技术领域technical field
本发明涉及一种车辆稳定转向控制方法，特别是一种基于微分平坦的整体式集成式稳定转向控制方法。The invention relates to a vehicle stability steering control method, in particular to a differential flat-based integral integrated stability steering control method.
背景技术Background technique
车辆在高速紧急避障、高速转弯行驶和在低附着路面上转弯行驶等极限工况下，轮胎极易进入非线性工作区域。如果作用于车轮的驱动(制动)力矩过大，轮胎易产生侧滑，导致车辆失稳；如果方向盘转角值不适宜，则易导致车辆失稳，造成车祸。因此有必要对车辆转向角和轮胎驱动或制动力矩进行联合控制，使轮胎产生合理的纵向力和侧向力组合，最终驱使车辆顺利过弯。Under extreme working conditions such as high-speed emergency obstacle avoidance, high-speed turning, and turning on low-adhesion roads, the tires can easily enter the non-linear working area. If the driving (braking) torque acting on the wheels is too large, the tires are likely to skid, resulting in vehicle instability; if the steering wheel angle value is not suitable, it is easy to cause vehicle instability and cause an accident. Therefore, it is necessary to jointly control the steering angle of the vehicle and the driving or braking torque of the tires, so that the tires can produce a reasonable combination of longitudinal force and lateral force, and finally drive the vehicle to smoothly corner.
从车辆驱动和转向集成控制的控制算法方面来看，主要有线性控制和非线性控制方法两种。目前，普遍考虑将非线性车辆系统利用微分平坦方法或反馈线性化方法进行处理以后，用线性控制方法来解决车辆系统的控制问题。From the perspective of the control algorithm of vehicle drive and steering integrated control, there are mainly two methods: linear control and nonlinear control. At present, it is generally considered to use the linear control method to solve the control problem of the vehicle system after the nonlinear vehicle system is processed by the differential flat method or the feedback linearization method.
现有微分平坦控制器存在的问题是，将有经验驾驶员的驾驶数据作为控制器的期望，对于没有驾驶过的道路就无法给出控制器的期望，难以工程应用。此外，控制器的设计均针对某一固定车速、或者固定初速度和减速度、亦或者固定期望速度序列或在某一路径下的控制效果，没有研究车辆行驶速度不同或在不同线形的道路上行驶时控制器的介入强度问题。The problem with existing differential flat controllers is that the driving data of experienced drivers is used as the expectation of the controller, and the expectation of the controller cannot be given for roads that have not been driven, which is difficult to apply in engineering. In addition, the design of the controller is aimed at a certain fixed speed, or a fixed initial speed and deceleration, or a fixed desired speed sequence, or the control effect on a certain path. There is no research on the speed of the vehicle or the road with different linear shapes. The problem of the intervention strength of the controller while driving.
发明内容Contents of the invention
本发明的目的就是为解决目前车辆在不同线形的道路上行驶时控制器的介入技术存在的缺陷，提出一种基于微分平坦的车辆稳定转向集成控制方法，以实现车辆在各种路径工况下平稳顺利过弯。The purpose of the present invention is to solve the defects of the intervention technology of the controller when the vehicle is running on roads with different linear shapes, and to propose an integrated control method for vehicle stability and steering based on differential flatness, so as to realize the vehicle under various path conditions. Steady and smooth cornering.
