CN108839656A - Multiaxis distribution drives the determination method of the driving moment of articulated coach - Google Patents
Multiaxis distribution drives the determination method of the driving moment of articulated coach Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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Abstract
The present invention discloses a kind of determination method of the driving moment of multiaxis distribution driving articulated coach.The present invention fully takes into account the influence of trunk and splice angle, Reference Model Design is linear Three Degree Of Freedom model, jointly controlling for yaw velocity and splice angle is devised for trunk, the ideal value being calculated is more reasonable, then the yaw moment being applied on the compartment of front and back is calculated, finally using tire utilization rate as optimization aim, and carry out vehicle longitudinal direction force constraint, the front compartment adds yaw moment constraint, the trunk adds yaw moment constraint, the constraint of Direct wheel drives motor peak torque and road surface attachment constraint, the driving moment of each driving wheel is corresponded to when solving tire utilization rate minimum.The present invention improves the Yaw stability of articulated coach, solves articulated coach under the low attachment operating condition of extreme operating condition, especially high speed and the problem of folding whipping occurs.
Description
Technical field
The present invention relates to new-energy automobile dynamics Controlling fields, drive hinged visitor more particularly to a kind of multiaxis distribution
The determination method of the driving moment of vehicle.
Background technique
The advantages of multiaxis distribution pure electric vehicle articulated coach has both pure electric coach and articulated coach, body capacity is big, road
Face is adaptable, and more preferably, discharge zero is the ideal solution of future city traffic problems to steering behaviour, but due to hinge
There are the couplings of active force for junction, and such vehicle dynamics system is increasingly complex compared with general vehicle, existing to concentrate better than tradition
Formula drives many kinetic characters of vehicle, and has any different in the place of general four-wheel Direct wheel drives electric car, steady in manipulation
There is significant difference on qualitative compared with the vehicle of general bicycle compartment, there is folding, whipping, trunk horizontal swing etc. under limiting condition
Problem.
It focuses primarily upon engineering articulated vehicle for the correlative study object of articulator dynamics Controlling at present and partly hangs tag
The articulated disk structure in vehicle field, this kind of vehicle is relatively simple, has a single function, and for the dynamic of distributed driving electric articulated passenger car
Mechanics control research still has blank, therefore, has for the research of the dynamics Controlling of the Direct wheel drives car with articulated mounting
Its distinctive meaning.
The correlative study that articulated vehicle splice angle and trunk control is needed further deeply.It is numerous studies have shown that
When articulated vehicle unstability, front and back compartment can with certain sequencing occur unstability, when as folded, typically after
The swing of larger angle first occurs for compartment, then causes the unstability of front compartment, and at present for the Yaw stability of articulated vehicle
The research of control does not consider splice angle and trunk movement to the shadow of intact stability mostly using front compartment as references object
It rings.
Summary of the invention
The object of the present invention is to provide a kind of determination methods of the driving moment of multiaxis distribution driving articulated coach, are used to
Improve the Yaw stability of articulated coach.
To achieve the above object, the present invention provides following schemes：
A kind of determination method of the driving moment of multiaxis distribution driving articulated coach, the determining method include：
It is horizontal that the ideal value of front compartment yaw velocity, trunk are calculated according to the force analysis in front and back compartment and the equation of motion
The ideal value of pivot angle speed and the ideal value of front and back compartment splice angle；
The ideal value of front compartment yaw velocity and true value are obtained into the first difference as difference, by trunk yaw velocity
Ideal value and true value as difference obtain the second difference, it is poor that the ideal value of front and back compartment splice angle and true value are made, and obtains the
Three differences are calculated using first difference, the second difference, third difference as control tracking error according to sliding mode control algorithm
Front compartment adds yaw moment and trunk adds yaw moment；
Yaw moment is added according to front compartment and determines that front compartment adds yaw moment constraint, and sideway power is added according to trunk
Square determines that trunk adds yaw moment constraint；
It establishes using tire utilization rate as the optimization method of optimization aim；
Yaw moment constraint is added according to vehicle longitudinal direction force constraint, the front compartment, the trunk adds yaw moment
Constraint equation is established in constraint, the constraint of Direct wheel drives motor peak torque and road surface attachment constraint；
The minimum value of the optimization method is solved according to the constraint equation；
The driving moment of each driving wheel is determined according to the minimum value.
Optionally, the rotating torque that each driving wheel is determined according to the minimum value, specifically includes：
The longitudinal force of each driving wheel is determined according to the minimum value；
The driving moment of each driving wheel is determined according to the longitudinal force of each driving wheel and vehicle wheel roll radius.
