考虑人车路因素纵向避撞人机协同控制策略

doi:10.3969/j.issn.1674-8484.2023.01.006

摘要/Abstract

摘要：

为了提高驾驶人对纵向避撞系统的接受度，改善驾乘舒适性，提出了一种人机协同纵向避撞控制策略。提出了一种综合考虑驾驶人、车辆及路面附着条件等因素的最小跟随距离计算方法；建立了改进SeungwukMoon安全距离模型，依据该模型和碰撞时间参数来确定动态安全边界。通过可拓理论实时分配驾驶人控制权重，并对期望减速度加权求和，获取了理想制动压力。对CarSim/Simulink/AMESim联合仿真结果，进行了验证。结果表明：所提出的控制策略驾驶人权重因数均大于0.5，实现了控制权的逐渐让渡；30、72 km/h车速的制动强度均低于0.4 g，车距低于8 m；因此，该策略能有效避撞，提升驾乘舒适性和跟车效率。

关键词: 汽车安全, 纵向避撞系统, 人机协同, 安全距离模型, 碰撞时间, 控制权

Abstract:

A man-machine cooperative longitudinal collision avoidance control strategy was proposed to improve the driver’s acceptance of the longitudinal collision avoidance system and improve driving comfort. An improved SeungwukMoon safety distance model was established considering factors such as driver, vehicle, and road surface adhesion conditions, by using a proposed calculation method of minimum following distance. The dynamic safety boundary was determined according to the safety distance model and the time-to-collision parameters. The driver’s control weight was allocated in real-time by using the extension theory to obtain the ideal braking pressure. The results of CarSim/Simulink/AMESim co-simulation was verified by tests. The results show that the driver control weight coefficient of the proposed control strategy is greater than 0.5 with realizing the gradual transfer of control weight. The braking strengths are both less than 0.4g with of a distance between vehicles of less than 8 m at the speed of 30 and 72 km/h. Therefore, this strategy improves ride comfort and vehicle following efficiency.

Key words: automotive safety, longitudinal collision avoidance system, man-machine cooperative, safety distance model, time to collision, control weigh

中图分类号:

U463.5

汪选要, 程王峰, 马成程. 考虑人车路因素纵向避撞人机协同控制策略[J]. 汽车安全与节能学报, 2023, 14(1): 46-54.

WANG Xuanyao, CHENG Wangfeng, MA Chengcheng. Man-machine cooperative control strategy of the longitudinal collision avoidances based on the factors of driver, vehicle and road[J]. Journal of Automotive Safety and Energy, 2023, 14(1): 46-54.

图/表 12

参考文献 17

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前腔活塞质量	0.2 kg
前腔弹簧刚度	3.8 kN/m
前腔弹簧预载	97 N
后腔活塞质量	0.30 kg
后腔弹簧刚度	7.88 kN/m
后腔弹簧预载	55 N
后腔阻尼系数	20 N/(m·s^-1)
黏性摩擦系数	1.0 kN/(m·s^-1)
活塞与推杆间的间隙	4 mm
活塞摩擦力	2 N
活塞截面积	314.16 mm²
电机电阻	0.28 Ω
电机电感	6.5 mH
电机反电动势系数	94 mV s·rad^-1
电机转动惯量	2×10^-5 kg·m²
电机库伦摩擦力矩	2.67 mNm
电机黏性摩擦系数	2.5 MNm/(r·min^-1)

前腔活塞质量	0.2 kg
前腔弹簧刚度	3.8 kN/m
前腔弹簧预载	97 N
后腔活塞质量	0.30 kg
后腔弹簧刚度	7.88 kN/m
后腔弹簧预载	55 N
后腔阻尼系数	20 N/(m·s^-1)
黏性摩擦系数	1.0 kN/(m·s^-1)
活塞与推杆间的间隙	4 mm
活塞摩擦力	2 N
活塞截面积	314.16 mm²
电机电阻	0.28 Ω
电机电感	6.5 mH
电机反电动势系数	94 mV s·rad^-1
电机转动惯量	2×10^-5 kg·m²
电机库伦摩擦力矩	2.67 mNm
电机黏性摩擦系数	2.5 MNm/(r·min^-1)

整车质量	1.412 t
质心高度	0.54 m
轴距	2.91 m
质心至前轴距离	1.015 m
轮胎半径	0.325 m
轮距	1.675 m
车轮转动惯量	0.9 kg·m²

整车质量	1.412 t
质心高度	0.54 m
轴距	2.91 m
质心至前轴距离	1.015 m
轮胎半径	0.325 m
轮距	1.675 m
车轮转动惯量	0.9 kg·m²

避撞工况	自车初始车速 km·h^-1	前车车速 km·h^-1	初始车距 m
低速	30	10	20
中速	72	35	40
高速	120	100	85