CN109398361A - A kind of Handling stability control method for four motorized wheels vehicle - Google Patents

A kind of Handling stability control method for four motorized wheels vehicle Download PDF

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CN109398361A
CN109398361A CN201811269540.4A CN201811269540A CN109398361A CN 109398361 A CN109398361 A CN 109398361A CN 201811269540 A CN201811269540 A CN 201811269540A CN 109398361 A CN109398361 A CN 109398361A
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vehicle
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controller
wheel
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CN109398361B (en
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陈思忠
陈勇波
赵玉壮
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Beijing Institute of Technology BIT
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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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

The present invention provides a kind of Handling stability control methods for four motorized wheels vehicle, this method design vehicle motion controller includes longitudinal controller and sideway controller, target longitudinal force and target yaw moment needed for vehicle movement process are obtained respectively based on side slip angle and yaw velocity phasor, designing tyre power dispensing controller, comprehensively consider drive mode switching and the different degrees of failure of driving motor system, the target longitudinal force of tire of each wheel is calculated by Lagrangian method, local control, that is, electric machine controller, it controls wheel actual angular speed and tracks target angular velocity, rationally and effectively coordinated control distributes the torque of each motor.This method significantly improves the control stability for the control stability of four motorized wheels vehicle, especially vehicle high-speed moment passing through change attachment coefficient road surface.

Description

Control method for steering stability of four-wheel independent drive vehicle
Technical Field
The invention relates to a control method for the operation stability of a four-wheel independent drive vehicle, belonging to the technical field of automobile control.
Background
When the current independent driving vehicle is used for the control of the steering stability, the optimal control distribution problem under the constraint is generally researched, namely, how to reasonably and effectively distribute the driving torque of the independent driving system, the distribution method has good applicability when the general working condition or the road adhesion condition is not changed, when individual wheels of the vehicle rapidly pass through a variable-adhesion road surface, for example, the vehicle passes through a section of road surface with a lower adhesion coefficient instantly at a high speed on a high-adhesion road surface, the global controller can not effectively and rapidly respond, the distributed motor driving torque is overlarge, the longitudinal force of the tire reaches the maximum adhesion force, so that the wheels slip, also, a change in the driving force of each wheel, an unexpected yaw moment instantaneously acting on the vehicle or an inability to satisfy the vehicle longitudinal force demand, causes an unexpected yaw movement or a sudden movement of the vehicle, which is disadvantageous to the steering stability of the vehicle.
In addition, when vehicle control is carried out, a multi-base nonlinear control method continuously controls the yaw velocity, the stability of the vehicle is improved, the yaw velocity and the mass center slip angle reflect the vehicle control stability, in order to further improve the vehicle control stability, the yaw velocity and the yaw velocity are jointly controlled in the current research, a target yaw moment in the vehicle motion process is obtained by controlling the yaw velocity, a target lateral force required in the vehicle motion process is obtained by controlling the mass center slip angle, the target lateral force is good for the vehicle with active steering, but the method is difficult to be applied to the vehicle without the active steering system, because the vehicle without the active steering system has uncontrollable tire lateral force, the tire longitudinal force is further controlled by controlling the driving torque of a driving motor, and the tire longitudinal force at the moment is difficult to meet the vehicle lateral force requirement, this results in that the output torque of the drive motor is easily saturated when torque distribution is performed, which is disadvantageous for the control of the operating motor and the vehicle. There have been studies to design a yaw moment synthesizing controller using nonlinear fuzzy control while controlling a yaw rate and a centroid slip angle to obtain a target yaw moment required during a vehicle motion, and although the stability of the vehicle is improved, the drivability of the vehicle is also reduced.
Disclosure of Invention
In view of the above, the present invention provides a control method for steering stability of a four-wheel independent drive vehicle, which significantly improves the steering stability of the four-wheel independent drive vehicle, especially the steering stability of the vehicle passing through a road surface with a variable adhesion coefficient at a high speed instant.
