CN110329085B - Wheel hub motor driven electric automobile with independent modularized whole automobile controller and control method thereof - Google Patents

Wheel hub motor driven electric automobile with independent modularized whole automobile controller and control method thereof Download PDF

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CN110329085B
CN110329085B CN201910676144.1A CN201910676144A CN110329085B CN 110329085 B CN110329085 B CN 110329085B CN 201910676144 A CN201910676144 A CN 201910676144A CN 110329085 B CN110329085 B CN 110329085B
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vehicle
controller
steering
wheel
angle
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CN110329085A (en
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靳立强
田端洋
靳博豪
�田�浩
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Jilin University
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Jilin University
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/046—Controlling the motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/18—Driver interactions by enquiring driving style
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses an independent modularized hub motor driven electric automobile of a vehicle controller, which comprises: a plurality of wheels connected to a vehicle body through a suspension; the wheel hub motors are respectively arranged in the wheels and independently drive the wheels to rotate; a plurality of steering motors for driving the wheels to effect steering; a hub motor controller that outputs a torque control signal of the hub motor; a steering motor controller that outputs a steering motor angle control signal; the vehicle control unit is internally stored with driving preference information of a driver; and are respectively electrically connected with the hub motor controller and the steering motor controller; and the auxiliary function controller is electrically connected with the vehicle control unit and corrects the control signals output by the hub motor controller and the steering motor controller according to the driving preference information. The invention also provides a control method of the hub motor driven electric automobile with the independent modularization of the whole automobile controller.

Description

Wheel hub motor driven electric automobile with independent modularized whole automobile controller and control method thereof
Technical Field
The invention belongs to the technical field of electric automobiles, and particularly relates to an independent modularized hub motor driven electric automobile with a whole automobile controller and a control method thereof.
Background
With the continuous development and progress of modern society and living standard, automobiles have become an indispensable part of people's daily life for a long time. In recent years, due to continuous aggravation of energy crisis and environmental pollution, electric automobiles are widely popularized and developed, and as one type of electric automobiles, a hub motor driven electric automobile integrates all structures such as a driving motor, even a suspension and the like into wheels, and the wheels are completely independent and controllable, so that the automobile is further modularized in configuration, the driving performance of the automobile can be fully exerted, and the hub motor driven electric automobile is widely considered as the final form of automobile development.
For human beings, automobiles are not simple transportation tools for a long time, and people put forward more and more performance requirements, so that various additional functions of the automobiles are more and more, such as stability control for automobile safety, energy-saving control for energy consumption and the like. Meanwhile, different drivers often have different driving habits or have different requirements on various functions of the vehicle, and the control function of the vehicle is expected to be individually set. In addition, there must be significant differences in drivability between different vehicles, such as the same driver actions of driving, braking, steering, etc., while there are significant differences in the actual feedback from the vehicles. For a conventional vehicle, the hardware structure matched with relevant functions actually possessed by the vehicle, relevant parameters of the vehicle and other factors are related, so that the hardware structure cannot be changed after the vehicle leaves a factory. This results in that the driver is limited to the nature of the vehicle when driving different vehicles, and the driver is required to adapt to the vehicle step by step, which is a problem to be solved.
Disclosure of Invention
The invention designs and develops an electric vehicle driven by a hub motor with an independent modularized whole vehicle controller, and aims to provide a whole vehicle control architecture design capable of giving full play to the configuration characteristics of the electric vehicle driven by the hub motor, so that the modularization of the whole vehicle controller is realized, and the driving preference of different drivers is met.
The invention designs and develops a control method of an electric automobile driven by an in-wheel motor with an independent modularized whole vehicle controller, which can correct control signals output by the in-wheel motor controller and a steering motor controller according to the driving preference of a driver and aims to solve the problem that the driver needs to be passively adapted to the driving performance of the vehicle when driving different vehicles.
The technical scheme provided by the invention is as follows:
the utility model provides an independent modular in-wheel motor drive electric automobile of vehicle control unit, includes:
a plurality of wheels connected to a vehicle body through a suspension;
the wheel hub motors are respectively arranged in the wheels and independently drive the wheels to rotate;
a plurality of steering motors for driving the wheels to effect steering;
a hub motor controller that outputs a torque control signal of the hub motor;
a steering motor controller that outputs a steering motor angle control signal;
the vehicle control unit is internally stored with driving preference information of a driver; and are respectively electrically connected with the hub motor controller and the steering motor controller;
and the auxiliary function controller is electrically connected with the vehicle control unit and corrects the control signals output by the hub motor controller and the steering motor controller according to the driving preference information.
