CN107992681B - Composite control method for active front wheel steering system of electric automobile - Google Patents

Composite control method for active front wheel steering system of electric automobile Download PDF

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CN107992681B
CN107992681B CN201711260555.XA CN201711260555A CN107992681B CN 107992681 B CN107992681 B CN 107992681B CN 201711260555 A CN201711260555 A CN 201711260555A CN 107992681 B CN107992681 B CN 107992681B
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丁世宏
金杨
李鸿一
马莉
刘陆
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Abstract

The invention provides a composite control strategy of an active front wheel steering system of an electric automobile. Based on the two-degree-of-freedom vehicle module, a sliding-mode observer is designed to estimate the centroid slip angle; the disturbance observer module is used for observing external disturbance, taking an observed value as feedforward compensation, and forming a composite control scheme of state feedback and feedforward compensation with a common control algorithm. The method provided by the invention does not need to change the original state feedback controller, and can further improve the steering precision of the active front wheel of the electric automobile by utilizing the compensation performance of disturbance observation, thereby obviously improving the control effect. Meanwhile, the control method has the advantages of simple structure, small operand, convenience in implementation and the like.

Description

Composite control method for active front wheel steering system of electric automobile
Technical Field
The invention relates to the field of active safety control of electric automobiles, in particular to design of an active front wheel steering controller of an electric automobile, and particularly relates to a terminal sliding mode composite control scheme based on disturbance observation designed by utilizing a disturbance observer technology, so that the running stability of the automobile under extreme working conditions is effectively improved.
Background
In recent years, active safety control of automobiles is becoming a research focus, wherein an active steering system is an important branch of the active safety control. The active steering system is mainly used for controlling the lateral movement of an automobile and mainly comprises an active front wheel steering system (AFS) and an active rear wheel steering system (ARS), and the patent relates to the control of the active front wheel steering system. The active front wheel system provides an additional steering angle independent of steering wheel input to front wheels according to the running condition of a vehicle, and can provide better steering performance for a driver.
The active front wheel steering system can be realized by adopting a linear control method and can also be realized by adopting a nonlinear method. The PI control algorithm is a typical linear control method, and is widely used in various control systems due to a simple structure and convenience in operation. However, an uncertain system and external disturbance exist in an actual dynamic vehicle model, and the stability of the vehicle cannot be guaranteed by a simple PI control strategy. In order to improve the control performance, various advanced nonlinear control algorithms are researched and applied in the active front wheel steering control system, such as adaptive control, fuzzy logic control, sliding mode control and the like.
The sliding mode control has the advantages of quick response, insensitivity to parameter change and the like, and is widely applied. Because the traditional sliding mode has a linear switching surface, when the buffeting is eliminated by using a boundary layer method, the system state can only be converged into a small field of an original point after the system state reaches a balance point, and the steady-state error is larger. Aiming at the problem, the invention provides a terminal sliding mode control technology, and compared with the traditional sliding mode controller, the terminal sliding mode controller has better anti-interference performance.
In addition, since an uncertain system and external disturbance exist in an actual dynamic vehicle model, in order to further improve the control performance, the disturbance observer technology is applied to an active front wheel steering control system. The disturbance observer is one of the most effective techniques for estimating disturbance, and in recent years, the composite control technique based on the disturbance observer has gained great attention in the control field and the control engineering.
Disclosure of Invention
The invention provides a composite control method of an active front wheel steering system of an electric automobile, which aims to overcome the defects of poor robustness and the like in the traditional PI control method. According to the invention, a second-order sliding mode observation algorithm is adopted, a sliding mode observer is designed to carry out observation estimation on the centroid slip angle based on a two-degree-of-freedom model, meanwhile, a terminal sliding mode composite control algorithm based on disturbance observation is provided on the basis of a terminal sliding mode controller, and compared with a single controller, the stability and the anti-interference capability of the system are further improved. The integral scheme of the active front wheel steering compound control system comprises the following steps:
step one, establishing a two-degree-of-freedom vehicle model which is used as a reference model in the running process of an automobile, and calculating an ideal yaw velocity gamma according to the reference modeld；
