Patent Application
20240400067
The disclosure relates generally to vehicle control. In particular aspects, the disclosure relates to switching between controllers for a vehicle. The disclosure can be applied in heavy-duty vehicles, such as trucks, buses, and construction equipment. In particular, the disclosure can be applied in multi-unit vehicle combinations with distributed propulsion and energy storage. Although the disclosure may be described with respect to a particular vehicle, the disclosure is not restricted to any particular vehicle.
In vehicle motion management, a control system of a vehicle may determine control signals for actuators of the vehicle in order to satisfy the requested global forces of the vehicle combination. For example, the control system may receive an input related to a manoeuvre for the vehicle combination and state information of the vehicle comprising motion parameters and determine control signals in the form of propulsion and braking instructions that meet the requested global forces of the vehicle subject to certain constraints, for example energy and safety constraints.
In some implementations, a vehicle control system may comprise a number of different controllers directed to different purposes. For example, it may be desired to minimise power losses, ensure vehicle stability, provide an efficient power distribution, and address many other issues. In other examples, a vehicle may be run as front wheel drive, rear wheel drive or all-wheel drive. The different controllers can be switched between dependent on current demands of the vehicle or the operator.
When it is desired to change between controllers, there is a possibility of unwanted oscillations, accelerations, instabilities, or operating conditions of the vehicle that can affect vehicle operation and safety. Furthermore, when trying to mitigate this issue, other inefficiencies in vehicle operation can become apparent.
It is therefore desired to develop a solution for vehicle motion management that addresses or at least mitigates some of these issues.
This disclosure attempts to solve the problems noted above by providing systems and methods for switching between vehicle controllers. In particular, systems and methods are proposed in which control of an operation parameter of a motion support device (MSD) of a vehicle is switched from a first controller to a second controller via use of a third controller that provides intermediate control of the operational parameter. This can be achieved by transitioning from a tyre force resulting from control via the first controller to a tyre force resulting from control via the second controller. The intermediate control can also be optimised for different aspects of vehicle motion.
According to an aspect of the disclosure, there is provided a computer-implemented method for switching between a first controller and a second controller for a vehicle, the method comprising, by processing circuitry of a computer system, in a first operation stage, controlling an operational parameter of at least one MSD of the vehicle using the first controller, thereby providing a first tyre force at at least one tyre associated with the MSD, determining a second tyre force for the at least one tyre based on a vehicle model associated with the second controller, in a second operation stage, controlling the operational parameter of the at least one MSD using a third controller, comprising determining an intermediate value for the operational parameter based on the first and second tyre forces, and in a third operation stage, controlling the operational parameter of the at least one MSD using the second controller, thereby providing the second tyre force at the at least one tyre.
The method may provide a smooth transition between two controllers for a vehicle, as tyre forces to be produced by each controller are taken into account when providing intermediate control by a third controller. Therefore, the possibility of unwanted oscillations, accelerations, or other instability of the vehicle can be reduced, therefore improving vehicle operation and safety. The control can be optimised such that phenomena such as a jerk in the vehicle as it is travelling, a decrease in energy efficiency of the vehicle due to increased losses or consumption, an increase in tyre wear or tyre slip, or a decrease in tyre grip can be avoided.
Optionally, the computer-implemented method comprises determining the intermediate value for the operational parameter such that, at the onset of the second operation stage, the intermediate value for the operational parameter corresponds to the first tyre force. This enables a smooth transition between the first controller and the third controller during switching between the first and second operation stages.
Optionally, the computer-implemented method further comprises, during the first operation stage, determining a virtual value for the operational parameter using the third controller based on the first tyre force and one or more estimated states and/or parameters of the vehicle. This ensures that the third controller is prepared to take over from the first controller at the end of the first operation stage.
Optionally, the computer-implemented method comprises determining the virtual value for the operational parameter based on a vehicle model associated with the third controller. This enables the third controller to provide an accurate value of the operational parameter when it takes over from the first controller at the end of the first operation stage.
Optionally, the computer-implemented method comprises determining the intermediate value for the operational parameter such that, at the onset of the third operation stage, the intermediate value for the operational parameter corresponds to the second tyre force. This enables a smooth transition between the third controller and the second controller during switching between the second and third operation stages.