Preferably, the in-wheel motor driven electric vehicle with the independent modularization of the vehicle controller further comprises:
a steering wheel angle sensor provided on a steering shaft of a steering wheel for measuring a steering wheel angle;
a yaw-rate sensor for measuring a yaw-rate value of the vehicle;
the accelerator pedal opening sensor is connected with an accelerator and used for measuring the actual opening of the pedal;
the brake pedal opening sensor is connected with the brake pedal and used for measuring the actual opening of the pedal; and
and the CAN bus is respectively connected with the steering wheel corner sensor, the yaw angular velocity sensor, the accelerator pedal opening degree sensor, the brake pedal sensor, the steering motor controller, the hub motor controller, the auxiliary function controller and the vehicle control unit.
Preferably, the in-wheel motor driven electric vehicle with the independent modularization of the vehicle controller further comprises:
the vehicle control unit interface is arranged on a vehicle center console;
the vehicle control unit is integrated with a data transmission port matched with the vehicle control unit interface; the vehicle control unit is connected to the vehicle control unit interface in a pluggable manner.
Preferably, the in-wheel motor driven electric vehicle with the independent modularization of the vehicle controller further comprises:
and the vehicle control unit fixing lock is arranged in the vehicle control unit interface.
A control method of a hub motor driven electric automobile with an independent modularized whole automobile controller comprises the following steps:
the method comprises the following steps that firstly, a vehicle control unit obtains the throttle opening, the brake pedal opening and the steering wheel angle and transmits the throttle opening, the brake pedal opening and the steering wheel angle to an auxiliary function controller;
and step two, the auxiliary function controller corrects the control signals output by the hub motor controller and the steering motor controller according to the driving preference information of the driver.
Preferably, the driver preference information includes:
the vehicle speed is a desired vehicle speed corresponding to the accelerator opening and the brake pedal opening, and the vehicle steering angle is a desired vehicle steering angle corresponding to the steering wheel angle.
Preferably, in the second step, a difference between a desired vehicle speed corresponding to an accelerator opening and a brake pedal opening and an actual vehicle speed, and a difference between a desired vehicle steering angle corresponding to a steering wheel angle and an actual steering angle are input to the PID controller, so as to obtain control signals output by the in-wheel motor controller and the steering motor controller.
Preferably, the control method of the in-wheel motor driven electric vehicle with the vehicle control unit independent and modularized further includes:
calculating the expected yaw angular speed, the expected centroid slip angle and the actual centroid slip angle of the vehicle in the driving process of the vehicle;
respectively inputting the difference value between the yaw angular velocity of the vehicle and the expected yaw angular velocity and the difference value between the actual mass center slip angle of the vehicle and the expected mass center slip angle of the vehicle into a fuzzy PID controller to obtain the actual torque change quantity of each wheel, and transmitting the actual torque change quantity to a hub motor controller through the whole vehicle controller to change the torque of the wheels;
wherein the desired yaw rate is:
Figure BDA0002143345900000031
the desired centroid slip angle is:
βd＝0
the actual centroid slip angle is:
Figure BDA0002143345900000041
wherein u is the actual vehicle speed, K is the stability factor, theta is the actual turning angle of the wheel, L is the vehicle wheelbase, vxIs the longitudinal speed, v, of the vehicleyIs the vehicle lateral velocity.
The invention has the beneficial effects that:
the invention can further give full play to the configuration characteristics of the in-wheel motor driven vehicle, and the driver can realize the change of various driving functions by selecting software functions without adding extra hardware, thereby reducing the cost; the modularized design of the vehicle control unit is completely independent of the vehicle, and the vehicle control unit can be connected into a vehicle system between different vehicles along with a driver in a portable mode, so that the different vehicles always have the driving function and driving experience expected by the driver, and the driving habit of the driver is always kept.
Drawings
Fig. 1 is a schematic structural view of an electric vehicle driven by an independent modular hub motor of a vehicle control unit according to the present invention.
Fig. 2 is a signal flow diagram of the vehicle control according to the present invention.
