CN115909709B - Multi-vehicle cooperative control strategy optimization method considering safety - Google Patents
Multi-vehicle cooperative control strategy optimization method considering safety Download PDFInfo
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Abstract
The invention relates to the field of intelligent vehicles, in particular to a multi-vehicle cooperative control strategy optimization method considering safety. The invention can more flexibly process the running modes of various turning and turning road conditions, avoids the defect that the existing multi-vehicle cooperative control strategy can cause the following vehicle to run at an accelerated speed in the turning road and the turning road, reduces the probability of vehicle accidents, enhances the safety of vehicle queue running, improves the riding experience comfort of personnel in the vehicle, and improves the feasibility of the vehicle queue of the multi-vehicle cooperative control system when running on an actual road.
Description
Technical Field
The invention relates to the field of intelligent vehicles, in particular to a multi-vehicle cooperative control strategy optimization method considering safety.
Background
The intelligent vehicle technology is one of leading edge technologies which are widely paid attention to in recent years, and plays an important role in upgrading and converting the vehicle manufacturing industry and improving the traveling experience of users. As an important branch of intelligent vehicle technology, a multi-vehicle cooperative control system has been fully developed in recent years. In the prior art, a layered multi-vehicle cooperative control system controller is commonly used, and various algorithms are combined, so that a vehicle behind can finish following, and a vehicle queue can stably change lanes, form and run.
The prior art considers many aspects of the impact on a multi-vehicle cooperative control system, but has shortcomings in some aspects. Taking security as an example, existing technologies and studies generally consider the possibility of rear-end collisions and collisions only along the conventional path, but ignore a potential hazard: the front vehicle can start to run along the linear acceleration after finishing turning around and turning road running conditions, and due to the existence of the safety distance, when the front vehicle continues to run along the linear acceleration, the following vehicle possibly does not enter the turning around and turning road or just enters the turning around and turning road, so that the actual distance between the following vehicle and the front vehicle is increased; if the conventional multi-vehicle cooperative control strategy is adopted, the rear vehicle (i.e. the following vehicle) accelerates when the distance between the front vehicle and the rear vehicle is increased, and as a result, the following vehicle accelerates under the road running conditions of turning around and turning roads, which is contrary to the common sense that the vehicle should decelerate and run under the road running conditions of turning around and turning roads in actual situations, and the danger of vehicle queue running is increased.
Disclosure of Invention
Aiming at the problems in the prior art, the invention aims at a multi-vehicle cooperative control strategy optimization method considering safety.
In order to achieve the above purpose, the present invention is realized by the following technical scheme.
A multi-vehicle cooperative control strategy optimization method considering safety comprises the following steps:
step 1, detecting whether a vehicle queue is in a turning or cornering running condition when vehicles with a multi-vehicle cooperative control strategy run in a queue;
step 2, when the vehicle queue is in a turning or cornering running condition, entering a step 3, otherwise, controlling the speed and acceleration of the following vehicle according to an original dynamics equation model of the multi-vehicle cooperative control strategy;
step 3, adding an interference factor variable function into the original dynamic equation model of the multi-vehicle cooperative control strategy to obtain an optimized dynamic equation model;
and 4, controlling the speed and the acceleration of the following vehicle by using the optimized dynamics equation model.
Compared with the prior art, the invention has the beneficial effects that: the driving mode of various turning and turning road conditions can be processed more flexibly, the defect that the existing multi-vehicle cooperative control strategy can cause the following vehicle to run at a speed in the turning road and the turning road is avoided, the probability of occurrence of vehicle accidents is reduced, the safety of vehicle queue running is enhanced, the driving experience comfort of personnel in the vehicle is improved, and the feasibility of the vehicle queue of the multi-vehicle cooperative control system in running on an actual road is improved.
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The invention will now be described in further detail with reference to the drawings and to specific examples.
FIG. 1 is a schematic flow chart of the method of the present invention.
Detailed Description
Embodiments of the present invention will be described in detail below with reference to examples, but it will be understood by those skilled in the art that the following examples are only for illustrating the present invention and should not be construed as limiting the scope of the present invention.
