CN107685767A - A kind of multiaxis wheel-hub motor driven vehicle trailing wheel steering-by-wire drive device and its forward method - Google Patents
A kind of multiaxis wheel-hub motor driven vehicle trailing wheel steering-by-wire drive device and its forward method Download PDFInfo
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- CN107685767A CN107685767A CN201710699258.9A CN201710699258A CN107685767A CN 107685767 A CN107685767 A CN 107685767A CN 201710699258 A CN201710699258 A CN 201710699258A CN 107685767 A CN107685767 A CN 107685767A
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
- B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
- B62D7/142—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering specially adapted for particular vehicles, e.g. tractors, carts, earth-moving vehicles, trucks
- B62D7/144—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering specially adapted for particular vehicles, e.g. tractors, carts, earth-moving vehicles, trucks for vehicles with more than two axles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/046—Controlling the motor
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- Transportation (AREA)
- Mechanical Engineering (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
Abstract
The invention discloses a kind of drive device of multiaxis wheel-hub motor driven vehicle trailing wheel steering-by-wire, including：Rear axle steering tie rod arm, it relatively rotates with the rear axle connect respectively；Rear axle steering drag link, it relatively rotates with the rear axle steering tie rod arm connect respectively；Rotary angle transmitter, it is respectively arranged on the steering column in steering system and each rear-axle steering stub；Rear-axle steering controller, it distinguishes rotary angle transmitter and rear axle wheel hub motor described in Electricity Federation, for being controlled to trailing wheel corner；Wherein, the rear axle steering tie rod arm forms deformable trapezoidal with the rear axle steering drag link, trailing wheel on the rear axle it is described it is deformable it is trapezoidal in the presence of enter horizontal deflection, the rotary angle transmitter is used for the deflection angle for monitoring steering wheel angle and trailing wheel, and signal is passed into the rear-axle steering controller.The invention discloses the forward method of multiaxis wheel-hub motor driven vehicle trailing wheel steering-by-wire.
Description
Technical field
The present invention relates to multiple-axle vehicle steering technique field, and in particular to a kind of multiaxis wheel-hub motor driven vehicle trailing wheel line
Control steer-drive and its forward method.
Background technology
Multi-wheeler refers to that the vehicle number of axle is more than the automobile of two.Heavy carrier vehicle in order to improve its dynamic property and
Loading capacity, reduce the damage of road pavement, the how shaft-driven mode of generally use.The steering spindle of most heavy vehicles is more than two axles,
And stability when typically in order to ensure high vehicle speeds, and radius of turn can be shortened when running at a low speed, it is respectively adopted
Same-phase turns to and reverse position turns to, and its steering behaviour directly influences the maneuverability of vehicle, control stability and made
Use economy.21 century simultaneously, facing mankind environment and the energy challenge of sternness, so multiple-axle vehicle is also towards motorized
Trend development.
The main target of automobile steering system is to ensure that each wheel is turned to preferable steering angle, reduces tire wear, together
When solve the problems, such as the ease of steering of driver, i.e., turned to appropriate steering hand-power and obtain comfortable steering response.And mesh
Preceding most of Multi Axle Drive Vehicle mainly turns to two ways using mechanical type hydraulic power-assisted steering or electric-controlled hydraulic, but compared to
Apply the driving power-assisted steering technology on electric wheel drive vehicle, their equal Shortcomings.
Driving power-assisted steering technology is a part for electric wheel drive vehicle key technology, defeated using left and right wheels wheel hub motor
Go out torque differences to realize power-assisted steering.In structure, mitigate complete vehicle quality and production cost, make the arrangement space of steering system bigger,
And the problems such as avoiding assist motor noise and its radiating.In dynamic characteristic, driving power-assisted steering eliminate assist motor and its
Reducing gear, steering dynamic characteristic can be effectively improved, improve Power assisted control effect.
When multiple-axle vehicle turns to, the deflection angle of trailing wheel will mutually be coordinated with the deflection angle of front-wheel.It is traditionally to use machine more
Tool formula is connected, and increases many connection members between antero posterior axis, greatly increases the complexity of vehicle body chassis structure,
And hand-power needed for driver when increasing turning simultaneously；And traditional steering-by-wire technology is used, though break away from mechanical transmission structure
Limitation, but need to arrange steering motor in each steering spindle, greatly increase integral vehicle cost.Meanwhile its to be difficult to feedback accurate
Road feel, stability and reliability also can not still be completely secured.
In view of this, it is necessary to which a kind of rear-axle steering drive device and reality for multiaxis wheel-hub motor driven vehicle is provided
Existing method.
