CN109969165B - Target-optimization-based torque distribution method considering tire lateral force contribution - Google Patents

Target-optimization-based torque distribution method considering tire lateral force contribution Download PDF

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CN109969165B
CN109969165B CN201711439753.2A CN201711439753A CN109969165B CN 109969165 B CN109969165 B CN 109969165B CN 201711439753 A CN201711439753 A CN 201711439753A CN 109969165 B CN109969165 B CN 109969165B
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tire
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force
lateral force
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殷德军
孙男
周云峰
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Nanjing University of Science and Technology
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W30/00Purposes 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
    • B60W30/02Control of vehicle driving stability
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W40/00Estimation 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
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W40/00Estimation 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
    • B60W40/10Estimation 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
    • B60W40/112Roll movement

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Abstract

The invention discloses a torque distribution method based on target optimization and considering the contribution of tire lateral force, which is used for distributing torque by utilizing a target optimization method based on the contribution of the tire lateral force to a yaw moment; based on a target optimization theory, the torque distribution method firstly provides an objective function, and the objective function can reflect the proportion of longitudinal force of a tire in the vertical force of the tire and can reflect the proportion of yaw moment generated by lateral force of the tire in the yaw moment generated by all tire forces; secondly, setting constraint conditions of a target optimization problem; then, obtaining an optimal solution of the longitudinal tire force of each wheel by solving a target optimization problem; and finally, according to the relation between the tire longitudinal force and the wheel torque, applying corresponding driving/braking torque to the wheel according to the optimal tire longitudinal force. Compared with the prior art, the method fully considers the influence of the lateral force of the tire on the stability of the vehicle, improves the accuracy of torque distribution, and effectively improves the stability of the vehicle.