Referring to fig. 1, a method for optimizing a multi-vehicle cooperative control strategy in consideration of safety includes the following steps under an existing multi-vehicle cooperative control strategy:
step 1, detecting whether a vehicle queue is in a turning or cornering running condition when vehicles with a multi-vehicle cooperative control strategy run in a queue;
specifically, judge according to the steering wheel angle size of following car: when the steering wheel angle of the following vehicle is larger than 90 degrees, the vehicle queue is in a running working condition of turning around or turning.
At normal intersections, where normal turns are performed in a trajectory, the steering wheel angles of all vehicles range from 90 ° to 180 °, with the most applied range being 130 ° to 160 °. The steering wheel angle needs to be larger when turning at a narrower intersection, and the steering wheel angle is basically the maximum value which can be achieved when turning around. And when the vehicle changes lanes, the steering wheel angle range is only between 3 degrees and 30 degrees.
In summary, 90 ° may be used as a threshold for steering wheel angle under cornering and u-turn conditions. When the steering wheel angle reaches the threshold value, the vehicle queue is judged to be in a turning or turning state.
Step 2, when the vehicle queue is in a turning or cornering running condition, entering a step 3, otherwise, controlling the speed and acceleration of the following vehicle according to an original dynamics equation model of the multi-vehicle cooperative control strategy;
step 3, adding an interference factor variable function into the original dynamic equation model of the multi-vehicle cooperative control strategy to obtain an optimized dynamic equation model;
from the distance error equation and the expected distance expression in the multi-objective optimization and constraint, the interference factor variable function P (k) and the headway value t can be analyzed h Is inversely related;
according to the centroid side deflection angle beta, the degree of turning or turning around of a vehicle queue can be reflected, the higher the turning degree is, the lower the speed of the vehicle queue theoretically should be, the larger the distance between a front vehicle which finishes turning or turning around and a following vehicle which is about to or just starts turning or turning around is caused, the larger the distance between the interference factor variable function P (k) and the vehicle following vehicle is required to be counteracted, so that the interference factor variable function P (k) is positively related to the centroid side deflection angle beta;
according to the relative speed v of the front and rear vehicles rel Can analyze the relative speed v of the front and rear vehicles rel The larger the speed difference is, the larger the distance between the front and rear vehicles is, the larger the distance between the disturbance factor variable function P (k) and the front and rear vehicles is, so the relative speed v between the disturbance factor variable function P (k) and the front and rear vehicles is rel Positive correlation is presented;
according to the relative distance delta x between the front vehicle and the rear vehicle, the greater the relative distance delta x between the front vehicle and the rear vehicle is, the greater the distance required to be counteracted by the interference factor variable function P (k) is, so that the interference factor variable function P (k) is positively correlated with the relative distance delta x between the front vehicle and the rear vehicle;
specifically, the form of the interference factor variable function is as follows:
wherein P is 1 (k) As a function of the interference factor variable with respect to Δx (k); c (C) 1 Is a constant coefficient with respect to Δx (k); p (P) 2 (k) To be about v rel (k) Is a function of the disturbance factor variable; c (C) 2 To be about v rel (k) Constant coefficients of (a); c (C) 1 And C 2 According to different vehicle distance strategies, external environments and vehicle types, a constant coefficient C can be obtained through accumulation of a large number of experiments 1 And C 2 An empirical formula or an empirical table.
Δx (k) represents the relative distance between the following vehicle and the preceding vehicle at time k; v rel (k) The relative speed of the following vehicle and the front vehicle at the moment k is represented;
S 0 in order to be not affected by the centroid slip angle, the vehicle is driven at the moment t 1 By time t 2 Is used for the driving distance of the vehicle,where v is vehicle speed;
f (beta) is the moment t when the vehicle is driven by the centroid slip angle beta 1 By time t 2 Is used for the driving distance of the vehicle,where v is vehicle speed, β is centroid slip angle, l is vehicle wheelbase, α is steering wheel angle, l r K is a vehicle stability factor, m is the mass of the whole vehicle, and l is the rear suspension distance f For the front overhang distance, k r Is tire cornering stiffness.