本发明一种基于微分平坦的车辆稳定转向集成控制方法，包括以下步骤：A kind of vehicle stability steering integrated control method based on differential flatness of the present invention, comprises the following steps:
步骤S1.通过实时采集的道路信息—道路曲率半径Rref和车辆状态信息—车辆纵向速度vx，计算车辆系统的期望状态变量，即控制器的期望—期望纵向速度期望侧向速度和期望横摆角速度ωref；Step S1. Calculate the expected state variable of the vehicle system, that is, the controller's expectation-desired longitudinal velocity through the road information collected in real time—road curvature radius Rref and vehicle state information—vehicle longitudinal velocity vx desired lateral velocity and desired yaw rate ωref ;
1)根据采集到的道路曲率半径Rref，采用入弯减速出弯加速的原则按下式计算期望纵向速度1) According to the collected road curvature radius Rref , use the principle of deceleration on entry to the bend and acceleration on exit from the bend to calculate the expected longitudinal velocity according to the following formula
式中：v0为入弯时刻速度； In the formula: v0 is the speed at the time of turning;
2)根据道路曲率半径Rref和上述计算得到的期望纵向速度采用稳态转向的运动学公式计算车辆的期望横摆角速度：2) According to the road curvature radius Rref and the expected longitudinal velocity calculated above The desired yaw rate of the vehicle is calculated using the kinematic formula for steady-state steering:
3)根据道路曲率半径Rref和上述计算得到的期望纵向速度按下式计算车辆的期望侧向速度：3) According to the road curvature radius Rref and the expected longitudinal velocity calculated above Calculate the desired lateral speed of the vehicle as follows:
步骤S2.以步骤S1计算得到的期望纵向速度期望侧向速度和期望横摆角速度ωref作为控制器的期望，计算控制器输出量—输出力矩和输出转向角Step S2. The expected longitudinal velocity calculated in step S1 desired lateral velocity and the expected yaw rate ωref as the expectation of the controller, calculate the controller output—output torque and output steering angle
1)根据步骤S2计算得到的期望纵向速度期望侧向速度和期望横摆角速度ωref及其导数计算期望微分平坦输出量及其导数1) According to the expected longitudinal velocity calculated in step S2 desired lateral velocity and the desired yaw rate ωref and its derivative Calculate the desired differential flat output and its derivative
同时，根据车载传感器实时采集的车辆实际纵向速度vx、侧向速度vy和横摆角速度ω，计算实际微分平坦输出量y1、y2：At the same time, according to the vehicle's actual longitudinal velocity vx , lateral velocity vy and yaw rate ω collected in real time by the on-board sensor, calculate the actual differential flat output y1 , y2 :
以上式中：lf为前轴到质心距离；m为汽车质量；Iz为汽车绕z轴的转动惯量；z轴为通过汽车质心并垂直于地面向上的坐标轴；In the above formula: lf is the distance from the front axle to the center of mass; m is the mass of the car; Iz is the moment of inertia of the car around thez -axis; the z-axis is the coordinate axis passing through the center of mass of the car and perpendicular to the ground;
2)以上述计算得到的期望微分平坦输出量及其导数和实际微分平坦输出量y1、y2作为输入，计算PID输出量2) The expected differential flat output obtained by the above calculation and its derivative And the actual differential flat output y1 , y2 as input, calculate the PID output
式中：In the formula:
3)以上述计算得到的PID输出量作为输入，计算控制器的输出量—输出力矩和输出转向角3) The PID output obtained by the above calculation As an input, calculate the output of the controller - the output torque and output steering angle
这里的f1、f2、f3分别为：Here f1 , f2 , and f3 are respectively:
其中，m为汽车质量，Iz为汽车绕z轴的转动惯量，lf为前轮到质心的距离，lr为后轮到质心的距离，l为轴距，Cf、Cr为前后轮侧偏刚度，ωf、ωr为汽车前后轮角速度，为汽车前后轮角加速度，Re为车轮滚动半径，Iw为车轮转动惯量，ρ为空气密度，Cx为纵向空气阻力系数，Ax为纵向迎风面积；Among them, m is the mass of the car, Iz is the moment of inertia of the car around the z-axis, lf is the distance from the front wheel to the center of mass, lr is the distance from the rear wheel to the center of mass, l is the wheelbase, Cf and Cr are the front and rear wheel cornering stiffness, ωf , ωr are the angular velocities of the front and rear wheels of the vehicle, is the angular acceleration of the front and rear wheels of the car, Re is the rolling radius of the wheel, Iw is the moment of inertia of the wheel, ρ is the air density, Cx is the longitudinal air resistance coefficient, and Ax is the longitudinal windward area;
步骤S3.对步骤S2计算得到的控制器输出力矩进行分配后输入车辆系统，计算施加在四个车轮上的力矩Tfl、Tfr、Trl、Trr：Step S3. The controller output torque calculated in step S2 Input the distribution to the vehicle system and calculate the torques Tfl , Tfr , Trl , Trr applied to the four wheels:
时，输入车辆系统并施加在四个车轮的力矩为： When , the torque input to the vehicle system and applied to the four wheels is:
时，输入车辆系统并施加在四个车轮的力矩为： When , the torque input to the vehicle system and applied to the four wheels is:
式中：Tfl为左前轮、Tfr为右前轮、Trl为左后轮、Trr为右后轮、M1、M2为力矩分配系数；优选值为M1＝0.325,M2＝0.175；In the formula: Tfl is the left front wheel, Tfr is the right front wheel, Trl is the left rear wheel, Trr is the right rear wheel, M1 and M2 are the torque distribution coefficients; the optimal value is M1 =0.325, M2 = 0.175;
控制器以这种分配方式控制施加在四个车轮上的力矩Tfl、Tfr、Trl、Trr，运用于实现车辆的稳定转向控制；The controller controls the torques Tfl , Tfr , Trl , Trr applied to the four wheels in this distribution way, which is used to realize the stable steering control of the vehicle;
步骤S4.根据步骤S3计算得到的控制器输出转向角和驾驶员预瞄转角δd加权计算得到不同车速时车辆系统的需求转向角Step S4. According to the controller output steering angle calculated in step S3 Weighted calculation with the driver's preview angleδd to obtain the required steering angle of the vehicle system at different speeds
1)首先判断控制器是否介入：1) First determine whether the controller is involved:
式中，v临为设定的临界车速； In the formula,vlin is the set critical vehicle speed;
优选需要控制器介入的临界车速为v临＝15m/s；Preferably, the critical vehicle speed requiring controller intervention is v =15m /s;
2)需要控制器介入时，按下式计算不同车速时控制器的介入强度，即加权系数K1：2) When the controller needs to intervene, calculate the intervention strength of the controller at different vehicle speeds according to the following formula, that is, the weighting coefficient K1 :
K1＝-0.002162vx2+0.1288vx-1.516K1 =-0.002162vx2 +0.1288vx -1.516
3)根据加权系数K1，计算由控制器和驾驶员共同控制并输入车辆的车辆系统需求转向角3) According to the weighting coefficient K1 , calculate the required steering angle of the vehicle system controlled by the controller and the driver and input into the vehicle
由控制器和驾驶员加权控制后，将车辆系统需求转向角输入车辆系统，运用于实现不同车速下，车辆系统对期望路径的跟踪能力；After weighted control by the controller and the driver, the vehicle system demand steering angle Input the vehicle system, and use it to realize the tracking ability of the vehicle system to the expected path under different vehicle speeds;
步骤S5.判断控制过程是否终止，道路曲率半径Rref＝0时车辆驶出弯道，控制过程结束，否则重新执行以上步骤实现循环控制。Step S5. Determine whether the control process is terminated. When the road curvature radius Rref =0, the vehicle drives out of the curve, and the control process ends. Otherwise, repeat the above steps to realize loop control.
本发明的有益效果：本发明提出了一种基于微分平坦的整体式集成控制方法，首先，基于非线性动力学提出从路径信息推导车辆期望稳定状态，将其作为微分平坦控制器的期望，更具客观性和可操作性；其次，由微分平坦控制与PID反馈调节，实现车辆高速转向行驶的稳定性；再次，本发明提出了车辆在行驶速度不同时微分平坦转角和驾驶员预瞄转角的加权控制方法，考虑由控制器与驾驶员共同控制车辆转向角，从而保证车辆的轨迹跟踪性能。Beneficial effects of the present invention: the present invention proposes an integrated control method based on differential flatness. First, based on nonlinear dynamics, it is proposed to deduce the vehicle's expected stable state from path information, which is used as the expectation of the differential flat controller, and more It is objective and operable; secondly, the stability of the high-speed steering of the vehicle is realized by the differential flat control and PID feedback adjustment; thirdly, the present invention proposes the differential flat corner angle and the driver's preview corner angle when the vehicle travels at different speeds. The weighted control method considers that the controller and the driver jointly control the steering angle of the vehicle, so as to ensure the trajectory tracking performance of the vehicle.
附图说明Description of drawings
图1为本发明控制方法流程示意图图；Fig. 1 is a schematic flow chart of the control method of the present invention;
图2为本发明控制方法集成控制总框图；Fig. 2 is a general block diagram of integrated control of the control method of the present invention;
图3为本发明实施例中稳定平衡态下λ值随纵向速度的函数变化关系曲线图；Fig. 3 is a graph showing the relationship between the lambda value and the longitudinal velocity as a function of the stable equilibrium state in an embodiment of the present invention;
图4为本发明实施例中加权系数随车速变化关系拟合曲线图；Fig. 4 is the fitting curve diagram of the relationship between weighting coefficient and vehicle speed in the embodiment of the present invention;
图5为本发明实施例中车辆状态变量对其期望的跟随情况图；Fig. 5 is a diagram showing the expected follow-up of vehicle state variables in an embodiment of the present invention;
图6为本发明实施例中轨迹跟踪效果图。Fig. 6 is an effect diagram of trajectory tracking in an embodiment of the present invention.