Step two, observing the actual mass center slip angle of the vehicle based on a second-order sliding mode observation algorithm
Figure GDA0002229501270000021
Step three, sending an ideal value obtained by the two-degree-of-freedom vehicle model and an actual value obtained by the EPS system module to a feedback controller module; the feedback controller module is a front wheel steering controller designed based on a terminal sliding mode control algorithm and has the function of providing an additional steering angle for the vehicle;
fourthly, inputting the actual yaw velocity gamma and the control signal delta into the input end of the disturbance observer modulefThe output end of the controller is disturbance compensation quantity
Figure GDA0002229501270000024
The control is compensated.
Further, the two-degree-of-freedom vehicle model in the step one is as follows:
the lateral kinetic equation is
Figure GDA0002229501270000022
The yaw kinetic equation is
Figure GDA0002229501270000023
Where β is the centroid slip angle, γ is the yaw rate, m is the mass of the vehicle, CfAnd CrYaw stiffness of the front and rear tires, a, b being the distance from the front and rear axles to the center of mass, δfIs the front wheel angle of the vehicle IzIs the moment of inertia, V, of the finished vehicle about the Z axisxFor longitudinal velocity, d (t) is a lumped disturbance that includes system uncertainty and external disturbances.
Further, in the second step, in order to accurately reflect the running state of the vehicle in the linear region of the tire and eliminate the adverse effect caused by model errors to the maximum extent, the vehicle yaw angular velocity gamma and the vehicle lateral acceleration are adjustedayAs feedback variables for the observer, X ═ γ, β are introduced in each case]T，Y＝[γ,ay]T，u＝[δf]Then the state space expression of the two-degree-of-freedom vehicle model can be written as
Figure GDA0002229501270000031
Wherein
Figure GDA0002229501270000032
Figure GDA0002229501270000033
The following sliding-mode observer is designed
Figure GDA0002229501270000034
Wherein
Figure GDA0002229501270000035
Observed values of gamma and β, c1And c2Are two normal numbers, ayIs the lateral acceleration and δ is the steering wheel angle. Note that in the vehicle dynamics model, the front and rear tire cornering stiffnesses C are assumedfAnd CrAre constant, and in practical conditions, the values of the constant
Figure GDA0002229501270000036
As a feedback amount, a model error is subjected to compensation control.
Further, the controller module design process of the terminal sliding mode control algorithm based on the disturbance observation technology in the third and fourth steps is as follows:
considering that the control objective is to bring the actual value of the yaw rate close to its ideal value, the following sliding-mode surfaces are designed:
Figure GDA0002229501270000037
wherein e is γ - γd。
By taking the derivative of equation (4) and combining with the yaw dynamics equation (2) of the vehicle, we can obtain:
Figure GDA0002229501270000038
wherein
Figure GDA0002229501270000039
Based on the theory of a nonlinear disturbance observer, let x be s,
Figure GDA0002229501270000041
G1(x)＝B1,G2(x) The following disturbance observer is designed as 1
Figure GDA0002229501270000042
Wherein
Figure GDA0002229501270000043
And P is the estimated value of the bounded disturbance and the internal variable of the non-linear observer respectively,
Figure GDA0002229501270000044
l is the gain of the observer and satisfies
Figure GDA0002229501270000045
Terminal sliding mode composite controller delta based on disturbance observation technologyfThe design is as follows:
Figure GDA0002229501270000046
in the formula K1>0，K2>0，
Figure GDA0002229501270000047
The sliding variable s will stabilize for a limited time.
The invention has the beneficial effects that:
1. the sliding mode observer designed by the invention can observe the centroid slip angle, has strong robustness and small calculated amount, and meets the requirement of real-time property.
2. The terminal sliding mode composite controller based on the disturbance observer can effectively solve the problems of large control parameters, poor control performance and the like of the terminal sliding mode controller under large disturbance.
Drawings
Fig. 1 is a control block diagram of an active front wheel steering system of an electric vehicle according to the present invention.
FIG. 2 is a block diagram of the structure of the modules for steering the active front wheels of the electric vehicle.
Fig. 3 is a schematic diagram of an input steering wheel angle.
FIG. 4 is a simulation comparison diagram of the driving path of the electric vehicle under the action of four control algorithms without side wind disturbance.
Fig. 5 is a simulation comparison graph of yaw rate under the action of four control algorithms under the condition of no side wind interference.
FIG. 6 is a schematic view of the added lateral wind turbulence of the system.
FIG. 7 is a simulation comparison diagram of the driving path of the electric vehicle under the action of four control algorithms under the interference of the side wind.
Fig. 8 is a simulation comparison graph of yaw rate under the action of four control algorithms under the influence of side wind disturbance.
Detailed Description
The invention is further explained below with reference to the figures.
Referring to fig. 1, a control block diagram of an active front wheel steering system of an electric vehicle is mainly composed of five parts, namely an actual vehicle model, a two-degree-of-freedom vehicle model, a centroid slip angle observer module, a disturbance observer module and a controller module. The simulation is carried out by combining Carsim software and Simulink, and specific vehicle parameters are shown in Table 1
