CN110758550B - Energy optimization method of wire-controlled double-motor coupling steering system - Google Patents

Energy optimization method of wire-controlled double-motor coupling steering system Download PDF

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CN110758550B
CN110758550B CN201910962540.0A CN201910962540A CN110758550B CN 110758550 B CN110758550 B CN 110758550B CN 201910962540 A CN201910962540 A CN 201910962540A CN 110758550 B CN110758550 B CN 110758550B
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赵万忠
王安
周小川
栾众楷
王春燕
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Nanjing University of Aeronautics and Astronautics
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
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    • B62D5/00—Power-assisted or power-driven steering
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Abstract

The invention provides an energy optimization method of a steer-by-wire dual-motor coupling steering system, wherein the steer-by-wire dual-motor system is an active steering system established based on actuator fault tolerance, and steering safety can be greatly improved through redundancy of an execution motor. The invention adopts a double-motor coupling steering strategy DMCS to optimize energy in the steering process of the wire control system. The DMCS strategy can be operated in three steering modes to meet different steering conditions, so that the steering efficiency is improved. On the premise of meeting the vehicle stability, the controller can select an optimal steering mode on line according to the state of the automobile and realize the optimal distribution of energy among the motors.

Description

Energy optimization method of wire-controlled double-motor coupling steering system
Technical Field
The invention relates to the technical field of steer-by-wire systems and steering energy consumption systems, in particular to an energy optimization method of a steer-by-wire dual-motor coupling steering system.
Background
Steer-by-wire, as an intelligent electronic control technology, increasingly shows its unique advantages. The steer-by-wire system can realize active steering, and the operation stability of the steering system is obviously improved. The cancellation of mechanical connection improves the stability and the operation stability of the automobile, but the mode of replacing mechanical connection by wire control is adopted, so that fault-tolerant control becomes the key for ensuring the safety of the wire-controlled steering automobile. The steering actuating motor serves as an actuating mechanism of the system and serves as an important component in the steering process, and the state of the steering actuating motor has great influence on the steering of the automobile. In the steering process, a steering motor is a steering power source, and once the motor breaks down, the steering characteristic of the motor is difficult to guarantee, so that great potential safety hazards can be caused. Therefore, in order to prevent the problem that the single-steering actuator motor fails to cause system failure, a dual actuator motor is introduced to the steer-by-wire system.
The redundancy characteristic of the dual-motor system greatly improves the reliability and safety of the system. On one hand, the safety of the steering system is improved through the research of the fault-tolerant strategy of the double motors, and on the other hand, in order to fully exploit the potential of the double motor system, some scholars research the coordination control of the double motors under the normal steering working condition. When the automobile is normally steered, a part of researchers can adopt the traditional single-motor steering and only take the other motor as a backup. Some researchers can adopt a mode that two same motors bear loads together, and the two motors work in the same state as much as possible through corresponding control strategies, so that the load of a single motor is reduced, the service life of the motor is prolonged, and the failure rate of the motor is reduced.
The introduction of redundant motors provides guarantee for fault tolerance of the steering motors, but can cause the steering energy consumption of the vehicle to change. Researchers neglect the problem of energy consumption change caused by introducing redundant motors and the problem of double-motor coordination work caused by energy consumption change when considering the working state of double motors under the normal steering working condition. When one motor works alone, the working point of the motor is completely determined by the external load. Under the condition that the external load is not changed, when the automobile adopts two identical executing motors to steer, the energy consumption working point of a single motor can be changed. However, at the moment, the two motors are in the same state, the working points of the two motors are still determined only by external loads, and the working points of the two motors are directly related to the energy consumption of the motors, so that the structure is difficult to exert the energy-saving potential of the double-motor steering system.
Disclosure of Invention
The invention provides an energy optimization method of a line-controlled double-motor coupling steering system, aiming at solving the problems in the prior art, and on the premise of meeting the vehicle stability, a controller can select an optimal steering mode on line according to the state of an automobile and realize the optimal distribution of energy among motors.
The invention provides a wire-control dual-motor coupling steering system which comprises a collecting unit, a steering wheel assembly, an ECU control module and a main and auxiliary dual-motor executing unit.
The acquisition unit is respectively connected with the ECU control module, the steering wheel assembly and the main and auxiliary double-motor execution units. The acquisition unit comprises a steering wheel corner sensor, a steering wheel torque sensor, a main steering motor torque and rotating speed sensor, an auxiliary steering motor torque and rotating speed sensor, a vehicle speed sensor and a yaw rate sensor.
