CN109733382B - Automobile rollover prevention method based on model predictive control - Google Patents
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Abstract
The invention discloses an automobile rollover prevention method based on model predictive control, which comprises the steps of firstly measuring the front wheel corner, the speed, the yaw angular velocity and the transverse position of an automobile; then calculating the transverse load transfer rate of the vehicle; and then comparing the transverse load transfer rate with a preset transverse load transfer rate threshold value, comparing the difference value between the transverse position and a preset reference transverse position with a preset maximum difference threshold value, adjusting the front wheel rotation angle of the vehicle according to the comparison result of the transverse load transfer rate and the preset reference transverse position, and controlling the braking force of the four wheels. The invention considers the different influences of the sprung mass and the unsprung mass on the rollover of the vehicle body, and has more accurate effect on the rollover prevention control effect.
Description
Technical Field
The invention relates to the technical field of automobile active safety, in particular to an automobile rollover prevention method based on model predictive control.
Background
With the development of economy, the number of automobiles in the world continues to increase, roads become crowded, and the danger of automobile traveling becomes great. Therefore, people pay attention to the comfort and economy of the automobile and look at the safety. Of all automobile safety accidents, there is a class of accidents that have a low incidence, but the probability of fatal injury is quite low. The survey report of the National Highway Traffic Safety Administration (NHTSA) in the united states shows that the number of deaths caused by rollover accidents in 2014 accounts for one third of the number of deaths caused by all traffic accidents in the same year, and the number of deaths caused by rollover accidents is 7659, which is more than that of other vehicle types.
The existing anti-rollover control methods mainly applied to the anti-rollover field include active steering, differential braking, active/semi-active suspension, and a rollover evaluation method based on LTR of a roll angle and a roll angle speed, which is commonly adopted in the aspect of rollover evaluation indexes. The active/semi-active suspension mainly adjusts the damping by changing a hydraulic hole of a suspension damper so as to strengthen the rollover prevention capability of the vehicle.
However, most of the above control methods only focus on the posture of the vehicle body when preventing the vehicle from rolling over, achieve the anti-rolling effect by controlling the vehicle body, and ignore the control effect generated by the vehicle body, and may cause the vehicle to deviate from the original path or to run into another lane to generate secondary collision or other dangers, which violate the intention and the control intention of the driver, so there are places to be improved.
Disclosure of Invention
The invention aims to solve the technical problem of providing an automobile rollover prevention and tracking system based on model predictive control and control thereof aiming at the defects involved in the background technology.
The invention adopts the following technical scheme for solving the technical problems:
a model predictive control-based automobile rollover prevention method comprises the following steps:
step 1), measuring the front wheel corner delta of the vehiclefVehicle speed vrYaw rate βrA lateral position y;
step 2), calculating the lateral load transfer rate LTR of the vehicle:
step 3), the transverse load transfer rate LTR and a preset transverse load transfer rate threshold value LTR are compareddesComparing the horizontal position Y with a preset reference horizontal position YdesComparing the difference value of η with η, wherein η is a preset maximum difference threshold:
when (Y-Y)des) < η and LTR < LTRdesWhen the vehicle body state is not adjusted;
when (Y-Y)des) | is greater than η and LTR < LTRdesWhen the automobile is driven, two front wheels of the automobile are controlled to steer;
when (Y-Y)des) < η and LTR > LTRdesWhen in use, four wheels of the automobile are controlled to brake,
when (Y-Y)des) I > η and LTR > LTRdesMeanwhile, two front wheels of the automobile are controlled to steer, and four wheels of the automobile are controlled to brake.
