CN118092405A - Decoupling debugging method and device for vehicle controller, computer equipment and medium - Google Patents
Decoupling debugging method and device for vehicle controller, computer equipment and medium Download PDFInfo
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Abstract
The invention relates to a decoupling debugging method, a decoupling debugging device, computer equipment and a medium of a vehicle controller. The method comprises the steps of adjusting course control parameters of a vehicle controller based on a first running environment, and adjusting transverse control parameters of the vehicle controller under the condition that the course error is converged until the transverse error is converged, and further controlling curvature feedforward control work of the vehicle controller based on a second running environment, and adjusting curvature feedforward control parameters of the vehicle controller to obtain the debugged vehicle controller. The control process is divided into course error feedback control, transverse error feedback control and curvature feedforward control, and the tasks of course error elimination, transverse error elimination, curvature compensation and the like are respectively completed, so that parameter debugging of a vehicle controller is realized, the problem of coupling between the transverse error and the course error in the transverse control process of the Ackerman chassis vehicle is solved, the control precision of the vehicle controller is improved, and the oscillation problem is avoided.
Description
Technical Field
The present invention relates to the field of vehicle control technology, and in particular, to a decoupling debugging method, device, computer equipment, storage medium and computer program product for a vehicle controller.
Background
With the development of vehicle control technology, automatic driving is widely used. In the vehicle lateral tracking control process, heading errors and lateral errors are important debugging targets. In general, when both the lateral error and the heading error are stably converged within the index range, it is indicated that the vehicle has a better control quality.
However, due to the motion characteristics of the ackerman chassis, coupling characteristics exist in the change process of the transverse error and the heading error, so that the motion oscillation problem is very easy to occur in the control process, the control precision of the vehicle controller cannot meet the requirement, and the safety problem is easy to be caused by continuous oscillation.
Disclosure of Invention
In view of the foregoing, it is desirable to provide a decoupling debugging method, apparatus, computer device, storage medium, and computer program product of a vehicle controller capable of improving control accuracy of the vehicle controller and avoiding hunting.
In a first aspect, the present invention provides a decoupling debugging method for a vehicle controller, including:
Adjusting heading control parameters of the vehicle controller based on a first driving environment; the first driving environment comprises a linear driving environment and an environment with initial heading error, and under the first driving environment, curvature feedforward control of the vehicle controller does not work, and a transverse error feedback control instruction is zero;
Under the condition that the initial heading error is converged, adjusting transverse control parameters of the vehicle controller to increase the transverse error feedback control instruction until the transverse error is converged;
and controlling curvature feedforward control work of the vehicle controller based on the second running environment, and adjusting curvature feedforward control parameters of the vehicle controller to obtain the debugged vehicle controller.
In one embodiment, after the lateral error converges, the method further comprises: acquiring a lateral error feedback control instruction of the vehicle controller based on a third running environment, wherein the third running environment comprises an environment with initial lateral error; and adjusting the transverse control parameters of the vehicle controller according to the control state of the transverse error feedback control instruction.
In one embodiment, the adjusting the lateral control parameter of the vehicle controller according to the control state of the lateral error feedback control command includes: acquiring a corresponding control state according to the transverse error feedback control instruction; under the condition that the vehicle controller is determined to have transverse control deviation according to the control state, adjusting transverse control parameters of the vehicle controller according to the transverse control deviation until the transverse control deviation converges; the lateral control deviation includes a deviation of the control amount or a deviation of the control time period.
In one embodiment, the adjusting the heading control parameter of the vehicle controller based on the first driving environment includes: acquiring a heading error feedback control instruction of the vehicle controller based on the first driving environment; acquiring a corresponding control state according to the course error feedback control instruction; under the condition that the heading control deviation exists in the vehicle controller according to the control state, adjusting the heading control parameter of the vehicle controller according to the heading control deviation until the heading control deviation converges; the heading control deviation includes a deviation of a control amount or a deviation of a control duration.
In one embodiment, the vehicle controller includes a curvature feedforward controller and a lateral heading error cooperative controller; before the adjusting the heading control parameter of the vehicle controller based on the first driving environment, the method further includes: establishing a vehicle transverse dynamics model based on the motion characteristics of the ackerman chassis, and determining a corresponding dynamics equation; carrying out splitting treatment on the vehicle transverse dynamics model to obtain a split state space model and a curvature compensation model; the curvature compensation model is realized based on the curvature feedforward controller, the curvature feedforward controller compensates the tracking track curvature of the vehicle based on the adjusted feedforward control parameter, the state space model is realized based on the transverse heading error cooperative controller, and the transverse heading error cooperative controller cooperatively controls the transverse error and the heading error of the vehicle based on the adjusted transverse control parameter and the heading control parameter.
In one embodiment, the lateral heading error cooperative controller comprises a lateral error feedback controller and a heading error feedback controller; after the vehicle transverse dynamics model is split to obtain a split state space model and a curvature compensation model, the method further comprises the steps of: decomposing the state space model based on the transverse error and the heading error of the vehicle to obtain a decomposed transverse error dynamics model and a heading error dynamics model; the lateral error dynamics model is realized based on the lateral error feedback controller, the lateral error feedback controller controls the lateral error of the vehicle based on the adjusted lateral control parameter, the heading error dynamics model is realized based on the heading error feedback controller, and the heading error feedback controller controls the heading error of the vehicle based on the adjusted heading control parameter.
In one embodiment, after the obtaining the decomposed lateral error dynamics model and heading error dynamics model, the method further includes: based on a coupling relation between the transverse error and the heading error of the vehicle, performing decoupling treatment on the transverse error and the heading error in the transverse error dynamics model to obtain a decoupled transverse error feedback dynamics sub-model and a transverse error compensation sub-model, wherein the transverse error compensation sub-model is used for representing corresponding decoupling compensation; and decoupling the transverse error and the heading error in the heading error dynamics model to obtain a decoupled heading error feedback dynamics sub-model and a heading error compensation sub-model, wherein the heading error compensation sub-model is used for representing corresponding decoupling compensation.
