CN115709722A - Vehicle control method and device, vehicle and storage medium - Google Patents
Vehicle control method and device, vehicle and storage medium Download PDFInfo
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Abstract
The invention discloses a vehicle control method, a vehicle control device, a vehicle and a storage medium. The method comprises the following steps: determining the difference between the obtained actual acceleration of the vehicle and the reference acceleration of the vehicle as a vehicle control error; determining a dynamic gain parameter and a boundary error parameter based on the vehicle control error; and determining an acceleration control quantity according to the dynamic gain parameter, the boundary error parameter, the vehicle reference acceleration and the vehicle control error, and controlling the vehicle according to the acceleration control quantity. According to the technical scheme of the embodiment of the invention, the automatic adaptive determination of the vehicle acceleration control quantity in the driving process is realized, and meanwhile, the stability given by a vehicle control system is fully considered when the vehicle acceleration control quantity is determined, so that the oscillation of the vehicle control system is avoided, the driving stability of the vehicle is enhanced, and the driving safety of the vehicle is improved when the vehicle is regulated according to the acceleration control quantity.
Description
Technical Field
The present invention relates to the field of vehicle control technologies, and in particular, to a vehicle control method and apparatus, a vehicle, and a storage medium.
Background
The first-order inertia hysteresis phenomenon generally exists when a vehicle executes a control command, and is particularly obvious in an intelligent vehicle, and the basic reason is that the vehicle chassis has delayed responses to the control command at different times. Taking the longitudinal control of the intelligent vehicle as an example, the first-order inertia lag response can cause the overshoot of the vehicle control command, namely after the vehicle chassis responds to the overshoot control command, the vehicle can overshoot in different degrees, and the driving safety of the intelligent vehicle is greatly threatened.
In order to suppress the first-order inertia lag response, the conventional lead-lag controller sets a time constant from the frequency domain field, and quantitatively compensates the response lag caused by the first-order inertia lag response for the vehicle chassis, so as to suppress the lag response.
However, since different first-order inertia lag response time exists between different vehicle types and different vehicles of the same vehicle type, and since the time constant is a quantitative compensation, the first-order inertia lag response time needs to be finely set according to different vehicles. Therefore, in the mass production process of the intelligent vehicle, if the first-order inertia lag is restrained by adopting the mode, a large amount of manpower is needed to adjust different time constants for different vehicles, the manpower cost is increased, and because the intelligent degree of manual adjustment is low, human errors easily occur, the accuracy of the first-order inertia lag compensation is reduced, and the driving safety of the intelligent vehicle is further reduced.
Disclosure of Invention
The invention provides a vehicle control method, a vehicle control device, a vehicle and a storage medium, wherein the control quantity for inhibiting the first-order inertia delay response is dynamically adjusted in the actual running process of the vehicle, so that the anti-interference capability of the vehicle on the first-order inertia delay is guaranteed while the vehicle can quickly reach the reference acceleration, the participation degree of technicians in the first-order inertia delay response adjustment is reduced, the vehicle production cost is reduced, the vehicle driving stability is enhanced, and the safety is improved.
In a first aspect, an embodiment of the present invention provides a vehicle control method, including:
determining the difference between the obtained actual acceleration of the vehicle and the reference acceleration of the vehicle as a vehicle control error;
determining a dynamic gain parameter and a boundary error parameter based on the vehicle control error;
and determining an acceleration control quantity according to the dynamic gain parameter, the boundary error parameter, the vehicle reference acceleration and the vehicle control error, and controlling the vehicle according to the acceleration control quantity.
In a second aspect, an embodiment of the present invention further provides a vehicle control apparatus, including:
the error determination module is used for determining the difference between the acquired actual acceleration of the vehicle and the reference acceleration of the vehicle as a vehicle control error;
a parameter determination module to determine a dynamic gain parameter and a boundary error parameter based on a vehicle control error;
and the control quantity determining module is used for determining an acceleration control quantity according to the dynamic gain parameter, the boundary error parameter, the vehicle reference acceleration and the vehicle control error, and controlling the vehicle according to the acceleration control quantity.
In a third aspect, an embodiment of the present invention further provides a vehicle, including:
one or more controllers;
storage means for storing one or more programs;
when the one or more programs are executed by the one or more controllers, the one or more controllers are caused to implement the vehicle control method according to any one of the embodiments described above.
In a fourth aspect, the embodiment of the present invention further provides a computer-readable storage medium, where computer instructions are stored, and the computer instructions are used for enabling a processor to implement the vehicle control method according to any one of the present invention when executed.