Optionally, the ideal that front compartment yaw velocity is calculated according to the force analysis and the equation of motion in front and back compartment
Value, the ideal value of the ideal value of trunk yaw velocity and front and back compartment splice angle, specifically include：
It is horizontal that the desired value of front compartment yaw velocity, trunk are calculated according to the force analysis in front and back compartment and the equation of motion
The desired value of pivot angle speed and the desired value of front and back compartment splice angle；
Calculate maximum value, the ideal value maximum value of trunk yaw velocity and the front and back compartment of front compartment yaw velocity
The maximum value of splice angle；
Front compartment sideway is determined according to the maximum value of the desired value of front compartment yaw velocity and front compartment yaw velocity
The ideal value of angular speed, wherein the ideal value of front compartment yaw velocity is the desired value and front truck of front compartment yaw velocity
Smaller value in the maximum value of compartment yaw velocity；
Trunk sideway is determined according to the maximum value of the desired value of trunk yaw velocity and trunk yaw velocity
The ideal value of angular speed, wherein the ideal value of trunk yaw velocity is the desired value and rear car of trunk yaw velocity
Smaller value in the maximum value of compartment yaw velocity；
Front and back compartment splice angle is determined according to the desired value of front and back compartment splice angle and the maximum value of front and back compartment splice angle
Ideal value, wherein the ideal value of front and back compartment splice angle be front and back compartment splice angle desired value and front and back compartment splice angle
Maximum value in smaller value.
Optionally, the minimum value of the optimization method is solved using effective set algorithm, wherein front compartment is added into sideway power
Square and trunk add starting point of the result of yaw moment mean allocation as effective set algorithm.
Optionally, the expression formula of the optimization method is：
Wherein, J is tire utilization rate, wherein Fxi(i=3,4,5,6) is the longitudinal force of four driving wheels, Fzi(i=3,4,
It 5,6) is the vertical force of four driving wheels, μ is the coefficient of road adhesion of four driving wheels, CiWhat (i=3,4,5,6) was represented is four
The weight coefficient of a driving wheel.
Optionally, the expression of vehicle longitudinal direction force constraint is：Fxd=Fx3+Fx4+Fx5+Fx6,
Wherein, FxdFor total longitudinal force demand,α is accelerator pedal aperture, T in formulamaxFor driving
Motor peak torque, i0For transmission ratio, η is mechanical efficiency, and R is vehicle wheel roll radius.
Optionally, the front compartment adds yaw moment constraint, the trunk adds the expression formula of yaw moment constraint
For：
Wherein, MfYaw moment, M are added for front compartmentrYaw moment, B are added for trunkmFor the 3rd driving wheel and
The distance of 4 driving wheels, BrIt is the 5th driving wheel at a distance from the 6th driving wheel, the 3rd driving wheel and the 4th driving wheel position
In car axis it is not ipsilateral, the 5th driving wheel and the 6th driving wheel are located at the not ipsilateral of the rear axle of car, and front axle is non-
Drive shaft.
Optionally, the expression of Direct wheel drives motor peak torque constraint is：
Optionally, the expression of road surface attachment constraint is：
-μFzi≤Fxi≤μFzi。
Optionally, front compartment adds yaw moment MfSolution formula be：
Wherein, ωfFor front compartment yaw velocity, ωf_dFor the ideal value of front compartment yaw velocity, IfFor trunk around
The rotary inertia of Z axis, Z axis are the axis perpendicular to ground, and sgn () is sign function, c1For control parameter,
s1For the diverter surface of sliding formwork control.
Optionally, trunk adds yaw moment MrSolution formula be：
Wherein, ωrFor trunk yaw velocity, ωr_dFor the ideal value of trunk yaw velocity, θ is front and back compartment
Splice angle, θdFor the ideal value of front and back compartment splice angle, IrFor the rotary inertia of trunk about the z axis, Z axis is perpendicular to ground
Axis, sgn () are sign function, c2、c3And ε2For control parameter,s2
For the diverter surface of sliding formwork control.
The specific embodiment provided according to the present invention, the invention discloses following technical effects：
The present invention fully takes into account the influence of trunk and splice angle, and Reference Model Design is linear Three Degree Of Freedom model,
Jointly controlling for yaw velocity and splice angle is devised for trunk, the ideal value being calculated is more reasonable, then counts
The yaw moment being applied on the compartment of front and back is calculated, the Yaw stability of articulated coach is improved, solves extreme operating condition, especially
The problem of folding whipping, occurs for articulated coach under the low attachment operating condition of high speed.
Detailed description of the invention
It in order to more clearly explain the embodiment of the invention or the technical proposal in the existing technology, below will be to institute in embodiment
Attached drawing to be used is needed to be briefly described, it should be apparent that, the accompanying drawings in the following description is only some implementations of the invention
Example, for those of ordinary skill in the art, without any creative labor, can also be according to these attached drawings
Obtain other attached drawings.