In a second aspect, the present invention further provides a decoupling debugging device for a vehicle controller, where the device includes:
The first adjusting module is used for adjusting the course control parameters of the vehicle controller based on a first running environment; the first driving environment comprises a linear driving environment and an environment with initial heading error, and under the first driving environment, curvature feedforward control of the vehicle controller does not work, and a transverse error feedback control instruction is zero;
The second adjusting module is used for adjusting the transverse control parameters of the vehicle controller under the condition that the initial heading error is converged so as to increase the transverse error feedback control instruction until the transverse error is converged;
And the third adjusting module is used for controlling curvature feedforward control work of the vehicle controller based on the second running environment and adjusting curvature feedforward control parameters of the vehicle controller to obtain the debugged vehicle controller.
In a third aspect, the present invention also provides a computer device comprising a memory storing a computer program and a processor implementing the steps of the method of the first aspect described above when the computer program is executed by the processor.
In a fourth aspect, the present invention also provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the method of the first aspect described above.
In a fifth aspect, the invention also provides a computer program product comprising a computer program which, when executed by a processor, implements the steps of the method of the first aspect described above.
According to the decoupling debugging method, the decoupling debugging device, the computer equipment, the storage medium and the computer program product of the vehicle controller, the course control parameters of the vehicle controller are adjusted based on the first running environment, the transverse control parameters of the vehicle controller are adjusted under the condition that the initial course error is converged so as to increase the transverse error feedback control instruction until the transverse error is converged, further the curvature feedforward control work of the vehicle controller is controlled based on the second running environment, and the curvature feedforward control parameters of the vehicle controller are adjusted so as to obtain the debugged vehicle controller. The control process is divided into course error feedback control, transverse error feedback control and curvature feedforward control, and the tasks of course error elimination, transverse error elimination, curvature compensation and the like are respectively completed, so that parameter debugging of a vehicle controller is realized, the problem of coupling between the transverse error and the course error in the transverse control process of the Ackerman chassis vehicle is solved, the control precision of the vehicle controller is improved, and the oscillation problem is avoided.
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In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the related art, the drawings that are required to be used in the embodiments or the related technical descriptions will be briefly described, and it is apparent that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to the drawings without inventive effort for those skilled in the art.
FIG. 1 is a flow chart of a method for decoupling and debugging a vehicle controller according to one embodiment;
FIG. 2 is a flowchart illustrating steps for adjusting heading control parameters in one embodiment;
FIG. 3 is a schematic diagram of a heading error control state in one embodiment;
FIG. 4 is a schematic diagram of a debugging process in one embodiment;
FIG. 5 is a flow chart illustrating the steps for fine tuning of lateral control parameters in one embodiment;
FIG. 6 is a schematic diagram of a debugging process for fine tuning of lateral control parameters in one embodiment;
FIG. 7 is a schematic diagram of error in one embodiment;
FIG. 8 is a schematic diagram of a two-degree-of-freedom simplified model of a vehicle in one embodiment;
FIG. 9 is a flowchart of a method for decoupling and debugging a vehicle controller according to another embodiment;
FIG. 10 is a block diagram of a decoupling debug apparatus of a vehicle controller in one embodiment;
FIG. 11 is an internal block diagram of a computer device in one embodiment.
Detailed Description
The present invention will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present invention more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
Due to the motion characteristics of the ackerman chassis, the coupling characteristics exist in the change process of the transverse error and the course error, so that the motion oscillation problem is very easy to generate in the control process, the control precision of the vehicle controller cannot meet the requirement, and the safety problem is easy to be caused by continuous oscillation.
Based on the first driving environment, the invention provides a decoupling debugging method of the vehicle controller, which adjusts the course control parameters of the vehicle controller; the first driving environment comprises a linear driving environment and an environment with initial course errors, curvature feedforward control of the vehicle controller does not work under the first driving environment, and a transverse error feedback control instruction is zero; under the condition that the initial heading error is converged, adjusting transverse control parameters of a vehicle controller to increase a transverse error feedback control instruction until the transverse error is converged; and controlling curvature feedforward control work based on the second running environment, and adjusting curvature feedforward control parameters of the vehicle controller to obtain the debugged vehicle controller. The control process is divided into course error feedback control, transverse error feedback control and curvature feedforward control, so that the tasks of course error elimination, transverse error elimination, curvature compensation and the like are respectively completed, parameter debugging of a vehicle controller is realized, the problem of coupling between the transverse error and the course error in the transverse control process of the Ackerman chassis vehicle is solved, the control precision of the vehicle controller is improved, and the oscillation problem is avoided.
In one embodiment, as shown in fig. 1, a decoupling debugging method of a vehicle controller is provided, which specifically includes the following steps:
step 102, based on the first driving environment, adjusting heading control parameters of a vehicle controller.
The heading control parameter is a relevant parameter for the heading control of the vehicle controller, and specifically, the heading control parameter can control the magnitude of a heading error feedback control instruction. The first travel environment includes a straight-line driving environment and an environment having an initial heading error, and in the first travel environment, curvature feedforward control of the vehicle controller does not operate, and a lateral error feedback control command is zero. Specifically, the straight driving environment refers to a driving environment having only a straight driving path from which the influence of a curve is planed. The environment of the initial heading error can be a preset environment with a certain heading angle error, and the range of the initial heading error can be any value between 20 degrees and 90 degrees, namely, the vehicle has the heading error of any angle in the range under the first driving environment.
Also, since the first running environment is a straight running environment having only a straight running path, curvature compensation is not required in this environment, so that curvature feedforward control of the vehicle controller can be made inoperative. In addition, in order to realize decoupling of course control and lateral control, the lateral error of the vehicle can be temporarily not controlled in the process of debugging the course control parameters, so that the lateral error feedback control instruction can be made to be zero.
In this embodiment, based on the linear driving environment and the first driving environment with the initial heading error, the heading control parameter of the vehicle controller may be adjusted, that is, based on the heading error feedback of the vehicle in the scene, the heading control parameter of the vehicle controller is debugged, so that the heading error control effect does not overshoot, and the convergence state is asymptotically reached.