The content of the invention
The present invention has designed and developed a kind of multiaxis wheel-hub motor driven vehicle trailing wheel steering-by-wire drive device, of the invention
Purpose is complicated mechanical transmission structure between antero posterior axis when cancelling conventional multi-axis vehicle rear axle to turn to, while using line traffic control
During steering technique, it is not necessary to increase the driving parts such as extra steering motor, preferably make trailing wheel follow-up steering.
The present invention has designed and developed a kind of steering side of multiaxis wheel-hub motor driven vehicle trailing wheel steering-by-wire drive device
Method, an object of the present invention are that solve rear axle steering drive device complicated in mechanical structure and steering in multiple-axle vehicle steering procedure
The problem of Torque distribution poor accuracy.
The second object of the present invention is that solve Multi Axle Drive Vehicle to carry out reasonable computation to trailing wheel corner in steering procedure
Method.
Technical scheme provided by the invention is：
A kind of multiaxis wheel-hub motor driven vehicle trailing wheel steering-by-wire drive device, including：
Rear axle steering tie rod arm, it relatively rotates with the rear axle connect respectively；
Rear axle steering drag link, it relatively rotates with the rear axle steering tie rod arm connect respectively；
Rotary angle transmitter, it is respectively arranged on the steering column in steering system and each rear-axle steering stub；
Rear-axle steering controller, it distinguishes rotary angle transmitter and rear axle wheel hub motor described in Electricity Federation, for trailing wheel corner
It is controlled；
Wherein, the rear axle steering tie rod arm is formed deformable trapezoidal with the rear axle steering drag link, on the rear axle
Trailing wheel it is described it is deformable it is trapezoidal in the presence of enter horizontal deflection, the rotary angle transmitter be used to monitoring steering wheel angle and after
The deflection angle of wheel, and signal is passed into the rear-axle steering controller.
Preferably, front axle is arranged to 2 groups with the rear number of axle.
Preferably, the rear axle steering tie rod arm is connected with the rear axle steering drag link, carries out relative rotation connection.
A kind of forward method of multiaxis wheel-hub motor driven vehicle trailing wheel steering-by-wire drive device, uses described multiaxis
Wheel-hub motor driven vehicle trailing wheel steering-by-wire drive device, comprises the following steps：
Step 1: rotary angle transmitter gathers angular signal, according to steering wheel angle signal value and each wheel wheel speed signal value, obtain
Go out actual vehicle speed；
Step 2: rear-axle steering controller is according to the signal value of rotary angle transmitter on steering column and each axle and vehicle barycenter
Position relationship, calculate the deflection angle that each trailing wheel is actually needed；
Step 3: drivers working states are judged according to the angular signal change direction：
If driver is steering procedure：Power-assisted steering module is then driven in rear-axle steering controller according to currently practical speed
Each rear wheel angle signal with being calculated, obtains each rear axle through assist characteristic curve interpolation and drives steering moment；
If driver is back positive process：Power-assisted steering module is then driven according to trailing wheel actual deflection signal and steering wheel angle
The real-time difference of signal, is calculated through PID controller, differential time positive torque corresponding to output；
Wherein, rotary angle transmitter of the trailing wheel actual deflection signal on each rear-axle steering stub, steering wheel angle signal
Rotary angle transmitter on steering column in steering system；
Step 4: if the steering procedure, according to the driving steering moment obtain each rear axle both sides wheel rotating around
The driving force torque difference of respective kingpin axis, divides the rear axle afterwards with being calculated according to vehicle dynamic property and security equally
Each wheel drive motors target torque seeks algebraical sum respectively, afterwards the target output torque as both sides rear-wheel motor controller；
Step 5: in vehicle travel process, the rotary angle transmitter on each rear-axle steering stub is in real time to rear-axle steering control
Device processed feeds back the actual angle deflection situation of each trailing wheel, to ensure that each rear axle wheel being capable of moment and the deflection phase of each front axle wheel
Adapt to, complete follow-up steering.
Preferably, the calculating process for the deflection angle being actually needed in the step 2 to trailing wheel includes following step
Suddenly：
Step a, the longitudinal velocity u of collection vehicle traveling, the side slip angle β of vehicle body, front wheel angle δ on the first front axlem
And the second front wheel angle δ on front axlen；
Step b, establish trailing wheel deviation angle and manipulate model：
In formula, m is vehicular gross combined weight, and u is the longitudinal velocity of vehicle traveling, IzRotary inertia for vehicle around z-axis, CiFor i
The cornering stiffness of axle, LiFor the distance of the i-th axle to barycenter, ωrFor the yaw velocity of vehicle body, β is the side slip angle of vehicle body,
δiFor wheel steering angle on i axles；
Step c, show that trailing wheel corner formula is on rear axle by the manipulation model
In formula, LpFor the distance of rear axle to barycenter, LmFor the distance of the first front axle to barycenter, LnFor the second front axle to barycenter away from
From δpFor trailing wheel corner, δ on rear axlemFor front wheel angle on the first front axle, δnFor front wheel angle on the second front axle.