As a further optimization scheme of the model predictive control-based automobile rollover prevention method, the step 2) comprises the following detailed steps:
step 2.1), according to ay＝vrβrCalculating the lateral acceleration a of the vehicley
Step 2.2), force analysis is carried out on the y direction to obtain the roll angle acceleration
In the formula, m is the total mass of the automobile; m issIs the sprung mass; e is the distance from the sprung mass to the centre of roll;
is the roll angular acceleration; k is a radical of1、k2The yaw stiffness of the front wheel and the rear wheel of the vehicle respectively, the distance from the center of mass of the vehicle to the front axle and the rear axle respectively, the yaw angle of the center of mass β, βrThe yaw angular velocity;
step 2.3), carrying out moment balance on the x direction:
in the formula IxsThe moment of inertia of the sprung mass of the automobile around the x axis of the vehicle coordinate system; m issIs the sprung mass; g is the acceleration of gravity and the acceleration of gravity,
the vehicle body is in a side inclination angle,
in order to be the roll rigidity,
in order to damp the roll,
is the vehicle body roll angle velocity;
step 2.4), carrying out moment balance on the z direction to obtain the yaw angular acceleration
Wherein, IzThe moment of inertia of the whole vehicle mass around the z axis of a vehicle coordinate system;
yaw angular acceleration;
step 2.5), establishing a three-degree-of-freedom vehicle model, and obtaining the roll angle and the roll angle speed of the vehicle in the current state according to the vehicle speed and the rotation angle;
step 2.5), carrying out stress analysis according to the pressure of the tires on the road surface in the rollover process of the automobile:
in the formula, FR、FLThe longitudinal counter-force sum of the right wheel and the left wheel, T is the wheel track, mdUnsprung mass, hdThe distance from the unsprung mass center of mass to the ground;
step 2.6) rate of transfer due to transverse load
And FR+FLWhen the weight is mg:
as a further optimization scheme of the model predictive control-based automobile rollover prevention method, the concrete steps of controlling two front wheels of the automobile to steer in the step 3) are as follows:
step 3.1.1), the electronic control unit determines the reference transverse position Y from YdesCalculating corresponding additional front wheel corner delta by using model prediction control methodf：
Step 3.1.2), establishing a nonlinear model of the active front wheel steering controller:
in the formula:
is the longitudinal acceleration;
is the transverse vehicle speed; c. C1，c2Longitudinal stiffness of the front and rear wheels, respectively; s1，s2Respectively the slip rates of the front wheel and the rear wheel;
is the lateral acceleration;
is the longitudinal vehicle speed;
inertial coordinate system lateral velocity;
is the longitudinal velocity of the inertial coordinate system; r is a yaw angle;
step 3.1.3), the equation of state is obtained
Discretizing the method:
wherein
u＝δfA, B are coefficients;
step 3.1.4), designing an objective function as follows, and calculating an additional front wheel corner:
the front wheel steering angle constraint is satisfied: deltaf,min≤δf≤δf,max
Wherein Y (t) is the lateral position actually output by the system at time t; y isc(t) is the lateral position referenced at time t; n is a radical ofpIs the prediction time domain; n is a radical ofcIs the control time domain; u (t) is a control variable output by the active front wheel steering controller at the time t; deltafFor front wheel rotationAngles Q, R are weight matrices of the first term and the second term of the objective function respectively, p is a weight coefficient, and epsilon is a relaxation factor; deltaf,minAt the smallest front wheel angle, deltaf，maxIs the maximum front wheel turning angle;
step 3.1.5), the controller controls two front wheels of the automobile to steer according to the calculated additional front wheel steering angle;
as a further optimization scheme of the model predictive control-based automobile rollover prevention method, the specific steps of controlling four wheels of an automobile to brake in the step 3) are as follows:
step 3.2.1), the electronic control unit transfers the rate LTR according to the LTR and the reference lateral loaddesThe longitudinal force F of the front left tire, the front right tire, the rear left tire and the rear right tire is calculated by adopting an active braking controllerxfl、Fxfr、Fxrl、FxrrThe nonlinear model of the active braking controller is:
in the formula, Fyfl、Fyfr、Fyrl、FyrrThe lateral forces of the front left tire, the front right tire, the rear left tire and the rear right tire are respectively;
step 3.2.2) to obtain the equation of state
Discretizing the method:
wherein
U＝[Fxfl，Fxfr，Fxrl，Fxrr]TC. D are all coefficients;
step 3.2.3), designing an objective function as follows, and calculating the braking force of four tires:
four tire braking force constraints are satisfied: u shapemin≤U≤Umax
In the formula, Y1(t) LTR actually output by the system at time t; y is1c(t) LTR referenced at time tdes；PhIs the prediction time domain; chIs the control time domain; u (t) is a control variable output by the active braking controller at the time t; s, W are weight matrices for the first and second terms of the objective function, respectively, i is a weight coefficient,
is a relaxation factor; u shapeminFor minimum tire force, UmaxMaximum tire force;
and 3.2.4), the controller brakes the four wheels according to the calculated braking force of the four tires.
Compared with the prior art, the invention adopting the technical scheme has the following technical effects:
the invention provides an automobile rollover prevention method based on model predictive control, most of the existing rollover prevention systems adopt active steering or differential braking, and in the working process of a controller, other influences brought by the control effect are rarely considered, such as: drive into other lanes, deviating from the driver's intention. The invention can switch modes according to the driving state by adopting active steering, active braking and switching control modes thereof, thereby realizing perfect integration of rollover prevention and tracking paths;
compared with the conventional LTR acquisition method, the rollover evaluation index provided by the invention is more accurate, and has a more accurate effect on the rollover prevention control effect by considering different influences of the sprung mass and the unsprung mass on the rollover of the vehicle body.