And step 104, under the condition that the initial heading error is converged, adjusting the transverse control parameters of the vehicle controller to increase the transverse error feedback control instruction until the transverse error is converged.
The lateral control parameter is a parameter related to lateral control of the vehicle controller, specifically, the lateral control parameter may control the magnitude of the lateral error feedback control command, and in this embodiment, the lateral error feedback control command is increased by adjusting the lateral control parameter of the vehicle controller.
Specifically, in the case of adjusting the heading control parameter of the vehicle controller through the above steps so that the initial heading error converges, the lateral control parameter of the vehicle controller may be further adjusted, that is, the control of the lateral error is added, and the lateral error feedback control instruction is increased from small to large until the lateral error converges. At this time, for the straight driving environment, the comprehensive control effect of the lateral error and the heading error has been achieved.
And step 106, controlling curvature feedforward control work of the vehicle controller based on the second running environment, and adjusting curvature feedforward control parameters of the vehicle controller to obtain the debugged vehicle controller.
Wherein the second driving environment includes a curved driving environment. The curvature feedforward control parameter is a parameter related to curvature control by the vehicle controller, and in particular, the curvature feedforward control parameter can compensate for a tracking trajectory curvature error.
In this embodiment, in the curved driving environment, the vehicle controller may perform curvature feedforward control to adjust curvature feedforward control parameters of the vehicle controller, that is, obtain a tracking trajectory curvature error of the vehicle for the curved driving environment, and adjust the feedforward control parameters of the vehicle controller according to the tracking trajectory curvature error until the tracking trajectory curvature error converges, thereby obtaining the debugged vehicle controller.
According to the decoupling debugging method of the vehicle controller, the course control parameters of the vehicle controller are adjusted based on the first driving environment, under the condition that the initial course error is converged, the transverse control parameters of the vehicle controller are adjusted to increase the transverse error feedback control instruction until the transverse error is converged, further, the curvature feedforward control work of the vehicle controller is controlled based on the second driving environment, and the curvature feedforward control parameters of the vehicle controller are adjusted to obtain the debugged vehicle controller. The control process is divided into course error feedback control, transverse error feedback control and curvature feedforward control, and the tasks of course error elimination, transverse error elimination, curvature compensation and the like are respectively completed, so that parameter debugging of a vehicle controller is realized, the problem of coupling between the transverse error and the course error in the transverse control process of the Ackerman chassis vehicle is solved, the control precision of the vehicle controller is improved, and the oscillation problem is avoided.
In one exemplary embodiment, as shown in fig. 2, in step 102, adjusting heading control parameters of a vehicle controller based on a first driving environment may specifically include:
Step 202, acquiring a heading error feedback control instruction of a vehicle controller based on a first driving environment.
The course error feedback control instruction is a control instruction which is generated based on the course error feedback of the vehicle in the first running environment and is used for eliminating the corresponding course error. The magnitude of the heading error feedback control instruction is determined by the heading control parameters of the vehicle controller, and specifically, the heading control parameters comprise the debugging gain, the weight and the like of the heading.
In this embodiment, in the course of adjusting the heading control parameter of the vehicle controller, the heading error feedback control instruction of the vehicle controller based on the first driving environment needs to be acquired first, so as to debug the heading control parameter based on the control effect.
And 204, acquiring a corresponding control state according to the heading error feedback control instruction.
The control state is the control effect of the vehicle course angle after corresponding control is performed based on the course error feedback control instruction. Specifically, as shown in fig. 3, the control states may include possible tracks after the heading control is performed, that is, possible tracks after the heading control is performed on the vehicle at a, such as a state in which the heading angle is overshot (an over-convergence track in the corresponding graph), a state in which the heading angle is undershot (an under-convergence track in the corresponding graph), a state in which the heading angle is gradually converged (an asymptotically converged track in the corresponding graph), and the like.
In step 206, in the case that it is determined that the vehicle controller has a heading control deviation according to the control state, the heading control parameter of the vehicle controller is adjusted according to the heading control deviation until the heading control deviation converges.
The heading control deviation comprises deviation of a control quantity or deviation of a control duration, specifically, the control quantity refers to the control quantity of a heading angle, and when the control quantity of the heading angle is insufficient, the control state is in an undershot state, namely, the control deviation of the insufficient control quantity of the heading angle exists. Therefore, the heading control parameters of the vehicle controller can be adjusted, for example, the adjustment gain and weight of the heading can be adjusted to increase the control amount of the heading angle, so that the heading control deviation converges.
When the control amount of the heading angle is too large, the control state is an overshoot state, that is, there is a control deviation of the overshoot of the control amount of the heading angle, and oscillations are caused in this state. Therefore, the heading control parameters of the vehicle controller can be adjusted, for example, the adjustment gain and weight of the heading can be adjusted to reduce the control amount of the heading angle, so that the heading control deviation converges.
When the control time of the heading angle is longer than the preset heading control time, that is, when the preset heading control time is reached, the asymptotically converged state is not reached, and then the control deviation of the control time exists. Therefore, the heading control parameters of the vehicle controller can be adjusted, for example, the adjustment gain and weight of the heading can be adjusted to increase or decrease the control amount of the heading angle, so as to improve the convergence speed of the heading control deviation.
In this embodiment, based on the first driving environment, a heading error feedback control instruction of the vehicle controller is obtained, a corresponding control state is obtained according to the heading error feedback control instruction, and under the condition that the heading control deviation exists in the vehicle controller according to the control state, the heading control parameter of the vehicle controller is adjusted according to the heading control deviation until the heading control deviation converges, so that the adjustment of the heading control parameter of the vehicle controller is realized.
