基于最优预瞄和模型预测的智能商用车路径跟踪控制

doi:10.3969/j.issn.1674-8484.2020.04.005

摘要/Abstract

摘要：

为解决智能商用车路径跟踪问题,采用一种最优预瞄控制策略。根据商用车航向角与路径曲率的关系,引入航向角偏差反馈控制;根据车速与预瞄距离的关系,提出了变权重因数的多点预瞄距离确定方法。为了保证商用车路径跟踪的稳定性,采用模型预测控制策略,对车轮侧偏角进行约束。通过TruckSim与Simulink联合仿真,对比分析了侧向偏差、横摆角速度和前轮侧偏角变化情况。结果表明：最优预瞄控制策略对车速变化具有较好的适应性,但当路面附着因数较低时,车辆会失去稳定性;模型预测控制策略对车速和路面附着因数变化都具有较好的适应性,行驶稳定性更好,且比最优预瞄控制策略具有更精确的路径跟踪效果。

关键词: 智能商用车, 路径跟踪, 路面附着因数, 最优预瞄控制, 模型预测控制

Abstract:

An optimal preview control strategy was adopted to solved path tracking problem of intelligent commercial vehicles. According to the relationship between the heading angle and the curvature of the path, the heading angle deviation feedback control was introduced. According to the relationship between the speed and the preview distance, a multi-point preview distance determination method with variable weight coefficient was proposed. In order to ensure the stability of path tracking, the model predictive control was used to restrict the wheel sideslip angle. Through co-simulation of TruckSim and Simulink, the lateral deviations, the yaw rates and the front wheel slip angles were compared. The results show that the optimal preview control has good adaptability to the speed, but when the road adhesion factor is low, the vehicle will lose stability; The model predictive control has better adaptability to speeds and road adhesion factors, and has better driving stability, and has more accurate path tracking effect than the optimal preview control.

Key words: intelligent commercial vehicles, path tracking, road adhesion factors, optimal preview control, model predictive control

中图分类号:

U471.15

李耀华, 刘洋, 冯乾隆, 南友飞, 何杰, 范吉康. 基于最优预瞄和模型预测的智能商用车路径跟踪控制[J]. 汽车安全与节能学报, 2020, 11(4): 462-469.

LI Yaohua, LIU Yang, FENG Qianlong, NAN Youfei, HE Jie, FAN Jikang. Path tracking control for an intelligent commercial vehicle based on optimal preview and model predictive[J]. Journal of Automotive Safety and Energy, 2020, 11(4): 462-469.

图/表 9

参考文献 19

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整备质量,m_c	12 t
总质量,m_a	16 t
长×宽×高,L×B×H	12 m × 2.5 m × 3.5 m
轴距,L_b	6 m
质心高度,H_m	1.35 m
转向器传动比,i	25
最高时速,v_max	80 km·h^-1
质心到前轴距离,L_mf	4 m
转向轴扭转刚度,T_s	700 Nm·rad^-1
车质量12 t前轮侧偏刚度,C_f	130 kN·rad

整备质量,m_c	12 t
总质量,m_a	16 t
长×宽×高,L×B×H	12 m × 2.5 m × 3.5 m
轴距,L_b	6 m
质心高度,H_m	1.35 m
转向器传动比,i	25
最高时速,v_max	80 km·h^-1
质心到前轴距离,L_mf	4 m
转向轴扭转刚度,T_s	700 Nm·rad^-1
车质量12 t前轮侧偏刚度,C_f	130 kN·rad

车速 km·h^-1	稳态最大侧向预瞄距离偏差 / mm
车速 km·h^-1	单点	定权重多点	变权重多点
30	205	187	159
70	288	271	224

车速 km·h^-1	稳态最大侧向预瞄距离偏差 / mm
车速 km·h^-1	单点	定权重多点	变权重多点
30	205	187	159
70	288	271	224

采样时间,T	20 ms
预测时域,N_p	20
控制时域,N_c	4
权重矩阵,Q	diag[200,30,50,100]
权重因数,R	10
权重因数,S	100
权重因数,ρ	1000