According to the vehicle control method, the vehicle control device, the vehicle and the storage medium, the difference between the acquired actual acceleration of the vehicle and the reference acceleration of the vehicle is determined as the vehicle control error; determining a dynamic gain parameter and a boundary error parameter based on the vehicle control error; and determining an acceleration control quantity according to the dynamic gain parameter, the boundary error parameter, the vehicle reference acceleration and the vehicle control error, and controlling the vehicle according to the acceleration control quantity. By adopting the technical scheme, the vehicle control error between the determined actual acceleration of the vehicle and the expected acceleration is utilized, the magnitude of the control compensation quantity and the dynamic gain parameter and the boundary error parameter for controlling the stable state of the vehicle control system are further determined by utilizing the vehicle control error, and finally the acceleration control quantity for controlling the vehicle is automatically determined according to the dynamic gain parameter, the boundary error parameter, the vehicle reference acceleration and the vehicle control error, so that the adaptive automatic determination of the vehicle acceleration control quantity in the driving process is realized, meanwhile, the stability given by the vehicle control system is fully considered when the vehicle acceleration control quantity is determined, the oscillation of the vehicle control system is avoided, the driving stability of the vehicle is enhanced, and the safety of the driving of the vehicle is improved when the driving regulation of the vehicle is carried out according to the acceleration control quantity.
It should be understood that the statements in this section do not necessarily identify key or critical features of the embodiments of the present invention, nor do they necessarily limit the scope of the invention. Other features of the present invention will become apparent from the following description.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a flow chart of a vehicle control method according to a first embodiment of the present invention;
fig. 2 is a flowchart of a vehicle control method in a second embodiment of the invention;
FIG. 3 is a schematic flow chart illustrating a process for determining a gain scheduling variable based on a vehicle control error according to a second embodiment of the present invention;
FIG. 4 is a diagram illustrating an exemplary variation rule of vehicle control error and dynamic gain parameters according to a second embodiment of the present invention;
FIG. 5 is an exemplary graph of a variation rule of vehicle control error and boundary error parameters according to a second embodiment of the present invention;
fig. 6 is a diagram illustrating a comparison between the accerr _ Raw and the accerr _ MRAC with a time constant t =0.06s according to the second embodiment of the present invention;
FIG. 7 is a diagram illustrating a comparison between the accerr _ Raw and the accerr _ MRAC with a time constant t =0.08s in the second embodiment of the present invention;
fig. 8 is a diagram illustrating a comparison between the accerr _ Raw and the accerr _ MRAC with a time constant t =0.1s according to a second embodiment of the present invention;
fig. 9 is a schematic structural diagram of a vehicle control apparatus according to a third embodiment of the invention;
fig. 10 is a schematic structural diagram of a vehicle according to a fourth embodiment of the present invention.
Detailed Description
In order to make those skilled in the art better understand the technical solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in other sequences than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Example one
Fig. 1 is a flowchart of a vehicle control method according to an embodiment of the present invention, where the embodiment of the present invention is applicable to a case where an overshoot of a vehicle due to a first-order inertia lag is adjusted, the method may be executed by a vehicle control device, the vehicle control device may be implemented by software and/or hardware, the vehicle control device may be configured on a vehicle, the vehicle may be an intelligent vehicle, or any other vehicle with a first-order inertia lag problem, and the embodiment of the present invention is not limited thereto.
As shown in fig. 1, a vehicle control method according to a first embodiment of the present invention specifically includes the following steps:
and S101, determining the difference between the acquired actual acceleration of the vehicle and the reference acceleration of the vehicle as a vehicle control error.
In this embodiment, the actual acceleration of the vehicle may be specifically understood as an acceleration actually generated by the vehicle during the driving process at the current time, and optionally, the actual acceleration of the vehicle may be obtained by feedback from a chassis of the vehicle, or may be directly obtained by reading from a CAN line of the vehicle. The vehicle reference acceleration is understood to mean, in particular, the acceleration which the vehicle is expected to reach at the present time, determined from the speed and position information of the vehicle within a predetermined time before the present time. Vehicle control error is specifically understood to be the error between the controlled acceleration reached by the vehicle and the acceleration it is desired to reach, due to a delayed response.
Specifically, in the vehicle running process, the actual acceleration of the vehicle fed back by the vehicle chassis is acquired in real time, meanwhile, the position information and the speed information of the vehicle can be acquired in real time in the vehicle running process, and the vehicle reference acceleration for controlling the vehicle acceleration condition can be determined according to the position information and the speed information acquired in a preset time before the current moment, namely the vehicle is expected to reach the vehicle reference acceleration, but the actual acceleration of the vehicle is different from the vehicle reference acceleration due to the first-order inertia hysteresis problem in the vehicle control process, and the actual acceleration of the vehicle is subtracted from the vehicle reference acceleration, so that the vehicle control error generated in the vehicle control process can be obtained.