For example, the debugging process of step 102 and step 104 may refer to the schematic diagram shown in fig. 4. The position A is the initial position of the first running environment, and the vehicle has initial course error, namely, the course error exists between the actual running track of the vehicle and the linear target track. In the process from A to B, under the action of initial course error, the transverse error starts to be increased from small to large, and meanwhile, the course error starts to be reduced under the action of a course error feedback control instruction; the point B is a critical point, after the point B is reached, the heading error is reduced to zero, and the transverse error is increased to the maximum value; then, in the process from B to C, under the action of a lateral error feedback control instruction, the heading is increased again to the opposite direction, and the lateral error is reduced; then, the transverse error is reduced in the process from C to D, after the heading error is reversely increased to a certain inflection point degree, the heading error starts to be reduced along with the reduction of the transverse error under the action of the heading error feedback control instruction, and finally, the two errors at the D are synchronously converged, so that the comprehensive control effect of the transverse error and the heading error is realized.
In an exemplary embodiment, as shown in fig. 5, after the lateral error converges in step 104, the method may further include:
Step 502, acquiring a lateral error feedback control instruction of a vehicle controller based on a third driving environment.
The third driving environment includes an environment with an initial lateral error, and the environment with the initial heading error may be a preset environment with a certain lateral error, that is, in the third driving environment, the vehicle has a certain lateral error. It will be appreciated that the range of initial lateral errors may be determined based on the width of the lane in the vehicle driving environment, which may be at least the width of one lane.
The lateral error feedback control command is a control command generated for canceling the corresponding lateral error based on the lateral error feedback of the vehicle in the third running environment. The magnitude of the lateral error feedback control command is determined by the heading control parameters of the vehicle controller, and specifically, the lateral control parameters include a lateral debugging gain, a weight and the like.
In this embodiment, the effect of the lateral error feedback control of the vehicle controller may be verified based on the third running environment, and when the effect thereof does not meet the requirement, the lateral control parameter of the vehicle controller may be further adjusted, so as to improve the control accuracy of the vehicle controller. Specifically, a lateral error feedback control instruction of the vehicle controller may be acquired based on the third driving environment, and the lateral control parameter may be debugged based on the subsequent steps.
And step 504, adjusting the transverse control parameters of the vehicle controller according to the control state of the transverse error feedback control command.
The control state is the control effect of the vehicle transverse error after corresponding control is performed based on the transverse error feedback control instruction. Specifically, the control state may include a state in which the lateral distance is overshot, a state in which the lateral distance is undershot, a state in which the lateral distance is asymptotically converged, and the like. Therefore, in the present embodiment, the lateral control parameter of the vehicle controller can be adjusted according to the control state of the lateral error feedback control instruction.
In practical application, the corresponding control state can be obtained according to the lateral error feedback control instruction, and under the condition that the lateral control deviation exists in the vehicle controller according to the control state, the lateral control parameter of the vehicle controller is adjusted according to the lateral control deviation until the lateral control deviation converges. Wherein the lateral control deviation includes a deviation of the control amount or a deviation of the control time period.
The control amount is a control amount of the lateral distance, and when the control amount of the lateral distance is insufficient, the control state is an undershot state, that is, there is a control deviation in which the control amount of the lateral distance is insufficient. When the control amount of the lateral distance is too large, the control state is an overshoot state, that is, there is a control deviation of the overshoot of the control amount of the lateral distance. When the control time of the lateral distance is longer than the preset lateral control time, that is, when the preset lateral control time is reached, the asymptotically converged state is not reached, there is a control deviation of the control duration.
It can be appreciated that in the case where the control state is an asymptotically converging state, the magnitude of the lateral error feedback control command is indicated as appropriate, i.e., no adjustment of the lateral control parameters of the vehicle controller is required. When the control state is a state in which the lateral distance is overshot, the lateral error feedback control command is indicated to be too large, and therefore, the lateral control parameter of the vehicle controller can be adjusted, for example, the control amount can be reduced by adjusting the lateral adjustment gain and weight, so that the lateral error converges.
When the control state is a state in which the lateral distance is undershot, the lateral error feedback control command is excessively small, and thus, the lateral control parameter of the vehicle controller can be adjusted, for example, the control amount can be increased by adjusting the lateral adjustment gain and weight, so that the lateral error converges.
When the control time of the lateral distance is longer than the preset lateral control time, that is, when the preset lateral control time is reached, the asymptotically converged state is not reached, there is a control deviation of the control duration. Therefore, the lateral control parameter of the vehicle controller can be adjusted, for example, the lateral adjustment gain and weight can be adjusted to increase or decrease the control amount of the lateral distance, thereby improving the convergence speed of the lateral control deviation.
In the above embodiment, the lateral error feedback control command of the vehicle controller is acquired based on the third running environment, and the lateral control parameter of the vehicle controller is adjusted according to the control state of the lateral error feedback control command. Therefore, the effect of the lateral error feedback control of the vehicle controller is verified, and when the effect of the lateral error feedback control of the vehicle controller does not meet the requirement, the lateral control parameters of the vehicle controller are further adjusted, so that the lateral control precision of the vehicle controller is further improved.
For example, the debugging process shown in fig. 5 may refer to the schematic diagram shown in fig. 6. The overall effect is similar to that of stages B-D in FIG. 4, and for convenience of explanation, the embodiment will be described by taking stages E-G shown in FIG. 6 as an example.
The position E is the starting position of the third running environment, and the vehicle has initial transverse error, namely the transverse error exists between the actual position of the vehicle and the straight line target track. The phase from E to F is a transverse error reduction phase and a heading error reverse increasing phase, and F is the position with the maximum heading error, namely a heading error inflection point; from the stage F to the stage G, for continuously reducing the transverse error, the course error is reduced again, and finally, the two errors synchronously converge at the stage G. In the process, the transverse control parameters are debugged, so that the transverse control accuracy of the vehicle controller is further improved.