Drawings
FIG. 1 is a block diagram of a patented system of the invention;
FIG. 2 is a schematic flow chart of the present invention;
fig. 3 is a flowchart of steering two front wheels.
Detailed Description
The technical scheme of the invention is further explained in detail by combining the attached drawings:
the present invention may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. In the drawings, components are exaggerated for clarity.
The structure of the invention is shown in figure 1, and comprises a sensor, an electronic control unit and an actuating mechanism which are connected with each other; the electronic control unit comprises a state judgment unit, a state identification unit and an actuating mechanism control unit. The state judging unit and the state identifying unit are both connected with a sensor, the state evaluating unit is connected with the state identifying unit through a triggering unit, and the state identifying unit is connected with the actuating mechanism through the actuating mechanism control unit (model predictive control); and the information of the actuating mechanism unit is fed back to the electronic control unit. The executing mechanism is an active front wheel steering mechanism and an active braking mechanism.
As shown in FIG. 2, the invention discloses a model predictive control-based automobile rollover prevention method, which comprises the following steps:
step 1), measuring the front wheel corner delta of the vehiclefVehicle speed vrYaw rate βrA lateral position y;
step 2), calculating the lateral load transfer rate LTR of the vehicle:
step 2.1), according to ay＝vrβrCalculating the lateral acceleration a of the vehicley
Step 2.2), force analysis is carried out on the y direction to obtain the roll angle acceleration
In the formula, m is the total mass of the automobile; ms is the sprung mass; e is the distance from the sprung mass to the centre of roll;
is the roll angular acceleration; k is a radical of1、k2The yaw stiffness of the front wheel and the rear wheel of the vehicle respectively, the distance from the center of mass of the vehicle to the front axle and the rear axle respectively, the yaw angle of the center of mass β, βrThe yaw angular velocity;
step 2.3), carrying out moment balance on the x direction:
in the formula IxsThe moment of inertia of the sprung mass of the automobile around the x axis of the vehicle coordinate system; m issIs the sprung mass; g is the acceleration of gravity and the acceleration of gravity,
the vehicle body is in a side inclination angle,
in order to be the roll rigidity,
in order to damp the roll,
is the vehicle body roll angle velocity;
step 2.4), carrying out moment balance on the z direction to obtain the yaw angular acceleration
Wherein, IzFor the whole vehicle mass around the vehicle seatThe moment of inertia of the z axis is marked;
yaw angular acceleration;
step 2.5), establishing a three-degree-of-freedom vehicle model, and obtaining the roll angle and the roll angle speed of the vehicle in the current state according to the vehicle speed and the rotation angle;
step 2.5), carrying out stress analysis according to the pressure of the tires on the road surface in the rollover process of the automobile:
in the formula, FR、FLThe longitudinal counter-force sum of the right wheel and the left wheel, T is the wheel track, mdUnsprung mass, hdThe distance from the unsprung mass center of mass to the ground;
step 2.6) rate of transfer due to transverse load
And FR+FLWhen the weight is mg:
step 3), the transverse load transfer rate LTR and a preset transverse load transfer rate threshold value LTR are compareddesComparing the horizontal position Y with a preset reference horizontal position YdesComparing the difference value of η with η, wherein η is a preset maximum difference threshold:
when (Y-Y)des) < η and LTR < LTRdesWhen the vehicle body state is not adjusted;
when (Y-Y)des) | is greater than η and LTR < LTRdesWhen the automobile is driven, two front wheels of the automobile are controlled to steer;
when (Y-Y)des) < η and LTR > LTRdesWhen in use, four wheels of the automobile are controlled to brake,
when (Y-Y)des) I > η and LTR > LTRdesWhen the automobile is in use, two front wheels of the automobile are controlled to steer, and four wheels of the automobile are controlled to brake;
as shown in fig. 3, the specific steps of controlling the two front wheels of the automobile to steer are as follows:
step 3.1.1), the electronic control unit determines the reference transverse position Y from YdesCalculating corresponding additional front wheel corner delta by using model prediction control methodf：
Step 3.1.2), establishing a nonlinear model of the active front wheel steering controller:
in the formula:
is the longitudinal acceleration;
is the transverse vehicle speed; c. C1，c2Longitudinal stiffness of the front and rear wheels, respectively; s1，s2Respectively the slip rates of the front wheel and the rear wheel;
is the lateral acceleration;
is the longitudinal vehicle speed;
inertial coordinate system lateral velocity;
is the longitudinal velocity of the inertial coordinate system; r is a yaw angle;