And S102, determining a dynamic gain parameter and a boundary error parameter based on the vehicle control error.
In the present embodiment, the dynamic gain parameter may be specifically understood as a parameter for dynamically regulating the magnitude of the compensation amount of the vehicle for the control error. The boundary error parameter can be specifically understood as a parameter for ensuring the steady-state performance of the control system and avoiding the control signal chattering, and is used for ensuring that the vehicle control system has a satisfactory steady-state error.
Specifically, when the vehicle control error is large, the vehicle needs to be controlled according to the determined vehicle reference acceleration to reach the required acceleration as soon as possible, and at the moment, a small dynamic gain parameter and a large boundary error parameter are determined according to the vehicle control error, so that the determined control quantity for controlling the vehicle acceleration is closer to the control quantity required for enabling the vehicle to reach the vehicle reference acceleration. When the vehicle control error is small, the vehicle can be considered to achieve the expected acceleration only by adjusting within a small range, if the vehicle is still controlled according to the vehicle reference acceleration, the acceleration after the vehicle finally executes control can exceed the vehicle reference acceleration, and at the moment, a large dynamic gain parameter and a small boundary error parameter are determined according to the vehicle control error, so that the control quantity aiming at the vehicle acceleration is maintained within a small range, the vehicle can adjust the acceleration to the steady-state range of the vehicle reference acceleration at a stable speed, and the overshoot problem caused by direct adjustment according to the vehicle reference acceleration is avoided.
S103, determining an acceleration control quantity according to the dynamic gain parameter, the boundary error parameter, the vehicle reference acceleration and the vehicle control error, and controlling the vehicle according to the acceleration control quantity.
In the present embodiment, the acceleration control amount is specifically understood as a control adjustment amount for adjusting different power devices in the vehicle so that the acceleration of the vehicle reaches a desired speed.
Specifically, the vehicle reference acceleration is an acceleration that the vehicle is expected to reach, but due to a first-order inertia hysteresis phenomenon of the vehicle, if the vehicle reference acceleration is directly sent to a vehicle control system as an acceleration control amount to be executed, a higher acceleration is reached after the vehicle reference acceleration is completely executed, that is, an overshoot phenomenon occurs, and under the condition that a vehicle control error, a dynamic gain parameter and a boundary error parameter are known, a dynamic control compensation amount for compensating the inertia hysteresis can be determined through the vehicle reference acceleration, the dynamic control compensation amount and the boundary error parameter, and then a difference between the vehicle reference acceleration and the dynamic control compensation amount is determined as an acceleration control amount for controlling the vehicle acceleration, and the vehicle is controlled through the acceleration control amount. Because the dynamic control compensation quantity determined according to the vehicle control error in real time is subtracted from the acceleration control quantity, when the vehicle is controlled, a command for controlling the vehicle to reach the vehicle reference acceleration is not given, but a relatively lower control command for predicting the acceleration increased or reduced by the vehicle due to the first-order inertia before responding to the control command is given, and the probability of the vehicle overshooting is reduced.
According to the technical scheme of the embodiment, the difference between the acquired actual acceleration of the vehicle and the reference acceleration of the vehicle is determined as the control error of the vehicle; determining a dynamic gain parameter and a boundary error parameter based on the vehicle control error; and determining an acceleration control quantity according to the dynamic gain parameter, the boundary error parameter, the vehicle reference acceleration and the vehicle control error, and controlling the vehicle according to the acceleration control quantity. By adopting the technical scheme, the vehicle control error between the determined actual acceleration of the vehicle and the expected acceleration is utilized, the magnitude of the control compensation quantity and the dynamic gain parameter and the boundary error parameter for controlling the stable state of the vehicle control system are further determined by utilizing the vehicle control error, and finally the acceleration control quantity for controlling the vehicle is automatically determined according to the dynamic gain parameter, the boundary error parameter, the vehicle reference acceleration and the vehicle control error, so that the adaptive automatic determination for the vehicle acceleration control quantity in the driving process is realized, meanwhile, the stability given by the vehicle control system is fully considered when the vehicle acceleration control quantity is determined, the oscillation of the vehicle control system is avoided, the driving stability of the vehicle is enhanced, and the safety of the vehicle driving is improved when the vehicle is regulated according to the acceleration control quantity.