In one embodiment, the debugging concept and the control concept of the decoupling debugging method are further given below. The method is based on analysis of root causes of oscillation, and adopts the regularized decoupling debugging method to decompose parameter debugging targets, so that a comprehensive effect is finally formed, synchronous convergence is realized, and the problem of motion oscillation is solved. As shown in fig. 7, based on the lateral error and the heading error, from its theoretical characteristic analysis, there is a control coupling characteristic, which is specifically expressed as follows:
(1) Heading error first convergence case: when the synchronous convergence condition is not satisfied, the course error is assumed to be converged to be near zero, the actual motion track is approximately parallel to the target track, but the transverse error is not converged at the moment, further steering is needed to reduce the transverse error, and the course of steering causes the course error to be increased, so that the course error convergence cannot be maintained.
(2) Lateral error first convergence case: when the synchronous convergence condition is not satisfied, the transverse error is assumed to converge to near zero, but the heading error is not converged at this time, and the subsequent transverse error is increased again due to the heading error, so that the transverse error convergence cannot be maintained.
(3) Motion oscillation effect: i.e. without synchronous convergence, the course of motion will switch continuously between case (1) and case (2) above, causing motion oscillations.
(4) Synchronous convergence condition: the lateral error and heading error need to converge to the accuracy requirement at the same time.
Based on this, in the above step 102, before adjusting the heading control parameter of the vehicle controller based on the first running environment, the above method may further include: establishing a vehicle transverse dynamics model based on the motion characteristics of the ackerman chassis, and determining a corresponding dynamics equation; and carrying out splitting treatment on the transverse dynamics model of the vehicle to obtain a split state space model and a curvature compensation model. The curvature compensation model is realized based on a curvature feedforward controller, and the curvature feedforward controller compensates the curvature of the tracking track of the vehicle based on the adjusted feedforward control parameter; the state space model is realized based on a transverse heading error cooperative controller, and the transverse heading error cooperative controller cooperatively controls the transverse error and the heading error of the vehicle based on the adjusted transverse control parameter and the heading control parameter. It will be appreciated that in this embodiment, the vehicle controller may be split into a curvature feedforward controller and a lateral heading error co-controller.
Specifically, as shown in fig. 8, a two-degree-of-freedom simplified model of the vehicle may be used to build a vehicle transverse dynamics model based on the motion characteristics of the ackerman chassis, and the corresponding dynamics equation may be expressed as:
Wherein:
，
，/>
Wherein, Is a transverse error/>For the derivative of the corresponding lateral error,/>Is heading error,/>Is the derivative of the corresponding heading error, m is the mass,/>And/>Respectively, the lateral deflection rigidity of the front wheel and the rear wheel,/>And/>The distances from the front and rear wheels to the center of gravity of the vehicle are respectively, u is the vehicle speed,/>Is the rotational inertia of the vehicle,/>For the front wheel pivot angle,/>The desired angular velocity is related to the vehicle travel speed and the curvature of the tracking curve.
Specifically, the above dynamics equation can be simplified as a vehicle transverse dynamics model:
Wherein, ，/>And the same is true:
，
，/>
the method comprises the steps of carrying out split processing on a transverse dynamics model of a vehicle by further simplifying an equation, so as to obtain a split state space model and a curvature compensation model:
In this form of the present invention, the process is carried out, The method is a standard state space equation, namely a state space model, and can be solved by adopting a feedback control algorithm; and/>The curvature compensation model is used for curvature compensation and can be solved by adopting open-loop control instructions. The control form can be split into a control form of the lateral heading error cooperative controller and a control form of the curvature feedforward controller. The problem of cooperative control of the lateral heading error can be solved by adopting various feedback controllers, such as various control algorithms of LQR (linear quadratic regulator, namely a linear quadratic regulator), MPC (Model Predictive Control, namely model predictive control), synovial membrane control and the like, and the design of the cooperative controller of the lateral heading error can be carried out by adopting algorithms of PID (Proportion Integration Differentiation, namely a proportional-integral-derivative controller) and the like in combination with a certain planning method, so as to carry out decoupling control design.
And due to the use for controllingThe transverse heading error cooperative controller is a controller for simplifying a two-degree-of-freedom vehicle dynamics system, and the state quantity/>The lateral error and the heading error are included, and thus can be conceptually distinguished into a lateral error feedback controller and a heading error feedback controller. The state space model is decomposed based on the transverse error and the heading error of the vehicle, and a decomposed transverse error dynamics model and a decomposed heading error dynamics model are obtained. The transverse error dynamics model is realized based on a transverse error feedback controller, and the transverse error feedback controller controls the transverse error of the vehicle based on the adjusted transverse control parameters; the course error dynamic model is realized based on a course error feedback controller, and the course error feedback controller controls the course error of the vehicle based on the adjusted course control parameters.
Thus, the first and second substrates are bonded together,The two-degree-of-freedom vehicle dynamics system of (2) can be further decomposed into:
and (3) unfolding to obtain:
Wherein, Is a transverse error dynamics model,/>Is a heading error dynamics model.
And the bold term is a coupling term, so that a coupling relationship exists between the lateral error feedback controller and the heading error feedback controller. If the decoupling term compensation is performed on the dynamic coupling term, decoupling control can be performed on the transverse error and the heading error. Specifically, the decoupling processing can be performed on the lateral error and the heading error in the lateral error dynamics model based on the coupling relation between the lateral error and the heading error of the vehicle, so as to obtain a decoupled lateral error feedback dynamics sub-model and a lateral error compensation sub-model. The transverse error compensation sub-model is used for representing corresponding decoupling compensation; and decoupling the transverse error and the heading error in the heading error dynamics model to obtain a decoupled heading error feedback dynamics sub-model and a heading error compensation sub-model, wherein the heading error compensation sub-model is used for representing corresponding decoupling compensation.
Specifically, by performing decoupling processing on the lateral error and the heading error in the lateral error dynamics model, it is possible to obtain:
Wherein, For the decoupled lateral error feedback dynamics submodel,The submodel is compensated for lateral errors.
By decoupling the lateral error and heading error in the lateral error dynamics model, the following can be obtained:
Wherein, The dynamics submodel is fed back for the decoupled heading error,Compensating the sub-model for heading error.
