is, the more serious the saturation phenomenon of the integral value is, the integral value should be reset in time, and the closer the reset integral point is to the error maximum point; otherwise, if the error drop speed is slower, the integral value saturation phenomenon is not serious, and the reset integral point can be delayed;
the faster the error drop speed, the more serious the integral saturation phenomenon, at this time, more integral should be cleared, and less integral should be left, so the set percentage should be smaller; conversely, if the error drop rate is slower, indicating that the integral saturation phenomenon is not severe, less of the integral should be purged, leaving more of the integral, so the percentage should be greater.
Based on the above description, in a preferred embodiment of S5, calibrating the reset integral point of the error reduction stage according to the error reduction speed may include:
the faster the error drop speed, the more serious the saturation phenomenon of the error integral value, and when the error drop speed exceeds the set threshold value Am/s, the integral point is reset to the 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 reset integration value of the calibration error reduction stage includes:
based on the reset integral point, the error integral value at the reset integral point is reset to B% of the original integral 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 between [0, 100], and the value range of B may correspond to between [100,0 ].
In a preferred embodiment of S6, if the error is converted into a reverse error from the turning point, accumulating the reverse integral value obtained by the integral calculation with the turning point as a starting point until reaching the maximum value of the reverse error, at this time, the reverse integral value is not increased any more, and the reverse integral value obtained at the maximum point of the reverse error is maintained, and entering the error reduction stage; when the reverse error falls to the reverse reset integration point, the reverse integration value is reset to a set percentage of the original reverse integration value and maintained 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 starting 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 the integral calculation is accumulated with the turning point as a starting point until reaching the minimum value of the error value, at this time, the integral value is not increased any more, and the integral value obtained at the minimum point of the error value is maintained, and enters an error value increasing stage; 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 maintained at the reset value of the integration value.
Further, in a specific application example of S6, when the error increases from the turning point to the positive direction, the integral value is continuously increased with the turning point as the starting point until the maximum value of the error value is reached, at this time, the integral value is not increased any more, the integral value obtained at the maximum value of the error value is maintained, and the error value reduction stage is entered; when the error value is reduced to the reset integration point, the integration value is reset to a set percentage of the original integration value and maintained at the reset value of the integration value.
In a preferred embodiment of S6, the method for determining the inverse reset integration point and the method for resetting the integration value are similar to those of S5, and will not be repeated here.
The technical scheme provided by the embodiment of the invention is further described below with reference to a specific application example.
As shown in fig. 2, the operation procedure of the integral optimization method of the vehicle transverse direction control is adopted in this specific application example, and includes:
the method comprises the steps of firstly, obtaining a vehicle running track to be tracked, and determining a starting point a on the track as an error zero point;
the second step, ab phase is Error increase phase, in order to reduce Error, integral is increased all the time;
thirdly, the point b is the Error reaching the maximum value, which is recorded as Error Max, and the integral is in a saturated state theoretically at the moment, so that the integral is not increased any more at the point b, but the previous value is maintained;
fourth, starting from the point b, entering an error reduction stage;
fifth, 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 should avoid step, the speed can be calibrated, and the integral is maintained after reaching a reset value; wherein the reset integral point in the Error reduction process is calibrated according to the falling speed of Error, and the percentage is calibrated according to the falling speed of Error, as exemplified in fig. 20%; specifically, when the error-decreasing speed exceeds the set threshold A 1 m/s, resetting the integral point to C, which is changed from real-time error to error maximum error 1 % point, and delete (1-B) in the original integrated value 1 % of the original integrated value), and resetting the integrated value to B of the original integrated value 1 ％。
Sixth, determining turning point d, and reducing error according to different error trend:
-if the point d starts, the Error changes from positive to negative, the integration starts increasing in the negative direction; the point e Error reaches a minimum value (namely a reverse Error maximum value) and is recorded as Error Min, and the integral is in a saturated state at the moment, so that the integral is not accumulated any more at the point e and keeps the previous value; when the f point Error is reduced to a reset integral point in the Error value increasing stage, in order to process integral saturation, resetting the integral to a certain percentage of an original integral value, wherein the integral resetting process should avoid step, the speed can be calibrated, and the integral is maintained after reaching the reset value; wherein the reset integral point of the Error value increasing stage is calibrated according to the decreasing speed of Error, and the percentage is calibrated according to the decreasing speed of Error, and fig. 2 is exemplified as 0%; specifically, when the error reduction rate exceeds the set threshold a 2 At the time, resetting the integral point to C, wherein the real-time error becomes the maximum value of the error 2 % point, and delete (1-B) in the original integrated value 2 % of the original integrated value), and resetting the integrated value to B of the original integrated value 2 ％。
If the point d starts, the Error does not change from positive to negative, but starts to increase in the positive direction before changing to 0, and the second to fifth steps of processing are adopted.