Example two
Fig. 2 is a flowchart of a vehicle control method according to a second embodiment of the present invention, and the technical solution of the second embodiment of the present invention is further optimized based on the optional technical solutions, so as to specify a specific manner of determining a dynamic gain parameter and a boundary error parameter, and simultaneously give a control error ratio determined according to an in-vehicle control error and the boundary error parameter, and determine a method of determining a dynamic control compensation amount according to the dynamic gain parameter, and further determine an acceleration control amount for vehicle control according to the determined dynamic control compensation amount, and control interference to a control system by the determined dynamic control compensation amount, thereby enhancing robustness of a vehicle control system, enhancing driving stability of a vehicle, and improving safety of vehicle driving when vehicle driving is adjusted according to the acceleration control amount.
As shown in fig. 2, a vehicle control method provided in a second embodiment of the present invention specifically includes the following steps:
and S201, determining the difference between the acquired actual acceleration of the vehicle and the reference acceleration of the vehicle as a vehicle control error.
And S202, determining a gain scheduling variable according to the vehicle control error.
In the present embodiment, the gain scheduling variable may be specifically understood as a scheduling variable determined to maintain system stability after local linearization is performed on an acceleration control characteristic in a vehicle control system.
Further, fig. 3 is a schematic flow chart of determining a gain scheduling variable according to a vehicle control error according to a second embodiment of the present invention, as shown in fig. 3, specifically including the following steps:
s2021, determining an absolute value of the vehicle control error.
S2022, sum the square of the absolute value with the absolute value, and determine half of the sum as the gain scheduling variable.
For example, assuming that the vehicle control error is err, the gain scheduling variable Ts can be represented by:
Ts＝0.5|err 2 +0.5|err|
and S203, determining a dynamic gain parameter and a boundary error parameter according to the gain scheduling variable.
Specifically, since the gain scheduling variable is a scheduling variable used for maintaining the stability of the system, it can definitely reflect the absolute error condition of the current acceleration of the vehicle relative to the expected acceleration, and in order to maintain the stability of the vehicle control system and enable the vehicle to reach the expected acceleration at the fastest speed, the dynamic gain parameter and the boundary error parameter can be respectively determined through the gain scheduling variable, and the specific determination mode is as follows:
a. and substituting the preset maximum value of the dynamic gain, the preset minimum value of the dynamic gain, the preset maximum value of the vehicle control error and the gain scheduling variable into a preset dynamic gain expression to determine a dynamic gain parameter.
In this embodiment, the preset maximum dynamic gain value may be specifically understood as a maximum value of a dynamic gain parameter preset according to actual requirements. The preset minimum value of the dynamic gain can be specifically understood as a minimum value of a dynamic gain parameter preset according to actual requirements. The preset maximum value of the vehicle control error may be specifically understood as a maximum value that is preset according to actual requirements and allows the vehicle control error to reach.
Specifically, a preset dynamic gain maximum value, a preset dynamic gain minimum value, a preset vehicle control error maximum value and a gain scheduling variable are substituted into a preset dynamic gain expression, and the result of the dynamic gain expression after each parameter is substituted is determined as a dynamic gain parameter.
Further, the preset dynamic gain expression may be:
wherein eta is a dynamic gain parameter, eta max Is a preset dynamic gain maximum, η min To preset the minimum value of the dynamic gain, err max And the control error is a preset maximum value of the vehicle, ts is a gain scheduling variable, and sat is a saturation function.
Wherein, the saturation function specifically takes the following values:
further, according to the preset dynamic gain expression, fig. 4 is an exemplary graph of a variation rule of a vehicle control error and a dynamic gain parameter provided by the second embodiment of the present invention, as shown in fig. 4, when the vehicle control error is a larger value, the larger the gain scheduling variable value substituted into the saturation function is, the smaller the determined dynamic gain parameter is, so that the subsequently determined dynamic control compensation amount for adjusting the vehicle reference acceleration is smaller, which is beneficial to the response of the vehicle chassis to the acceleration control amount of the vehicle reference acceleration, that is, when the vehicle control error is a larger value, the vehicle can approach the vehicle reference acceleration expected to be reached by the vehicle as soon as possible; when the vehicle control error is a small value, the larger the gain scheduling variable value substituted into the saturation function is, the larger the determined dynamic gain parameter is, so that the subsequently determined dynamic control compensation amount for adjusting the vehicle reference acceleration is larger, the vehicle control error is small, the anti-interference capability of a vehicle control system is kept and improved when the vehicle is about to enter the steady state control, the acceleration adjustment amount of the vehicle when the vehicle is about to reach the vehicle reference acceleration is reduced, and the overshoot probability is reduced.
b. Substituting the preset boundary error maximum value, the preset boundary error minimum value, the preset vehicle control error maximum value and the gain scheduling variable into a preset boundary error expression to determine boundary error parameters.