Based on the dynamics dismantling process, the corresponding vehicle controller can be set to be in the form of a curvature feedforward controller plus a transverse heading error cooperative controller, and can also be set to be in the form of a curvature feedforward controller plus a transverse heading error feedback controller and a heading error feedback controller, so that a new chassis control algorithm can be guided to be designed. Furthermore, by the decoupling debugging method, the decoupling debugging can be carried out on each control parameter of the vehicle controller,
In an exemplary embodiment, as shown in fig. 9, the method for decoupling and debugging the vehicle controller is further described below, and may specifically include the following steps:
step 902, setting a straight line debugging scene.
I.e. setting up a debug scenario for a straight driving environment.
Step 904, set feedforward to zero.
I.e. the curvature feedforward control of the set vehicle controller is not operated.
At step 906, the lateral error feedback control command is set to zero.
I.e. the lateral feedback control of the vehicle controller is set to be inactive.
Step 908, an initial heading error scene is set.
I.e. at the start of the commissioning, the vehicle has a heading error in a range of angles. Specifically, the angular range of the initial heading error may be anywhere between 20 degrees and 90 degrees.
Step 910, debug the heading control parameters to converge the heading error.
Specifically, the course control parameters of the vehicle controller can be debugged based on the course error feedback of the vehicle in the scene, so that the course error is converged, i.e. the course error control effect is not over-regulated, and the convergence state is asymptotically reached.
Step 912, debug the lateral control parameters to converge the lateral error.
Under the condition that the course control parameters of the vehicle controller are adjusted through the steps, so that the initial course error is converged, the transverse control parameters of the vehicle controller can be further adjusted, namely the control of the transverse error is added, and the transverse error feedback control command is increased from small to large until the transverse error is converged.
Step 914, set an initial lateral error scenario.
In this scenario, the vehicle has some lateral error. Specifically, the range of the initial lateral error may be determined based on the width of the lane in the vehicle driving environment, which may be at least the width of one lane.
Step 916, verify the lateral control effect and fine tune the lateral control parameters as needed.
Namely, under an initial transverse error scene, a corresponding control state is obtained according to a transverse error feedback control instruction, and under the condition that the transverse control deviation exists in the vehicle controller according to the control state, the transverse control parameter of the vehicle controller is finely adjusted according to the transverse control deviation until the transverse control deviation converges. And under the condition that the vehicle controller is determined to have no transverse control deviation, the transverse control parameters of the vehicle controller are not required to be adjusted.
Step 918, setting a curve debug scenario.
I.e. setting up a debug scenario for a curved driving environment.
Step 920, debugging curvature feedforward control parameters to realize tracking of the curve track.
Specifically, in a curve driving environment, the vehicle controller can perform curvature feedforward control to adjust curvature feedforward control parameters of the vehicle controller, namely, obtain tracking track curvature errors of the vehicle for the curve driving environment, and adjust the feedforward control parameters of the vehicle controller according to the tracking track curvature errors until the tracking track curvature errors are converged, namely, tracking of the curve track is achieved, so that the debugged vehicle controller is obtained.
According to the decoupling debugging method, the course error elimination, the transverse error elimination, the curvature compensation and other tasks are respectively completed by decomposing the control process into the course error feedback control, the transverse error feedback control and the curvature feedforward control, so that the parameter debugging of the vehicle controller is realized, the debugging process is in a chapter, the parameter debugging efficiency can be improved, the debugging time cost is saved, the debugging probability of certain dangerous scenes (such as high-speed running) is reduced, the debugging risk is avoided, and the debugging safety is improved. The problem of coupling between transverse errors and course errors in the transverse control process of the Ackerman chassis vehicle can be solved, so that the control precision of a vehicle controller is improved, the oscillation problem is avoided, and the stability and the comfort of the vehicle are improved.
It can be understood that the decoupling debugging method has universality, can be suitable for parameter debugging processes adopting various transverse control schemes of the ackerman chassis, and has better compatibility.
It should be understood that, although the steps in the flowcharts related to the embodiments described above are sequentially shown as indicated by arrows, these steps are not necessarily sequentially performed in the order indicated by the arrows. The steps are not strictly limited to the order of execution unless explicitly recited herein, and the steps may be executed in other orders. Moreover, at least some of the steps in the flowcharts described in the above embodiments may include a plurality of steps or a plurality of stages, which are not necessarily performed at the same time, but may be performed at different times, and the order of the steps or stages is not necessarily performed sequentially, but may be performed alternately or alternately with at least some of the other steps or stages.
Based on the same inventive concept, the embodiment of the invention also provides a decoupling and debugging device for the vehicle controller, which is used for realizing the decoupling and debugging method for the vehicle controller. The implementation scheme of the solution to the problem provided by the device is similar to that described in the above method, so the specific limitation in the embodiments of the decoupling and debugging device for one or more vehicle controllers provided below may refer to the limitation of the decoupling and debugging method for a vehicle controller, which is not repeated herein.
In an exemplary embodiment, as shown in fig. 10, there is provided a decoupling debugging device of a vehicle controller, including: a first adjustment module 1002, a second adjustment module 1004, and a third adjustment module 1006, wherein:
A first adjustment module 1002, configured to adjust a heading control parameter of the vehicle controller based on a first driving environment; the first driving environment comprises a linear driving environment and an environment with initial heading error, and under the first driving environment, curvature feedforward control of the vehicle controller does not work, and a transverse error feedback control instruction is zero;
a second adjusting module 1004, configured to adjust a lateral control parameter of the vehicle controller to increase the lateral error feedback control instruction until a lateral error converges, in a case where the initial heading error converges;
And a third adjustment module 1006, configured to control curvature feedforward control operation of the vehicle controller based on the second driving environment, and adjust curvature feedforward control parameters of the vehicle controller to obtain the debugged vehicle controller.
In an exemplary embodiment, the second adjustment module is further configured to: acquiring a lateral error feedback control instruction of the vehicle controller based on a third running environment, wherein the third running environment comprises an environment with initial lateral error; and adjusting the transverse control parameters of the vehicle controller according to the control state of the transverse error feedback control instruction.