Preferably, in the step c, approximate value is carried out to the trailing wheel corner formula, obtaining formula is
In formula, LpFor the distance of rear axle to barycenter, LmFor the distance of the first front axle to barycenter, LnFor the second front axle to barycenter away from
From δpFor trailing wheel corner, δ on rear axlemFor front wheel angle on the first front axle, δnFor front wheel angle on the second front axle.
Preferably, in the step 4, the driving force torque difference formula of the trailing wheel isFormula
In, Δ T be left and right turn wheel drive torque difference, TstFor steering moment, rωFor rolling radius, a is that the stub of deflecting roller is offset
Away from.
Preferably, in the step 4, the formula of the output torque isIn formula, TI
For the driving torque of inboard wheel, TOFor the driving torque of outboard wheels, TdFor total driving torque of driver pedal input, Di
The ratio of total driving torque is accounted for for the i-th axle driving torque.
Present invention beneficial effect possessed compared with prior art：
1st, complete vehicle structure is made to obtain optimization largely, steering gear component using inventive drive means
Stress is greatly improved, and mechanical connecting structure is reduced between front axle and rear axle, is advantageously implemented the lightweight of vehicle, is being put
, being capable of the accurate road feel of feedback while de- mechanical system limitation；
2nd, trailing wheel deflection angle computational methods and rear-axle steering method of the invention, can make full use of In-wheel-motor driving vapour
The driving feature of car, while ease of steering is taken into account with driving road feel, after effectively controlling in multiple-axle vehicle steering procedure
Rotate to improving motor-driven steering and the stability of multiple-axle vehicle.
Brief description of the drawings
Fig. 1 is multi-shaft vehicle full-wheel steering structure schematic diagram of the present invention.
Fig. 2 is driving power-assisted steering torque analysis front view of the present invention.
Fig. 3 is driving power-assisted steering torque analysis top view of the present invention.
Fig. 4 is multi-shaft vehicle full-wheel steering schematic diagram of the present invention.
Fig. 5 is the linear two-freedom model figure of multiple-axle vehicle of the present invention.
Fig. 6 is rear axle steering control flow chart.
The present invention is described in further detail below in conjunction with the accompanying drawings, to make those skilled in the art with reference to specification text
Word can be implemented according to this.
The present invention aiming at the existing problems and shortcomings of the prior art, realizes the multiple-axle vehicle trailing wheel based on In-wheel motor driving
Steering-by-wire.
By taking four axle In-wheel motor driving automobiles as an example, wherein, two front axles are main steering spindle, steering and conventional truck phase
Together, two rear axles are auxiliary steering spindle, are connected between front axle without mechanical structure, and both sides wheel is only horizontal with turning to by steering trapezoidal arm
Pull bar is connected, vehicle realized using In-wheel motor driving power-assisted steering technology the power steering and rear axle of front axle active, with
Dynamic course changing control.
The trailing wheel steering-by-wire control system of multiaxis wheel-hub motor driven vehicle, mainly by control section and executing agency's group
Into to solve problems and shortcomings existing for prior art, the present invention adopts the following technical scheme that realization：Vehicle uses wheel hub motor
Independent driving, 8 wheels are each equipped with pivot stud；Preceding two axle is main steering spindle, and steering is identical with conventional truck, is driven
Member changes the deflection of front axle wheel by steering control mechanism, steering gear and steering gear, by respectively to both sides wheel hub
The driving torque control of motor, realizes the driving power-assisted steering of front axle, to reduce driver's hand-power；Two axles are assisted diversion afterwards
Axle, it is only connected by steering trapezoidal arm and track rod without mechanical connection, both sides wheel with main steering spindle, turned in rear axle
To under the control of controller, by the control to each In-wheel motor driving torque, realize trailing wheel active steering, actively return positive work(
Energy.
Main steering spindle is based on existing vehicle steering mechanism, deflects into deflecting roller deflection from steering wheel, motion is transmitted successively
By steering wheel, steering spindle, steering universal joint, steering drive axle, steering gear, pitman arm, steering drag link, it is delivered separately to
The tie rod arm and track rod of preceding two axle, to drive the deflection of first axle and the second axle both sides wheel；As a preferred embodiment, root
Power-assisted steering technical characterstic is driven according to electric wheel truck, re-starts structure and system optimization, to obtain actual steering disk corner,
Rotary angle transmitter is installed on steering column, while can be surveyed according to this signal by the steering system ratio calibration curve of real vehicle
Calculation obtains each wheel actual deflection angle of front axle, to control each trailing wheel to follow front-wheel to enter horizontal deflection.