TABLE 1 vehicle parameters
Vehicle mass m(kg) 1429
Moment of inertia about z-axis IZ(kg/m2) 1765
Distance from center of mass to front axle a(mm) 1005
Distance from center of mass to rear axle b(mm) 1569
Cornering stiffness of front wheel Cf(N/rad) 79240
Cornering stiffness of rear wheel Cr(N/rad) 87002
Coefficient of friction between tire and road surface μ 0.3
Gear ratio n 20
A composite control method of an active front wheel steering system of an electric automobile is characterized in that the implementation process of the method is as follows:
the method comprises the following steps: establishment of two-freedom-degree vehicle model
The lateral kinetic equation is
Figure GDA0002229501270000051
The yaw kinetic equation is
Figure GDA0002229501270000052
Where β is the centroid slip angle, γ is the yaw rate, m is the mass of the vehicle, CfAnd CrYaw stiffness of the front and rear tires, a, b being the distance from the front and rear axles to the center of mass, δfIs the front wheel angle of the vehicle IzIs the moment of inertia, V, of the finished vehicle about the Z axisxFor longitudinal velocity, d (t) is a lumped disturbance that includes system uncertainty and external disturbances.
The ideal yaw rate γ is obtained by the equations (1) and (2) and satisfying the environmental factors in the actual situationdThe calculation formula of (a) is as follows:
Figure GDA0002229501270000061
wherein mu is the friction coefficient of the road surface, g is the gravity acceleration and delta is the steering wheel angle.
Step two: the second-order sliding-mode observer of the centroid side slip angle is constructed as follows:
to be accurateReflecting the running state of the vehicle in the linear region of the tire, and eliminating the adverse effect caused by model error to the maximum extent, thereby enabling the vehicle yaw angular velocity gamma and the vehicle lateral acceleration ayAs feedback variables for the observer, X ═ γ, β are introduced in each case]T，Y＝[γ,ay]T，u＝[δf]Then the state space expression of the two-degree-of-freedom vehicle model can be written as
Figure GDA0002229501270000062
Wherein
Figure GDA0002229501270000063
Figure GDA0002229501270000064
The following sliding-mode observer is designed
Figure GDA0002229501270000065
Wherein
Figure GDA0002229501270000066
Observed values of gamma and β, c1And c2Are two normal numbers, ayIs the lateral acceleration and δ is the steering wheel angle. Note that in the vehicle dynamics model, the front and rear tire cornering stiffnesses C are assumedfAnd CrAre constant, and in practical conditions, the values of the constant
Figure GDA0002229501270000071
As a feedback amount, a model error is subjected to compensation control.
Step three: terminal sliding mode composite control scheme design based on disturbance observation technology
Considering that the control objective is to bring the actual value of the yaw rate close to its ideal value, the following sliding-mode surfaces are designed:
Figure GDA0002229501270000072
wherein e is γ - γd。
By taking the derivative of equation (4) and combining with the yaw dynamics equation (2) of the vehicle, we can obtain:
Figure GDA0002229501270000073
wherein
Figure GDA0002229501270000074
Based on the theory of the nonlinear disturbance observer, let x be s, then the equation can be rewritten as
Figure GDA0002229501270000075
Wherein
Figure GDA0002229501270000076
G1(x)＝B1，G2(x) 1. D (t) is an unknown perturbation that we consider to satisfy
Figure GDA0002229501270000077
Figure GDA0002229501270000078
Is a normal number. The following disturbance observer is designed
Figure GDA0002229501270000079
Wherein
Figure GDA00022295012700000710
And P is the estimated value of the bounded disturbance and the internal variable of the non-linear observer respectively,
Figure GDA00022295012700000711
l is the gain of the observer and satisfies
Figure GDA00022295012700000712
Terminal sliding mode composite controller delta based on disturbance observation technologyfThe design is as follows:
Figure GDA00022295012700000713
in the formula K1>0，K2>0，
Figure GDA00022295012700000714
The sliding variable s will stabilize for a limited time.
Referring to fig. 4 and 5, the control effect of the PI controller based on the disturbance observation technology and the terminal sliding mode composite controller based on the disturbance observation technology is obviously superior to that of the traditional controller in terms of the driving path and the yaw rate respectively under the condition of no side wind interference through the combined simulation of Carsim software and Simulink.
As shown in fig. 7 and 8, under the condition of lateral wind interference through the combined simulation of Carsim software and Simulink, the PI controller cannot guarantee the ideal value of the actual yaw rate tracking; although the terminal sliding mode control can ensure that the system is stable in a limited time, the control parameters required by the controller are large, and the control performance is poor; the PI controller based on the disturbance observation technology can solve the problem of poor robustness under PI control, and meanwhile, the disturbance observer can effectively inhibit added external side wind disturbance, so that the actual yaw velocity effectively tracks an ideal value; the terminal sliding mode composite controller based on the disturbance observation technology can overcome the defects of overlarge control parameters, poor control performance and the like in the terminal sliding mode control, and effectively improves the control performance and stability of a system compared with other three controllers.