In this embodiment, the preset maximum boundary error value may be specifically understood as a maximum value of the boundary error parameter, which is preset according to actual requirements. The preset minimum boundary error value may be specifically understood as a minimum value of a boundary error parameter preset according to actual requirements.
Specifically, a preset boundary error maximum value, a preset boundary error minimum value, a preset vehicle control error maximum value and a gain scheduling variable are substituted into a preset boundary error expression, and the result of the substituted boundary error expression after each parameter is determined as a boundary error parameter.
Further, the preset boundary error expression may be:
where Φ is a boundary error parameter, Φ max For presetting a maximum value of boundary error, phi min To preset a boundary error minimum, err max And the control error is a preset maximum value of the vehicle, ts is a gain scheduling variable, and sat is a saturation function.
Further, according to the preset boundary error parameter expression, fig. 5 is an exemplary diagram of a vehicle control error and a boundary error parameter change rule provided by the second embodiment of the present invention, as shown in fig. 5, when the vehicle control error is a larger value, the larger the gain scheduling variable value substituted into the saturation function is, the larger the determined boundary error parameter is, so that the saturation function in the dynamic control compensation amount determined subsequently according to the boundary error parameter is more likely to fall into the interval [ -1,1], thereby avoiding the oscillation of the vehicle control system, and simultaneously, better saving the energy used by the vehicle for controlling the first-order inertia lag response; when the vehicle control error is a smaller value, the larger the gain scheduling variable value substituted into the saturation function is, the smaller the determined boundary error parameter is, thereby ensuring that the control system can be converged into a smaller steady-state error, and improving the precision that the vehicle can reach the vehicle reference acceleration when the vehicle serves the first-order inertia lag response.
And S204, determining the ratio of the vehicle control error to the boundary error parameter as a control error ratio.
In the above example, assuming that the vehicle control error is err and the boundary error parameter is φ, the determined control error ratio can be expressed as
And S205, determining the product of the dynamic gain parameter and the saturation function substituted into the control error ratio, and determining the negative value of the product as the dynamic control compensation amount.
In the present embodiment, the dynamic control compensation amount may be specifically understood as a control amount determined to solve the problem of first-order inertia lag and compensate for a control error caused by the inertia lag during the vehicle control process.
In the above example, assuming that the dynamic gain parameter is η, the determined dynamic control compensation amount is η
And S206, determining the sum of the vehicle reference acceleration and the dynamic control compensation amount as an acceleration control amount.
Specifically, the dynamic control compensation amount is a control amount for compensating a control error caused by a first-order inertia lag of the vehicle during running, so that a vehicle reference acceleration expected to be achieved by the vehicle can be summed with the dynamic control compensation amount to compensate the vehicle reference acceleration by the dynamic control compensation amount, and the sum is determined as the acceleration control amount, so that the influence caused by the first-order inertia lag can be avoided as much as possible when the vehicle is controlled according to the acceleration control amount.
Following the above example, the acceleration control amount u may be expressed as：
Where r is the vehicle reference acceleration.
And S207, controlling the vehicle according to the acceleration control quantity.
Further, in order to verify the effect difference between the control of the vehicle by setting the dynamic control compensation quantity to determine the acceleration control quantity and the response of directly inputting the vehicle reference acceleration into the automobile chassis, the second embodiment of the invention also provides the experimental comparison results of the vehicle control modes of the two modes.
Following the above example, assume that the vehicle chassis has a first order lag of inertia in its response to the command input by the vehicle control module, and the transfer function for the first order lag of inertia can be expressed as:
G(s)＝k/(ts+1)
wherein k is a first-order inertia system hysteresis gain coefficient, t is a time constant, and both are related to the response delay of the automobile chassis to the control command.