Optionally, the computer-implemented method comprises determining an optimised value for the operational parameter such that a difference between an allocated tyre force and a requested tyre force, and/or the integral of a difference between an allocated tyre force and a requested tyre force, is below a threshold. This ensures that the tyre forces are tracked throughout the second operation stage and do not deviate from intended values.
Optionally, the computer-implemented method comprises determining the optimised value for the operational parameter using a cost function. This provides a quantitative measure of how the third controller is performing.
Optionally, the cost function is based on one or more of acceleration of the vehicle, energy losses of the vehicle, peak power consumed by the MSD, peak/average power regenerated by the MSD, tyre grip, tyre wear, and tyre slip. This enables different factors to be taken into account during the second operation stage, such that the control can be tailored in a specific manner.
Optionally, the computer-implemented method comprises controlling the operational parameter of the at least one MSD of the vehicle using the first controller based on one or more estimated states of the vehicle. This ensures that the first controller is operating based on the latest states of the vehicle and can provide appropriate control.
Optionally, the computer-implemented method comprises determining the intermediate value for the operational parameter based on one or more estimated states and/or parameters of the vehicle. This ensures that the third controller is operating based on the latest states and/or parameters of the vehicle and can provide appropriate control.
Optionally, the third controller comprises a model predictive controller (MPC). An MPC is a flexible controller that is particularly effective in handling constraints on system variables.
Optionally, the operational parameter comprises a torque of the MSD or a speed of the MSD. This enables operation of the MSD to be controlled appropriately and for the control to be implemented in existing control interfaces.
Optionally, the computer-implemented method comprises the MSD comprises an electrical machine, a set of service brakes, a combustion engine, a steering system, or a suspension system. As such, a number of different actuators and subsystems of a vehicle can be controlled.
According to another aspect of the disclosure, there is provided a control system for a vehicle, the control system comprising a first controller configured to control an operational parameter of at least one MSD of the vehicle in a first operation stage, thereby providing a first tyre force at at least one tyre associated with the MSD, a second controller configured to determine a second tyre force for the at least one tyre based on a vehicle model associated with the second controller, and a third controller configured to determine an intermediate value for the operational parameter based on the first and second tyre forces, and control the operational parameter of the at least one MSD in a second operation stage based on the intermediate value, wherein the second controller is configured to control the operational parameter of the at least one MSD in a third operation stage, thereby providing the second tyre force at the at least one tyre.
The control system may provide a smooth transition between two controllers for a vehicle, as tyre forces to be produced by each controller are taken into account when providing intermediate control by a third controller. Therefore, the possibility of unwanted oscillations, accelerations, or other instability of the vehicle can be reduced, therefore improving vehicle operation and safety. The control can be optimised such that phenomena such as a jerk in the vehicle as it is travelling, a decrease in energy efficiency of the vehicle due to increased losses or consumption, an increase in tyre wear or tyre slip, or a decrease in tyre grip can be avoided.
Optionally, the third controller is configured to determine the intermediate value for the operational parameter such that, at the onset of the second operation stage, the intermediate value corresponds to the first tyre force, and/or at the onset of the third operation stage, the intermediate value corresponds to the second tyre force. This enables a smooth transition between controllers during switching between the different operation stages.
According to another aspect of the disclosure, there is provided a vehicle comprising processing circuitry to perform the computer-implemented method.
According to another aspect of the disclosure, there is provided a computer program product comprising program code for performing, when executed by processing circuitry, the computer-implemented method.
According to another aspect of the disclosure, there is provided a control system comprising one or more control units configured to perform the computer-implemented method.
According to another aspect of the disclosure, there is provided a non-transitory computer-readable storage medium comprising instructions, which when executed by processing circuitry, cause the processing circuitry to perform the computer-implemented method.
According to another aspect of the disclosure, there is provided a computer system comprising processing circuitry configured to perform the computer-implemented method.
The disclosed aspects, examples (including any preferred examples), and/or accompanying claims may be suitably combined with each other as would be apparent to anyone of ordinary skill in the art. Additional features and advantages are disclosed in the following description, claims, and drawings, and in part will be readily apparent therefrom to those skilled in the art or recognized by practicing the disclosure as described herein.
There are also disclosed herein computer systems, control units, code modules, computer-implemented methods, computer readable media, and computer program products associated with the above discussed technical benefits.
Examples are described in more detail below with reference to the appended drawings.
Like reference numerals refer to like elements throughout the description.