Fig. 1 is the flow chart of the determination method for the driving moment that multiaxis distribution of the present invention drives articulated coach；
Fig. 2 is trunk force analysis figure；
Fig. 3 is front compartment force analysis figure；
Fig. 4 is vehicle compartment force analysis figure；
Fig. 5 is that Yaw stability control strategy of the invention develops total figure；
Fig. 6 is to carry out control and longitudinal speed without control to driving moment using the present invention for two-track line operating condition
Comparison diagram；
Fig. 7 is to carry out control and the front compartment rail without control to driving moment using the present invention for two-track line operating condition
The comparison diagram of mark；
Fig. 8 is to carry out control and the trunk rail without control to driving moment using the present invention for two-track line operating condition
The comparison diagram of mark；
Fig. 9 is to carry out control to driving moment using the present invention for two-track line operating condition and without the front compartment cross of control
The comparison diagram of pivot angle speed；
Figure 10 is to carry out control and the trunk without control to driving moment using the present invention for two-track line operating condition
The comparison diagram of yaw velocity；
Figure 11 is to carry out control and the splice angle without control to driving moment using the present invention for two-track line operating condition
Comparison diagram；
Figure 12 carries out control and longitudinal vehicle without control to driving moment using the present invention for split road surface operating condition
The comparison diagram of speed；
Figure 13 is to carry out control and the front truck without control to driving moment using the present invention for split road surface operating condition
The comparison diagram of compartment track；
Figure 14 is to carry out control and the rear car without control to driving moment using the present invention for split road surface operating condition
The comparison diagram of compartment track；
Figure 15 is to carry out control and the front truck without control to driving moment using the present invention for split road surface operating condition
The comparison diagram of compartment yaw velocity；
Figure 16 is to carry out control and the rear car without control to driving moment using the present invention for split road surface operating condition
The comparison diagram of compartment yaw velocity；
Figure 17 be for split road surface operating condition using the present invention to driving moment carry out control with without the hinged of control
The comparison diagram at angle.
Specific embodiment
Following will be combined with the drawings in the embodiments of the present invention, and technical solution in the embodiment of the present invention carries out clear, complete
Site preparation description, it is clear that described embodiments are only a part of the embodiments of the present invention, instead of all the embodiments.It is based on
Embodiment in the present invention, it is obtained by those of ordinary skill in the art without making creative efforts every other
Embodiment shall fall within the protection scope of the present invention.
The object of the present invention is to provide a kind of determination methods of the driving moment of multiaxis distribution driving articulated coach, are used to
Improve the Yaw stability of articulated coach.
In order to make the foregoing objectives, features and advantages of the present invention clearer and more comprehensible, with reference to the accompanying drawing and specific real
Applying mode, the present invention is described in further detail.
Fig. 1 is the flow chart of the determination method for the driving moment that multiaxis distribution of the present invention drives articulated coach.Such as Fig. 1 institute
Show, the determining method includes：
Step 10：According to the force analysis in front and back compartment and the equation of motion calculate front compartment yaw velocity ideal value,
The ideal value of trunk yaw velocity and the ideal value of front and back compartment splice angle.It specifically includes：
Step 101：According to the force analysis in front and back compartment and the equation of motion calculate front compartment yaw velocity desired value,
The desired value of trunk yaw velocity and the desired value of front and back compartment splice angle；
Step 102：Calculate the maximum value of front compartment yaw velocity, the ideal value maximum value of trunk yaw velocity and
The maximum value of front and back compartment splice angle；Wherein, the yaw velocity maximum value in front and back compartment is limited by the attachment condition on road surface
System, the maximum value of splice angle is as defined by hinged disk.
Step 103：Before being determined according to the desired value of front compartment yaw velocity and the maximum value of front compartment yaw velocity
The ideal value of compartment yaw velocity, wherein the ideal value of front compartment yaw velocity is the expectation of front compartment yaw velocity
Smaller value in value and the maximum value of front compartment yaw velocity；
Step 104：After being determined according to the desired value of trunk yaw velocity and the maximum value of trunk yaw velocity
The ideal value of compartment yaw velocity, wherein the ideal value of trunk yaw velocity is the expectation of trunk yaw velocity
Smaller value in value and the maximum value of trunk yaw velocity；
Step 105：Front and back vehicle is determined according to the desired value of front and back compartment splice angle and the maximum value of front and back compartment splice angle
The ideal value of compartment splice angle, wherein the ideal value of front and back compartment splice angle is the desired value and front and back vehicle of front and back compartment splice angle
Smaller value in the maximum value of compartment splice angle.
Step 20：The ideal value of front compartment yaw velocity and true value are obtained into the first difference as difference, by trunk cross
The ideal value and true value of pivot angle speed obtain the second difference as difference, and the ideal value of front and back compartment splice angle and true value are made
Difference obtains third difference, using first difference, the second difference, third difference as control tracking error, according to sliding formwork control
Algorithm calculates front compartment and adds yaw moment and the additional yaw moment of trunk.