Fig. 3 is a schematic layout view of a control panel of a cab of an electric vehicle driven by an independent modular hub motor of a vehicle controller according to the invention.
Fig. 4 is a schematic structural diagram of an independent modular vehicle control unit according to the present invention.
Fig. 5 is a schematic diagram of a data transmission port of the independent modular vehicle control unit according to the present invention.
Fig. 6 is a control flow chart of the independent modular vehicle control unit accessing the vehicle according to the invention.
Fig. 7 is a flowchart illustrating a hub motor control method according to the present invention.
FIG. 8 is a flow chart of the vehicle steering control according to the present invention.
FIG. 9 is a schematic diagram of various control functions that may be included in the independent modular controller of the present invention.
Fig. 10 is a flow chart of the vehicle stability control included in the independent modular controller according to the present invention.
Detailed Description
The present invention is further described in detail below with reference to the attached drawings so that those skilled in the art can implement the invention by referring to the description text.
As shown in fig. 1 to 3, the present invention provides an in-wheel motor driven electric vehicle with an independent modular vehicle controller, comprising: a steering wheel 110; a sensor module 120, which mainly includes a steering wheel angle sensor 121, an accelerator and brake pedal opening degree sensor 122, and a whole vehicle yaw rate sensor 123; a wheel steering motor 130; steering motor controller 130 a; an auxiliary function controller 140; a hub motor 150; a hub motor controller 150 a; a vehicle parameter memory 160; an independent modular vehicle controller 170; a wheel 180; a CAN bus 100; a vehicle control unit interface 101, a central control display screen 102 and a function knob 103.
The hub motor driven electric vehicle is independently driven by four wheels, four hub motors 150 are respectively arranged inside four wheels 180, and the four wheels 180 are respectively connected with a vehicle body through suspensions. The vehicle adopts the steer-by-wire technology, only the front wheels are taken as the steering wheels, the two front wheels 180 are respectively connected with the two steering motors 130, and the steering motor 130 can be driven to deflect so as to complete the steering driving of the vehicle. The steering wheel corner sensor 121 is installed on the steering column of the steering wheel 110, the accelerator and brake pedal opening degree sensor 122 is installed on the pedal, and the whole vehicle yaw rate sensor 123 is installed between the front row seats and close to the mass center of the vehicle.
The vehicle control unit 170 is independent from the vehicle system, and the vehicle control unit 170 is installed below the control screen of the vehicle, and the vehicle control unit 170 is coupled to the corresponding vehicle control unit interface 101 through the data transmission port so as to be fixed and connected to the vehicle control system. The vehicle controller interface 101 is provided with a fixing lock for fixing the vehicle controller 170 and enabling the vehicle controller 170 to stably communicate with a vehicle system, and the vehicle controller fixing lock is in a release state only when the vehicle is in a flameout state, so that the vehicle controller 170 can be plugged and unplugged.
In the present embodiment, the pin is shown in the form of an electromagnetic pin. The inner side of the vehicle control unit interface 101 is provided with an electromagnetic coil, and the outer side of the data transmission port of the vehicle control unit 170 is made of a magnetic material. After the vehicle is ignited, a loop where the electromagnetic coil is located is electrified, and a certain electromagnetic attraction force can be generated, so that the vehicle controller 170 is attracted to the vehicle controller interface 101 of the center console to form stable connection, and the vehicle controller 170 and a vehicle system can be ensured to be stably communicated. When the electromagnetic coil is not electrified, that is, the vehicle is in a flameout state, the vehicle control unit 170 is free from electromagnetic attraction and can be freely plugged in and pulled out.
As shown in fig. 4-5, the vehicle control unit 170 is a schematic diagram of an independent modular vehicle control unit 170 and a data transmission port thereof, but the actual structure is not limited to the form in the drawing, and the vehicle control unit 170 should have the characteristics of small size, light weight, portability, and the like, and may even be integrated into a vehicle starting key, a mobile phone, and other mobile devices, and should have higher transmission reliability, powerful data processing capability, and the like.
The driving functions of the vehicle in the vehicle controller can be selected by the driver under certain specifications, such as increasing and decreasing the stability of the vehicle, adjusting the driving form of the vehicle, and the like. In addition, the driver also can be according to individual preference and setting the driving habit of storing in the whole vehicle control unit, adjust and mark satisfying safe, reasonable circumstances, include: adjusting a curve corresponding to the opening degree of an accelerator pedal-target vehicle speed, a curve corresponding to the corner-steering radius of a steering wheel and the like.