The detailed description set forth below provides information and examples of the disclosed technology with sufficient detail to enable those skilled in the art to practice the disclosure.
A vehicle control system may comprise a number of different controllers for different purposes, which can be switched between dependent on current demands of the vehicle. Possible problems that may occur when switching from one controller that influences tyre forces to another include instability of the vehicle, unwanted oscillations, and large accelerations.
To remedy this, systems and methods are proposed for switching between first and second controllers for a vehicle. In particular, systems and methods are proposed in which control of an operation parameter of an MSD of a vehicle is switched from a first controller to a second controller via use of a third controller that provides intermediate control of the operational parameter. This can be achieved by transitioning from a tyre force resulting from control via the first controller to a tyre force resulting from control via the second controller. The optimisation of the control can be directed to different aspects of vehicle motion.
It will be appreciated that the methods disclosed herein can be used with any suitable form of vehicle. For example, the disclosure can be applied in vehicle combinations having a plurality of units, heavy-duty vehicles, such as trucks, buses, and construction equipment, in personal vehicles such as cars, vans, or motorbikes, or in any other suitable form of vehicle.
The control system 100 comprises a number of controllers configured to control motion of the vehicle 10 in different ways. In the example of
An MSD 12 may be any suitable actuator or subsystem of the vehicle 10. For example, an MSD 12 may be any one of an electrical machine (e.g. an electric motor), a set of service brakes, a combustion engine, a steering system (e.g. a steering system controlled by an electric motor), or a suspension system (e.g. an active or semi-active suspension system). It will be appreciated that the vehicle 10 may have any suitable number of MSDs 12 to enable operation and control of the vehicle 10. An MSD 12 may be associated with a single wheel/tyre, two or more wheels/tyres on a common axle, or any suitable number of wheels/tyres.
The operational parameter of the MSD 12 may be a torque or a speed of the MSD 12. The speed of an MSD 12 may be related to a wheel speed or a wheel slip, for example in the case of an electrical machine that drives one or more wheels of the vehicle 10. In some examples, one set of controllers may control a torque of one or more MSDs 12, while another set of controllers may control a speed of one or more MSDs 12. This enables operation of the MSD 12 to be controlled appropriately and for the control to be implemented in existing control interfaces. The first and second controllers 102, 104 are communicatively connectable to the vehicle 10, via respective switches 106, 108, such that they can control the operational parameter of the one or more MSDs 12.
The first and second controllers 102, 104 are also communicatively connected to a target generator 110 that provides a requested control input for the vehicle 10 to the controllers. The manoeuvre may be, for example, straight-line driving, cornering, braking and the like. The target generator 110 may receive a signal from, for example, a steering wheel and/or gas/brake pedal of the vehicle 10, indicating that the driver (or some other system of the vehicle 10) wants to change the direction and/or the speed of the vehicle combination 10 in a certain way. In some examples, the signal may originate from elsewhere, for example any other system that may provide some indication of how the overall forces of the vehicle 10 are to be influenced (e.g. steered, propelled or braked). For example, the signal may originate from a lane assist system, a lane following system, an emergency steering system, an emergency braking system, an automated or semi-automated drive system. Based on this input, and in some examples a motion capability for the vehicle 10, the target generator 110 outputs the requested control input.
The first and second controllers 102, 104 are also communicatively connected to respective first and second vehicle models 112, 114. For example, the first and second controllers 102, 104 may be communicatively connected to the first and second vehicle models 112, 114 via respective switches 112a, 114a. The first and second vehicle models 112, 114 may be any suitable vehicle models known in the art. The first and second vehicle models 112, 114 may be used to model motion of the vehicle 10, including values for the operation parameter of the MSDs 12. In this way, offline controllers can model motion of the vehicle 10 while it is being controlled by an online controller, as will be discussed below. In particular, the first and second vehicle models 112, 114 may be used to model the vehicle velocity, tyre forces, a torque of one or more electric motors, an angular velocity of one or more electric motors, a twist angle of the shaft of one or more electric motors, and/or an angular velocity of one or more wheels, along with any other suitable variables for longitudinal or lateral motion of the vehicle 10. The first and second vehicle models 112, 114 may have a prediction horizon of the order of a number of seconds. The first and second vehicle models 112, 114 may be based on estimated states and/or parameters of the vehicle 10, which are received from an estimator 116. States of the vehicle 10 include transient variables such as velocity, position, pressure, and the like. Parameters of the vehicle 10 include values that describe the vehicle and are generally constant, such as mass, tyre stiffness, tyre radius, and the like. The first and second vehicle models 112, 114 may also be based on inputs such as road inclination, air drag force and reference values for tyre forces. The first and second vehicle models 112, 114 may be constrained by parameters such as actuator limits of the vehicle 10. As will be discussed below, a vehicle model may be used when its respective controller is offline, i.e. not controlling the vehicle 10.