Description

Target-optimization-based torque distribution method considering tire lateral force contribution
Technical Field
The invention relates to a vehicle stability control technology, in particular to a torque distribution method based on target optimization and considering the contribution of lateral force of a tire.
Background
Direct Yaw Moment Control (Direct Yaw Moment Control) is used as a vehicle active safety technology and has high reliability and effectiveness. The direct yaw moment control is divided into two layers, the upper layer is the yaw movement control of the automobile and is used for obtaining the target generalized force required by the current automobile, and the target generalized force comprises an ideal yaw moment and a longitudinal force; the lower layer is automobile torque distribution control, and each driving/braking actuator is controlled to realize torque distribution based on the ideal yaw moment required by the current vehicle, and the method belongs to a typical control distribution problem.
There are two main current torque distribution strategies:
(1) and carrying out dynamic switch control on the traditional internal combustion engine, and distributing the torque to the driving/braking actuator based on logic judgment. The defects are that the control strategy is complex in structure, unified modeling is not available, the control smoothness is poor, the control distribution strategy needs to be adjusted according to different vehicles, and the calibration and adjustment workload is large.
(2) And (3) a quadratic programming method based on tire utilization rate or energy consumption. The limitation of the method is that the vehicle is a complex vehicle which is a complex multi-rigid system, and the stability of the overall motion of the vehicle cannot be ensured only by selecting a specific target of tire utilization rate for optimization.
Disclosure of Invention
The invention aims to provide a torque distribution method based on target optimization and considering the contribution of tire lateral force, which fully considers the contribution of the tire lateral force to the yaw torque and the influence on the stability of the whole vehicle and describes a torque distribution control strategy by using a simple mathematical model.
The technical scheme for realizing the purpose of the invention is as follows: a method of torque distribution based on target optimization taking into account the lateral force contribution of a tyre, suitable for vehicles with more than two driving wheels, the distribution method comprising the steps of:
establishing an objective function of an objective optimization problem for the tire longitudinal force by adopting an objective optimization torque distribution control algorithm; the objective function reflects the proportion of the longitudinal force of the tire to the vertical force of the tire and the proportion of the yaw moment generated by the lateral force of the tire to the yaw moment generated by all the tire forces;
and solving the target optimization problem to obtain the optimal longitudinal force of the tire, so as to obtain the optimal output torque of the driving/braking actuator acting on the wheel.
Compared with the prior art, the invention has the following remarkable advantages: the invention fully considers the influence of the lateral force of the tire on the stability of the vehicle, and improves the accuracy of torque distribution, thereby effectively improving the stability of the vehicle.
Drawings
FIG. 1 is a flow chart of the torque distribution method of the present invention.
Fig. 2 is a yaw-rate comparison graph using the present invention, using a conventional method, and without applying any stability control.
Figure 3 is a comparison of centroid slip angles using the present invention, using the prior art method, and without applying any stability control.
Detailed Description
With reference to fig. 1, a torque distribution method based on target optimization considering tire lateral force contribution, the distribution method is applicable to a vehicle with two or more driving wheels, a target optimization torque distribution control algorithm is adopted, an objective function of a target optimization problem reflects the proportion of tire longitudinal force to tire vertical force and the proportion of yaw moment generated by tire lateral force to yaw moment generated by all tire forces, and optimal tire longitudinal force is obtained by solving the target optimization problem, so that optimal output torque of a driving/braking actuator on the wheels is obtained.
The objective function of the target optimization torque distribution control method enables the longitudinal force of the tire to be reduced as much as possible and fully utilizes the yaw moment generated by the lateral force of the tire, the longitudinal force of the tire is solved in a certain constraint condition, and the form of the objective function is as follows:
Figure BDA0001526421600000021
where i is 1,2, … …, n is the serial number of the wheel, k is the number of wheels that can be controlled in the vehicle, MxiAnd MyiThe yaw moment F is the yaw moment generated by the tire longitudinal force and the tire lateral force of the wheel with the serial number i-1, 2, … …, n, respectivelyxiIs the longitudinal force of the tire of the wheel with the serial number i-1, 2, … …, n, FziIs the vertical force of the tire of the wheel with the serial number i-1, 2, … …, n, fi(Mxi) To be MxiAs a function of the independent variable, corresponding to wheels with serial number i ═ 1,2, … …, n; gi(Mxi,Myi) To be Mxi、MyiAs a function of the independent variable, corresponding to wheels with serial number i ═ 1,2, … …, n; h isi(Fxi) To be FxiAs a function of the independent variable, corresponding to wheels with serial number i ═ 1,2, … …, n; k is a radical ofi(Fzi) To be FziAs a function of the argument, the corresponding sequence numbers i-1, 2,… …, n.
Further, the objective function is of the form:
Figure BDA0001526421600000022
wherein m, n, p and q represent the number of sub-powers, ai、bi、ci、di、eiThe weight coefficient of the wheel with the serial number i-1, 2, … …, n reflects the influence degree of different wheels on the objective function, and M in the same wheelxi、Myi、Fxi、FziPreferably, m-n-p-q-2 affects the objective function.
The tire longitudinal force satisfies certain constraint conditions, wherein the constraint conditions are a ground adhesion limit and output torque limits of a driving actuator and a braking actuator:
Figure BDA0001526421600000031
wherein, Tbi_maxThe peak torque that can be output by the brake actuator of the wheel with the serial number i-1, 2, … …, n, Tdi_maxPeak torque, F, that the drive actuator of the wheel with index i-1, 2, … …, n can outputziThe tire vertical force, μ, for the wheel with serial number i-1, 2, … …, niR is a road surface adhesion coefficient corresponding to a wheel with a serial number of i-1, 2, … …, niThe wheel load radius is given by the index i-1, 2, … …, n.
The yaw moment generated by the longitudinal force and the lateral force of the tire should approach the target horizontal standard moment obtained by the target motion tracking controller as much as possible, and is represented as follows:
Figure BDA0001526421600000032
wherein M isTargetFor the target yaw moment obtained by the target motion tracking controller,
Figure BDA0001526421600000033
representing an infinite approximation.
Further, the overall vehicle longitudinal force generated by the tire longitudinal force and the lateral force approaches the overall vehicle target longitudinal force obtained by the target motion tracking controller as much as possible, and is represented as follows:
Figure BDA0001526421600000034
a is a coefficient matrix of 1 × 2k, FyiTire side force for wheel with serial number i-1, 2, … …, n, FxTargetThe longitudinal force of the whole vehicle target measured by the target motion tracking controller,
Figure BDA0001526421600000038
representing an infinite approximation.
Further, the vehicle-mounted lateral force generated by the tire longitudinal force and the lateral force approaches the vehicle-mounted target lateral force obtained by the target motion tracking controller as much as possible, and is represented as follows:
Figure BDA0001526421600000035
b is a coefficient matrix of 1 × 2k, FyTargetThe target lateral force of the whole vehicle measured by the target motion tracking controller,
Figure BDA0001526421600000036
representing an infinite approximation.
Furthermore, in order to avoid excessive torque demands leading to actuator failure, the torque increase of the actuator per unit time is limited. Thus, the objective optimization problem also requires rate constraints for the actuators, as follows:
Figure BDA0001526421600000037
wherein,
Figure BDA0001526421600000041
the torque rate of the wheel with index i-1, 2, … …, n, representing the torque distribution method,
Figure BDA0001526421600000042
the maximum torque rate that can be achieved by the actuator of the wheel with the index i-1, 2, … …, n is indicated.
Further, the tire lateral force is expressed by the tire longitudinal force using a tire model or a numerical fitting method.
Further, the tire lateral force is measured by a tire lateral force sensor.
In the torque distribution method, the tire longitudinal force can be adjusted through an engine torque control system and a hydraulic/pneumatic actuator, the vehicle is preferably driven by using a motor, and the tire longitudinal force is adjusted by adjusting the output torque of the motor, so that the stability of the vehicle is maintained.
The technical contents of the present invention will be described below with reference to the accompanying drawings and examples.
Examples
In the embodiment, a four-wheel distributed drive electric vehicle is taken as a control object, and the objective function is as follows:
Figure BDA0001526421600000043
wherein, since the vehicle is four-wheel drive, k is 4;
in which the longitudinal forces of the four tires produce a yaw force MxiMoment and lateral force MyiThe respective yaw moment is calculated as follows:
Figure BDA0001526421600000044
Figure BDA0001526421600000045
Figure BDA0001526421600000046
Figure BDA0001526421600000047
where, wheel steering angle is indicated, l represents the distance from the axle to the center of mass, d represents the track, subscripts i 1,2,3,4 represent the front left, front right, rear left, and rear right wheels, respectively, and f and r represent the front axle and the rear axle, respectively. In the present embodiment, the electric vehicle is a front-wheel steering vehicle, that is34=0。
The tire longitudinal force is obtained by a tire force observer;
the tire longitudinal force is calculated from a wheel rotation model as follows:
Figure BDA0001526421600000051
wherein, TiTorque output for actuator, JwAs the moment of inertia of the wheel, is,
Figure BDA0001526421600000052
is the wheel angular acceleration and R is the wheel load radius.
According to the tire friction circle model, the tire lateral force is expressed by the tire longitudinal force, and the calculation formula is as follows:
Figure BDA0001526421600000053
with reference to fig. 1, the torque distribution method based on the target optimization of the contribution of the tire lateral force to the yaw moment comprises the following steps:
firstly, determining an objective function of an objective optimization problem: tire lateral force F based on tire modelyiBy longitudinal force F of the tyrexiCarrying out representation;
secondly, obtaining ideal yaw moment M for keeping the vehicle stable from an upper controllerTargetCombined road surface adhesion coefficient, maximum motor torque and tire vertical force FziMechanism for preventing the generation of dustConstraints of the targeted optimization:
Figure BDA0001526421600000054
Figure BDA0001526421600000055
then solving an objective optimization problem, in the embodiment, solving the objective optimization problem by adopting an interior point method to obtain the optimal tire longitudinal force meeting the conditions;
calculating to obtain motor torque according to the wheel rotation model and the tire longitudinal force;
outputting a torque command to the drive motor;
the vehicle is subjected to a change of state after being driven by the motor, so that the desired yaw moment MTargetAnd the vertical force of the tire and the like are changed, the constraint condition of the target optimization problem is changed, the target optimization problem is solved again, and the process is circulated.
Fig. 2 and 3 show graphs comparing the effects of stability control of a vehicle using some examples of the present invention, in which a stability control method based on the tire utilization rate is applied without applying any stability control, and a vehicle based on one example of the present invention is applied.
Where "no control" indicates the simulation result of not applying any stability control, "tire utilization rate" indicates the simulation result of a vehicle to which a stability control method based on the tire utilization rate is applied, and "present invention" indicates the simulation result of a vehicle to which a control method based on some examples of the present invention is applied. The simulation scenario is that the vehicle runs at 35km/h, the steering wheel is sharply steered at 200 degrees at 1s, and then the steering wheel is kept at 200 degrees, so that under the condition of no control, the yaw rate of the vehicle is seriously lagged, the vehicle cannot quickly follow the target yaw rate, and finally, the deviation from the target yaw rate is extremely large, and the state response of the vehicle cannot follow the input of a driver. The vehicle employing the control algorithm in the embodiment has a small yaw-rate lag with little deviation from the ideal yaw-rate, and the vehicle yaw-rate state response is superior to that of the vehicle employing the tire utilization rate control method.
Although the present invention has been described with reference to the preferred embodiments, it is not intended to be limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the invention. Therefore, the protection scope of the present invention should be determined by the appended claims.