Step 30：Yaw moment, which is added, according to front compartment determines that front compartment adds yaw moment constraint, it is attached according to trunk
Yaw moment is added to determine that trunk adds yaw moment constraint.
Front compartment adds yaw moment MfSolution formula be：
Wherein, ωfFor front compartment yaw velocity, ωf_dFor the ideal value of front compartment yaw velocity, IfFor trunk around
The rotary inertia of Z axis, Z axis are the axis perpendicular to ground, and sgn () is sign function, and when independent variable is greater than 0, output is 1, from
Variable is 0 output 0, and independent variable is less than 0 output -1；c1For control parameter,s1
For the diverter surface of sliding formwork control.
Trunk adds yaw moment MrSolution formula be：
Wherein, ωrFor trunk yaw velocity, ωr_dFor the ideal value of trunk yaw velocity, θ is front and back compartment
Splice angle, θdFor the ideal value of front and back compartment splice angle, IrFor the rotary inertia of trunk about the z axis, Z axis is perpendicular to ground
Axis, sgn () are sign function, c2、c3And ε2For control parameter,s2For
The diverter surface of sliding formwork control.
Step 40：It establishes using tire utilization rate as the optimization method of optimization aim；The expression formula of the optimization method is：
Wherein, J is tire utilization rate, wherein Fxi(i=3,4,5,6) is the longitudinal force of four driving wheels, Fzi(i=3,4,
It 5,6) is the vertical force of four driving wheels, μ is the coefficient of road adhesion of four driving wheels, CiWhat (i=3,4,5,6) was represented is four
The weight coefficient of a driving wheel.
Step 50：Yaw moment constraint, the additional cross of the trunk are added according to vehicle longitudinal direction force constraint, the front compartment
Constraint equation is established in the constraint of pendulum torque, the constraint of Direct wheel drives motor peak torque and road surface attachment constraint.
Wherein, the expression of vehicle longitudinal direction force constraint is：Fxd=Fx3+Fx4+Fx5+Fx6,
Wherein, FxdFor total longitudinal force demand,α is accelerator pedal aperture, T in formulamaxFor driving
Motor peak torque, i0For transmission ratio, η is mechanical efficiency, and R is vehicle wheel roll radius.
The front compartment adds yaw moment constraint, the trunk adds the expression formula that yaw moment constrains and is：
Wherein, MfYaw moment, M are added for front compartmentrYaw moment, B are added for trunkmFor the 3rd driving wheel and
The distance of 4 driving wheels, BrIt is the 5th driving wheel at a distance from the 6th driving wheel, the 3rd driving wheel and the 4th driving wheel position
In car axis it is not ipsilateral, the 5th driving wheel and the 6th driving wheel are located at the not ipsilateral of the rear axle of car, and front axle is non-
Drive shaft.
The expression of Direct wheel drives motor peak torque constraint is：
The expression constrained is adhered on the road surface：
-μFzi≤Fxi≤μFzi。
Step 60：The minimum value of the optimization method is solved according to the constraint equation；Institute is solved using effective set algorithm
State the minimum value of optimization method, wherein front compartment is added into yaw moment and trunk adds the knot of yaw moment mean allocation
Starting point of the fruit as effective set algorithm.
Step 70：The driving moment that each driving wheel is determined according to the minimum value, specifically includes following steps：
Step 701：The longitudinal force of each driving wheel is determined according to the minimum value；
Step 702：The driving moment of each driving wheel is determined according to the longitudinal force of each driving wheel and vehicle wheel roll radius.
The present invention fully takes into account the influence of trunk and splice angle, linear Three Degree Of Freedom model is designed as, for rear car
Compartment devises jointly controlling for yaw velocity and splice angle, and the ideal value being calculated is more reasonable, then calculates and is applied to
Yaw moment on the compartment of front and back improves the Yaw stability of articulated coach, solves extreme operating condition, especially high-speed working condition
The problem of folding whipping, occurs for lower articulated coach.
The specific method is as follows：
Firstly, establishing linear Three Degree Of Freedom reference model
Research object is 18 meters of multiaxis distribution driving pure electric vehicle articulated coach, shares two section compartments, front compartment the
One axis is steering shaft, and the third axis of the second axis of front compartment and trunk is drive shaft.Multiaxis Direct wheel drives articulated coach is theoretical
Reference model is reduced to linear Three Degree Of Freedom model.Fig. 2-3 is respectively trunk force analysis, front compartment force analysis, vehicle
Force analysis.