Connected between assisted diversion axle and main steering spindle without mechanical structure, the both sides wheel on same axle only passes through steering ladder
The steering trapezium that shape arm and track rod are formed is constrained, and the wheel on assisted diversion axle actively follows front-wheel steer to be lifted
Vehicle mobility and stability, it is deflected through assisted diversion axle steer control unit and controlled, and the wheel on assisted diversion axle is inclined
Torque does not need driver to be provided by steering wheel needed for turning, and passes through steering column angular signal, car by rear axle control unit
Fast signal etc., the difference for adjusting both sides wheel inner wheel hub motor driving torques provide driving steering moment, realize active steering,
Actively return positive function, and realize the steering angle of main steering spindle and assisted diversion axle according to turn inside diameter half by Electronic Control
Footpath, the parameter Auto-matchings such as speed are turned to, the wheel of oriented controller input feedback signal is installed on each assisted diversion axle stub
Rotary angle transmitter, to each wheel actual rotational angle of Real-time Feedback.
The controller of assisted diversion axle steer control unit is divided into steady when middle low speed turns to control module and high speed steering
Qualitative contrlol module, according to actual vehicle speed, select different course changing control modules；Trailing wheel yawing moment is controlled during middle low speed with before
Wheel yawing moment using phase reversal on the contrary, turned to, and middle low speed control module mainly solves turn inside diameter mobility, portability is asked
Topic, reduce multiple-axle vehicle radius of turn；During high speed, then turned to using same-phase, High-speed Control module mainly solves vehicle and turned
To stability problem, the deflection angle for reducing vehicle body and travel direction is turned to by same-phase, is reduced when running car turns to
Rotation and sideslip, improve automobile entirety control stability.
Control strategy is using the rotary angle transmitter signal arranged on steering column, is demarcated according to the steering system ratio of real vehicle
Curve is calculated to obtain front axle wheel actual deflection angle, and each trailing wheel is calculated by automobile two degrees of freedom manipulation model with this and answers
The angle of the deflection；In addition, obtain each axle driving steering force through assist characteristic curve interpolation in conjunction with currently practical GES
Square, and then the size of rear axle both sides wheel driving torque difference is obtained, each auxiliary is calculated respectively by electronic control unit
Steering spindle both sides wheel is actually needed the driving torque of offer；The wheel hub electricity finally control signal being correspondingly sent in each wheel
Machine is driven, meanwhile, it is actually inclined that the rotary angle transmitter on each rear axle steering stub feeds back each wheel to steering controller in real time
Gyration；Specific system work process is as follows：
(1) driver turn steering wheel, main steering spindle are respectively taken turns in steering control mechanism, steering gear and steering gear
The lower deflection realized around stub of effect, rotary angle transmitter gathers the angular signal of steering column, and sends a signal to rear-axle steering
Controller；
(2) according to steering wheel angle signal value and each wheel wheel speed signal value, actual vehicle speed is estimated；
(3) rear axle steering controller manipulates model, respectively according to the deflection angle of wheel in main steering spindle using two degrees of freedom
Calculate the target angle of deflection that each trailing wheel needs；
(4) judge that driver is steering procedure or time positive mistake according to the steering column angular signal change direction detected
Journey；
(5) if steering procedure：Then rear axle steering controller drives power-assisted steering module according to currently practical speed and meter
Obtained each rear wheel angle signal, driving steering moment is obtained through assist characteristic curve interpolation；
If return positive process：Power-assisted steering module is then driven according to trailing wheel actual deflection signal and steering column angular signal
Real-time difference, is calculated through PID controller, differential time positive torque corresponding to output；Wherein, trailing wheel actual deflection signal from after
Take turns the rotary angle transmitter on pivot stud, rotary angle transmitter of the steering wheel angle signal on steering column in steering system；
Power-assisted steering technology is driven, is the driving torque difference by controlling wheel inner wheel hub motor in both sides on same axle,
Both sides wheel driving force is set to generate driving steering moment around torque caused by main pin axis, drive both sides wheel to exist
Under the constraint of steering trapezium, the side small to driving moment turns to, and its driving torque formula is：In formula, Δ T
For the difference of left and right turn wheel drive torque, TstFor steering moment, rωFor rolling radius, a is the kingpin offset of deflecting roller.