The ECU control module is respectively connected with the acquisition unit, the main and auxiliary double-motor execution units and the steering wheel assembly.
The main and auxiliary double-motor execution unit comprises a main steering motor controller, a main steering motor, a main clutch, an auxiliary steering motor controller, an auxiliary steering motor, an auxiliary clutch, a gear rack mechanism, a front wheel and a torque coupler.
The main steering motor and the main clutch are respectively connected with a main steering motor controller, the auxiliary steering motor and the auxiliary clutch are respectively connected with an auxiliary steering motor controller, the main steering motor is connected with one input torque end of the torque coupler through the main clutch, the auxiliary steering motor is connected with the other input torque end of the torque coupler through the auxiliary clutch, the output torque end of the torque coupler is connected with the rack-and-pinion mechanism, and the front wheels are arranged on two sides of the rack-and-pinion mechanism.
The main steering motor torque and rotation speed sensor is arranged on the main steering motor, the auxiliary steering motor torque and rotation speed sensor is arranged on the auxiliary steering motor, the main motor torque and rotation speed sensor and the auxiliary motor torque and rotation speed sensor are connected with the bus, signals of the main motor controller and the auxiliary steering motor controller are input into the bus, and then are transmitted to the ECU control module through the bus.
The steering wheel assembly comprises a steering wheel, a steering column, a road sensing motor and a road sensing motor controller, wherein the steering wheel is connected with the road sensing motor and a steering wheel corner sensor through the steering column, the steering wheel torque sensor is arranged on the steering column, and the road sensing motor controller is connected with the road sensing motor and the steering wheel torque sensor to control the running of the road sensing motor.
In a further improvement, the ECU control module comprises an operation controller and an energy optimization controller, wherein the operation controller comprises an electronic control unit and a stability control unit; the operation controller is connected with the road sensing motor controller and the bus; the operation controller receives signals transmitted by the auxiliary steering motor torque and rotating speed sensor, the main steering motor torque and rotating speed sensor and the steering wheel torque sensor and transmits instructions to a Flexray bus, the bus transmits the signals to the energy optimization controller, and the energy optimization controller transmits the optimized results to the main steering motor controller and the auxiliary steering motor controller through the Flexray bus.
An energy optimization method of a line-controlled double-motor coupling steering system is characterized by comprising the following steps:
1) constructing a steer-by-wire dual-motor coupling steering system, which comprises a collecting unit, a steering wheel assembly, an ECU control module and a main and auxiliary dual-motor executing unit;
2) during the running process of the automobile, the acquisition unit acquires the steering wheel angle signal theta in real timeswActual yaw rate signal ωrThe mass center slip angle beta, the vehicle speed u, a torque signal of a steering motor and a rotating speed signal of the steering motor;
3) when the driver applies a rotation angle signal theta to the steering wheelswThen, the ideal yaw rate calculation unit obtains the ideal yaw rate at the moment according to the gear ratio law based on the steering wheel angle signal and the vehicle speed signal u
Figure GDA0003082555550000031
And front wheel turning angle deltaf；
Figure GDA0003082555550000032
Figure GDA0003082555550000033
During continuous steering, the ideal yaw rate is related to the front wheel angle by:
Figure GDA0003082555550000034
wherein KsIs a parameter in the range of 0.12-0.37(1/s), L is the wheelbase of the car;
4) the method comprises the following steps of establishing a two-degree-of-freedom model of the automobile by taking the mass center of the automobile as an origin:
Figure GDA0003082555550000035
wherein beta is the centroid slip angle of the vehicle and omegarIs the yaw rate of the vehicle, m is the mass of the vehicle, u is the speed of the vehicle, k1Is the stiffness of the front wheel, k2Is the rear wheel stiffness, IzIs the moment of inertia of the vehicle, a is the front axle length, b is the rear axle base, δfTurning the front wheel of the automobile;
taking state variables of control systems
Figure GDA0003082555550000036
Input u ═ Δ T to the system]The disturbance input of the system is w ═ Tinv dr Fyw］T，y＝[ωr]For system output, a robust controller based on stability of the steer-by-wire dual-motor coupling steering system is obtained, and input torques of the dual motors needing to be adjusted are obtained through the robust controller according to difference signals of the obtained ideal yaw rate and the actual yaw rate; wherein: thetas1Is the total angle of rotation, theta, of the pinion under the reverse ideal inputs2Is the total compensating angle of rotation of the pinion under the action of the controller, the total compensating torque of the pinion under the action of the Delta T controller, drIs road surface disturbance FywIs a side wind disturbance, TinvThe ideal feedforward input torque of the motor is obtained by a reverse model;
5) according to the step 4), the steering stability of the automobile in the steering process is ensured through the stability controller on the upper layer, and the automobile generates a required motor command signal after being controlled by the stability controller on the upper layer and transmits the motor command signal to the controller on the lower layer;
6) in the steering process of the linear control steering system, the steering double motors are used as an actuating mechanism for steering to provide steering driving force required by steering for the system, and the lower energy optimization and distribution control module receives the total required torque and the required rotating speed of the motors provided by the upper stability control module; since the energy consumption of the motor during the steering process has a large influence on the operating point of the motor, the torque is optimally distributed to the steering driving force of the double motors under the conditions of total required torque and required rotating speed. Considering that the automobile steering needs to meet the real-time requirement, the automobile speed and the front wheel steering angle are used as control variables of the automobile steering, and the optimization of the automobile economy under the automobile stability is realized on the basis of the proposed hierarchical control framework. The working area is divided in advance according to the optimization result, and the optimal energy distribution of the double motors in the automobile steering process is realized through the coupling steering strategy provided by the patent.