Front compartment lateral motion equations:
Fy0+Ffycosδ+Fmy=mfafy (2)
Trunk lateral motion equations:
Fry-Fy0'cosθ-Fx0'Sin θ=mrary (5)
By the movement relation between two section compartments, can derive：
Vry=Vfxθ+Vfy-ωfLf-ωrLr (8)
In formula, mfFor front compartment quality, mrFor trunk quality；JfFor front compartment yaw rotation inertia, JrFor front compartment cross
Put rotary inertia；FfyFor lateral force suffered by front axle wheel, FmyFor lateral force suffered by axis wheel, FryFor side suffered by rear axle wheel
Xiang Li；Fx0、Fy0For active force at hinged disk；VfxFor front compartment mass center longitudinal velocity, VrxFor trunk mass center longitudinal velocity；Vfy
Lateral, the V for front compartment mass centerryFor trunk mass center side velocity；afyFor front compartment transverse acceleration, aryFor trunk transverse direction
Acceleration, ωfFor front compartment yaw velocity, ωrFor trunk yaw velocity；LfFor hinged disk center to front compartment mass center
Distance, LrFor hinged disk center to the distance of trunk mass center, θ is the angle of front compartment and trunk X-axis；For front compartment matter
Distance of the heart to front axle, bfFor the distance of front compartment mass center to axis；brFor the distance of trunk mass center to rear axle；M and MθAll it is
Refer to the damping torque that hinged disk provides.
Assuming that the cornering behavior of tire is in the range of linearity always, therefore the lateral force of front axle, axis and rear axle
It is represented by：
Front compartment side slip angle βf=Vfy/Vfx, its derivation can be obtainedCarry it into above formula.
It is assumed that front wheel angle and splice angle are sufficiently small, can be obtained by formula 1-10
Wherein, δ is the steering angle of front-wheel,
For convenience of calculation, the element in Metzler matrix and D matrix is used into a respectivelyijAnd bijIt indicates, when vehicle enters stable state,
Yaw velocity, side slip angle and the splice angle of vehicle all no longer change over time, therefore
It is substituted into above-mentioned equation, can obtain desired front compartment yaw velocity, side slip angle and splice angle is：
Due to the limitation of road surface attachment condition, the maximum side acceleration that tire can be provided has it objectively to constrain, vehicle
In driving process, the yaw velocity and side slip angle in front and back compartment have its limiting value, and limiting value is：
Wherein, μ is coefficient of road adhesion, ωf_maxIt is front compartment maximum yaw velocity, ωr_maxIt is that trunk is maximum horizontal
Pivot angle speed, βmaxIt is maximum side slip angle.
Therefore front compartment yaw velocity ideal value is represented by：
ωf_d=min | ωf_desire|,|ωf_max|}sgn(δ) (21)
Trunk yaw velocity ideal value is represented by：
ωr_d=min | ωr_desire|,|ωr_max|}sgn(δ) (22)
Side slip angle ideal value is represented by：
βf_d=min | βdesire|,|βf_max|}sgn(δ) (23)
The steering locking angle degree in its sideway plane of hinged disk used in the articulated coach studied herein is 54 °, therefore is cut with scissors
The maximum value for connecing angle, θ is：
|θmax|=54 ° (24)
Therefore compartment splice angle ideal value in front and back is represented by：
θd=min | θdesire|,|θmax|}sgn(δ) (25)
The design of top level control algorithm
Three Degree Of Freedom linear reference model based on foundation designs System with Sliding Mode Controller, by yaw velocity and splice angle
The desired value that is provided with reference model of true value make the difference, e1=ωf-ωf_d, e2=ωr-ωr_d, e3=θ-θdE at this time1, e2,
e3It is control tracking error, as control variable, additional yaw moment is calculated by sliding mode control algorithm.
Front compartment control algorithm design
Defining diverter surface is：
Wherein, c1For control coefrficient, c1> 0.
Formula (26) derivation can be obtained
Reaching Law chooses constant speed tendency rate
In formula, ε1> 0.
Joint type 26-28 can be obtained
Therefore front compartment adds yaw moment MfFor
Determine that yaw velocity stability of control system, liapunov function are using liapunov's method：
First derivative is asked to obtain above formula：
Due to choosing coefficient ε1> 0, c1> 0, thereforeSo yaw velocity System with Sliding Mode Controller is stablized.
Trunk control algorithm design
Defining diverter surface is：
Wherein, c2, c3For control coefrficient, c2> 0, c3> 0.
Formula (33) derivation can be obtained
Reaching Law chooses constant speed tendency rate
In formula, ε2> 0.
Joint type (33)-(34) can obtain
Therefore trunk adds yaw moment MrFor
Determine that yaw velocity stability of control system, liapunov function are using liapunov's method：
First derivative is asked to obtain above formula：
Due to choosing coefficient c2> 0, c3> 0, ε2> 0 is thereforeSo yaw velocity System with Sliding Mode Controller is stablized.