Assisted diversion axle both sides wheel driving force torque difference Δ T is calculated according to above formula, after dividing equally and according to vehicle
Each wheel drive motors target torque of assisted diversion axle that dynamic property and security are calculated seeks algebraical sum respectively, conduct afterwards
The target output torque of both sides wheel electrical machine controller.
Embodiment
The present invention provides a kind of drive device and implementation method of Multi Axle Drive Vehicle trailing wheel steering-by-wire, realizes multiaxle trucks
All-wheel steering cancels conventional multi-axis and turns to machinery knot between the main steering spindle of vehicle and assisted diversion axle to reduce radius of turn
Structure, it is not required that hand-power needed for steering wheel when additionally increasing the parts such as steering motor, while reducing steering, and keep accurately road
Feel feedback.
Concrete structure includes chassis 110, is arranged symmetrically in 8 wheels 120 of the car body both sides by In-wheel motor driving, front axle
For main steering spindle, steering is essentially identical with common vehicle, and steering wheel 130 steering universal joint 150, is turned by steering spindle 140
To power transmission shaft 160, steering gear 170, pitman arm 180, steering drag link 190, knuckle arm 220, respectively with two front-axle steerings
Tie rod arm 230 is connected, and tie rod arm 230 is connected with track rod 240 forms steering trapezium, and both sides wheel 120 is in steering ladder
Under the constraint of shape, deflected around pivot stud；In addition in order to measure the corner of actual steering disk 130, on the steering column of steering
Rotary angle transmitter is installed, the input signal that the rotary angle transmitter signal controls as full-vehicle steering, is that 8 wheels 120 turn to
The basis of angle control, the actual deflection angle of the wheel 120 in main steering spindle be then demarcated by the steering system ratio of real vehicle it is bent
Line is calculated what is obtained.
Two rear axles do not mechanically connect between auxiliary steering spindle, with main steering spindle, the wheel 120 of assisted diversion axle both sides
Only it is connected by tie rod arm 250 with track rod 260.The control section of overall trailing wheel steering-by-wire is complete by rear-axle steering controller
Into its input and the rotary angle transmitter on each state sensor and steering column and each rear-axle steering stub 270 on vehicle body
It is connected, output end is connected with each rear wheel hub motors controller, and directly motor driving torque is controlled, and makes both sides wheel production
The raw torque differences around respective kingpin axis, driving torque is formed, and then trailing wheel 120 is carried out active steering and is actively returned
Just.The rotary angle transmitter installed on each pivot stud 270, the deflection feelings of wheel 120 are fed back to rear-axle steering controller in real time
Condition, to ensure that the deflection angle energy moment of each trailing wheel 120 and the deflection angle of front-wheel 120 are mutually coordinated.
As shown in Fig. 2 using driving power-assisted steering technology, i.e., drive of different sizes is provided by left and right sides wheel hub motor
Dynamic torque forms the steering moment that driving moment 120 rotates around the axis of assisted diversion axle stub 270, if the drive of left and right wheelses 120
Dynamic torque is respectively Tl、Tr, driving force is respectively Ftl、Ftr, then the driving steering moment on assisted diversion axle and left and right car are passed through
Take turns the relation formula of 120 driving torquesThe both sides wheel being calculated on assisted diversion axle turns
It is poor to the driving torque of wheel, in formula, TstFor steering moment, Δ T is the difference of left and right turn wheel drive torque, rωFor the rolling of wheel
Radius, a are the kingpin offset of deflecting roller.
Again according to equation belowDistribute left and right deflecting roller driving torque, in formula, TIFor inner side car
The driving torque of wheel, TOFor the driving torque of outboard wheels, TdFor total driving torque of driver pedal input, DiDriven for the i-th axle
Dynamic torque accounts for the ratio of total driving torque.
As long as the driving moment of Reasonable adjustment both sides wheel 120, it is possible in the case of ensureing that the total driving moment of vehicle is constant
Suitably driving steering moment is formed, and realizes assisted diversion wheel 120 using the driving steering moment and actively deflects and be servo-actuated
Turn to；Assisted diversion axle both sides wheel 120 is protected under the constraint for the steering trapezium that tie rod arm 250 and track rod 260 are formed
Card left and right wheelses 120 turn over an angle by a certain percentage.The rotary angle transmitter signal on the pivot stud of trailing wheel 120 is utilized simultaneously
As feedback, the deviation of itself and trailing wheel target deflection angle is corrected in real time.