The automobile speed and the front wheel rotation angle are easy to measure by a sensor, the automobile speed and the front wheel rotation angle are used as control variables, the double-motor torque distribution ratio is used as an optimization variable to perform offline optimization, the steering mode of the DMCS is divided in advance according to the optimization result, and corresponding energy distribution is performed according to rules. The vehicle speed and the front wheel turning angle of the vehicle are used as steering variables, offline optimization is carried out by adopting a particle swarm optimization algorithm, and the optimal torque distribution ratio of the vehicle obtained by using the principle of highest double-motor efficiency as shown in figure 4 can be obtained under the conditions of different vehicle speeds and front wheel turning angles and meeting excellent stability. In order to improve the operating efficiency and response real-time performance of the system controller, the steering driving mode needs to be divided in advance according to the optimization result. The map of the optimal torque distribution ratios of the two motors is projected onto a vehicle speed-front wheel steering angle joint plane, and for a given state point on the vehicle speed-front wheel steering angle plane, the DMCS selects the optimal steering mode based on the maximum steering system efficiency principle.
When the automobile is in normal steering, the controller can combine the boundary curve of the vehicle speed-front wheel steering angle plane to determine the DMCS working mode according to the vehicle speed and the front wheel steering angle on line. When the DMCS is operated in the single motor mode (M1, M2), the efficiency of the steer-by-wire system depends on the efficiency of the single motor, and the single motor operation is the optimum steering driving state at this time. However, when the DMCS is operating in the dual motor torque coupling mode (M3), different torque distributions between the primary and secondary motors will cause variations in the overall steering efficiency. Therefore, how to distribute the torque of the dual motors in the torque coupling state is of great significance to improve steering economy. In fact, torque distribution is one of the energy distributions, and the most efficient steering motor torque combination in the M3 mode has been selected above.
Further improving, the process of the robust controller for the stability of the whole vehicle steering two-degree-of-freedom model obtained in the step 4) is as follows:
4.1) establishing a dynamic model of the steering subsystem as follows:
Figure GDA0003082555550000051
wherein theta issIs the total pinion angle; b isRIs the equivalent damping coefficient, JREquivalent moment of inertia, G2Is the reduction ratio of the angle of rotation of the pinion to the wheel, T is the total motor output torque, G1Is the reduction ratio of the motor output to the pinion, eta is the efficiency of the reducer, drIs a road surface disturbance, tauRIs the aligning moment of the tire, tp,tmIs the drag of the tire.