step 3.1.3), the equation of state is obtained
Discretizing the method:
wherein
u＝δfA, B are coefficients;
step 3.1.4), designing an objective function as follows, and calculating an additional front wheel corner:
the front wheel steering angle constraint is satisfied: deltaf,min≤δf≤δf,max
Wherein Y (t) is the lateral position actually output by the system at time t; y isc(t) is the lateral position referenced at time t; n is a radical ofpIs the prediction time domain; n is a radical ofcIs the control time domain; u (t) is a control variable output by the active front wheel steering controller at the time t; deltafQ, R are weight matrixes of a first item and a second item of an objective function respectively for front wheel corners, the function is to enable the system to achieve expected effects as soon as possible, p is a weight coefficient, and epsilon is a relaxation factor, so that the problem that no optimal solution exists in the solving process is solved; deltaf,minAt the smallest front wheel angle, deltafmaxIs the maximum front wheel turning angle;
step 3.1.5), the controller controls two front wheels of the automobile to steer according to the calculated additional front wheel steering angle;
the specific steps of controlling four wheels of the automobile to brake are as follows:
step 3.2.1), the electronic control unit transfers the rate LTR according to the LTR and the reference lateral loaddesThe longitudinal force F of the front left tire, the front right tire, the rear left tire and the rear right tire is calculated by adopting an active braking controllerxfl、Fxfr、Fxrl、FxrrThe nonlinear model of the active braking controller is:
in the formula, Fyfl、Fyfr、Fyrl、FyrrThe lateral forces of the front left tire, the front right tire, the rear left tire and the rear right tire are respectively;
step 3.2.2) to obtain the equation of state
Discretizing the method:
wherein
U＝[Fxfl,Fxfr,Fxrl,Fxrr]TC, D are coefficients;
step 3.2.3), designing an objective function as follows, and calculating the braking force of four tires:
four tire braking force constraints are satisfied: u shapemin≤U≤Umax
In the formula, Y1(t) LTR actually output by the system at time t; y is1c(t) LTR referenced at time tdes；PhIs the prediction time domain; chIs the control time domain; u (t) is a control variable output by the active braking controller at the time t; s, W are weight matrices for the first and second terms of the objective function, respectively, the function of which is to bring the system to the desired effect as soon as possible, i being the weight coefficients,
the relaxation factor is used for preventing the occurrence of the situation that no optimal solution exists in the solving process; u shapeminFor minimum tire force, UmaxMaximum tire force;
and 3.2.4), the controller brakes the four wheels according to the calculated braking force of the four tires.
It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
The above-mentioned embodiments, objects, technical solutions and advantages of the present invention are further described in detail, it should be understood that the above-mentioned embodiments are only illustrative of the present invention and are not intended to limit the present invention, and any modifications, equivalents, improvements and the like made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (3)
1. A model predictive control-based automobile rollover prevention method is characterized by comprising the following steps:
step 1.1), measuring the front wheel corner delta of the vehiclefVehicle speed vrYaw rate βrA lateral position y;
step 1.2), calculating the lateral load transfer rate LTR of the vehicle:
step 1.3), the transverse load transfer rate LTR and a preset transverse load transfer rate threshold value LTR are compareddesComparing the horizontal position Y with a preset reference horizontal position YdesComparing the difference value of η with η, wherein η is a preset maximum difference threshold:
when (Y-Y)des) < η and LTR < LTRdesWhen the vehicle body state is not adjusted;
when (Y-Y)des) | is greater than η and LTR < LTRdesWhen the automobile is driven, two front wheels of the automobile are controlled to steer;
when (Y-Y)des) < η and LTR > LTRdesWhen the four wheels of the automobile are controlled to carry outThe brake is carried out by the brake device,
when (Y-Y)des) I > η and LTR > LTRdesWhen the automobile is in use, two front wheels of the automobile are controlled to steer, and four wheels of the automobile are controlled to brake;
step 1.4), the step 1.3) LTR is obtained by the following formula, and the detailed steps are as follows:
step 1.4.1), according to ay＝vrβrCalculating the lateral acceleration a of the vehicley；
Step 1.4.2), force analysis is carried out on the y direction to obtain the roll angle acceleration
In the formula, m is the total mass of the automobile; m issIs the sprung mass; e is the distance from the sprung mass to the centre of roll;
is the roll angular acceleration; k is a radical of1、k2The yaw stiffness of the front wheel and the rear wheel of the vehicle respectively, the distance from the center of mass of the vehicle to the front axle and the rear axle respectively, the yaw angle of the center of mass β, βrThe yaw angular velocity;