The estimator 116 is communicatively connected to the vehicle and configured to receive sensor measurements from the vehicle 10. The sensor measurements may come from sensors on board the vehicle 10, such as wheel speed sensors, inertial measurement units (IMUs, containing accelerometers, gyroscopes, and magnetometers), electric machine speed sensors, global positioning systems, LIDAR sensors, radar sensors, cameras, and the like. Based on the sensor measurements, the estimator 116 estimates states and/or parameters of the vehicle 10. In particular, the estimator 116 is configured to estimate the tyre forces and the tyre stiffnesses of the vehicle 10. In some examples, the estimator 116 may be omitted, and the sensors of the vehicle 10 may be configured to perform estimation of states and/or parameters themselves or measure them directly.
In one example, as will be described in relation to
It may then be desired to switch control from the first controller 102 to the second controller 104. This may be due to the desire to control the vehicle 10 in a different way, for example to reduce power losses or increase safety of vehicle operation. To do this, a third controller 118 is implemented in order to control the transition between the first controller 102 and the second controller 104. The third controller 118 is communicatively connectable to the vehicle 10, via a respective switch 120, such that it can control an operational parameter of the one or more MSDs 12. The third controller 118 may also be communicatively connected to the target generator 110.
The third controller 118 is communicatively connected to a third vehicle model 122, which may be substantially similar to the first and second vehicle models 112, 114. For example, the third controller 118 may be communicatively connected to the third vehicle model 122 via switch 122a. In particular, the third vehicle model 122 may be used to model motion of the vehicle 10, including values for the operation parameter of the MSDs 12, based on estimated states and parameters of the vehicle 10 received from the estimator 116. Use of the third vehicle model 122 will be described later.
In order to switch control from the first controller 102 to the second controller 104, the third controller 118 takes over control of the vehicle 10 from the first controller 102 (i.e. the switch 106 is opened, while the switch 120 is closed). Subsequently, the second controller 104 takes over control of the vehicle 10 from the third controller 118 (i.e. the switch 120 is opened, while the switch 108 is closed).
In operation (i.e. while the switch 120 is closed), the third controller 118 is configured to determine an intermediate value for the operational parameter of the one or more MSDs 12 based on the first and second tyre forces associated with the first and second controllers 102, 104. The third controller 118 can then control the operational parameter of the one or more MSDs 12 such that a smooth transition is provided between the first controller 102 and the second controller 104. The second controller 104 can then control the operational parameter of the one or more MSDs 12 as desired.
In some examples, the third controller 118 is a model predictive controller (MPC). MPC design is flexible and the third controller 118 can therefore be configured to meet different requirements. In some examples, the MPC can be configured to ensure that the difference between an allocated tyre force and a requested tyre force is below a threshold, or even minimised. In some examples, the MPC can be configured to ensure that the integral of a difference between an allocated tyre force and a requested tyre force is below a threshold, or even minimised. In other examples, the third controller 118 may be another type of controller such as a linear quadratic regulator (LQR).
By use of the control system 100 described above, a smooth transition may be provided between two controllers for a vehicle, as tyre forces to be produced by each controller are taken into account when providing intermediate control by a third controller. Therefore, the possibility of unwanted oscillations, accelerations, or other instability of the vehicle can be reduced, therefore improving vehicle operation and safety. The control can be optimised such that phenomena such as a jerk in the vehicle as it is travelling, a decrease in energy efficiency of the vehicle due to increased losses or consumption, an increase in tyre wear or tyre slip, or a decrease in tyre grip can be avoided.
The first controller 102 controls the operational parameter of an MSD 12 of the vehicle 10 in first operation stage at 202. In the following, control of a single MSD 12 will be referred to for simplicity, however it will be appreciated that more than one MSD 12 could be controlled, as discussed above.