Taking a dynamic equation model taking the acceleration of the front vehicle as an example, the dynamic equation model comprises a relative distance dynamic characteristic relation and a relative speed dynamic characteristic relation corresponding to a multi-target constraint condition.
(1) The relative distance dynamics relationship is as follows:
the optimized relative distance dynamics relation is:
(2) The relative velocity dynamics relationship is as follows:
v rel (k+1)＝v rel (k)·T s +a p (k)·T s 2 -a(k)·T s
the optimized relative velocity dynamics relation is:
and 4, controlling the speed and the acceleration of the following vehicle by using the optimized dynamics equation model.
After the corresponding interference factor variable function is added to the relative distance dynamic characteristic relation, the perceived relative distance of the multi-vehicle cooperative control system at the next moment is smaller than the actual relative distance, so that the distance between the following vehicle and the front vehicle is considered to be still near the safe distance, and the following vehicle can be prevented from accelerating due to the fact that the distance between the following vehicle and the front vehicle is considered to be too large when the following vehicle is in a turning and turning working condition.
After the relative speed dynamics characteristic relation is added into the corresponding interference factor variable function, the perceived relative speed of the multi-vehicle cooperative control system at the next moment is smaller than the actual relative speed, so that the following vehicle can be prevented from accelerating after the relative speed of the following vehicle and the front vehicle is judged to be too high, and potential hazards caused by accelerating in turning and turning-around working conditions are avoided.
While the invention has been described in detail in this specification with reference to the general description and the specific embodiments thereof, it will be apparent to one skilled in the art that modifications and improvements can be made thereto. Accordingly, such modifications or improvements may be made without departing from the spirit of the invention and are intended to be within the scope of the invention as claimed.
Claims (2)
1. The multi-vehicle cooperative control strategy optimization method considering safety is characterized by comprising the following steps of:
step 1, detecting whether a vehicle queue is in a turning or cornering running condition when vehicles with a multi-vehicle cooperative control strategy run in a queue;
step 2, when the vehicle queue is in a turning or cornering running condition, entering a step 3, otherwise, controlling the speed and acceleration of the following vehicle according to an original dynamics equation model of the multi-vehicle cooperative control strategy;
step 3, adding an interference factor variable function into the original dynamic equation model of the multi-vehicle cooperative control strategy to obtain an optimized dynamic equation model;
the form of the interference factor variable function is as follows:
wherein P is 1 (k) As a function of the interference factor variable with respect to Δx (k); c (C) 1 Is a constant coefficient with respect to Δx (k); p (P) 2 (k) To be about v rel (k) Is a function of the disturbance factor variable; c (C) 2 To be about v rel (k) Constant coefficients of (a); Δx (k) represents the relative distance between the following vehicle and the preceding vehicle at time k; v rel (k) The relative speed of the following vehicle and the front vehicle at the moment k is represented;
S 0 in order to be not affected by the centroid slip angle, the vehicle is driven at the moment t 1 By time t 2 Is used for the driving distance of the vehicle,where v is vehicle speed;
f (beta) is the moment t when the vehicle is driven by the centroid slip angle beta 1 By time t 2 Is used for the driving distance of the vehicle,where v is vehicle speed, β is centroid slip angle, l is vehicle wheelbase, α is steering wheel angle, l r K is a vehicle stability factor, m is the mass of the whole vehicle, and l is the rear suspension distance f For the front overhang distance, k r Is tire cornering stiffness;
wherein, the relative distance dynamics relation is as follows:
the optimized relative distance dynamics relation is:
the relative velocity dynamics relationship is as follows:
v rel (k+1)＝v rel (k)·T s +a p (k)·T s 2 -a(k)·T s
the optimized relative velocity dynamics relation is:
and 4, controlling the speed and the acceleration of the following vehicle by using the optimized dynamics equation model.
2. The optimization method of a multi-vehicle cooperative control strategy considering safety according to claim 1, wherein when detecting whether a vehicle train is in a turning or cornering driving condition, the optimization method is characterized by judging according to the steering wheel angle of a following vehicle: when the steering wheel angle of the following vehicle is larger than 90 degrees, the vehicle queue is in a running working condition of turning around or turning.
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