具体实施方式detailed description
通过以下实施例的进一步具体描述，以便对本发明内容作进一步理解，但并不是对本发明的具体限定。Through the further specific description of the following examples, the content of the present invention can be further understood, but the present invention is not specifically limited.
实施例1Example 1
参照图1、2，一种基于微分平坦的整体式集成式稳定转向控制方法，包括以下步骤：With reference to Fig. 1, 2, a kind of integral type integrated stable steering control method based on differential flatness, comprises the following steps:
步骤S1.实时采集道路信息：道路曲率半径Rref和车辆状态信息：车辆纵向速度vx、侧向速度vy、横摆角速度ω。Step S1. Real-time collection of road information: road curvature radius Rref and vehicle status information: vehicle longitudinal velocity vx , lateral velocity vy , and yaw rate ω.
步骤S2.为实现高速车辆的稳定转向控制，首先需要计算车辆系统的期望状态变量，即控制器的期望：期望纵向速度期望侧向速度和期望横摆角速度ωref。Step S2. In order to achieve stable steering control of high-speed vehicles, it is first necessary to calculate the desired state variables of the vehicle system, that is, the expectations of the controller: desired longitudinal speed desired lateral velocity and the desired yaw rate ωref .
S2.1、根据采集的道路曲率半径Rref，计算期望纵向速度S2.1. Calculate the expected longitudinal speed according to the collected road curvature radius Rref
采用入弯减速出弯加速的原则，计算车辆期望纵向速度Calculate the expected longitudinal speed of the vehicle by using the principle of deceleration and acceleration when entering a curve
式中：v0为入弯时刻速度，优选值为25m/s。In the formula: v0 is the speed at the moment of turning, and the optimal value is 25m/s.
S2.2、计算车辆的期望横摆角速度ωref：S2.2. Calculate the desired yaw rate ωref of the vehicle:
根据道路曲率半径Rref和步骤S2.1计算得到的期望纵向速度采用稳态转向的运动学公式，计算车辆的期望横摆角速度Expected longitudinal velocity calculated from road curvature radius Rref and step S2.1 Calculate the desired yaw rate of the vehicle using the kinematic formula for steady-state steering
S2.3、根据道路曲率半径Rref、步骤S2.1计算得到的期望纵向速度和步骤S2.2计算得到的期望横摆角速度ωref，计算车辆的期望侧向速度S2.3. According to the road curvature radius Rref , the expected longitudinal speed calculated in step S2.1 and the expected yaw rate ωref calculated in step S2.2 to calculate the expected lateral velocity of the vehicle
在稳定区域内，车辆期望侧向速度和期望横摆角速度存在比例关系：ωref＝λvyref。利用遗传算法求得不同车辆纵向初速度时对应的稳定平衡点，从而采用最小二乘法拟合得出对应的λ值。λ值随纵向速度的函数变化关系拟合结果见图3且公式如下：In the stable region, there is a proportional relationship between the expected lateral velocity and the expected yaw rate of the vehicle: ωref =λvyref . The genetic algorithm is used to obtain the corresponding stable equilibrium points at different vehicle longitudinal initial velocities, and then the corresponding λ value is obtained by fitting with the least square method. The fitting results of the relationship between the lambda value and the longitudinal velocity as a function are shown in Figure 3 and the formula is as follows:
λ＝-55630vx-4.039-0.07462λ = -55630vx-4.039 -0.07462
从而计算期望侧向速度to calculate the desired lateral velocity
步骤S3.以步骤S2计算得到的车辆期望状态变量：期望纵向速度期望侧向速度和期望横摆角速度ωref作为控制器的期望，计算控制器输出量：输出力矩和输出转向角Step S3. The desired state variable of the vehicle calculated in step S2: desired longitudinal speed desired lateral velocity and the desired yaw rate ωref as the expectation of the controller, calculate the controller output: output torque and output steering angle
S3.1、首先需要计算微分平坦输出量，包括期望微分平坦输出量及其导数和实际微分平坦输出量y1、y2：S3.1. First, it is necessary to calculate the differential flat output, including the expected differential flat output and its derivative and the actual differential flat output quantities y1 , y2 :
首先根据步骤S2计算得到的期望纵向速度期望侧向速度和期望横摆角速度ωref及其导数计算期望微分平坦输出量及其导数First, according to the expected longitudinal velocity calculated in step S2 desired lateral velocity and the desired yaw rate ωref and its derivative Calculate the desired differential flat output and its derivative
式中：lf为前轴到质心距离；m为汽车质量；Iz为汽车绕z轴的转动惯量。In the formula: lf is the distance from the front axle to the center of mass; m is the mass of the car; Iz is the moment of inertia of the car around the z-axis.