The control section of assisted diversion axle is responsible for by rear axle steering controller, and the deflection angle of trailing wheel 120 is according on steering column
The signal value of rotary angle transmitter and each axle determine with parameters such as the position relationships of vehicle barycenter, and real-time update, recycle both sides
The deflection for the actual control trailing wheel 120 of steering moment that the Differential Driving torque of wheel hub motor is formed, and combine each rear-axle steering master
The signal value of rotary angle transmitter on pin 270, the difference of both sides In-wheel motor driving torque is adjusted in real time, make each trailing wheel 120 actual
The target deflection angle that deflection angle can be calculated with controller is consistent, realizes follow-up steering.
Rear-axle steering controller is to manipulate model based on two degrees of freedom to the Computing Principle of trailing wheel corner, establishes multi-axle steering
Vehicle two degrees of freedom manipulates model：
In formula, m is vehicular gross combined weight, and u is the longitudinal velocity of vehicle traveling, IzRotary inertia for vehicle around z-axis, CiFor i
The cornering stiffness of axle, LiFor the distance of the i-th axle to barycenter, ωrFor the yaw velocity of vehicle body, β is the side slip angle of vehicle body,
δiFor wheel steering angle on i axles；
As shown in figure 4, x-axis points to vehicle front parallel to ground, y-axis points to vehicle left side, passes through turning on steering column
Angle transducer can calculate wheel steering angle δ on main steering spindle mm, the wheel steering angle δ on main steering spindle nn, then in the steering of vehicle
The heart can determine, to ensure that the wheel 120 on assisted diversion axle does pure rolling, then need to ensure the wheel on assisted diversion axle p
120 corner δpThe corner δ of front axle wheel 120 can be followed in real timemAnd δn, its relation is：
Because the steering angle of multi-shaft steering vehicle wheel 120 is smaller, thus above formula can using approximate representation as：
In formula, the wheel steering angle δ on axletree m, nm、δnIt is the actual rotational angle measured according to sensor on steering column, Lm、Ln、
LpIt is the distance of main steering spindle m, main steering spindle n and assisted diversion axle p to barycenter respectively, recycles real vehicle steering system ratio mark
Determine curve and calculated what is obtained, being calculated by rear axle steering controller can be to obtain the target deflection that each rear axle is actually needed
Angle；The differential power torque needed is obtained through assist characteristic curve interpolation in conjunction with parameters such as currently practical speeds, by turning
Both sides wheel 120, which is calculated, to controller needs the different driving dtc signal that distributes to control this to form steering moment
Signal is sent to the wheel hub motor on each trailing wheel 120, drives each rear axle both sides wheel to complete deflection under the constraint of steering trapezium.
Meanwhile the rotary angle transmitter on each pivot stud feeds back the actual deflection angle of each trailing wheel to steering controller in real time, to realize
Trailing wheel accurately actively can follow front-wheel to enter horizontal deflection.
Using the structure and rear-axle steering control strategy of the present invention, complete vehicle structure is obtained optimization largely, turn
It is greatly improved to transmission mechanism component stress, is advantageously implemented the lightweight of vehicle, makes full use of electric wheel drive vehicle
Driving feature, and take into account ease of steering with drive road feel while, improve multiaxle trucks motor-driven steering and
Stability during high speed.
Although embodiment of the present invention is disclosed as above, it is not restricted in specification and embodiment listed
With it can be applied to various suitable the field of the invention completely, can be easily for those skilled in the art
Other modification is realized, therefore under the universal limited without departing substantially from claim and equivalency range, it is of the invention and unlimited
In specific details and shown here as the legend with description.
Claims (8)
- A kind of 1. multiaxis wheel-hub motor driven vehicle trailing wheel steering-by-wire drive device, it is characterised in that including：Rear axle steering tie rod arm, it relatively rotates with the rear axle connect respectively；Rear axle steering drag link, it relatively rotates with the rear axle steering tie rod arm connect respectively；Rotary angle transmitter, it is respectively arranged on the steering column in steering system and each rear-axle steering stub；Rear-axle steering controller, it distinguishes rotary angle transmitter and rear axle wheel hub motor described in Electricity Federation, for being carried out to trailing wheel corner Control；Wherein, the rear axle steering tie rod arm is formed deformable trapezoidal with the rear axle steering drag link, on the rear axle after Wheel it is described it is deformable it is trapezoidal in the presence of enter horizontal deflection, the rotary angle transmitter is used to monitoring steering wheel angle and trailing wheel Deflection angle, and signal is passed into the rear-axle steering controller.
- 2. multiaxis wheel-hub motor driven vehicle trailing wheel steering-by-wire drive device as claimed in claim 1, it is characterised in that preceding Axle is arranged to 2 groups with the rear number of axle.
- 3. multiaxis wheel-hub motor driven vehicle trailing wheel steering-by-wire drive device as claimed in claim 1 or 2, its feature exist In the rear axle steering tie rod arm is connected with the rear axle steering drag link, carries out relative rotation connection.