Control of the vehicle 10 by the first controller 102 results in a certain motion of the vehicle 10. In particular, a tyre force is produced at each of the tyres of the vehicle 10. Control of an MSD 12 by the first controller 102 therefore results in a first tyre force at at least one tyre associated with the MSD 12. As discussed above, an MSD 12 may be associated with a single wheel/tyre, two or more wheels/tyres on a common axle, or any suitable number of wheels/tyres.
This first stage of operation is illustrated in
In the first operation stage, the first controller 102 receives the requested control input 124 from the target generator 110 and controls the vehicle 10 accordingly, in line with the particular purpose for which the first controller 102 is configured. In particular, the first controller 102 controls an operational parameter an MSD 12 of the vehicle. For example, the first controller 102 controls the torque or speed of the MSD 12. The first controller 102 may also receive estimated states 126 from the estimator 116. The estimated states 126 can be used by the first controller 102 to ensure that accurate values are used to interpret and implement the requested control input 124 from the target generator 110. The estimated states 126, along with the estimated parameters 128, are determined by the estimator 116 based on sensor data 130 received from the vehicle 10.
Whilst is it offline, the second controller 104 determines a second tyre force for the at least one tyre associated with the MSD 12 controlled by the first controller 102 at 204. In particular, the second controller 104 runs the vehicle model 114 to model the operational parameter of the MSD 12 and determine the second tyre force (the switch 114a is closed). The second controller 104 receives the requested control input from the target generator 110. The second vehicle model 114 received estimated parameters 128 from the estimator 116. In particular, the estimated parameters 128 may include the tyre stiffnesses. In this way, the vehicle model 114 can be updated with the latest parameters of the vehicle 10, received from the estimator 116. The second controller 104 then runs the vehicle model 114 accordingly, and may also receive estimated states 132 from the vehicle model 114. This provides an accurate model of the real vehicle 10, and thereby accurately modelled tyre forces for each of the tyres of the vehicle model 114. In some examples the second controller 104 may also receive estimated states 126 from the estimator 116.
Returning to
This preparatory stage is illustrated in
The third controller 118 may receive the estimated states 126 and/or parameters 128, in particular the tyre stiffnesses, from the estimator 116. In this way, a model run by the third controller 118 (for example an MPC model) can be updated with the latest states and/or parameters of the vehicle 10. As part of the estimated states 126, the third controller 118 may receive tyre force estimates from the estimator 116. This includes the first tyre force provided at the at least one tyre associated with the MSD 12 controlled by the first controller 102. The estimated parameters 128 may also be sent from the estimator 116 to the third vehicle model 122. In this way, the third vehicle model 122 can be updated with the latest parameters of the vehicle 10.
The third controller 118 may also receive tyre force estimates 136 from the second vehicle model 114. This includes the second tyre force for the at least one tyre associated with the MSD 12 controlled by the first controller 102. This information may be saved by the third controller 118 for use as a reference force during later transitioning to the second controller 104.
If the third vehicle model 122 is true to the real vehicle 10, then the virtual value for the operational parameter should be close to the value provided by the third controller 118 when it takes over from the first controller 102. If the third vehicle model 122 is not true to the real vehicle 10, there may be a difference in these values that causes a jump when the third controller 118 is connected to the vehicle 10. In some examples, the third controller 118 could be designed in such a way that no preparation stage is necessary
Returning to
This second stage of operation is illustrated in
During the second operation stage, the third controller 118 determines an intermediate value for the operational parameter such that the tyre forces are optimally changed from the first tyre force of the first controller 102 to second tyre force of the second controller 104. As discussed above, the third controller 118 receives the first tyre force from the estimator 116 and the second tyre force from the second vehicle model 114. In some examples, the third controller 118 is configured to determine the intermediate value for the operational parameter such that, at the time the third controller 118 takes over from the first controller 102 (i.e. at the onset of the second operation stage), the intermediate value corresponds to the first tyre force. This provides a smooth transition between the first controller 102 and the third controller 118. In some examples, the third controller 118 is configured to determine the intermediate value for the operational parameter such that, at the time the second controller 104 takes over from the third controller 118 (i.e. at the onset of a third operation stage to be discussed below), the intermediate value corresponds to the second tyre force. This provides a smooth transition between the third controller 118 and the second controller 104.