The design of lower layer's torque distribution control algorithm
The main function of lower layer's torque distribution control layer exactly distributes the resulting generalized force in upper layer to each driving wheel, i.e.,
Realize the resulting generalized force in upper layer, lower layer's allocation algorithm of distributed driving automobile is broadly divided into optimization allocation algorithm and non-at present
Two kinds of allocation algorithm of optimization.Unoptimizable allocation algorithm mainly has torque distribution coefficient PI adjusting, the method for solving equation and fuzzy logic three
Kind.And optimization allocation algorithm in, generalized inverse application ratio it is wide, but due to generalized inverse for actual vehicle about
Beam condition considers deficiency, is mainly calculated from mathematical angle, so there is its limitation.And quadratic programming rule can fill
Divide and consider optimization aim and vehicle itself physical constraint condition, flexibly can be weighted or punish according to constraint condition importance
It penalizes, and QUADRATIC PROGRAMMING METHOD FOR can be updated efficiency matrix and constraint in the system failure, make system reconfiguration.
Torque distribution control algorithm optimization target
The optimization aim that tire utilization rate adds yaw moment distribution as lower layer is chosen herein, tire utilization rate is higher,
Vehicle is more possible to unstability.
Tire utilization rate expression formula is as follows：
Wherein FxiThat (i=3,4,5,6) is represented is the longitudinal force of four driving wheels, Fyi(i=3,4,5,6) represent be
The lateral force of four driving wheels, FziThat (i=3,4,5,6) is represented is the vertical force of four driving wheels, μi(i=3,4,5,6) generation
Table be four driving wheels coefficient of road adhesion, CiWhat (i=3,4,5,6) was represented is the weight coefficient of four driving wheels.
The control target of optimization distribution, i.e. vehicle using the quadratic sum minimum of four driving wheel tire utilization rates as lower layer's torque
The attachment utilization rate for distributing each tire according to the vertical force of each wheel in the process of moving, by tire capabilities maximum
Change, while avoiding the torque of single wheel application excessive and trackslipping.
It is as follows that yaw moment quadratic programming objective function adds in lower layer：
Since this paper research object is a distributed driving articulated coach, four driving wheels of rear two axis are by four wheel sides electricity
Machine driving, therefore wheel longitudinal force can be independently controlled herein, and lateral force can not temporarily be directly controlled, therefore to wheel
Tire utilization rate objective function is centainly simplified, and control target is changed to the tire utilization rate quadratic sum of each wheel longitudinal force, letter
Objective function is as follows after change：
Torque distribution control algorithm constraint condition
This paper research object need to meet vehicle longitudinal force demand simultaneously, and upper layer adds yaw moment demand, Direct wheel drives electricity
The limitation of machine peak torque and the objective constraint of road surface adhesion condition.
Vehicle longitudinal force demand：
Fxd=Fx3+Fx4+Fx5+Fx6 (43)
F in formulaxiThat (i=3,4,5,6) is represented is the longitudinal force of four driving wheels, FxdFor total longitudinal force demand, by pedal
Aperture and motor torque determine.
α is accelerator pedal aperture, T in formulamaxFor driving motor peak torque, i0For transmission ratio, η is mechanical efficiency, and R is
Vehicle wheel roll radius.
Upper layer adds yaw moment demand：
M in formulaf, MrYaw moment is added for front and back compartment, Bm is the wheelspan (distance of left and right tire) of axis, after Br is
The wheelspan of axis (third axis) is obtained by top level control strategy.
The limitation of Direct wheel drives motor peak torque：
Road surface attachment constraint：
-μFzi≤Fxi≤μFzi (47)
Quadratic programming problem solves
The quadratic programming problem of the additional pendulum moment optimization distribution in the upper layer this paper can be expressed as：
Quadratic programming problem is solved using active set method herein.
For there are the quadratic programming problems of inequality constraints, determined first before each iteration one it is feasible initial
Point is ignored in the inactive constraint, will be converted into equality constraint in the active constraint, and herein on basis
Minimum solution is carried out to objective function, obtains new better feasible point, replaces initial point, then repeat before the step of,
The optimization of inequality constraints, referred to as active set method are realized by a series of quadratic programming of equality constraints.
Front and back compartment is selected to add starting point of the result of yaw moment mean allocation as effective set algorithm herein, then
It is iterated according to the requirement of objective function and constraint condition, finds out optimal torque allocation result.
The difference of the present invention and the prior art includes：
(1) reference model is linear Three Degree Of Freedom model, and desired yaw velocity and splice angle is calculated；
(2) top level control algorithm is divided into front compartment and trunk control algolithm, is all made of sliding formwork control method.Front compartment is with cross
The difference of pivot angle speed ideal value and actual value comprehensively considers yaw velocity and splice angle ideal value as input, trunk
Difference with actual value is as input；
(3) lower layer's torque distribution control algorithm is quadratic programming, full simultaneously using tire longitudinal direction utilization rate as optimization aim
Sufficient vehicle longitudinal force demand, upper layer add yaw moment demand, and feelings are adhered on the limitation of Direct wheel drives motor peak torque and road surface
The objective constraint of condition.It is solved using active set m ethod.