Inserting the vehicle control unit 170 into the corresponding interface 101 on the control panel, starting the vehicle, accessing the vehicle control unit 170 into a vehicle system, and locking the position of the vehicle by the fixing lock. As shown in fig. 6, the control flow of the vehicle is that the vehicle controller 170 reads vehicle-related basic structure parameters, such as a wheel base and a wheel base, stored in the vehicle parameter memory 160, and sends the vehicle-related basic structure parameters and data, such as driver driving habit information, stored in the vehicle controller 170 to the auxiliary function controller 140 through the CAN bus 100. Thereafter, the auxiliary function controller 140 sends control signals to automatically adjust the driver's seat and the position of the steering wheel according to the received data so that the driver's normal habits are satisfied. Meanwhile, the auxiliary function controller 140 updates various control function related parameters in the vehicle controller 170 in combination with the basic structural parameters of the vehicle itself, and corrects the vehicle driving torque control signal, the wheel rotation angle control signal, and the like. Therefore, even on different vehicles, the vehicle control unit 170 with the same driving habit information of the driver is connected, so that the actual control effects of all functions of the vehicle are not greatly different after the same driving operation is finished, namely the subjective driving feeling of the driver is basically the same.
When a driver drives a vehicle, the vehicle control unit 170 outputs a control signal in real time to the in-wheel motor controller 150a and the steering motor controller 130a by using the CAN bus, and further controls the output of the in-wheel motor and the steering motor, so as to realize the speed change and steering driving of the vehicle. For the driving control of the vehicle, the sensor module 120 on the vehicle feeds back the driving state parameters of the vehicle in real time during the normal driving of the vehicle, wherein the wheel speed and the wheel torque signal are fed back by the in-wheel motor controller 150 a. The four wheels 180 of the hub motor driven electric vehicle are completely independent, and the control of the driving force and the braking force of the corresponding wheels 180 can be completed according to the control function of the vehicle controller 170 without adding an additional supporting hardware structure.
As shown in fig. 7, the driving control strategy flow is as follows: the vehicle controller 170 obtains a driver expected vehicle speed according to the corresponding relationship (driver driving habit information) stored inside according to the control of the driver on the opening degree of the accelerator pedal, and makes a difference with the estimated actual vehicle speed, inputs the difference into the PID controller, calculates and outputs the vehicle driving torque, corrects and limits the vehicle driving torque to obtain an actual control torque signal of each in-wheel motor 150, and sends the actual control torque signal to the corresponding in-wheel motor controller 150a to perform torque control on the motor, so as to realize the driving control on the vehicle. According to the corresponding relationship between the accelerator pedal set by the driver and the target vehicle speed stored in the vehicle control unit 170, it can be ensured that the same accelerator pedal control of the driver can enable the vehicle to reach the same vehicle speed when driving different vehicles, and meanwhile, the driver can feel almost the same vehicle dynamics and driving feeling by matching with the updating of the parameters in the PID controller by the auxiliary function controller 140, that is, the driving habit of the driver is maintained. The specific control formula is as follows:
Figure BDA0002143345900000071
Tc＝bound(0.25PID(s),lup,ldown)
Figure BDA0002143345900000072
Figure BDA0002143345900000073
wherein p is an accelerator pedal opening signal, VdFor the driver to expect the vehicle speed, naAverage wheel speed, r, for each wheeldIs the rolling radius of the wheel, /)up、ldownRated maximum and minimum torque for in-wheel motors, IwIs the moment of inertia of the wheel, omegaiAs angular velocity of the wheel, FdReaction forces acting on the wheels for the road surface, TbThe braking torque is P, the proportional term coefficient, the integral term coefficient, the differential term coefficient and the filter coefficient. Wherein Table (p, V)d) The accelerator pedal opening-desired vehicle speed curve stored in vehicle control unit 170 may be calibrated and stored in vehicle control unit 170 according to the driver's own habits when certain safety regulations are satisfied, as described above. Parameters in the PID controller are updated by the auxiliary function controller 140 according to basic parameters of the vehicle after the vehicle controller 170 is engagedTo ensure a certain adaptability. T iscThe control method is an actual control signal after amplitude limiting is carried out on the output signal of the PID controller according to the actual parameter of the hub motor. The driving torque of each hub motor is controlled, so that the vehicle runs at a variable speed, the rotating speed of each wheel is obtained according to the actual stress condition of the wheel, the differential problem can not occur, the rotating speed signal of the motor is collected in real time and fed back to the vehicle controller 170, and therefore a closed loop of the overall control is formed.