To determine the intermediate value for the operational parameter during the second operation stage, the third controller 118 determines a value at a number of timesteps. That is to say, the third controller 118 determines a number of intermediate values for the operational parameter during the second operation stage. An example timestep may have a length of 0.01 seconds. In such an example, if the transfer from the first controller 102 to the second controller 104 takes one second (i.e. the third controller is in control for one second), 100 intermediate values will be calculated. In some embodiments, a linear or other type of interpolation may be used. Therefore, a smooth transition is provided between the first controller 102 and the second controller 104.
The third controller 118 receives the estimated states 126 from the estimator 116. The third controller 118 may additionally or alternatively receive the estimated parameters 128, in particular the tyre stiffnesses, from the estimator 116. The third controller 118 can then determine the intermediate value for the operational parameter of the MSD 12 based on the latest states and/or parameters of the vehicle 10.
As discussed above, during the second operation stage, the third controller 118 may determine an optimised value for the operational parameter. This optimisation can be done in a number of different ways.
In some examples, error states of the tyre forces can be tracked and the operational parameter can be adjusted accordingly. This ensures that the tyre forces are tracked throughout the second operation stage and do not deviate from intended values. For example, a difference between an allocated tyre force (i.e. the tyre force experienced by the real vehicle 10) and a requested tyre force (i.e. the tyre force intended to be implemented by the third controller 118) can be determined. If this difference is above a threshold, the operational parameter of the MSD 12 can be adjusted in order to reduce, or even minimise the difference. In another example, the integral of the difference between an allocated tyre force and a requested tyre force can be determined and maintained below a threshold, or even minimised. As discussed above, the requested tyre force at the onset of the second operation stage corresponds to the first tyre force, while the requested tyre force at the onset of a third operation stage corresponds to the second tyre force. The third controller 118 may change this tyre force during the second operation stage in an optimal way.
In some examples, the third controller 118 determines an optimised value for the operational parameter using a cost function. This provides a quantitative measure of how the third controller is performing. The cost function may include the reference tyre forces discussed above, such that a cost associated with the difference between the allocated tyre force and the requested tyre force is maintained below a threshold, or even minimised.
The cost function may also be based on other factors, each having associated weights, in order to tune the cost function to give a desired performance. While achieving the primary goal of a smooth transition between the first and second controllers 102, 104, these other factors can be added to the cost function so that the control is optimised in some particular way, depending on how much weight is put on each factor in the function.
For example, the cost function may be based on one or more of acceleration of the vehicle 10, energy losses of the vehicle 10, peak power consumed by the MSD 12, peak/average power regenerated by the MSD 12, tyre grip, tyre wear, and tyre slip. For example, the operational parameter can be optimised to reduce jerk (large changes in acceleration) in the vehicle 10 for the purposes of comfort. The operational parameter can be optimised to reduce energy losses of the vehicle 10 to increase energy efficiency. The operational parameter can be optimised to reduce the peak power consumed by the MSD 12 in order not to reach the limit of power that can be obtained from a battery. The operational parameter can be optimised to reduce tyre wear, for example by reducing the integral of the tyre slip. The operational parameter can be optimised to reduce tyre slip in order to maintain stability of the vehicle 10. The operational parameter can be optimised to reduce the peak/average power regenerated by the MSD 12 to avoid system limits. The operational parameter can be optimised to increase peak/average power regenerated by the MSD 12 to increase energy efficiency. The operational parameter can be optimised to increase tyre grip in order to increase stability of the vehicle 10.
These factors can be implemented as terms in the cost function or as constraints for the cost function. For example, the cost function can be minimised while some terms are forced to be between certain limits. Setting constraints on certain factors while solving a cost minimisation is a major advantage of using an MPC for the third controller 118.
An example cost function is shown in equation (1) below:
where, V is the total cost to be minimised, N is the prediction horizon (how many iterations will be use in the optimisation process, x is a vector of the states of the model, Pf is the final cost, Q is the cost at each iteration, u is the vector of controller outputs (for example torques or speeds), and R is a vector of weights for the controller outputs. T indicates that the transpose of a vector is taken. Pf, Q, and R are square matrices which may contain calibration parameters of the third controller 118. In the case that the third controller 118 in an MPC, the MPC model is used to predict the states x during the prediction horizon N. The MPC model is typically added to the (equality) constraints of the optimization problem. If it is desired to minimise, a particular state, the weight on that state can be increased. In some examples, R is kept constant while Pf and Q are changed for the desired outcome.