(4) reference model is mostly linear two degrees of freedom single track model in traditional Yaw stability control method, it is contemplated that
The particularity of articulated coach, reference model fully takes into account the influence of trunk and splice angle in this patent, is designed as linear three
Degrees of Freedom Model, the ideal value being calculated is more reasonable, while available ideal splice angle, sets for subsequent control algolithm
Meter provides new approaches.
(5) traditional control method is continued to use for the Yaw stability control of articulated coach at present, this patent synthesis is examined
The influence for considering front and back compartment calculates separately the yaw moment being applied on the compartment of front and back, while devising sideway for trunk
Angular speed and splice angle jointly control, and control effect is more obvious.
The present invention has also done emulation experiment.
Two-track line operating condition
Coefficient of road adhesion 0.3, target vehicle speed 60km/h.It is even after vehicle launch to accelerate to target vehicle speed and enter two-track line
Operating condition, whether there is or not simulation comparison result such as Fig. 6-11 under control.
Simulation result shows that under ice and snow road high-speed working condition, vehicle can not normally complete double in uncontrolled situation
Line operating condition is moved, vehicle cannot keep speed without control situation completely since 14s as shown in Figure 6, and analysis chart 7 and Fig. 8 can
Know, vehicle unstability at operation to the place 200m, and after applying control, vehicle speed under control after of short duration reduction of speed surely
It is scheduled on target vehicle speed, and is analyzed from vehicle running track, vehicle also relatively smooth completes two-track line operating condition, with respect to no control
The case where processed, effect of optimization was fairly obvious, and from preceding trunk yaw velocity and splice angle these three important Yaw stabilities
Index is analyzed, by Fig. 9-11 it is found that after applying control, front compartment yaw velocity optimization 60%, and trunk yaw angle speed
Degree optimization 80%, hinged angle and optimizing 70%.
Split road surface operating condition
Right side road surface is dry pavement, and attachment coefficient 1.0, left side road surface is the moist operating condition on right side road surface, straight way, target
Speed 40km/h, even after vehicle launch to accelerate to target vehicle speed, whether there is or not simulation comparison result such as Figure 12-17 under control.
Simulation result shows that under split road surface operating condition, vehicle can not normally advance in uncontrolled situation, by Figure 12
It is found that vehicle can not accelerate to target vehicle speed under no-console condition, and cannot keep speed, analysis chart 13 and Figure 14 it is found that
Vehicle complete unstability when vehicle is at operation to 1000m, spins in situ, applies bright for travel condition of vehicle improvement after controlling
It is aobvious, it is analyzed from speed, vehicle, which can be stablized, accelerates to target vehicle speed and speed hold mode is good, and from vehicle running track
Upper analysis, though there is a degree of swing in front and back compartment, track of vehicle integrally keeps all right, especially relatively uncontrolled
Situation has obvious optimization, and divides from preceding trunk yaw velocity and these three important Yaw stability indexs of splice angle
Analysis, by Figure 15-17 it is found that apply control after, due to vehicle operational excellence, and without control when the complete unstability of vehicle, therefore this three
A Yaw stability index has the improvement of high degree.
Each embodiment in this specification is described in a progressive manner, the highlights of each of the examples are with other
The difference of embodiment, the same or similar parts in each embodiment may refer to each other.
Used herein a specific example illustrates the principle and implementation of the invention, and above embodiments are said
It is bright to be merely used to help understand method and its core concept of the invention；At the same time, for those skilled in the art, foundation
Thought of the invention, there will be changes in the specific implementation manner and application range.In conclusion the content of the present specification is not
It is interpreted as limitation of the present invention.
Claims (10)
1. a kind of determination method of the driving moment of multiaxis distribution driving articulated coach, which is characterized in that the determining method
Including：
Ideal value, the trunk yaw angle of front compartment yaw velocity are calculated according to the force analysis in front and back compartment and the equation of motion
The ideal value of speed and the ideal value of front and back compartment splice angle；
The ideal value of front compartment yaw velocity and true value are obtained into the first difference as difference, by the reason of trunk yaw velocity
Think that value and true value obtain the second difference as difference, it is poor that the ideal value of front and back compartment splice angle and true value are made, and it is poor to obtain third
Value calculates front truck according to sliding mode control algorithm using first difference, the second difference, third difference as control tracking error
Compartment adds yaw moment and trunk adds yaw moment；
Yaw moment is added according to front compartment and determines that front compartment adds yaw moment constraint, and it is true that yaw moment is added according to trunk
Determine trunk and adds yaw moment constraint；
It establishes using tire utilization rate as the optimization method of optimization aim；
Constrained according to vehicle longitudinal direction force constraint, the additional yaw moment constraint of the front compartment, the additional yaw moment of the trunk,
Constraint equation is established in the constraint of Direct wheel drives motor peak torque and road surface attachment constraint；
The minimum value of the optimization method is solved according to the constraint equation；
The driving moment of each driving wheel is determined according to the minimum value.