- 4. a kind of forward method of multiaxis wheel-hub motor driven vehicle trailing wheel steering-by-wire drive device, it is characterised in that use Multiaxis wheel-hub motor driven vehicle trailing wheel steering-by-wire drive device as any one of claim 1-3, including it is as follows Step：Step 1: rotary angle transmitter gathers angular signal, according to steering wheel angle signal value and each wheel wheel speed signal value, reality is drawn Border speed；Step 2: position of the rear-axle steering controller according to the signal value of rotary angle transmitter on steering column and each axle and vehicle barycenter Relation, calculate the deflection angle that each trailing wheel is actually needed；Step 3: drivers working states are judged according to the angular signal change direction：If driver is steering procedure：Power-assisted steering module is then driven in rear-axle steering controller according to currently practical speed and meter Obtained each rear wheel angle signal, obtains each rear axle through assist characteristic curve interpolation and drives steering moment；If driver is back positive process：Power-assisted steering module is then driven according to trailing wheel actual deflection signal and steering wheel angle signal Real-time difference, calculated through PID controller, differential time positive torque corresponding to output；Wherein, rotary angle transmitter of the trailing wheel actual deflection signal on each rear-axle steering stub, steering wheel angle signal come from Rotary angle transmitter in steering system on steering column；Step 4: if the steering procedure, each rear axle both sides wheel is obtained rotating around respective according to the driving steering moment The driving force torque difference of kingpin axis, divide each car of rear axle afterwards with being calculated according to vehicle dynamic property and security equally Wheel drive motor target torque seeks algebraical sum respectively, afterwards the target output torque as both sides rear-wheel motor controller；Step 5: in vehicle travel process, the rotary angle transmitter on each rear-axle steering stub is in real time to rear-axle steering controller Feed back the actual angle deflection situation of each trailing wheel, with ensure each rear axle wheel can moment and the deflection of each front axle wheel mutually fit Should, complete follow-up steering.
- 5. the forward method of multiaxis wheel-hub motor driven vehicle trailing wheel steering-by-wire drive device as claimed in claim 4, its It is characterised by, the calculating process for the deflection angle being actually needed in the step 2 to trailing wheel comprises the following steps：Step a, the longitudinal velocity u of collection vehicle traveling, the side slip angle β of vehicle body, front wheel angle δ on the first front axlemAnd the Front wheel angle δ on two front axlesn；Step b, establish trailing wheel deviation angle and manipulate model：<mrow> <mfenced open = "[" close = "]"> <mtable> <mtr> <mtd> <mn>0</mn> </mtd> <mtd> <mrow> <mi>m</mi> <mi>u</mi> </mrow> </mtd> </mtr> <mtr> <mtd> <msub> <mi>I</mi> <mi>Z</mi> </msub> </mtd> <mtd> <mn>0</mn> </mtd> </mtr> </mtable> </mfenced> <mfenced open = "[" close = "]"> <mtable> <mtr> <mtd> <msub> <mi>&omega;</mi> <mi>r</mi> </msub> </mtd> </mtr> <mtr> <mtd> <mover> <mi>&beta;</mi> <mo>&CenterDot;</mo> </mover> </mtd> </mtr> </mtable> </mfenced> <mo>+</mo> <mfenced open = "[" close = "]"> <mtable> <mtr> <mtd> <mrow> <mi>m</mi> <mi>u</mi> <mo>+</mo> <mfrac> <mn>1</mn> <mi>u</mi> </mfrac> <munderover> <mi>&Sigma;</mi> <mrow> <mi>i</mi> <mo>=</mo> <mn>1</mn> </mrow> <mi>n</mi> </munderover> <msub> <mi>C</mi> <mi>i</mi> </msub> <msub> <mi>L</mi> <mi>i</mi> </msub> </mrow> </mtd> <mtd> <mrow> <munderover> <mi>&Sigma;</mi> <mrow> <mi>i</mi> <mo>=</mo> <mn>1</mn> </mrow> <mi>n</mi> </munderover> <msub> <mi>C</mi> <mi>i</mi> </msub> </mrow> </mtd> </mtr> <mtr> <mtd> <mrow> <mfrac> <mn>1</mn> <mi>u</mi> </mfrac> <munderover> <mi>&Sigma;</mi> <mrow> <mi>i</mi> <mo>=</mo> <mn>1</mn> </mrow> <mi>n</mi> </munderover> <msub> <mi>C</mi> <mi>i</mi> </msub> <msubsup> <mi>L</mi> <mi>i</mi> <mn>2</mn> </msubsup> </mrow> </mtd> <mtd> <mrow> <munderover> <mi>&Sigma;</mi> <mrow> <mi>i</mi> <mo>=</mo> <mn>1</mn> </mrow> <mi>n</mi> </munderover> <msub> <mi>C</mi> <mi>i</mi> </msub> <msub> <mi>L</mi> <mi>i</mi> </msub> </mrow> </mtd> </mtr> </mtable> </mfenced> <mfenced