In an exemplary embodiment, the second adjustment module is further configured to: acquiring a corresponding control state according to the transverse error feedback control instruction; under the condition that the vehicle controller is determined to have transverse control deviation according to the control state, adjusting transverse control parameters of the vehicle controller according to the transverse control deviation until the transverse control deviation converges; the lateral control deviation includes a deviation of the control amount or a deviation of the control time period.
In an exemplary embodiment, the first adjustment module is further configured to: acquiring a heading error feedback control instruction of the vehicle controller based on the first driving environment; acquiring a corresponding control state according to the course error feedback control instruction; under the condition that the heading control deviation exists in the vehicle controller according to the control state, adjusting the heading control parameter of the vehicle controller according to the heading control deviation until the heading control deviation converges; the heading control deviation includes a deviation of a control amount or a deviation of a control duration.
In one exemplary embodiment, the vehicle controller includes a curvature feedforward controller and a lateral heading error cooperative controller; the decoupling debugging device of the vehicle controller further comprises a model building module and a model splitting module, wherein the model building module is used for building a vehicle transverse dynamics model based on the motion characteristics of the ackerman chassis and determining a corresponding dynamics equation; the model splitting module is used for splitting the vehicle transverse dynamics model to obtain a split state space model and a curvature compensation model; the curvature compensation model is realized based on the curvature feedforward controller, the curvature feedforward controller compensates the tracking track curvature of the vehicle based on the adjusted feedforward control parameter, the state space model is realized based on the transverse heading error cooperative controller, and the transverse heading error cooperative controller cooperatively controls the transverse error and the heading error of the vehicle based on the adjusted transverse control parameter and the heading control parameter.
In an exemplary embodiment, the lateral heading error cooperative controller includes a lateral error feedback controller and a heading error feedback controller; the model splitting module is further configured to: decomposing the state space model based on the transverse error and the heading error of the vehicle to obtain a decomposed transverse error dynamics model and a heading error dynamics model; the lateral error dynamics model is realized based on the lateral error feedback controller, the lateral error feedback controller controls the lateral error of the vehicle based on the adjusted lateral control parameter, the heading error dynamics model is realized based on the heading error feedback controller, and the heading error feedback controller controls the heading error of the vehicle based on the adjusted heading control parameter.
In one exemplary embodiment, the model splitting module is further configured to: based on a coupling relation between the transverse error and the heading error of the vehicle, performing decoupling treatment on the transverse error and the heading error in the transverse error dynamics model to obtain a decoupled transverse error feedback dynamics sub-model and a transverse error compensation sub-model, wherein the transverse error compensation sub-model is used for representing corresponding decoupling compensation; and decoupling the transverse error and the heading error in the heading error dynamics model to obtain a decoupled heading error feedback dynamics sub-model and a heading error compensation sub-model, wherein the heading error compensation sub-model is used for representing corresponding decoupling compensation.
The respective modules in the decoupling debugging device of the vehicle controller can be fully or partially realized by software, hardware and a combination thereof. The above modules may be embedded in hardware or may be independent of a processor in the computer device, or may be stored in software in a memory in the computer device, so that the processor may call and execute operations corresponding to the above modules.
In an exemplary embodiment, a computer device, which may be a terminal, is provided, and an internal structure thereof may be as shown in fig. 11. The computer device includes a processor, a memory, an input/output interface, a communication interface, a display unit, and an input means. The processor, the memory and the input/output interface are connected through a system bus, and the communication interface, the display unit and the input device are connected to the system bus through the input/output interface. Wherein the processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The input/output interface of the computer device is used to exchange information between the processor and the external device. The communication interface of the computer device is used for carrying out wired or wireless communication with an external terminal, and the wireless mode can be realized through WIFI, a mobile cellular network, NFC (near field communication) or other technologies. The computer program, when executed by a processor, implements a method of decoupling debugging of a vehicle controller. The display unit of the computer device is used for forming a visual picture, and can be a display screen, a projection device or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen, and the input device of the computer equipment can be a touch layer covered on the display screen, can also be a key, a track ball or a touch pad arranged on the shell of the computer equipment, and can also be an external keyboard, a touch pad or a mouse and the like.
It will be appreciated by those skilled in the art that the structure shown in FIG. 11 is merely a block diagram of some of the structures associated with the present inventive arrangements and is not limiting of the computer device to which the present inventive arrangements may be applied, and that a particular computer device may include more or fewer components than shown, or may combine some of the components, or have a different arrangement of components.
In an exemplary embodiment, a computer device is provided comprising a memory and a processor, the memory having stored therein a computer program, the processor implementing the steps of the method as above when executing the computer program.
In one embodiment, a computer readable storage medium is provided, having stored thereon a computer program which, when executed by a processor, implements the steps of the method as above.
In one embodiment, a computer program product is provided comprising a computer program which, when executed by a processor, implements the steps of the method as above.
It should be noted that, the user information (including but not limited to user equipment information, user personal information, etc.) and the data (including but not limited to data for analysis, stored data, presented data, etc.) related to the present invention are both information and data authorized by the user or sufficiently authorized by each party, and the collection, use and processing of the related data are required to meet the related regulations.
Those skilled in the art will appreciate that implementing all or part of the above described methods may be accomplished by way of a computer program stored on a non-transitory computer readable storage medium, which when executed, may comprise the steps of the embodiments of the methods described above. Any reference to memory, database, or other medium used in embodiments provided herein may include at least one of non-volatile and volatile memory. The nonvolatile Memory may include Read-Only Memory (ROM), magnetic tape, floppy disk, flash Memory, optical Memory, high density embedded nonvolatile Memory, resistive random access Memory (ReRAM), magneto-resistive random access Memory (Magnetoresistive Random Access Memory, MRAM), ferroelectric Memory (Ferroelectric Random Access Memory, FRAM), phase change Memory (PHASE CHANGE Memory, PCM), graphene Memory, and the like. Volatile memory can include random access memory (Random Access Memory, RAM) or external cache memory, and the like. By way of illustration, and not limitation, RAM can be in various forms such as static random access memory (Static Random Access Memory, SRAM) or dynamic random access memory (Dynamic Random Access Memory, DRAM), etc. The databases referred to in the embodiments provided herein may include at least one of a relational database and a non-relational database. The non-relational database may include, but is not limited to, a blockchain-based distributed database, and the like. The processor referred to in the embodiments provided in the present invention may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic unit, a data processing logic unit based on quantum computing, or the like, but is not limited thereto.