2. the determination method of driving moment according to claim 1, which is characterized in that described to be determined according to the minimum value
The rotating torque of each driving wheel, specifically includes：
The longitudinal force of each driving wheel is determined according to the minimum value；
The driving moment of each driving wheel is determined according to the longitudinal force of each driving wheel and vehicle wheel roll radius.
3. the determination method of driving moment according to claim 1, which is characterized in that the stress according to front and back compartment
Analysis and the equation of motion calculate ideal value, the ideal value of trunk yaw velocity and the front and back compartment of front compartment yaw velocity
The ideal value of splice angle, specifically includes：
Desired value, the trunk yaw angle of front compartment yaw velocity are calculated according to the force analysis in front and back compartment and the equation of motion
The desired value of speed and the desired value of front and back compartment splice angle；
The maximum value, the ideal value maximum value of trunk yaw velocity and front and back compartment for calculating front compartment yaw velocity are hinged
The maximum value at angle；
Front compartment yaw angle speed is determined according to the maximum value of the desired value of front compartment yaw velocity and front compartment yaw velocity
The ideal value of degree, wherein the ideal value of front compartment yaw velocity is the desired value and front compartment cross of front compartment yaw velocity
Smaller value in the maximum value of pivot angle speed；
Trunk yaw angle speed is determined according to the maximum value of the desired value of trunk yaw velocity and trunk yaw velocity
The ideal value of degree, wherein the ideal value of trunk yaw velocity is the desired value and trunk cross of trunk yaw velocity
Smaller value in the maximum value of pivot angle speed；
The reason of front and back compartment splice angle is determined according to the desired value of front and back compartment splice angle and the maximum value of front and back compartment splice angle
Want to be worth, wherein the desired value and front and back compartment splice angle that the ideal value of front and back compartment splice angle is front and back compartment splice angle are most
Smaller value in big value.
4. the determination method of driving moment according to claim 1, which is characterized in that using described in the solution of effective set algorithm
The minimum value of optimization method, wherein front compartment is added into yaw moment and trunk adds the result of yaw moment mean allocation
Starting point as effective set algorithm.
5. the determination method of driving moment according to claim 1, which is characterized in that the expression formula of the optimization method
For：
Wherein, J is tire utilization rate, wherein Fxi(i=3,4,5,6) is the longitudinal force of four driving wheels, Fzi(i=3,4,5,6)
For the vertical force of four driving wheels, μ is the coefficient of road adhesion of four driving wheels, CiWhat (i=3,4,5,6) was represented is four drives
The weight coefficient of driving wheel.
6. the determination method of driving moment according to claim 5, which is characterized in that the specific table of vehicle longitudinal direction force constraint
It is up to formula：Fxd=Fx3+Fx4+Fx5+Fx6；
Wherein, FxdFor total longitudinal force demand,α is accelerator pedal aperture, T in formulamaxFor driving motor
Peak torque, i0For transmission ratio, η is mechanical efficiency, and R is vehicle wheel roll radius.
7. the determination method of driving moment according to claim 1, which is characterized in that the front compartment adds yaw moment
Constraint, the trunk add the expression formula that yaw moment constrains and are：
Wherein, MfYaw moment, M are added for front compartmentrYaw moment, B are added for trunkmFor the 3rd driving wheel and the 4th
The distance of driving wheel, BrIt is the 5th driving wheel at a distance from the 6th driving wheel, the 3rd driving wheel is located at the 4th driving wheel
The axis of car it is not ipsilateral, the 5th driving wheel and the 6th driving wheel are located at the not ipsilateral of the rear axle of car, and front axle is non-drive
Moving axis.
8. the determination method of driving moment according to claim 6, which is characterized in that Direct wheel drives motor peak torque is about
The expression of beam is：
9. the determination method of driving moment according to claim 5, which is characterized in that road surface attachment constraint embodies
Formula is：
-μFzi≤Fxi≤μFzi。
10. the determination method of driving moment according to claim 1, which is characterized in that trunk adds yaw moment Mr's
Solution formula is：
Wherein, ωrFor trunk yaw velocity, ωr_dFor the ideal value of trunk yaw velocity, θ is that front and back compartment is hinged
Angle, θdFor the ideal value of front and back compartment splice angle, IrFor the rotary inertia of trunk about the z axis, Z axis is the axis perpendicular to ground,
Sgn () is sign function, c2、c3And ε2For control parameter,s2
For the diverter surface of sliding formwork control.
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