When the driver rotates the steering wheel and wants to complete the steering driving, the driver's driving habit is related to the effective turning radius of the vehicle, and the driving habit of the driver to the vehicle steering characteristic is considered to be the maintenance of the corresponding relation between the steering wheel turning angle and the vehicle steering response, i.e. the turning radius, so that the relation between the vehicle turning radius R, the wheel base L and the wheel turning angle theta can be approximated according to the Ackerman steering law:
Figure BDA0002143345900000081
as shown in fig. 8, a steering wheel angle sensor is used to measure a steering angle value in real time, a table is looked up according to driving habit information stored in the vehicle controller 170 to obtain an expected turning radius of the vehicle, parameters such as wheel base and the like are updated by the auxiliary function controller 140 to obtain an expected wheel angle, a PID controller is also used to output a control signal to a steering motor to drive wheels to deflect, and then an actual wheel angle is fed back in real time to achieve that a final deflection angle of the wheels can reach an expected value, so as to ensure that the subjective driving feeling of a driver and the driving habit, that is, the steering effect of the same steering wheel deflection on different vehicles, are basically the same. By correcting the output signal by the vehicle control unit 170, the actual driving feeling is basically the same when the driver performs the same driving operation on different vehicles, so that the driving difference of each vehicle is reduced as much as possible, and the driver is not required to passively adapt to the driving habits of different vehicles. The relationship between the driver input steering wheel angle δ and the actual wheel angle θ satisfies the following equation:
Figure BDA0002143345900000082
where Table (δ, R) is an accelerator pedal opening-desired vehicle speed curve in vehicle control unit 170.
According to the wheel hub motor driven automobile with the independent and modularized whole automobile controller, due to the particularity of the whole automobile configuration and the design of corresponding functions, the increase, decrease and adjustment of relevant functions of the automobile can be realized only depending on the control function contained in the independent and portable whole automobile controller 170 under the condition that other hardware is not additionally added or changed. As shown in fig. 9, the vehicle control functions of the vehicle controller 170 that can be adjusted autonomously are as follows: under the condition of not needing hardware such as inter-axle and inter-wheel differentials, the differential function of the whole vehicle can be realized by controlling the proper rotating speed or torque of each hub motor; under the condition of not increasing a hydraulic control unit and changing a related hydraulic brake pipeline, the stability control function of the whole vehicle can be realized by controlling the driving or braking torque of each wheel. The vehicle controller 170 can realize software defined vehicle in the real sense by driving the vehicle with the independent and modularized hub motors, and can enrich the actual driving function of the vehicle only by adjusting the relevant control codes in the controller.
As shown in fig. 10, the stability of the whole vehicle is maintained, the vehicle controller 170 detects the driving state signal fed back by the sensor module 120 in real time, and calculates the desired yaw rate and the centroid yaw angle during the driving process of the vehicle according to the vehicle structure parameters provided in the vehicle parameter memory 160 and the vehicle speed and the corner signals fed back by each controller, in combination with the following formulas:
Figure BDA0002143345900000091
βd＝0
in the formula, gammadTo desired yaw rate, betadTo expect the centroid slip angle, u is the actual vehicle speed and K is the stability factor. The actual yaw rate signal of the vehicle comes from a yaw rate sensor installed on the vehicle, and the mass center side slip angle signal is calculated in the vehicle controller in real time according to the following formula.