4.2) establishing a state space of the steer-by-wire active front wheel yaw velocity control:
taking state variables of control systems
Figure GDA0003082555550000052
Input u ═ Δ T to the system]The disturbance input of the system is w ═ Tinv dr Fyw]T，y＝[ωr]Then for system output, the state space of the steer-by-wire active front wheel yaw rate control is realized as follows:
Figure GDA0003082555550000053
in the formula (I), the compound is shown in the specification,
Figure GDA0003082555550000054
Figure GDA0003082555550000055
C＝[0 0 0 0 0 1]；D1＝[0 0 0；D2＝[0]
Figure GDA0003082555550000061
wherein: thetas1Is the total angle of rotation, theta, of the pinion under the reverse ideal inputs2Is the total compensating angle of rotation of the pinion under the action of the controller, the total compensating torque of the pinion under the action of the Delta T controller, drIs road surface disturbance FywIs a side wind disturbance, TinvThe ideal feedforward input torque of the motor is obtained by a reverse model;
4.3) establishing a two-degree-of-freedom robust control system for steering of the whole vehicle, which comprises the following steps:
Figure GDA0003082555550000062
Figure GDA0003082555550000063
wherein:
Figure GDA0003082555550000064
is a controller obtained by solving INHHC, TinvIs the ideal feedforward input torque of the motor obtained by the inverse model,
Figure GDA0003082555550000065
is the target front wheel turning angle,
Figure GDA0003082555550000066
β*is the target yaw rate and the centroid slip angle；
The final controller:
Figure GDA0003082555550000067
wherein: the system output comprises Z1,Z2,Z3Wherein Z is1Representing the controller output size, Z2Representing robust stability and noise suppression performance, Z3Is a target tracking performance and an interference suppression performance, W1,W2,W3Is a weighted function of the three properties. Alpha is alpha-1(s) is a type I feedback system integrator;
4.4) according to the requirements of the control system, the stability condition of the closed-loop system and the energy of the output system, optimizing to obtain:
Figure GDA0003082555550000068
wherein the formula is as follows: s(s) is a sensitivity function, G(s) is TinvTo omegarUncertain transfer function of, G0(s) is TinvTo omegarΔ(s) is the penalty uncertainty. T(s) is the complementary sensitivity function and is also the transfer function of the measured noise n to the output y, W2And(s) the amplitude-frequency characteristic ensures the robustness to model uncertainty and the interference suppression performance above the multiplication uncertainty curve. K(s) is a transfer function of the design controller, W1(s) is a weighted function that limits the magnitude of the compensating torque.
Further improvement, the specific process that the vehicle in the step 5) generates a required motor command signal after being controlled by the upper-layer stability controller and transmits the motor command signal to the lower-layer stability controller is as follows:
in the steering process of the automobile, the upper-layer control of the automobile can transmit the total required torque and the required rotating speed of the obtained double motors to the lower-layer controller while obtaining excellent steering stability,
total required torque T of the dual motorsreq：Treq＝Tinv+ΔT
Required rotation speed omega of double motorsreq:
Figure GDA0003082555550000071
Further improved, in step 6), the torque is optimally distributed between the main motor and the auxiliary motor according to the working point of the motor based on a PSO algorithm:
6.1) the overall efficiency eta of the double motors is achieved by maximizing the target function value while satisfying the relevant characteristics of the motors, batteries, steering systems and the likeoptThe maximum value of (a) is,
Figure GDA0003082555550000072
Figure GDA0003082555550000073
wherein: etaoptIs the total efficiency of the dual motors, Tm1Is the torque of the main motor, ωm1Is the rotational speed of the main motor, eta1Is the efficiency of the main motor, Tm2Is the torque of the auxiliary motor, ωm2Is the rotational speed, eta, of the auxiliary motor2Is the efficiency of the auxiliary motor, k is the torque distribution coefficient of the main motor and the auxiliary motor, TreqIs the total torque demand, ω, of the dual motorsreqIs the demanded speed, ω, of the motorm1_maxIs the maximum speed of rotation, omega, of the main motorm2_maxIs the maximum speed of rotation, T, of the auxiliary motormax_1(ωm1) Is that the main motor is at a rotational speed omegam1Maximum torque in time, Tmax_2(ωm2) Is to assist the motor in rotating at speed omegam2The maximum torque at time. SOC represents the state of charge of the battery pack, SOCminRepresenting a minimum amount of remaining charge, SOCmaxRepresents the maximum battery charge, PbatIs the battery power, Pbat_maxIs the maximum power of the battery;
6.2) considering the difference of the operating efficiency of the motors at different working points, the main motor and the auxiliary motor operate at different working points under different torque distribution conditions, thereby having greater influence on the total efficiency of the double motors. The objective function is a nonlinear complex model, and torque distribution coefficients can be optimized through a PSO algorithm, so that the aim of improving the total efficiency of the double motors is fulfilled. Fig. 3 specifically shows the flow of the PSO algorithm.