The technical scheme for realizing the invention is as follows:
a control method for the steering stability of a four-wheel independent drive vehicle comprises the following steps:
step 1, designing a longitudinal controller, wherein the longitudinal controller controls the actual longitudinal speed v of the vehicle based on a fuzzy PIxTracking a reference longitudinal vehicle speed vxdObtaining a target longitudinal force F of the vehiclexd；
Designing a yaw controller based on a nonlinear control method, and controlling a centroid slip angle β and a yaw rate omega based on a centroid slip angle and yaw rate phase diagramzIn the critical range, the target yaw moment M in the vehicle motion process is obtainedzxd；
Step 2, based on the target force/distance [ F ]xdMzxd]Designing a tire force distribution controller by utilizing the overdrive characteristic of a four-wheel independent distributed driving vehicle, designing a reconfigurable control distribution matrix by comprehensively considering the driving mode switching and the faults of different degrees of a motor, and obtaining the target tire longitudinal force F of each wheel by utilizing a Lagrange algorithmxdij；
Step 3, based on the target tire longitudinal force F of each wheelxdijCalculating a target angular velocity ω of each wheeldijEach motor controller obtains a target driving torque T of each motor based on PI controldijThe driving is realized so that the actual angular velocity ω of each wheelijFor the target angular velocity omegadijAnd (6) tracking.
Further, the control algorithm of the longitudinal controller designed in step 1 is as follows:
wherein e (t) is the deviation between the actual vehicle speed and the target vehicle speed, kpAnd kiParameters for proportional and integral elements of PI control, Δ kpAnd Δ kiThe correction quantity of the proportional and integral element coefficient is adopted.
Further, the control algorithm of the yaw controller designed in step 1 is as follows:
wherein M iszyYaw moment acting on the vehicle about the centre of mass for the lateral force of the tyre, IzzIs the moment of inertia of the vehicle about the center of mass,is critical yaw angular acceleration, lambda is a weight factor, S is a sliding mode surface,is the critical mass center slip angular velocity,is the centroid yaw rate, Z1And Z2Respectively, constant, sat () is a saturation function.
Further, the control algorithm of the tire force distribution controller designed in step 2 is as follows:
M*＝W·(BN)T(BN·W·(BN)T)-1·E*
E*＝[FxdMzxd]T
wherein M is*＝[Fxd11Fxd12Fxd21Fxd22]TFor the allocated target tire longitudinal force, BN is a reconfigurable control allocation matrix, B is a control effective matrix, N is a coordination control allocation matrix, DxijI is 1, 2, and j is 1, 2, which are scale factors related to the vertical load and road adhesion coefficient of each tire.
Further, the coordination control allocation matrix N of the present invention is determined by the following process:
the design of the control coordination distribution matrix specifically comprises the following steps:
N＝diag(ξ1ξ2ξ3ξ4)
wherein, ξiSwitching a factor for a drive mode;
reconstructing the control coordination matrix N, wherein the reconstructed control coordination matrix N*The expression is as follows:
N*＝ΓN
wherein Γ is a reconstruction matrix, and Γ ═ diag (1- χ)111-χ121-χ211-χ22)，χij∈[01]When the X value is 1, the fault factor of each motor represents that the motor completely fails; when the x value is 0, the motor is in a normal working state.
Advantageous effects
First, the present invention obtains the target tire longitudinal force of each wheel by using a local controller, that is, a motor controller, instead of directly obtaining the driving torque of each motor by using a global controller (longitudinal controller + yaw controller + tire force distribution controller), and converts the target tire force into the target angular velocity of each wheel, thereby obtaining the target driving torque of each wheel, thereby effectively improving the steering stability of the four-wheel independent drive vehicle, particularly the steering stability of the vehicle through a variable adhesion coefficient road surface at a high speed instant.
Secondly, the stability state or the non-stability state of the vehicle in the running process can be judged by the centroid side deviation angle and the yaw rate phase diagram.
Drawings
Fig. 1 is a schematic view of a steering stability control method for a four-wheel independent drive vehicle according to the present invention.
Detailed Description
The technical scheme of the invention is further elaborated in the following by combining the attached drawings.
The design idea of the invention is as follows: the global controller is used for designing a vehicle motion controller and a driving force controller based on a hierarchical control method, and the local controller comprises each motor controller to realize target torque distribution of each motor. The vehicle motion controller comprises a longitudinal controller and a yaw controller, a target longitudinal force and a target yaw moment required in the vehicle motion process are respectively obtained based on a centroid side-slip angle and a yaw velocity phase diagram, a driving force controller, namely a tire force distribution controller, comprehensively considers the driving mode switching and the failure of a driving motor system in different degrees, calculates the target tire longitudinal force of each wheel through a Lagrange method, and a local controller, namely a motor controller, controls the actual angular velocity of each wheel to track the target angular velocity, and reasonably and effectively coordinates, controls and distributes the torque of each motor. The control strategy obviously improves the operation stability of the four-wheel independent drive vehicle, in particular to the operation stability of the vehicle passing through a road surface with variable attachment coefficient at high speed and in the moment.