Returning to
This third stage of operation is illustrated in
In the third operation stage, the second controller 104 receives the requested control input 124 from the target generator 110 and controls the vehicle 10 accordingly, in line with the particular purpose for which the second controller 104 is configured. In particular, the second controller 104 controls the operational parameter of the MSD 12 of the vehicle such that the second tyre force is provided at the at least one tyre associated with the MSD 12. The second controller 104 may also receive estimated states 126 from the estimator 116. The estimated states 126 can be used by the second controller 104 to ensure that accurate values are used to interpret and implement the requested control input 124 from the target generator 110.
As discussed above, the third controller 118 may be configured to determine the value for the operational parameter such that, at the time the second controller 104 takes over from the third controller 118 (i.e. at the onset of the third operation stage), the value corresponds to the second tyre force. This provides a smooth transition between the third controller 118 and the second controller 104.
The computer system 700 may comprise at least one computing device or electronic device capable of including firmware, hardware, and/or executing software instructions to implement the functionality described herein. The computer system 700 may include a processor device 702 (may also be referred to as a control unit), a memory 704, and a system bus 706. The computer system 700 may include at least one computing device having the processor device 702. The system bus 706 provides an interface for system components including, but not limited to, the memory 704 and the processor device 702. The processor device 702 may include any number of hardware components for conducting data or signal processing or for executing computer code stored in memory 704. The processor device 702 (e.g., control unit) may, for example, include a general-purpose processor, an application specific processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA), a circuit containing processing components, a group of distributed processing components, a group of distributed computers configured for processing, or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. The processor device may further include computer executable code that controls operation of the programmable device.
The system bus 706 may be any of several types of bus structures that may further interconnect to a memory bus (with or without a memory controller), a peripheral bus, and/or a local bus using any of a variety of bus architectures. The memory 704 may be one or more devices for storing data and/or computer code for completing or facilitating methods described herein. The memory 704 may include database components, object code components, script components, or other types of information structure for supporting the various activities herein. Any distributed or local memory device may be utilized with the systems and methods of this description. The memory 704 may be communicably connected to the processor device 702 (e.g., via a circuit or any other wired, wireless, or network connection) and may include computer code for executing one or more processes described herein. The memory 704 may include non-volatile memory 708 (e.g., read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.), and volatile memory 710 (e.g., random-access memory (RAM)), or any other medium which can be used to carry or store desired program code in the form of machine-executable instructions or data structures and which can be accessed by a computer or other machine with a processor device 702. A basic input/output system (BIOS) 712 may be stored in the non-volatile memory 708 and can include the basic routines that help to transfer information between elements within the computer system 700.
The computer system 700 may further include or be coupled to a non-transitory computer-readable storage medium such as the storage device 714, which may comprise, for example, an internal or external hard disk drive (HDD) (e.g., enhanced integrated drive electronics (EIDE) or serial advanced technology attachment (SATA)), HDD (e.g., EIDE or SATA) for storage, flash memory, or the like. The storage device 714 and other drives associated with computer-readable media and computer-usable media may provide non-volatile storage of data, data structures, computer-executable instructions, and the like.
A number of modules can be implemented as software and/or hard-coded in circuitry to implement the functionality described herein in whole or in part. The modules may be stored in the storage device 714 and/or in the volatile memory 710, which may include an operating system 716 and/or one or more program modules 718. All or a portion of the examples disclosed herein may be implemented as a computer program product 720 stored on a transitory or non-transitory computer-usable or computer-readable storage medium (e.g., single medium or multiple media), such as the storage device 714, which includes complex programming instructions (e.g., complex computer-readable program code) to cause the processor device 702 to carry out the steps described herein. Thus, the computer-readable program code can comprise software instructions for implementing the functionality of the examples described herein when executed by the processor device 702. The processor device 702 may serve as a controller or control system for the computer system 700 that is to implement the functionality described herein.
The computer system 700 also may include an input device interface 722 (e.g., input device interface and/or output device interface). The input device interface 722 may be configured to receive input and selections to be communicated to the computer system 700 when executing instructions, such as from a keyboard, mouse, touch-sensitive surface, etc. Such input devices may be connected to the processor device 702 through the input device interface 722 coupled to the system bus 706 but can be connected through other interfaces such as a parallel port, an Institute of Electrical and Electronic Engineers (IEEE) 1394 serial port, a Universal Serial Bus (USB) port, an IR interface, and the like. The computer system 700 may include an output device interface 724 configured to forward output, such as to a display, a video display unit (e.g., a liquid crystal display (LCD) or a cathode ray tube (CRT)). The computer system 700 may also include a communications interface 726 suitable for communicating with a network as appropriate or desired.