6.3) the best torque distribution can be realized by online optimization of the working points of the main and auxiliary motors. However, steering is a real-time driving behavior, and it is necessary to consider the real-time behavior of steering when performing optimization. The automobile speed and the front wheel rotation angle are easy to measure by a sensor, the automobile speed and the front wheel rotation angle are used as control variables, the double-motor torque distribution ratio is used as an optimization variable to perform offline optimization, the steering mode of the DMCS is divided in advance according to the optimization result, and corresponding energy distribution is performed according to rules. When the automobile is in normal steering, the controller can combine the boundary curve of the vehicle speed-front wheel steering angle plane to determine the DMCS working mode according to the vehicle speed and the front wheel steering angle on line. When the DMCS is operated in the single motor mode (M1, M2), the efficiency of the steer-by-wire system depends on the efficiency of the single motor, and the single motor operation is the optimum steering driving state at this time. However, when the DMCS is operating in the dual motor torque coupling mode (M3), different torque distributions between the primary and secondary motors will cause variations in the overall steering efficiency. Therefore, how to distribute the torque of the dual motors in the torque coupling state is of great significance to improve steering economy. In fact, torque distribution is one of the energy distributions, and the most efficient steering motor torque combination in the M3 mode has been selected above.
The invention has the beneficial effects that:
1. the steering economy is improved on the basis of ensuring the steering stability in the normal steering process of the line control system.
2. Considering the influence of the change of the working point between the main motor and the auxiliary motor of the wire control system on the steering energy consumption and the requirement of meeting the real-time requirement in the steering process of the automobile, the optimization strategy of the wire control double-motor coupling steering energy provided by the invention can be operated in three steering modes to meet different steering working conditions, thereby improving the steering efficiency.
3. On the premise of meeting the vehicle stability, the controller can select an optimal steering mode on line according to the state of the automobile and realize the optimal distribution of energy among the motors. The perfect unification of safety, low energy consumption, integration and real-time performance is realized.
Drawings
Fig. 1 is a schematic structural diagram of a steer-by-wire dual-motor coupling steering system adopted by the invention.
Fig. 2 is a schematic diagram of an energy optimization strategy of a line-controlled dual-motor coupled steering system in the embodiment of the present invention.
FIG. 3 is a schematic diagram of a particle swarm optimization algorithm.
FIG. 4 illustrates a vehicle stability control system architecture.
Fig. 5 is a boundary diagram of energy optimization strategy switching of the steer-by-wire dual-motor coupling steering system according to the present invention.
Detailed Description
The invention will be further explained with reference to the drawings.
The structure of the wire-control double-motor coupling steering system adopted by the invention is shown in figure 1 and comprises a collecting unit, a steering wheel assembly, an ECU control module and a main and auxiliary double-motor executing unit.
The acquisition unit is respectively connected with the ECU control module, the steering wheel assembly and the main and auxiliary double-motor execution units; the acquisition unit comprises a steering wheel angle sensor 4, a steering wheel moment sensor 5, a main steering motor torque and rotating speed sensor 9, an auxiliary steering motor torque and rotating speed sensor 12, a vehicle speed sensor 19 and a yaw rate sensor, wherein the sensors are used for acquiring the state of the vehicle; and the collected signals or instructions are respectively transferred to an ECU control module, a steering wheel assembly and a main and auxiliary double-motor execution unit, specifically: the acquisition unit transmits a vehicle speed signal, a steering wheel corner signal, a corner signal of a steering motor obtained by a rotating speed sensor, a torque signal of the steering motor obtained by a torque sensor, a yaw velocity signal of the vehicle obtained by a yaw velocity sensor, a corner signal of a steering front wheel and the like to the electronic control unit in real time in the driving process of the vehicle; and sending signals such as difference signals of the ideal yaw velocity and the actual yaw velocity obtained by the electronic control unit, road surface interference side wind interference and the like to the stability control unit.
The ECU control module is respectively connected with the acquisition unit, the main and auxiliary double-motor execution units and the steering wheel assembly and mainly comprises an operation controller 7 and an energy optimization controller 20. The arithmetic controller 7 includes an electronic control unit and a stability control unit.