Further, the adaptive control parameters set for the test are expressed as follows:
| parameter(s) | Value of | Parameter(s) | Value of |
| ηmax | 0.05 | ηmin | 0 |
| Φ max | 0.3 | Φ min | 0.01 |
| err max | 0.3 | Simulation step length(s) | 0.02 |
| k | 1 | T | 0.1 |
Assuming that the vehicle reference acceleration for input to the vehicle chassis can be expressed as r = sin (0.5 t), a group comparison is made for analyzing the control effect of the vehicle set according to the above adaptive control parameters with and without the dynamic control compensation amount set:
a first group: if the vehicle reference acceleration r is directly input into the response model of the vehicle chassis, and the output is denoted as acc _ Raw, the error of the vehicle reference acceleration r can be denoted as:
Accerr_Raw＝acc_Raw-r；
second group: after the vehicle reference acceleration r is processed through the determined dynamic gain parameter and the boundary error parameter to obtain an acceleration control quantity u for controlling the vehicle, the acceleration control quantity u is input into a response model of a vehicle chassis, and the output of the response model is denoted as acc _ MRAC, so that the error of the vehicle reference acceleration r relative to the vehicle reference acceleration r can be denoted as:
Accerr_MRAC＝acc_MRAC-r。
and performing simulation analysis on the first-order inertia lag, and if the simulation time length is 20s and the time constant t is 0.1s, comparing the acceleration control quantity of the second group to enable the vehicle chassis response to follow the vehicle reference acceleration, so that the first-order inertia lag phenomenon of the vehicle can be effectively inhibited.
Meanwhile, in consideration of the suppression effect of different time constants t on the first-order inertia lag of the automobile chassis, corresponding accerr _ Raw and accerr _ MRAC are determined by respectively resetting the time constants t to be 0.06s, 0.08s and 0.1s, that is, corresponding to the working conditions that the response time delay of the automobile chassis is 300ms, 400ms and 500ms, fig. 6 is a comparative example diagram of the accerr _ Raw and the accerr _ MRAC when the time constant t =0.06s, provided by the second embodiment of the invention, fig. 7 is a comparative example diagram of the accerr _ Raw and the accerr _ MRAC when the time constant t =0.08s, provided by the second embodiment of the invention, and fig. 8 is a comparative example diagram of the accerr _ Raw and the accerr _ MRAC when the time constant t =0.1s, provided by the second embodiment of the invention. As shown in the three figures, the error of the accerr _ MRAC is much smaller than that of the accerr _ RAW.
Further, the mean and variance of the errors under different conditions are statistically analyzed as shown in the following table:
as can be seen from the above table, compared with the method that the vehicle reference acceleration is directly sent to the vehicle chassis, the error mean value of the vehicle controlled by the acceleration control quantity is 25% of the original error mean value, and the error variance of the vehicle controlled by the acceleration control quantity is 6% of the original error variance, so that the first-order inertia lag of the vehicle can be effectively inhibited, and the error distribution is more concentrated when the vehicle is controlled by the acceleration control quantity, and the following degree of the vehicle reference acceleration is better.
According to the technical scheme, a gain scheduling variable used for adjusting the stability of the vehicle is determined through the vehicle control error, then the dynamic gain parameter and the boundary error parameter are respectively determined according to the gain scheduling variable, the dynamic control compensation amount is determined according to the control error ratio determined by the vehicle control error and the boundary error parameter and in combination with the dynamic gain parameter, the acceleration control amount used for controlling the vehicle is determined according to the determined dynamic control compensation amount, the interference aiming at the control system is controlled through the determined dynamic control compensation amount, the robustness of the vehicle control system is enhanced, the driving stability of the vehicle is enhanced, and the driving safety of the vehicle is improved when the vehicle is adjusted according to the acceleration control amount.
EXAMPLE III
Fig. 9 is a schematic structural diagram of a vehicle control device according to a third embodiment of the present invention, where the vehicle control device includes: an error determination module 31, a parameter determination module 32 and a control amount determination module 33.
The error determination module 31 is configured to determine a difference between the acquired actual acceleration of the vehicle and the reference acceleration of the vehicle as a vehicle control error; a parameter determination module 32 for determining a dynamic gain parameter and a boundary error parameter based on the vehicle control error; and the control quantity determining module 33 is configured to determine an acceleration control quantity according to the dynamic gain parameter, the boundary error parameter, the vehicle reference acceleration and the vehicle control error, and control the vehicle according to the acceleration control quantity.
According to the technical scheme, the vehicle control error between the determined actual acceleration of the vehicle and the expected acceleration is utilized, the vehicle control error is utilized to determine the size of the control compensation quantity, the dynamic gain parameter and the boundary error parameter are used for controlling the stable state of the vehicle control system, and finally the acceleration control quantity used for controlling the vehicle is automatically determined according to the dynamic gain parameter, the boundary error parameter, the vehicle reference acceleration and the vehicle control error.
Optionally, the parameter determining module 32 includes:
and the scheduling variable determining unit is used for determining the gain scheduling variable according to the vehicle control error.
And the parameter determining unit is used for determining a dynamic gain parameter and a boundary error parameter according to the gain scheduling variable.
Optionally, the scheduling variable determining unit is specifically configured to:
determining an absolute value of a vehicle control error;
the square of the absolute value is summed with the absolute value and half of the sum is determined as the gain scheduling variable.