The invention provides a control method for the operating stability of a four-wheel independent drive vehicle, which aims at the control of the operating stability of the four-wheel independent drive vehicle under the variable working condition of the vehicle, and specifically comprises the following steps as shown in figure 1:
step one, collecting the wheel speed n of each wheelijYaw rate ω of vehiclezLongitudinal acceleration axAnd lateral acceleration aySignals and estimating the respective tire longitudinal forces FxijTire side force FyijActual longitudinal speed v of the vehiclexAnd centroid slip angle β parameters.
Step two,Based on the vehicle state quantity v acquired or estimated in real time in the step onexβ and ωzThe longitudinal controller controls the actual longitudinal speed v of the vehicle based on the fuzzy PIxTracking a preset reference longitudinal vehicle speed vxdObtaining a target longitudinal force F of the vehiclexdControlling β and omega based on a centroid slip angle and yaw rate phase diagramzSlip angle β at critical centroidsAnd the critical yaw rate ωzsIn the range, a yaw controller is designed based on a nonlinear control method to obtain a target yaw moment M in the vehicle motion processzxdThe vehicle motion controller (longitudinal controller + yaw controller) obtains the target force/distance [ F ] required during the vehicle motionxdMzxd]。
Step three, based on the target force/distance [ F ] required in the vehicle motion process in the step twoxdMzxd]Fully utilizing the overdrive characteristic of four-wheel independent distributed driving vehicles, designing a tire force distribution controller, comprehensively considering drive mode switching and motor fault design reconfigurable control distribution matrix in different degrees, and obtaining the target tire force F of each wheel by utilizing a Lagrange algorithmxdij。
Step four, based on the target tire force F of each wheel obtained in the step threexdijThe target angular velocity ω of each wheel is obtained by a local controller (i.e., each motor controller)dijObtaining target drive torque T of each motor based on PI controldijTo achieve a target angular velocity ω of the wheeldijFor set wheel angular velocity omegaijThe tracking of (2).
In a preferred embodiment of the present application, the longitudinal controller and the yaw controller described in step two specifically include:
the vehicle longitudinal controller is designed by adopting a fuzzy PI control method to obtain a target longitudinal force F required in the vehicle motion processxdRealizing the actual longitudinal speed v of the vehiclexTracking a reference longitudinal vehicle speed vxdThe control algorithm of the vehicle longitudinal controller is described in detail below;
e(t)＝vx-vxd
wherein, FxdTarget longitudinal force required during vehicle movement, e (t) deviation of actual vehicle speed from target vehicle speed, kpAnd kiParameters for proportional and integral elements of PI control, Δ kpAnd Δ kiThe correction quantity of the proportional and integral element coefficient is adopted. The embodiment designs a membership function, a membership and a fuzzy rule by a fuzzy control theory, takes e (t) and de (t)/dt as input, and outputs delta kpAnd Δ kiΔ k to be outputpAnd Δ kiAs input to the control algorithm of the vehicle longitudinal controller.
The yaw controller is designed by a sliding mode control theory, and is specifically described as follows:
differential equation from vehicle dynamics yaw motion:
wherein, IzzIs the moment of inertia of the vehicle about the centre of mass, MzxAnd MzyThe yaw moment acted on the vehicle around the center of mass by the longitudinal force and the lateral force of the tire respectively,is the vehicle yaw angular acceleration.
Mzx＝FxHx
Mzy＝FyHy
Wherein, Fx＝[Fx11Fx12Fx21Fx22]And Fy＝[Fy11Fy12Fy21Fy22]Four tire longitudinal forces F respectivelyxijThe composed vector (i-1/2 for front/rear wheels, j-1/2 for left/right wheels). HxAnd HyAre coordination matrixes respectively, which are specifically expressed as:
wherein, deltaijThe steering angle of each wheel is shown, the four-wheel independent drive vehicle is provided with a mechanical system for steering the front wheels, and the Ackermann steering theory is satisfied, and the rear wheels have no steering capacity, so that the delta11And delta12There is a certain relationship, δ21And delta22Are all zero. a, b and d represent the distance of the center of mass from the front axle, the distance of the center of mass from the rear axle and the track of the left and right wheels, respectively. The four-wheel independent drive vehicle is provided with four drive motors which respectively drive four wheels, and no axle in the conventional sense exists, and the front axle and the rear axle are equal to those of the conventional vehicle.