The ECU control module receives signals from the acquisition unit, and transmits corresponding instructions to the energy optimization controller after calculation; specifically, the electronic control unit calculates an ideal yaw rate signal according to a steering wheel angle signal and a vehicle speed signal transmitted by the acquisition unit, calculates an ideal yaw rate difference value required to be adjusted according to the ideal yaw rate signal and an actual yaw rate signal, and transmits the yaw rate difference value to the stability control unit; the stability control unit comprehensively considers the influences of road surface interference, side wind, system friction and the like on the stability of the automobile according to the difference value of the yaw angular velocity transmitted by the electronic control unit, and obtains the total required torque and the required rotating speed of the double-execution motor and transmits the total required torque and the required rotating speed to the energy optimization controller 20 on the premise of ensuring the stability of the automobile from the robustness of the system; the energy optimization controller 20 receives the electric signal transmitted by the stability control unit, obtains the current best torque distribution ratio of the main and auxiliary motors according to the energy optimization strategy of the energy optimization controller 20, controls the input torque of the main steering motor 10 and the action of the clutch 11 through the motor controller 8, and controls the input torque of the auxiliary steering motor 13 and the action of the auxiliary clutch 14 through the motor controller 16.
The steering wheel assembly comprises a steering wheel 1, a steering column 2, a road sensing motor 3 and a road sensing motor controller 6, wherein the steering wheel 1 is connected with the road sensing motor 3 and a steering wheel turning angle sensor 4 thereof through the steering column 2, and a steering wheel torque sensor 5 is arranged on the steering column 2; the road sensing motor controller 6 is connected with the road sensing motor 3 and the steering wheel torque sensor 5 to control the operation of the road sensing motor 3.
The main and auxiliary double-motor execution unit comprises a main steering motor controller 8, a main steering motor 10, a main clutch 11, an auxiliary steering motor controller 16, an auxiliary steering motor 13, an auxiliary clutch 14, a torque coupler 18, a gear and rack mechanism 15 and a front wheel 17 which are connected in sequence; the main steering motor 10 is connected with an input end 1 of a torque coupler 18 through a main clutch 11, the auxiliary steering motor 13 is connected with an input end 2 of the torque coupler 18 through an auxiliary clutch 14, an output end of the torque coupler 18 is connected with a rack and pinion steering gear 15, front wheels 17 are installed on two sides of the rack and pinion steering gear 15, a main steering motor torque and corner sensor 9 is installed on the main steering motor 8, and an auxiliary steering motor torque and corner sensor 12 is installed on the auxiliary steering motor 13.
The main steering motor torque and rotation angle sensor 9 and the auxiliary motor torque and rotation angle sensor 12 are connected to a Flexray bus, and signals of the main steering motor controller 8 and the auxiliary steering motor controller 16 are input into the bus and then transmitted to the stability control unit through the bus; the main steering motor 10 and the main clutch 11 thereof are connected with the main steering motor controller 8, the main steering motor controller 8 controls the input torque of the main steering motor 10 and the operation of the main clutch 11, the torque motor 13 and the auxiliary clutch 14 are connected with the auxiliary steering motor controller 16, and the auxiliary steering motor controller 16 controls the input torque of the auxiliary steering motor 13 and the operation of the auxiliary clutch 14; the output end of the stability controller is connected with a Flexray bus; the input end of the energy optimization controller 18 is connected with a Flexray bus; the energy optimization controller 18 receives the required torque and the required rotating speed obtained by the stability controller transmitted by the Flexray bus, selects an optimal energy distribution strategy on line through the energy optimization strategy, and is connected to the main steering motor controller 8 and the auxiliary steering motor controller 16 through the Flexray bus. When the energy optimization controller 18 selects the main steering motor to drive alone, the main steering motor controller 8 will make the main steering motor 10 reach the corresponding required torque by controlling the input current and keep the main clutch 11 closed, and the auxiliary steering motor controller 8 will open the auxiliary clutch 14, thereby interrupting the power transmission. When the energy optimization controller 18 selects the auxiliary steering motor to drive alone, the auxiliary steering motor controller 16 will now bring the auxiliary steering motor 13 to the required torque by controlling the input current and keep the auxiliary clutch 14 closed, while the main steering motor controller 8 will disconnect the main clutch 11, thereby interrupting the power transmission. When the energy optimization controller 18 selects the main and auxiliary steering motors to drive together, the main steering motor controller 8 will control the input current to make the main steering motor 10 achieve the corresponding distributed torque and keep the main clutch 11 closed, while the controller 16 will control the input current to make the auxiliary steering motor 13 achieve the corresponding distributed torque and keep the auxiliary clutch 14 closed.