Optionally, the parameter determining unit is specifically configured to:
substituting a preset dynamic gain maximum value, a preset dynamic gain minimum value, a preset vehicle control error maximum value and a gain scheduling variable into a preset dynamic gain expression to determine a dynamic gain parameter;
substituting the preset boundary error maximum value, the preset boundary error minimum value, the preset vehicle control error maximum value and the gain scheduling variable into a preset boundary error expression to determine boundary error parameters.
Further, presetting a dynamic gain expression comprises:
wherein eta is a dynamic gain parameter, eta max Is a preset maximum value of dynamic gain, eta min To preset the minimum value of the dynamic gain, err max And the control error is a preset maximum value of the vehicle, ts is a gain scheduling variable, and sat is a saturation function.
Further, the preset boundary error expression includes:
where Φ is a boundary error parameter, Φ max For presetting a maximum value of boundary error, phi min To preset a boundary error minimum, err max And the control error is a preset maximum value of the vehicle, ts is a gain scheduling variable, and sat is a saturation function.
Optionally, the control amount determining module 33 includes:
an error ratio determination unit for determining a ratio of the vehicle control error to the boundary error parameter as a control error ratio;
a compensation amount determining unit for determining a product of the dynamic gain parameter and a saturation function substituted into the control error ratio, and determining a negative value of the product as a dynamic control compensation amount;
and a control amount determination unit for determining a sum of the vehicle reference acceleration and the dynamic control compensation amount as an acceleration control amount.
The vehicle control device provided by the embodiment of the invention can execute the vehicle control method provided by any embodiment of the invention, and has corresponding functional modules and beneficial effects of the execution method.
Example four
Fig. 10 is a schematic structural diagram of a vehicle according to a fourth embodiment of the present invention, and as shown in fig. 10, the vehicle includes a controller 41, a storage device 42, an input device 43, and an output device 44; the number of the controllers 41 in the vehicle may be one or more, and one controller 41 is illustrated in fig. 10; the controller 41, the storage device 42, the input device 43, and the output device 44 in the vehicle may be connected by a bus or other means, and the bus connection is exemplified in fig. 10.
The storage device 42, which is a computer-readable storage medium, may be used to store software programs, computer-executable programs, and modules, such as program instructions/modules corresponding to the vehicle control method in the embodiment of the invention (e.g., the error determination module 31, the parameter determination module 32, and the control amount determination module 33). The controller 41 executes various functional applications and data processing of the vehicle, that is, implements the vehicle control method described above, by running software programs, instructions, and modules stored in the storage device 42.
The storage device 42 may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required for at least one function; the storage data area may store data created according to the use of the terminal, and the like. Further, the storage 42 may include high speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid state storage device. In some examples, the storage device 42 may further include memory remotely located from the controller 41, which may be connected to the vehicle over a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The input device 43 may be used to receive input numeric or character information and generate key signal inputs related to user settings and function control of the vehicle. The output device 44 may include a display device such as a display screen.
In some embodiments, the vehicle control method may be implemented as a computer program tangibly embodied in a computer-readable storage medium, such as a memory unit. In some embodiments, part or all of the computer program may be loaded and/or installed on the display device via ROM and/or the communication unit. When the computer program is loaded into RAM and executed by a processor, one or more steps of the vehicle control method described above may be performed. Alternatively, in other embodiments, the processor may be configured to perform the vehicle control method by any other suitable means (e.g., by way of firmware).
Various implementations of the systems and techniques described here above may be implemented in digital electronic circuitry, integrated circuitry, field Programmable Gate Arrays (FPGAs), application Specific Integrated Circuits (ASICs), application Specific Standard Products (ASSPs), system on a chip (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: implemented in one or more computer programs that are executable and/or interpretable on a programmable system including at least one programmable processor, which may be special or general purpose, receiving data and instructions from, and transmitting data and instructions to, a storage system, at least one input device, and at least one output device.
A computer program for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the computer programs, when executed by the processor, cause the functions/acts specified in the flowchart and/or block diagram block or blocks to be performed. A computer program can execute entirely on a machine, partly on a machine, as a stand-alone software package partly on a machine and partly on a remote machine or entirely on a remote machine or server.
In the context of the present invention, a computer-readable storage medium may be a tangible medium that can contain, or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. A computer readable storage medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Alternatively, the computer readable storage medium may be a machine readable signal medium. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
To provide for interaction with a user, the systems and techniques described here can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to a user; and a keyboard and a pointing device (e.g., a mouse or a trackball) by which a user may provide input to the electronic device. Other kinds of devices may also be used to provide for interaction with a user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form, including acoustic, speech, or tactile input.