Claims (3)

1. A composite control method of an active front wheel steering system of an electric automobile is characterized in that: designing a sliding mode observer to estimate a mass center slip angle based on a two-degree-of-freedom vehicle model, observing external disturbance by adopting a disturbance observer, taking an observed value as feedforward compensation, and designing a terminal sliding mode control composite control algorithm based on disturbance observation by combining a state feedback control algorithm; the compound control scheme of the active front wheel steering control system comprises the following steps:
step one, establishing a two-degree-of-freedom vehicle model:
the lateral kinetic equation is
Figure FDA0002257586190000011
The yaw kinetic equation is
Figure FDA0002257586190000012
Where β is the centroid slip angle, γ is the yaw rate, m is the mass of the vehicle, CfAnd CrYaw stiffness of the front and rear tires, a, b being the distance from the front and rear axles to the center of mass, δfIs the front wheel angle of the vehicle IzIs the moment of inertia, V, of the finished vehicle about the Z axisxLongitudinal velocity, d (t) is the lumped disturbance including system uncertainty and external interference;
equations (1) to (2) are used as reference models during the operation of the vehicle, and the ideal yaw rate γ is calculated from the reference modelsdThe calculation method is as follows:
Figure FDA0002257586190000013
in the formula, mu is a road surface friction coefficient, g is a gravity acceleration, and delta is a steering wheel corner;
observing and calculating based on second-order sliding modeMethod for estimating actual centroid slip angle of vehicle by state observer
Figure FDA0002257586190000015
Step three, sending the ideal yaw rate obtained by the two-degree-of-freedom vehicle model, the actual yaw rate obtained by the EPS system module and the actual centroid sideslip angle estimated value obtained in the step two to the feedback controller module; the feedback controller module is a front wheel steering controller designed based on a terminal sliding mode control algorithm and has the function of providing an additional steering angle for the vehicle;
step four, finally, designing a disturbance observer module, wherein the input ends of the disturbance observer module are the actual yaw velocity gamma and the control input deltafThe output end of the controller is disturbance compensation quantity
Figure FDA0002257586190000014
Feeding back the output of the disturbance observer to a feedback controller module in the third step, thereby designing a terminal sliding mode composite controller based on the disturbance observation technology;
in the second step, the construction method of the second-order sliding mode observer is as follows:
Figure FDA0002257586190000021
wherein
Figure FDA0002257586190000022
Observed values of gamma and β, c1And c2Are two normal numbers, ayFor lateral acceleration, delta for steering wheel angle, A11，A12，A21，A22，B1，B2Constant value, VxIs the longitudinal velocity;
the step four observer may be configured as follows
Figure FDA0002257586190000023
Wherein x is equal to s and x is equal to s,
Figure FDA0002257586190000024
G1(x)＝B1,G2(x)＝1，
Figure FDA0002257586190000025
and P is the estimated value of the bounded disturbance and the internal variable of the non-linear observer respectively,
Figure FDA0002257586190000026
l is the gain of the observer and satisfies
Figure FDA0002257586190000027
In the fourth step, a terminal sliding mode composite controller delta based on disturbance observation technologyfCan be designed as follows:
Figure FDA0002257586190000028
in the formula K1＞0，K2＞0，
Figure FDA0002257586190000029
The sliding variable s will stabilize for a limited time.
2. The compound control method of the active front wheel steering system of the electric automobile according to claim 1, characterized in that the yaw rate γ and the lateral acceleration a of the vehicle are adjusted to accurately reflect the running state of the vehicle in the linear region of the tire and to maximally eliminate the adverse effect of model erroryAnd at the same time as a feedback variable of the observer.
3. The compound control method of the active front wheel steering system of the electric vehicle as claimed in claim 1, wherein the cornering stiffness C of the front and rear tires is set to be substantially equal to the cornering stiffness C of the rear and front tiresfAnd CrThe value of (A) can be changed continuously according to the road surface condition and the vertical load of the tire, namely the actual tire cornering stiffness is deviated from the assumed value, the simplified two-degree-of-freedom vehicle model has model error with the actual vehicle, and the second-order sliding mode observer is designed to deviate the lateral acceleration
Figure FDA00022575861900000210
As a feedback amount, a model error is subjected to compensation control.
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CN109850015B (en) * 2019-02-21 2021-08-03 江苏大学 Electric vehicle active front wheel steering control method with automatically adjustable control parameters
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