When the centroid slip angle is relatively small, the yaw motion of the vehicle is mainly related to the yaw angle, the yaw velocity has a certain relation with the input of the steering wheel of the driver, at the moment, the yaw motion of the vehicle is determined by the driver, and the centroid slip angle is not controlled when the yaw motion is stable, so that the controllability of the vehicle is improved. The centroid side deviation angle and the centroid side deviation angle phase diagram reflect the stability state of the vehicle, when the vehicle is in the stability area, the yaw angle of the vehicle is determined by the input of a driver, when the vehicle is in the non-stability state, the advantage that each motor driving system of the four-wheel independent driving vehicle is independently controllable is fully utilized, the driving torque of each motor is controlled, additional yaw moment acting on the vehicle is generated, the vehicle is controlled to enter the stability area from the non-stability area, the stability of the vehicle is met, through the analysis, the vehicle motion controller is designed based on the yaw angle speed and the centroid side deviation angle phase diagram, and the maneuverability and the stability of the vehicle are improved.
The steady state of the vehicle is described by the following inequality:
wherein, theta1、Θ2、Π1And pi2Coefficient factors are respectively related to the road adhesion coefficient and the vehicle speed.
The above inequality describes the stability or non-stability state of the vehicle. When the four inequalities are all satisfied, the vehicle is in a stable region (state); when the four inequalities cannot be satisfied simultaneously, the vehicle is in an unstable region (state); the boundary between the stability region and the non-stability region is the vehicle stability boundary.
Selecting a proper sliding mode surface:
Λ＝κ1Θ1+κ2Θ2
wherein S is a slip form surface, omegazsAnd βsIs a yaw angular velocity phase diagram and a boundary value of the stability of the centroid slip angle, and Λ is a weight factor, and the value is selected from theta1And Θ2Related, κ1E { -1,0,1} and κ2E { -1,0,1} is a scaling factor.
The four-wheel independent drive vehicle is provided with four independently controllable motor drive systems and is not provided with an active steering system, so that the longitudinal force of four tires is independently controllable, and the lateral force of four tires is not controllable. The yaw moment generated by the tire longitudinal force is:
in order to ensure the rapid convergence of the system and weaken the problem of high-frequency vibration generated in the approaching process of the sliding mode motion of the system, selecting the approaching law rate of a correction belt saturation function:
wherein Z is1And Z2Respectively, constant, sat () represents a saturation function.
Designing a yaw motion controller based on a sliding mode theory to obtain a target yaw moment required in a vehicle motion process:
in a preferred embodiment of the present application, the tire force distribution controller in step three, which comprehensively considers the driving mode switching and the failure design reconfigurable control distribution matrix of the motor at different degrees, obtains the target tire force of each driving wheel by using the lagrangian algorithm, and specifically includes:
vehicle motion control process obtains target force/moment [ F ] required by vehiclexdMzd]TThe four-wheel independent drive vehicle system is an overdrive system, and the purpose of the tire force distribution controller is to realize the distribution of four target tire forces, and the distribution control equation is expressed as follows:
E*＝BNM*
B＝[HmHx]T
wherein E is*＝[FxdMzxd]TAnd M*＝[Fxd11Fxd12Fxd21Fxd22]TRespectively for the vehicle to moveTarget force/moment in process and target tire force after distribution, B is control distribution matrix, Hm＝[cosδ11cosδ12cosδ21cosδ22]TAnd N is a coordination control distribution matrix related to a driving mode and a motor working state.
Because the over-drive system has multiple solutions under the constraint condition, a performance optimization objective function J is constructed based on the tire load rate:
wherein λ isijFor each tire load factor, FxijFor the longitudinal force of the respective tire, DxijIs a scaling factor related to the tire vertical load and road adhesion coefficient.