Claims (9)

1. A method for torque distribution based on a target optimization taking into account the lateral force contribution of a tyre, suitable for vehicles with more than two driving wheels, characterized in that it comprises the following steps:
establishing an objective function of an objective optimization problem for the tire longitudinal force by adopting an objective optimization torque distribution control algorithm; the objective function reflects the proportion of the longitudinal force of the tire to the vertical force of the tire and the proportion of the yaw moment generated by the lateral force of the tire to the yaw moment generated by all the tire forces;
obtaining an optimal tire longitudinal force by solving a target optimization problem, thereby obtaining an optimal output torque of a driving/braking actuator acting on a wheel;
the tire longitudinal force is solved within certain constraint conditions, and the form of an objective function is as follows:
Figure FDA0002584446700000011
where i is 1,2, … …, n is the serial number of the wheel, k is the number of wheels that can be controlled in the vehicle, MxiAnd MyiThe yaw moment F is the yaw moment generated by the tire longitudinal force and the tire lateral force of the wheel with the serial number i-1, 2, … …, n, respectivelyxiIs the tire longitudinal force of the wheel with serial number i-1, 2, … …, n, FziIs the tire vertical force of the wheel with the serial number i-1, 2, … …, n, fi(Mxi) To be MxiAs a function of the independent variable, corresponding to wheels with serial number i ═ 1,2, … …, n; gi(Mxi,Myi) To be Mxi、MyiAs a function of the independent variable, corresponding to wheels with serial number i ═ 1,2, … …, n; h isi(Fxi) To be FxiAs a function of the independent variable, corresponding to wheels with serial number i ═ 1,2, … …, n; k is a radical ofi(Fzi) To be FziAs a function of the argument, wheels with serial numbers i-1, 2, … …, n are assigned.
2. The method of claim 1, wherein the objective function is of the form:
Figure FDA0002584446700000012
wherein m, n, p and q represent the number of sub-powers, ai、bi、ci、di、eiThe weight coefficient of the wheel with the serial number i-1, 2, … …, n reflects the influence degree of different wheels on the objective function, and M in the same wheelxi、Myi、Fxi、FziThe degree of influence on the objective function.
3. The method of claim 2, wherein m-n-p-q-2.
4. A method for target-based optimization of torque distribution with consideration of tire lateral force contributions as claimed in any one of claims 1-3, wherein the constraints are ground adhesion limits and output torque limits of the driving and braking actuators:
Figure FDA0002584446700000021
wherein, Tbi_maxThe peak torque that can be output by the brake actuator of the wheel with the serial number i-1, 2, … …, n, Tdi_maxPeak torque, F, that the drive actuator of the wheel with index i-1, 2, … …, n can outputziThe tire vertical force, μ, for the wheel with serial number i-1, 2, … …, niR is a road surface adhesion coefficient corresponding to a wheel with a serial number of i-1, 2, … …, niThe wheel load radius is numbered i-1, 2, … …, n;
the yaw moment generated by the longitudinal force and the lateral force of the tire should approach the target yaw moment obtained by the target motion tracking controller as much as possible, and is represented as follows:
Figure FDA0002584446700000022
wherein M isTargetFor the target yaw moment obtained by the target motion tracking controller,
Figure FDA0002584446700000023
representing an infinite approximation.
5. The target-optimization-based torque distribution method considering tire lateral force contribution according to claim 4, wherein the vehicle longitudinal force generated by the tire longitudinal force and the lateral force is as close as possible to the vehicle target longitudinal force obtained by the target motion tracking controller, and is represented as follows:
Figure FDA0002584446700000024
a is a coefficient matrix of 1 × 2k, FyiTire side force for wheel with serial number i-1, 2, … …, n, FxTargetThe longitudinal force of the whole vehicle target measured by the target motion tracking controller,
Figure FDA0002584446700000028
representing an infinite approximation.
6. The method for target-based optimization torque distribution considering tire lateral force contribution according to claim 4, wherein the vehicle lateral force generated by the tire longitudinal force and the lateral force is as close as possible to the vehicle target lateral force obtained by the target motion tracking controller, and is represented as follows:
Figure FDA0002584446700000025
b is a coefficient matrix of 1 × 2k, FyTargetThe target lateral force of the whole vehicle measured by the target motion tracking controller,
Figure FDA0002584446700000026
representing an infinite approximation.
7. The method for target-based optimization torque distribution considering tire lateral force contribution according to claim 5, wherein the vehicle lateral force generated by the tire longitudinal force and the lateral force is as close as possible to the vehicle target lateral force obtained by the target motion tracking controller, and is represented as follows:
Figure FDA0002584446700000027
b is a coefficient matrix of 1 × 2k, FyTargetThe target lateral force of the whole vehicle measured by the target motion tracking controller,
Figure FDA0002584446700000031
representing an infinite approximation.
8. The method of claim 4, wherein the tire lateral force is expressed in terms of a tire longitudinal force, and the tire lateral force is measured by a tire lateral force sensor.
9. Target-optimized torque distribution method taking into account the tire lateral force contribution according to claim 4, characterized in that the vehicle is driven using an electric machine.
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CN113147420A (en) * 2021-03-12 2021-07-23 南京理工大学 Target optimization torque distribution method based on road adhesion coefficient identification

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