And seventhly, repeating the second step to the sixth step until the optimization of the transverse control of the vehicle running track to be tracked of the section is completed.
An embodiment of the present invention provides a vehicle PID control method, and the method for optimizing integral according to any one of the embodiments of the present invention is used to perform real-time PID control on a vehicle lateral position error, and the integral is timely and accurately processed by the integral optimization method in the PID control, so as to effectively reduce a lateral error value and fluctuation thereof, and make the vehicle stably keep running in the center of a lane.
An embodiment of the present invention further provides a vehicle PID controller, and by adopting the integral optimization method according to any one of the above embodiments of the present invention, a real-time lateral position error is calculated first, and then the PID controller is used to control the vehicle lateral position error, so as to achieve the effect of reducing the lateral error value and the fluctuation thereof.
An embodiment of the present invention provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, is operative to perform a method according to any of the above embodiments of the present invention.
Alternatively, the computer programs, computer instructions, etc. described above may be stored in one or more memories in partitions. And the above-described computer programs, computer instructions, data, etc. may be invoked by a processor.
According to the integral optimization method, the PID control method and the system for the transverse control of the vehicle, which are provided by the embodiment of the invention, through reasonably optimizing the integral of the transverse control, the integral overshoot is reduced, the problem of micro snakelike at the vehicle end is effectively solved, and the running stability and the comfort of the vehicle are ensured.
The foregoing embodiments of the present invention are not all well known in the art.
The foregoing describes specific embodiments of the present invention. It is to be understood that the invention is not limited to the particular embodiments described above, and that various changes and modifications may be made by one skilled in the art within the scope of the claims without affecting the spirit of the invention.
Claims (9)
1. A method of optimizing integration of lateral control of a vehicle, comprising:
s1, acquiring a vehicle running track 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 the error maximum value, the integral value is not increased any more, and the integral value obtained at the error maximum value point is kept;
s4, starting from the error maximum point, enabling the track to enter 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 integrated value is saturated, and at this time, the integrated value is reset to a set percentage of an original integrated value, that is, a reset integrated value, and is maintained at the reset integrated value;
s6, determining turning points of the error reduction stage, re-acquiring error maximum values and reset integral points which take the turning points as starting points, resetting the integral value to be a set percentage of an original integral value, and keeping the integral value at a reset value of the integral value;
s7, repeating the steps S2 to S6 until integral optimization of transverse control of the vehicle running track to be tracked is completed.
2. The integration optimization method of the vehicle lateral control according to claim 1, wherein in S5, calibrating the reset integration point of the error reduction stage according to the error reduction speed includes:
the faster the error drop speed, the more serious the saturation phenomenon of the error integral value, and when the error drop speed exceeds the set threshold value Am/s, the integral point is reset to the point where the real-time error becomes the maximum value of the error.
3. The integration optimization method of the vehicle lateral control according to claim 1, characterized in that the calibrating of the reset integration value of the error reduction stage in S5 includes:
and resetting the error integral value at the reset integral point to be B% of the original integral value according to the set percentage B) based on the reset integral point.