step 1.4.3), performing moment balance on the x direction:
in the formula IxsThe moment of inertia of the sprung mass of the automobile around the x axis of the vehicle coordinate system; m issIs the sprung mass; g is the acceleration of gravity and the acceleration of gravity,
the vehicle body is in a side inclination angle,
in order to be the roll rigidity,
in order to damp the roll,
is the vehicle body roll angle velocity;
step 1.4.4), carrying out moment balance on the z direction to obtain the yaw angular acceleration
Wherein, IzThe moment of inertia of the whole vehicle mass around the z axis of a vehicle coordinate system;
yaw angular acceleration;
step 1.4.5), establishing a three-degree-of-freedom vehicle model, and obtaining the roll angle and the roll angle speed of the vehicle in the current state according to the vehicle speed and the rotation angle;
step 1.4.6), carrying out stress analysis according to the pressure of tires on the road surface in the rollover process of the automobile:
in the formula, FR、FLThe longitudinal counter-force sum of the right wheel and the left wheel, T is the wheel track, mdUnsprung mass, hdThe distance from the center of mass of the unsprung mass to the ground, and h is the height from the center of mass to the ground;
step 1.4.7) due to lateral load transfer rate
And FR+FLWhen the weight is mg:
2. the model predictive control-based automobile rollover prevention method according to claim 1, wherein the specific steps of controlling two front wheels of the automobile to steer in the step 1.3) are as follows:
step 2.1), the electronic control unit determines the reference transverse position Y from YdesCalculating corresponding additional front wheel corner delta by using model prediction control methodf：
Step 2.2), establishing a nonlinear model of the active front wheel steering controller:
in the formula:
is the longitudinal acceleration;
is the transverse vehicle speed; c. C1，c2Longitudinal stiffness of the front and rear wheels, respectively; s1，s2Respectively the slip rates of the front wheel and the rear wheel;
is the lateral acceleration;
is the longitudinal vehicle speed;
inertial coordinate system lateral velocity;
is the longitudinal velocity of the inertial coordinate system; r is a yaw angle;
step 2.3), obtaining an equation of state
Discretizing the method:
wherein
u＝δfA, B are coefficients, X is the longitudinal position of the inertial frame, and Y is the transverse position of the inertial frame;
step 2.4), designing an objective function as follows, and calculating an additional front wheel corner:
the front wheel steering angle constraint is satisfied: deltaf,min≤δf≤δf,max
Wherein Y (t) is the lateral position actually output by the system at time t; y isc(t) is the lateral position referenced at time t; n is a radical ofpIs the prediction time domain; n is a radical ofcIs the control time domain; u (t) is a control variable output by the active front wheel steering controller at the time t; deltafQ, R are weight matrixes of a first term and a second term of an objective function respectively for front wheel turning angles, p is a weight coefficient, and epsilon is a relaxation factor; deltaf,minAt the smallest front wheel angle, deltaf，maxIs the maximum front wheel turning angle;
and 2.5), controlling two front wheels of the automobile to steer by the controller according to the calculated additional front wheel steering angle.
3. The model predictive control-based vehicle rollover prevention method according to claim 1, wherein the specific steps of controlling four wheels of the vehicle to brake in the step 1.3) are as follows:
step 3.1), the electronic control unit transfers the rate LTR according to the LTR and the reference transverse loaddesThe longitudinal force F of the front left tire, the front right tire, the rear left tire and the rear right tire is calculated by adopting an active braking controllerxfl、Fxfr、Fxrl、FxrrThe nonlinear model of the active braking controller is:
in the formula, Fyfl、Fyfr、Fyrl、FyrrThe lateral forces of the front left tire, the front right tire, the rear left tire and the rear right tire are respectively;
step 3.2), obtaining an equation of state
Discretizing the method:
wherein
U＝[Fxfl,Fxfr,Fxrl,Fxrr]TC, D are coefficients;
step 3.3), designing an objective function as follows, and calculating the braking force of four tires:
four tire braking force constraints are satisfied: u shapemin≤U≤Umax
In the formula, Y1(t) LTR actually output by the system at time t; y is1c(t) LTR referenced at time tdes；PhIs the prediction time domain; chIs the control time domain; u (t) isthe control variable output by the active brake controller at the moment t; s, W are weight matrices for the first and second terms of the objective function, respectively, i is a weight coefficient,
is a relaxation factor; u shapeminFor minimum tire force, UmaxMaximum tire force;
and 3.4), the controller brakes the four wheels according to the calculated braking forces of the four tires.
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