The technical features of the above embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.
The foregoing examples illustrate only a few embodiments of the invention and are described in detail herein without thereby limiting the scope of the invention. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the invention, which are all within the scope of the invention. Accordingly, the scope of the invention should be assessed as that of the appended claims.
Claims (10)
1. A decoupling and debugging method for a vehicle controller, the method comprising:
Adjusting heading control parameters of the vehicle controller based on a first driving environment; the first driving environment comprises a linear driving environment and an environment with initial heading error, and under the first driving environment, curvature feedforward control of the vehicle controller does not work, and a transverse error feedback control instruction is zero;
Under the condition that the initial heading error is converged, adjusting transverse control parameters of the vehicle controller to increase the transverse error feedback control instruction until the transverse error is converged;
and controlling curvature feedforward control work of the vehicle controller based on the second running environment, and adjusting curvature feedforward control parameters of the vehicle controller to obtain the debugged vehicle controller.
2. The method of claim 1, wherein after the lateral error converges, the method further comprises:
Acquiring a lateral error feedback control instruction of the vehicle controller based on a third running environment, wherein the third running environment comprises an environment with initial lateral error;
and adjusting the transverse control parameters of the vehicle controller according to the control state of the transverse error feedback control instruction.
3. The method of claim 2, wherein adjusting the lateral control parameter of the vehicle controller according to the control state of the lateral error feedback control command comprises:
Acquiring a corresponding control state according to the transverse error feedback control instruction;
under the condition that the vehicle controller is determined to have transverse control deviation according to the control state, adjusting transverse control parameters of the vehicle controller according to the transverse control deviation until the transverse control deviation converges; the lateral control deviation includes a deviation of the control amount or a deviation of the control time period.
4. The method of claim 1, wherein adjusting heading control parameters of the vehicle controller based on the first travel environment comprises:
Acquiring a heading error feedback control instruction of the vehicle controller based on the first driving environment;
acquiring a corresponding control state according to the course error feedback control instruction;
Under the condition that the heading control deviation exists in the vehicle controller according to the control state, adjusting the heading control parameter of the vehicle controller according to the heading control deviation until the heading control deviation converges; the heading control deviation includes a deviation of a control amount or a deviation of a control duration.
5. The method of any one of claims 1 to 4, wherein the vehicle controller comprises a curvature feedforward controller and a lateral heading error co-controller;
Before the adjusting the heading control parameter of the vehicle controller based on the first driving environment, the method further includes:
establishing a vehicle transverse dynamics model based on the motion characteristics of the ackerman chassis, and determining a corresponding dynamics equation;
Carrying out splitting treatment on the vehicle transverse dynamics model to obtain a split state space model and a curvature compensation model; the curvature compensation model is realized based on the curvature feedforward controller, the curvature feedforward controller compensates the tracking track curvature of the vehicle based on the adjusted feedforward control parameter, the state space model is realized based on the transverse heading error cooperative controller, and the transverse heading error cooperative controller cooperatively controls the transverse error and the heading error of the vehicle based on the adjusted transverse control parameter and the heading control parameter.
6. The method of claim 5, wherein the lateral heading error co-controller comprises a lateral error feedback controller and a heading error feedback controller;
after the vehicle transverse dynamics model is split to obtain a split state space model and a curvature compensation model, the method further comprises the steps of:
Decomposing the state space model based on the transverse error and the heading error of the vehicle to obtain a decomposed transverse error dynamics model and a heading error dynamics model; the lateral error dynamics model is realized based on the lateral error feedback controller, the lateral error feedback controller controls the lateral error of the vehicle based on the adjusted lateral control parameter, the heading error dynamics model is realized based on the heading error feedback controller, and the heading error feedback controller controls the heading error of the vehicle based on the adjusted heading control parameter.
7. The method of claim 6, wherein after the deriving the decomposed lateral error dynamics model and heading error dynamics model, the method further comprises:
Based on a coupling relation between the transverse error and the heading error of the vehicle, performing decoupling treatment on the transverse error and the heading error in the transverse error dynamics model to obtain a decoupled transverse error feedback dynamics sub-model and a transverse error compensation sub-model, wherein the transverse error compensation sub-model is used for representing corresponding decoupling compensation;
And decoupling the transverse error and the heading error in the heading error dynamics model to obtain a decoupled heading error feedback dynamics sub-model and a heading error compensation sub-model, wherein the heading error compensation sub-model is used for representing corresponding decoupling compensation.
8. A decoupling debugging device for a vehicle controller, the device comprising:
The first adjusting module is used for adjusting the course control parameters of the vehicle controller based on a first running environment; the first driving environment comprises a linear driving environment and an environment with initial heading error, and under the first driving environment, curvature feedforward control of the vehicle controller does not work, and a transverse error feedback control instruction is zero;
The second adjusting module is used for adjusting the transverse control parameters of the vehicle controller under the condition that the initial heading error is converged so as to increase the transverse error feedback control instruction until the transverse error is converged;
And the third adjusting module is used for controlling curvature feedforward control work of the vehicle controller based on the second running environment and adjusting curvature feedforward control parameters of the vehicle controller to obtain the debugged vehicle controller.
9. A computer device comprising a memory and a processor, the memory storing a computer program, characterized in that the processor implements the steps of the method of any of claims 1 to 7 when the computer program is executed.
10. A computer readable storage medium, on which a computer program is stored, characterized in that the computer program, when being executed by a processor, implements the steps of the method of any of claims 1 to 7.
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