Combining the above analysis, the assignment matrix and the objective function are converted into the objective function minimization problem under the equation constraint:
wherein,
to solve the above problem, a lagrangian function is defined:
using Lagrangian function L (M)*L) target longitudinal force M on the tire*And lagrange coefficientl partial derivatives are respectively calculated and assigned to zero, as described below:
further, each target tire force is obtained:
M*＝W·(BN)T(BN·W·(BN)T)-1·E*
as described above, the four-wheel independent drive system has the advantage of being independently and precisely controllable, and in order to fully exert the advantage of independently driving the vehicle, considering the driving mode switching with energy saving and operation stability as the target, the control coordination distribution matrix is specifically:
N＝diag(ξ1ξ2ξ3ξ4)
wherein, ξiThe factor is switched for the drive mode.
The four-wheel independent driving vehicle is provided with four independently controllable driving motors, theoretically, the driving mode can be switched to 4 multiplied by i (i is 1, 2, 3 and 4), in order to be more consistent with the working practice of the vehicle, the driving modes of 4 multiplied by 4 and 4 multiplied by 2 are considered preferentially, the 4 multiplied by 4 driving mode is adopted when the centroid yaw angle and the yaw rate exceed the stability boundary and the vehicle is in an unstable area, otherwise, the 4 multiplied by 2 driving mode is adopted, and the ξ driving mode is adopted when the 4 multiplied by 2 driving mode is adopted, according to the analysis of a centroid yaw angle phase diagram and the yaw rate phase diagram, the centroid yaw angle and the centroid yaw rate exceed the stability boundary and1＝ξ2＝1，ξ3＝ξ40, and when the 4 × 4 driving mode is adopted, ξi1 and (i) 1-4. The driving motor does not work in a low torque area as much as possible, but works in a middle and high torque area, and at this time, the motor system has high driving efficiency, and the economy of the vehicle can be improved. In addition, when the four driving motors can work normally, the vehicle adoptsIn the 4 x 2 driving mode, two motors on the front side or the rear side are enabled to work simultaneously, so as to avoid the problems of negative effects and incongruity of power caused by the fact that the wheel tracks of the shafts may be unequal.
During the operation of the motor, different types of fault problems can occur in a driving motor system, such as motor winding faults, inverter faults and the like. Considering the fault problems of different degrees of the motor, reconstructing the control coordination matrix N, and reconstructing the control coordination matrix N*The expression is as follows:
N*＝ΓN
wherein Γ is a reconstruction matrix, and Γ ═ diag (1- χ)111-χ121-χ211-χ22)，χij∈[01]When the X value is 1, the fault factor of each motor represents that the motor completely fails; when the x value is 0, the motor is in a normal working state.
In a preferred embodiment of the present application, the target tire forces obtained in step four based on step three are input to local controllers, i.e., motor controllers, and the motor controllers obtain the target angular velocities ω of the wheels based on differential equations of wheel dynamicsdijObtaining target driving torque T of each motor based on PI control methoddijRealizing the actual angular velocity omega of the wheelijTracking target angular velocity omegadijThe method specifically comprises the following steps:
the differential equation of wheel dynamics is expressed as follows:
wherein, IwijFor the moment of inertia, omega, of each wheelijFor angular velocity, T, of each wheelijFor the drive torque of the respective motor, FxijR is the wheel rolling radius for each tire actual longitudinal force.
The above equation is modified:
wherein, ω isdijThe target angular velocity of each wheel.
Realizing actual angular velocity omega of each wheel by using PI controllerijTracking target angular velocity omegadijTo thereby obtain target drive torque T of each motordijAnd finally, the motor controller sends a target driving torque command to the driving motor to realize the purpose of controlling the vehicle. By the local control of each motor controller, the problem of the deterioration of the steering stability of the vehicle due to the sudden change of the road surface adhesion condition of each wheel, such as the yaw motion generated by the vehicle due to the incongruity of the tire force distribution, is improved.