4. The integration optimization method of the vehicle lateral control according to claim 1, characterized in that in S6, a turning point of the error reduction stage is determined, an error maximum value with the turning point as a starting point and a reset integration point are reacquired, the integration value is reset to a set percentage of an original integration value, and the reset value of the integration value is held, including:
if the error is converted into a 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 reaching a reverse error maximum value, wherein the reverse integral value is not increased any more, and the reverse integral value obtained at the reverse error maximum value point is kept to enter an error reduction stage; resetting the reverse integral value to a set percentage of an original reverse integral value when the reverse error falls to a reverse reset integral point, and maintaining the reset value of the reverse integral value;
if the error starts to increase in the same direction from the turning point, repeating the steps S2 to S5 with the turning point as a starting point.
5. The integration optimization method of vehicle lateral control according to claim 4, wherein when the error changes from positive to negative from the turning point, the integration value obtained by integration calculation is accumulated with the turning point as a starting point until reaching an error value minimum value, at which time the integration value is no longer increased, the integration value obtained at the error value minimum value point is held, and an error value increasing phase is entered; when the error value increases to a reset integration point, the integrated value is reset to a set percentage of the original inverse integrated value and maintained at the reset value of the integrated value.
6. The integration optimization method of vehicle lateral control according to claim 4, characterized in that when the error increases from the turning point in the positive direction, the integrated value is continuously increased with the turning point as a starting point until an error value maximum value is reached, at which time the integrated value is no longer increased, the integrated value obtained at the error value maximum value point is held, and an error value reduction stage is entered; when the error value is reduced to a reset integration point, the integration value is reset to a set percentage of the original inverse integration value and maintained at the reset value of the integration value.
7. A vehicle PID control method, characterized in that the integral optimization method of any one of claims 1-6 is adopted to perform real-time PID control on the transverse position error of the vehicle, and the integral is timely and accurately processed through the integral optimization method in the PID control, so that the transverse error value and fluctuation thereof are effectively reduced, and the vehicle is kept running in the center of a lane.
8. A vehicle PID controller, characterized in that an integral link of the PID controller is optimized by adopting the integral optimization method according to any one of claims 1-6, so as to control a micro serpentine at a vehicle end.
9. 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 claims 1-6.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN202211358133.7A CN115593408B (en) | 2022-11-01 | 2022-11-01 | Vehicle transverse control integral optimization method, PID control method and system |
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| CN202211358133.7A CN115593408B (en) | 2022-11-01 | 2022-11-01 | Vehicle transverse control integral optimization method, PID control method and system |
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| CN115593408A CN115593408A (en) | 2023-01-13 |
| CN115593408B true CN115593408B (en) | 2023-05-12 |
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| JPH0790719B2 (en) * | 1985-10-09 | 1995-10-04 | 日本電装株式会社 | Vehicle speed control device |
| US6055459A (en) * | 1997-08-22 | 2000-04-25 | Honeywell Inc. | Method for preventing windup in PID controllers employing nonlinear gain |
| JP4901486B2 (en) * | 2007-01-04 | 2012-03-21 | 日本フェンオール株式会社 | PID control method and PID control apparatus |
| KR100866213B1 (en) * | 2007-02-09 | 2008-10-30 | 삼성전자주식회사 | Proportional-Integral-Derivative Control Apparatus and Method |
| CN102624299B (en) * | 2012-01-20 | 2014-04-09 | 中国科学院上海技术物理研究所 | Anti-saturation PID (Proportion Integration Differentiation) control method for motor speed regulation system |
| CN108263381B (en) * | 2016-12-30 | 2019-11-08 | 纵目科技（上海）股份有限公司 | Vehicle and its lane centering control method and system of application |
| US11592493B2 (en) * | 2020-01-15 | 2023-02-28 | GM Global Technology Operations LLC | Method and system for battery capacity estimation using voltage slope capacity and dynamic anchors |
| CN111752143B (en) * | 2020-03-21 | 2022-10-25 | 哈尔滨工程大学 | An Adjustable Inertia Integral Control Method |
| CN112477847B (en) * | 2020-12-11 | 2022-09-27 | 清华大学苏州汽车研究院（吴江） | Traffic jam auxiliary control method and system |
| CN115092121B (en) * | 2022-05-06 | 2024-11-22 | 同济大学 | A path following device and method for a fully automatic parking system |
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