As shown in fig. 2: the invention discloses an energy optimization strategy of a wire-controlled double-motor coupling steering system, which comprises the following specific steps:
1) establishing a steering module and a whole vehicle mathematical model, and solving a robust controller:
steering module and vehicle model:
taking state variables of control systems
Figure GDA0003082555550000111
Input u ═ Δ T to the system]The disturbance input of the system is w ═ Tinv dr Fyw]T，y＝[ωr]Then for system output, the state space of the steer-by-wire active front wheel yaw rate control is realized as follows:
Figure GDA0003082555550000112
in the formula (I), the compound is shown in the specification,
Figure GDA0003082555550000113
Figure GDA0003082555550000114
C＝[0 0 0 0 0 1]；D1＝[0 0 0]；D2＝[0]
Figure GDA0003082555550000115
wherein: thetas1Is the total angle of rotation, theta, of the pinion under the reverse ideal inputs2Is the total compensation angle of the pinion under the action of the controller, and is a delta T controllerTotal compensating torque of pinion under action, drIs road surface disturbance FywIs a side wind disturbance, TinvThe ideal feedforward input torque of the motor is obtained by an inverse model.
FIG. 4 is a block diagram of a vehicle stability control system based on steer-by-wire active front wheel steering. The system inputs are respectively ideal torque input T derived by an inverse modelinvRoad surface disturbance drSide wind disturbance Fyw。Wd(s)＝[Wd1(s) Wd2(s) Wd3(s)]Is a matrix of input interference weighting functions, W, for the system to obtain good interference rejectiond1(s),Wd2(s),Wd3(s) amplitude-frequency characteristic coverage Tinv，drAnd FywTo yaw angular velocity omegarThe amplitude-frequency characteristic of the transfer function of (2). The system output comprises Z1,Z2,Z3Wherein Z is1Representing the controller output size, Z2Representing robust stability and noise suppression performance, Z3Enabling target tracking performance and interference rejection performance, W1,W2,W3Is a weighted function of the three properties. Alpha is alpha-1(s) is a type I feedback system integrator,
Figure GDA0003082555550000121
the establishment of the two-degree-of-freedom robust control system for the whole vehicle steering comprises the following steps:
Figure GDA0003082555550000122
Figure GDA0003082555550000123
wherein:
Figure GDA0003082555550000124
is the controller that solves INHHC.
The final controller:
Figure GDA0003082555550000125
according to the requirements of the control system, the stability condition of the closed-loop system and the optimization of the energy of the output system can be obtained as follows:
Figure GDA0003082555550000126
where K(s) is the transfer function of the design controller, W1(s) is a weighted function that limits the magnitude of the compensating torque.
2) And acquiring a real-time yaw velocity signal by a front wheel steering angle sensor, subtracting the acquired ideal yaw velocity signal, and acquiring the total required torque and the required rotating speed of the motor under the stability control through a robust controller.
Total required torque T of the dual motorsreq：
Treq＝Tinv+ΔT
Required rotation speed omega of double motorsreq:
Figure GDA0003082555550000131
3) The energy distribution and torque optimization module of the lower layer receives the required torque and the required rotating speed provided by the stability controller of the upper layer, the main and auxiliary motors operate at different working points under different torque distribution conditions in consideration of the difference of the operating efficiency of the motors at different working points, so that the total efficiency of the double motors is greatly influenced, the PSO algorithm is based on as shown in figure 3, the relevant characteristics of the motors, the batteries, the steering system and the like are met, and meanwhile, the target function value is maximized, so that the total efficiency eta of the double motors is achievedoptThereby achieving the purpose of energy saving.
Figure GDA0003082555550000132
Figure GDA0003082555550000133
Wherein: etaoptIs the total efficiency of the dual motors, Tm1Is the torque of the main motor, ωm1Is the rotational speed of the main motor, eta1Is the efficiency of the main motor, Tm2Is the torque of the auxiliary motor, ωm2Is the rotational speed, eta, of the auxiliary motor2Is the efficiency of the auxiliary motor, k is the torque distribution coefficient of the main motor and the auxiliary motor, TreqIs the total torque demand, ω, of the dual motorsreqIs the demanded speed, ω, of the motorm1_maxIs the maximum speed of rotation, omega, of the main motorm2_maxIs the maximum speed of rotation, T, of the auxiliary motormax_1(ωm1) Is that the main motor is at a rotational speed omegam1Maximum torque in time, Tmax_2(ωm2) Is to assist the motor in rotating at speed omegam2The maximum torque at time. SOC represents the state of charge of the battery pack, SOCminRepresenting a minimum amount of remaining charge, SOCmaxRepresents the maximum battery charge, PbatIs the battery power, Pbat_maxIs the maximum power of the battery.