In summary, the above description is only a preferred embodiment of the present invention, and is not intended to limit the scope of the present invention. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (5)

1. A control method for the steering stability of a four-wheel independent drive vehicle is characterized by comprising the following steps:
step 1, designing a longitudinal controller, wherein the longitudinal controller controls the actual longitudinal speed v of the vehicle based on a fuzzy PIxTracking a reference longitudinal vehicle speed vxdObtaining a target longitudinal force F of the vehiclexd；
Designing a yaw controller based on a nonlinear control method, and controlling a centroid slip angle β and a yaw rate omega based on a centroid slip angle and yaw rate phase diagramzIn the critical rangeIn the enclosure, a target yaw moment M in the motion process of the vehicle is obtainedzxd；
Step 2, based on the target force/distance [ F ]xdMzxd]Designing a tire force distribution controller by utilizing the overdrive characteristic of a four-wheel independent distributed driving vehicle, designing a reconfigurable control distribution matrix by comprehensively considering the driving mode switching and the faults of different degrees of a motor, and obtaining the target tire longitudinal force F of each wheel by utilizing a Lagrange algorithmxdij；
Step 3, based on the target tire longitudinal force F of each wheelxdijCalculating a target angular velocity ω of each wheeldijEach motor controller obtains a target driving torque T of each motor based on PI controldijThe driving is realized so that the actual angular velocity ω of each wheelijFor the target angular velocity omegadijAnd (6) tracking.
2. The steering stability control method for a four-wheel independent drive vehicle according to claim 1, wherein the control algorithm of the longitudinal controller designed in step 1 is as follows:
wherein e (t) is the deviation between the actual vehicle speed and the target vehicle speed, kpAnd kiParameters for proportional and integral elements of PI control, Δ kpAnd Δ kiThe correction quantity of the proportional and integral element coefficient is adopted.
3. The steering stability control method for a four-wheel independent drive vehicle according to claim 1, wherein the control algorithm of the yaw controller designed in step 1 is as follows:
wherein M iszyYaw moment acting on the vehicle about the centre of mass for the lateral force of the tyre, IzzIs the moment of inertia of the vehicle about the center of mass,is critical yaw angular acceleration, lambda is a weight factor, S is a sliding mode surface,is the critical mass center slip angular velocity,is the centroid yaw rate, Z1And Z2Respectively, constant, sat () is a saturation function.
4. The steering stability control method for a four-wheel independent drive vehicle according to claim 1, wherein the control algorithm of the tire force distribution controller designed in step 2 is as follows:
M*＝W·(ΒN)T(ΒN·W·(ΒN)T)-1·E*
E*＝[FxdMzxd]T
wherein M is*＝[Fxd11Fxd12Fxd21Fxd22]TFor the distributed target tire longitudinal force, BETA is reconfigurable control distribution matrix, BETA is control effective matrix, N is coordination control distribution matrix, DxijI is 1, 2, and j is 1, 2, which are scale factors related to the vertical load and road adhesion coefficient of each tire.
5. The steering stability control method for a four-wheel independent drive vehicle according to claim 4, wherein the coordinate control distribution matrix N is determined using the following process:
the design of the control coordination distribution matrix specifically comprises the following steps:
N＝diag(ξ1ξ2ξ3ξ4)
wherein, ξiSwitching a factor for a drive mode;
reconstructing the control coordination matrix N, wherein the reconstructed control coordination matrix N*The expression is as follows:
N*＝ΓN
wherein Γ is a reconstruction matrix, and Γ ═ diag (1- χ)111-χ121-χ211-χ22)，χij∈[0 1]When the X value is 1, the fault factor of each motor represents that the motor completely fails; when the x value is 0, the motor is in a normal working state.
CN201811269540.4A 2018-10-29 2018-10-29 Control method for steering stability of four-wheel independent drive vehicle Expired - Fee Related CN109398361B (en)

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Cited By (6)

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CN110239621A (en) * 2019-06-17 2019-09-17 北京理工大学 A kind of distributed electric automobile Yaw stability control method and system
CN110979303A (en) * 2019-12-24 2020-04-10 大连理工大学 Method for deciding additional yaw moment of running vehicle
CN111845734A (en) * 2020-07-31 2020-10-30 北京理工大学 Fault-tolerant tracking control method for four-wheel distributed electrically-driven automatic driving vehicle
CN112590761A (en) * 2019-09-17 2021-04-02 株洲中车时代电气股份有限公司 Stability optimization control method and system for multi-wheel independent electrically-driven vehicle
CN113335376A (en) * 2021-06-28 2021-09-03 常熟理工学院 Differential anti-drag control method between wheels during steering of distributed independent drive electric automobile
CN113635780B (en) * 2021-08-17 2023-09-08 长春工业大学 Driving energy-saving and stability-controlling chassis integrated control method for four-wheel drive electric automobile

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