open = "[" close = "]"> <mtable> <mtr> <mtd> <msub> <mi>&omega;</mi> <mi>r</mi> </msub> </mtd> </mtr> <mtr> <mtd> <mi>&beta;</mi> </mtd> </mtr> </mtable> </mfenced> <mo>=</mo> <mfenced open = "[" close = "]"> <mtable> <mtr> <mtd> <msub> <mi>C</mi> <mn>1</mn> </msub> </mtd> <mtd> <mn>...</mn> </mtd> <mtd> <msub> <mi>C</mi> <mi>n</mi> </msub> </mtd> </mtr> <mtr> <mtd> <mrow> <msub> <mi>C</mi> <mn>1</mn> </msub> <msub> <mi>L</mi> <mn>1</mn> </msub> </mrow> </mtd> <mtd> <mn>...</mn> </mtd> <mtd> <mrow> <msub> <mi>C</mi> <mi>n</mi> </msub> <msub> <mi>L</mi> <mi>n</mi> </msub> </mrow> </mtd> </mtr> </mtable> </mfenced> <mfenced open = "[" close = "]"> <mtable> <mtr> <mtd> <msub> <mi>&delta;</mi> <mn>1</mn> </msub> </mtd> </mtr> <mtr> <mtd> <mo>.</mo> </mtd> </mtr> <mtr> <mtd> <mo>.</mo> </mtd> </mtr> <mtr> <mtd> <mo>.</mo> </mtd> </mtr> <mtr> <mtd> <msub> <mi>&delta;</mi> <mi>n</mi> </msub> </mtd> </mtr> </mtable> </mfenced> <mo>,</mo> </mrow>In formula, m is vehicular gross combined weight, and u is the longitudinal velocity of vehicle traveling, IzRotary inertia for vehicle around z-axis, CiFor i axles Cornering stiffness, LiFor the distance of the i-th axle to barycenter, ωrFor the yaw velocity of vehicle body, β is the side slip angle of vehicle body, δiFor i Wheel steering angle on axle；Step c, show that trailing wheel corner formula is on rear axle by the manipulation modelIn formula, LpFor the distance of rear axle to barycenter, LmFor the distance of the first front axle to barycenter, LnFor the second front axle to barycenter away from From δpFor trailing wheel corner, δ on rear axlemFor front wheel angle on the first front axle, δnFor front wheel angle on the second front axle.
- 6. the forward method of multiaxis wheel-hub motor driven vehicle trailing wheel steering-by-wire drive device as claimed in claim 5, its It is characterised by, in the step c, approximate value is carried out to the trailing wheel corner formula, obtaining formula isIn formula, LpFor the distance of rear axle to barycenter, LmFor the distance of the first front axle to barycenter, LnFor the second front axle to barycenter away from From δpFor trailing wheel corner, δ on rear axlemFor front wheel angle on the first front axle, δnFor front wheel angle on the second front axle.
- 7. the forward method of multiaxis wheel-hub motor driven vehicle trailing wheel steering-by-wire drive device as claimed in claim 6, its It is characterised by, in the step 4, the driving force torque difference formula of the trailing wheel isIn formula, Δ T is a left side The difference of right turn wheel drive torque, TstFor steering moment, rωFor rolling radius, a is the kingpin offset of deflecting roller.
- 8. the forward method of multiaxis wheel-hub motor driven vehicle trailing wheel steering-by-wire drive device as claimed in claim 7, its It is characterised by, in the step 4, the formula of the output torque isIn formula, TIFor inner side car The driving torque of wheel, TOFor the driving torque of outboard wheels, TdFor total driving torque of driver pedal input, DiDriven for the i-th axle Dynamic torque accounts for the ratio of total driving torque.
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| CN113799764B (en) * | 2020-06-11 | 2022-08-02 | 上海汽车集团股份有限公司 | Control method and device for four-wheel steering system of vehicle |
| CN113799764A (en) * | 2020-06-11 | 2021-12-17 | 上海汽车集团股份有限公司 | Control method and device for four-wheel steering system of vehicle |
| CN113320399A (en) * | 2021-07-16 | 2021-08-31 | 江西博能上饶客车有限公司 | Electric motor coach wheel edge rear drive control system |
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