其次根据车载传感器实时采集的车辆实际纵向速度vx、侧向速度vy和横摆角速度ω，计算实际微分平坦输出量y1、y2：Secondly, according to the actual longitudinal velocity vx , lateral velocity vy and yaw rate ω of the vehicle collected in real time by the on-board sensor, calculate the actual differential flat output y1 , y2 :
lf为前轴到质心距离；m为汽车质量；Iz为汽车绕z轴的转动惯量；z轴为通过汽车质心并垂直于地面向上的坐标轴；lf is the distance from the front axle to the center of mass; m is the mass of the car; Iz is the moment of inertia of the car around the z-axis; the z-axis is the coordinate axis that passes through the center of mass of the car and is vertical to the ground;
S3.2、以步骤S3.1计算得到的微分平坦输出量：期望微分平坦输出量及其导数和实际微分平坦输出量y1、y2作为输入，计算PID输出量S3.2, the differential flat output calculated in step S3.1: the expected differential flat output and its derivative And the actual differential flat output y1 , y2 as input, calculate the PID output
式中：In the formula:
S3.3、以步骤S3.2计算得到的PID输出量作为输入，计算控制器的输出量：输出力矩和输出转向角S3.3, the PID output calculated with step S3.2 As input, calculate the output of the controller: output torque and output steering angle
这里的f1、f2、f3分别为：Here f1 , f2 , and f3 are respectively:
其中m为汽车质量，Iz为汽车绕z轴的转动惯量，lf为前轮到质心的距离，lr为后轮到质心的距离，l为轴距，Cf、Cr为前后轮侧偏刚度，ωf、ωr为汽车前后轮角速度，为汽车前后轮角加速度，Re为车轮滚动半径，Iw为车轮转动惯量，ρ为空气密度，Cx为纵向空气阻力系数，Ax为纵向迎风面积；Where m is the mass of the car, Iz is the moment of inertia of the car around the z-axis, lf is the distance from the front wheel to the center of mass, lr is the distance from the rear wheel to the center of mass, l is the wheelbase, Cf and Cr are the front and rear wheels Cornering stiffness, ωf and ωr are the angular velocities of the front and rear wheels of the vehicle, is the angular acceleration of the front and rear wheels of the car, Re is the rolling radius of the wheel, Iw is the moment of inertia of the wheel, ρ is the air density, Cx is the longitudinal air resistance coefficient, and Ax is the longitudinal windward area;
步骤S4.对步骤S3计算得到的控制器输出力矩进行分配后输入车辆系统，实现车辆的稳定转向：Step S4. The controller output torque calculated in step S3 After allocation, enter the vehicle system to achieve stable steering of the vehicle:
驱动力矩在两个前轮上等矩分配；制动力矩左右轮等矩分配，根据工程实际需要，确定前后轴制动力矩分配比值为M1/M2＝0.65/0.35＝1.85，即前轴制动力矩为后轴制动力矩为The driving torque is equally distributed on the two front wheels; the braking torque is distributed equally on the left and right wheels. According to the actual needs of the project, the ratio of the braking torque distribution of the front and rear axles is determined to be M1/M2=0.65/0.35=1.85, that is, the front axle braking The torque is The rear axle braking torque is
判断控制器输出力矩的正负号：Judging the output torque of the controller The sign of :
时，为驱动力矩，输入车辆系统并施加在四个车轮的力矩为： hour, is the drive torque, the torque input to the vehicle system and applied to the four wheels is:
时，为制动力矩，输入车辆系统并施加在四个车轮的力矩为： hour, is the braking torque, the torque input to the vehicle system and applied to the four wheels is:
式中：Tfl为左前轮、Tfr为右前轮、Trl为左后轮、Trr为右后轮、M1、M2为力矩分配系数：优选值为M1＝0.325,M2＝0.175。In the formula: Tfl is the left front wheel, Tfr is the right front wheel, Trl is the left rear wheel, Trr is the right rear wheel, M1 and M2 are the moment distribution coefficients: the optimal value is M1 =0.325, M2 = 0.175.
控制器以这种分配方式控制施加在四个车轮上的力矩Tfl、Tfr、Trl、Trr，运用于实现车辆的稳定转向。The controller controls the torques Tfl , Tfr , Trl , Trr applied to the four wheels in this distribution manner, so as to realize stable steering of the vehicle.