The operational steps described in any of the exemplary aspects herein are described to provide examples and discussion. The steps may be performed by hardware components, may be embodied in machine-executable instructions to cause a processor to perform the steps, or may be performed by a combination of hardware and software. Although a specific order of method steps may be shown or described, the order of the steps may differ. In addition, two or more steps may be performed concurrently or with partial concurrence.
The described examples and their equivalents may be realized in software or hardware or a combination thereof. The examples may be performed by general purpose circuitry. Examples of general purpose circuitry include digital signal processors (DSP), central processing units (CPU), co-processor units, field programmable gate arrays (FPGA) and other programmable hardware. Alternatively or additionally, the examples may be performed by specialized circuitry, such as application specific integrated circuits (ASIC). The general purpose circuitry and/or the specialized circuitry may, for example, be associated with or comprised in an electronic apparatus such as a vehicle control unit.
The electronic apparatus may comprise arrangements, circuitry, and/or logic according to any of the examples described herein. Alternatively or additionally, the electronic apparatus may be configured to perform method steps according to any of the examples described herein.
According to some examples, a computer program product comprises a non-transitory computer readable medium such as, for example, a universal serial bus (USB) memory, a plug-in card, an embedded drive, or a read only memory (ROM).
Particularly, the processing circuitry 910 is configured to cause the control unit 900 to perform a set of operations, or steps; for example, the method discussed in relation to
For example, the storage medium 930 may store a set of operations, and the processing circuitry 910 may be configured to retrieve the set of operations from the storage medium 930 to cause the control unit 900 to perform the set of operations. The set of operations may be provided as a set of executable instructions. Thus, the processing circuitry 910 is thereby arranged to execute methods as herein disclosed.
The storage medium 930 may comprise persistent storage, which, for example, can be any single one or combination of magnetic memory, optical memory, solid state memory or even remotely mounted memory.
The control unit 900 may further comprise an interface 920 for communication with at least one external device. As such, the interface 920 may comprise one or more transmitters and receivers, comprising analogue and digital components and a suitable number of ports for wireline or wireless communication.
The processing circuitry 910 controls the general operation of the control unit 900, e.g., by sending data and control signals to the interface 920 and the storage medium 930, by receiving data and reports from the interface 920, and by retrieving data and instructions from the storage medium 930. Other components, as well as the related functionality, of the control node are omitted in order not to obscure the concepts presented herein.
In some examples, the control unit 900 may be seen as a control system, or may be comprised in a control system. The control system may be configured for vehicle motion management (VMM). In some examples, the control system is configured to individually control vehicle units and/or vehicle axles and/or wheels of a multi-unit combination vehicle via a dynamic model of the vehicle, which is based on a detected order among vehicle units and/or a detected order among wheel axles.
According to certain examples, there is also disclosed:
The terminology used herein is for the purpose of describing particular aspects only and is not intended to be limiting of the disclosure. As used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items. It will be further understood that the terms “comprises,” “comprising,” “includes,” and/or “including” when used herein specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.
It will be understood that, although the terms first, second, etc., may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element without departing from the scope of the present disclosure.
Relative terms such as “below” or “above” or “upper” or “lower” or “horizontal” or “vertical” may be used herein to describe a relationship of one element to another element as illustrated in the Figures. It will be understood that these terms and those discussed above are intended to encompass different orientations of the device in addition to the orientation depicted in the Figures. It will be understood that when an element is referred to as being “connected” or “coupled” to another element, it can be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as being “directly connected” or “directly coupled” to another element, there are no intervening elements present.
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 disclosure belongs. It will be further understood that terms used herein should be interpreted as having a meaning consistent with their meaning in the context of this specification and the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
It is to be understood that the present disclosure is not limited to the aspects described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the present disclosure and appended claims. In the drawings and specification, there have been disclosed aspects for purposes of illustration only and not for purposes of limitation, the scope of the inventive concepts being set forth in the following claims.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2350688-4 | Jun 2023 | SE | national |