The systems and techniques described here can be implemented in a computing system that includes a back-end component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such back-end, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local Area Networks (LANs), wide Area Networks (WANs), blockchain networks, and the Internet.
The computing system may include clients and servers. A client and server are generally remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. The server can be a cloud server, also called a cloud computing server or a cloud host, and is a host product in a cloud computing service system, so that the defects of high management difficulty and weak service expansibility in the traditional physical host and VPS service are overcome.
It should be understood that various forms of the flows shown above may be used, with steps reordered, added, or deleted. For example, the steps described in the present invention may be executed in parallel, sequentially, or in different orders, and are not limited herein as long as the desired results of the technical solution of the present invention can be achieved.
The above-described embodiments should not be construed as limiting the scope of the invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may be made in accordance with design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A vehicle control method characterized by comprising:
determining the difference between the obtained actual acceleration of the vehicle and the reference acceleration of the vehicle as a vehicle control error;
determining a dynamic gain parameter and a boundary error parameter based on the vehicle control error;
and determining an acceleration control quantity according to the dynamic gain parameter, the boundary error parameter, the vehicle reference acceleration and the vehicle control error, and controlling the vehicle according to the acceleration control quantity.
2. The method of claim 1, wherein determining a dynamic gain parameter and a boundary error parameter based on the vehicle control error comprises:
determining a gain scheduling variable according to the vehicle control error;
and determining a dynamic gain parameter and a boundary error parameter according to the gain scheduling variable.
3. The method of claim 2, wherein determining a gain scheduling variable based on the vehicle control error comprises:
determining an absolute value of the vehicle control error;
the square of the absolute value is summed with the absolute value and half of the sum is determined as the gain scheduling variable.
4. The method of claim 2, wherein determining a dynamic gain parameter and a boundary error parameter based on the gain scheduling variable comprises:
substituting a preset dynamic gain maximum value, a preset dynamic gain minimum value, a preset vehicle control error maximum value and the gain scheduling variable into a preset dynamic gain expression to determine a dynamic gain parameter;
and substituting the preset boundary error maximum value, the preset boundary error minimum value, the preset vehicle control error maximum value and the gain scheduling variable into a preset boundary error expression to determine boundary error parameters.
5. The method of claim 4, wherein the pre-set dynamic gain expression comprises:
wherein eta is a dynamic gain parameter, eta max Is a preset dynamic gain maximum, η min To preset the minimum value of the dynamic gain, err max And the control error is a preset maximum value of the vehicle control error, ts is a gain scheduling variable, and sat is a saturation function.
6. The method of claim 4, wherein the preset boundary error expression comprises:
where Φ is a boundary error parameter, Φ max For presetting a maximum value of boundary error, phi min For a preset boundary error minimum, err max And the control error is a preset maximum value of the vehicle control error, ts is a gain scheduling variable, and sat is a saturation function.
7. The method of claim 1, wherein determining an acceleration control quantity as a function of the dynamic gain parameter, the boundary error parameter, the vehicle reference acceleration, and the vehicle control error comprises:
determining a ratio of the vehicle control error to the boundary error parameter as a control error ratio;
determining a product of the dynamic gain parameter and a saturation function substituted into the control error ratio, and determining a negative value of the product as a dynamic control compensation amount;
and determining the sum of the vehicle reference acceleration and the dynamic control compensation amount as an acceleration control amount.
8. A vehicle control apparatus characterized by comprising:
the error determination module is used for determining the difference between the acquired actual acceleration of the vehicle and the reference acceleration of the vehicle as a vehicle control error;
a parameter determination module to determine a dynamic gain parameter and a boundary error parameter based on the vehicle control error;
and the control quantity determining module is used for determining an acceleration control quantity according to the dynamic gain parameter, the boundary error parameter, the vehicle reference acceleration and the vehicle control error and controlling the vehicle according to the acceleration control quantity.
9. A vehicle, characterized in that the vehicle comprises:
one or more controllers;
storage means for storing one or more programs;
the one or more programs, when executed by the one or more controllers, cause the one or more controllers to implement the vehicle control method of any of claims 1-7.
10. A computer-readable storage medium storing computer instructions for causing a processor to execute the vehicle control method according to any one of claims 1 to 7.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115857479A (en) * | 2023-02-28 | 2023-03-28 | 深圳佑驾创新科技有限公司 | NEDC test method, device, computer equipment and storage medium |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115857479A (en) * | 2023-02-28 | 2023-03-28 | 深圳佑驾创新科技有限公司 | NEDC test method, device, computer equipment and storage medium |
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