步骤S5.根据步骤S3计算得到的控制器输出转向角计算不同车速时需要输入车辆的车辆系统需求转向角Step S5. According to the controller output steering angle calculated in step S3 When calculating different vehicle speeds, it is necessary to input the vehicle system demand steering angle of the vehicle
输入车辆系统的车辆系统需求转向角因需兼顾稳定性和轨迹跟踪，需要由控制器输出转向角和驾驶员预瞄转角δd加权计算得到。由控制器与驾驶员共同控制车辆系统需求转向角实现良好的路径跟踪能力。Input the vehicle system demand steering angle of the vehicle system Due to the need to balance stability and trajectory tracking, the steering angle needs to be output by the controller It is obtained by weighting calculation with the driver's preview angleδd . The controller and the driver jointly control the steering angle required by the vehicle system Achieve good path-following capabilities.
S5.1、首先判断控制器是否介入：S5.1. First judge whether the controller intervenes:
优选需要控制器介入的临界车速为v临＝15m/s。Preferably, the critical vehicle speed requiring controller intervention isvlin =15m/s.
S5.2、计算不同车速时控制器的介入强度，即加权系数K1：S5.2. Calculate the intervention strength of the controller at different vehicle speeds, that is, the weighting coefficient K1 :
S5.2.1、需要控制器介入时，计算不同车速时控制器的介入强度，即加权系数K1，由控制器和驾驶员共同控制车辆转向角。采用最小二乘法拟合，得到权重系数与车辆纵向速度关系式：K1＝-0.002162vx2+0.1288vx-1.516，对应的拟合曲线如图4所示。S5.2.1. When controller intervention is required, calculate the intervention intensity of the controller at different vehicle speeds, that is, the weighting coefficient K1 , and the controller and the driver jointly control the steering angle of the vehicle. The least square method is used to fit, and the relationship between the weight coefficient and the vehicle longitudinal speed is obtained: K1 =-0.002162vx2 +0.1288vx -1.516, and the corresponding fitting curve is shown in Figure 4.
S5.2.2、不需要控制器介入时，控制器的介入强度，即加权系数K1＝0，由驾驶员单独操纵车辆转向角。S5.2.2. When the controller does not need to intervene, the intervention strength of the controller, that is, the weighting coefficient K1 =0, and the driver controls the steering angle of the vehicle alone.
S5.3、根据步骤S5.2计算得到的加权系数K1，计算由控制器和驾驶员共同控制并输入车辆系统的车辆系统需求转向角S5.3. According to the weighting coefficient K1 calculated in step S5.2, calculate the required steering angle of the vehicle system controlled by the controller and the driver and input into the vehicle system
由控制器和驾驶员加权控制后，将车辆系统需求转向角输入车辆系统，运用于实现不同车速下，车辆系统对期望路径的跟踪能力。After weighted control by the controller and the driver, the vehicle system demand steering angle Input the vehicle system and use it to realize the tracking ability of the vehicle system on the desired path under different vehicle speeds.
步骤S6.判断控制过程是否终止：Step S6. Determine whether the control process is terminated:
判断车辆是否驶出弯道，道路曲率半径Rref＝0时车辆驶出弯道，控制过程结束，否则重新执行以上步骤实现循环控制。It is judged whether the vehicle is out of the curve. When the road curvature radius Rref =0, the vehicle is out of the curve, and the control process ends. Otherwise, the above steps are re-executed to realize the loop control.
图5-图6所示为车辆行驶初速度取25m/s，得到的控制效果图。由图5可以看出，车辆控制后的实际状态基本跟随在期望状态附近，说明所提出的控制方法实现了对车辆系统的稳定性控制。从图6中车辆行驶路径看，仅在侧向偏移最大距离处和出弯时轨迹有些许偏差，但偏差值较小，由此证明该控制方法具有良好的轨迹跟踪效果。Figures 5-6 show the control effect diagrams obtained when the initial speed of the vehicle is 25m/s. It can be seen from Figure 5 that the actual state of the vehicle after control basically follows the expected state, indicating that the proposed control method realizes the stability control of the vehicle system. From the vehicle path in Figure 6, there is only a slight deviation in the trajectory at the maximum distance of lateral deviation and when exiting the corner, but the deviation value is small, which proves that the control method has a good trajectory tracking effect.
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| CN201510437378.2ACN104925054B (en) | 2015-07-23 | 2015-07-23 | Vehicle stable steering integrated control method based on differential flatness |
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| CN201510437378.2ACN104925054B (en) | 2015-07-23 | 2015-07-23 | Vehicle stable steering integrated control method based on differential flatness |
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