Figure BDA0002143345900000092
In the formula, vxIs the longitudinal speed, v, of the vehicleyIs the vehicle lateral velocity. The auxiliary function controller 140 updates related parameters in the function, calculates the deviation between the actual value and the expected value of the yaw velocity and the centroid sideslip angle in real time, indicates that the vehicle has instability tendency when the deviation is larger than a certain threshold, respectively inputs the deviation values into the fuzzy PID controllers, calculates to obtain the additional yaw moment value required by the whole vehicle, thereby obtaining the actual torque change amount of each wheel, and sends a torque reduction or even negative torque signal to the determined in-wheel motor controller 150a through the CAN bus 100, so that the corresponding in-wheel motor 150 CAN have original driving torque TcOn the basis of the braking torque, the torque is reduced or the braking torque is directly generated, so that the driving dynamics of the vehicle is changed. In the overall stability control, the driving function of the entire vehicle can be realized only by adding the function of the entire vehicle controller 170 without changing the hardware condition of the vehicle. And correspondingly, most of other vehicle dynamics control functions are the same, so that a driver only needs to increase or decrease the functions in the vehicle controller 170 according to the driving requirements of the driver, and the vehicle controller 170 is connected to the hub motor to drive the electric vehicle, so that the vehicle can change the corresponding control functions.
While embodiments of the invention have been described above, it is not limited to the applications set forth in the description and the embodiments, which are fully applicable in various fields of endeavor to which the invention pertains, and further modifications may readily be made by those skilled in the art, it being understood that the invention is not limited to the details shown and described herein without departing from the general concept defined by the appended claims and their equivalents.

Claims (2)

1. A control method of a hub motor driven electric automobile with an independent modularized vehicle controller is characterized by comprising the following steps:
step one, inserting a vehicle control unit into a corresponding interface on a control panel, starting a vehicle, accessing the vehicle control unit into a vehicle system, and locking the position of the vehicle control unit by a fixing lock; the method comprises the steps that a vehicle controller reads basic structure parameters of a vehicle stored in a vehicle parameter memory, and sends the basic structure parameters of the vehicle and driving preference information of a driver stored in the vehicle controller to an auxiliary function controller through a CAN bus;
the whole vehicle controller acquires the throttle opening, the brake pedal opening and the steering wheel angle and transmits the throttle opening, the brake pedal opening and the steering wheel angle to the auxiliary function controller;
secondly, the auxiliary function controller corrects control signals output by the hub motor controller and the steering motor controller according to the accelerator opening, the brake pedal opening, the steering wheel angle and the driving preference information of a driver;
the driving preference information includes:
the method comprises the following steps that an expected vehicle speed corresponding to the opening degree of an accelerator and the opening degree of a brake pedal and an expected vehicle steering angle corresponding to the steering wheel angle are obtained;
in the second step, the difference value between the expected vehicle speed and the actual vehicle speed corresponding to the accelerator opening and the brake pedal opening and the difference value between the expected vehicle steering angle and the actual steering angle corresponding to the steering wheel angle are input into a PID controller to obtain control signals output by the in-wheel motor controller and the steering motor controller; the relationship among the turning radius R, the wheel base L and the wheel turning angle theta of the automobile is approximately
Figure FDA0003128456990000011
The steering wheel angle sensor is used for measuring the angle value in real time, the expected turning radius of the whole vehicle is obtained by looking up a table according to the driving preference information stored in the whole vehicle controller, and the auxiliary function controller is combined for updating the wheel baseAnd similarly, outputting a control signal to the steering motor by using the PID controller to drive the wheel to deflect, and feeding back the actual steering angle of the wheel in real time to realize that the final steering angle of the wheel can reach the expected value so as to ensure that the subjective driving feeling and the driving habit of a driver, namely the steering effect of the same steering wheel deflection on different vehicles, are basically the same.
2. The control method of the in-wheel motor driven electric vehicle with the independent modular vehicle controller according to claim 1, further comprising:
calculating the expected yaw angular speed, the expected centroid slip angle and the actual centroid slip angle of the vehicle in the driving process of the vehicle;
respectively inputting the difference value between the yaw angular velocity of the vehicle and the expected yaw angular velocity and the difference value between the actual mass center slip angle of the vehicle and the expected mass center slip angle of the vehicle into a fuzzy PID controller to obtain the actual torque change quantity of each wheel, and transmitting the actual torque change quantity to a hub motor controller through the whole vehicle controller to change the torque of the wheels;
wherein the desired yaw rate is:
Figure FDA0003128456990000021
the desired centroid slip angle is:
βd＝0
the actual centroid slip angle is:
Figure FDA0003128456990000022
wherein u is the actual vehicle speed, K is the stability factor, theta is the actual turning angle of the wheel, L is the vehicle wheelbase, vxIs the longitudinal speed, v, of the vehicleyIs the vehicle lateral velocity.
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