4) The optimal torque distribution can be realized by the online optimization of the working points of the main and auxiliary motors. However, steering is a real-time driving behavior, and it is necessary to consider the real-time behavior of steering when performing optimization. The automobile speed and the front wheel rotation angle are easy to measure by a sensor, the automobile speed and the front wheel rotation angle are used as control variables, the double-motor torque distribution ratio is used as an optimization variable to perform offline optimization, the steering mode of the DMCS is divided in advance according to the optimization result, and corresponding energy distribution is performed according to rules. The vehicle speed and the front wheel steering angle of the vehicle are used as steering variables, offline optimization is carried out by adopting a particle swarm optimization algorithm, and the optimal torque distribution ratio of the vehicle obtained by using the principle that the double-motor efficiency is the highest can be obtained while excellent stability is met under the conditions of different vehicle speeds and front wheel steering angles. In order to improve the operating efficiency and response real-time performance of the system controller, the steering driving mode needs to be divided in advance according to the optimization result. The map of the optimal torque distribution ratios of the two motors is projected onto a vehicle speed-front wheel steering angle joint plane, and for a given state point on the vehicle speed-front wheel steering angle plane, the DMCS selects the optimal steering mode based on the maximum steering system efficiency principle. Fig. 5 shows that the auxiliary motor (M2mode) operates alone when k is 0, the main motor and the auxiliary motor (M3 mode) operate in a torque-coupled manner when k is 0 < k < 1, and the main motor (M1 mode) operates alone when k is 1. The result of the simplified boundary map at different vehicle speeds and different front wheel angles is stored in the controller and used as a boundary condition for motor mode switching during steering.
When the automobile is in normal steering, the controller can combine the boundary curve of the vehicle speed-front wheel steering angle plane to determine the DMCS working mode according to the vehicle speed and the front wheel steering angle on line. When the DMCS is operated in the single motor mode (M1, M2), the efficiency of the steer-by-wire system depends on the efficiency of the single motor, and the single motor operation is the optimum steering driving state at this time. However, when the DMCS is operating in the dual motor torque coupling mode (M3), different torque distributions between the primary and secondary motors will cause variations in the overall steering efficiency. Therefore, how to distribute the torque of the dual motors in the torque coupling state is of great significance to improve steering economy. In fact, torque distribution is one of the energy distributions, and the most efficient steering motor torque combination in the M3 mode has been selected above.
In order to further verify the steering economy of the proposed control strategy, the snake-shaped working conditions under the conditions that the vehicle speed is 20km/h and the vehicle speed is 45km/h and the sine input of the front wheel steering angle are respectively selected for simulation verification and are shown in the table 1. The optimized variable torque driving steering control strategy is compared with a main motor single drive (k is 1) and a fixed torque drive (k is 2/3, k is 1/2), and therefore the economy of the two-motor torque optimization is analyzed.
TABLE 1 steering energy consumption results
Figure GDA0003082555550000141
Figure GDA0003082555550000151
As can be seen from table 1: under the sine input of a front wheel steering angle, the variable torque drive optimized by the optimization strategy provided by the patent has certain energy saving compared with the single drive of a main motor, and can reach 3.11% when V is 45 m/s. The optimized variable-torque drive has higher energy-saving potential compared with a constant-torque drive, and when the vehicle speed V is 20m/s, the energy-saving potential can be as high as 5.93%.
While the invention has been described in terms of its preferred embodiments, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention.

Claims (4)

1. An energy optimization method of a line-controlled double-motor coupling steering system is characterized by comprising the following steps:
1) constructing a steer-by-wire dual-motor coupling steering system, which comprises a collecting unit, a steering wheel assembly, an ECU control module and a main and auxiliary dual-motor executing unit;
2) during the running process of the automobile, the acquisition unit acquires the steering wheel angle signal theta in real timeswActual yaw rate signal ωrThe mass center slip angle beta, the vehicle speed u, a torque signal of a steering motor and a rotating speed signal of the steering motor;
3) when the driver applies a rotation angle signal theta to the steering wheelswThen, the ideal yaw rate calculation unit obtains the ideal yaw rate omega at the moment according to the variable transmission ratio rule based on the steering wheel angle signal and the vehicle speed ur *And front wheel turning angle deltaf；
Figure FDA0003082555540000011
Figure FDA0003082555540000012
During continuous steering, the ideal yaw rate is related to the front wheel angle by:
Figure FDA0003082555540000013
wherein KsIs a parameter in the range of 0.12-0.37(1/s), L is the wheelbase of the car;
4) the method comprises the following steps of establishing a two-degree-of-freedom model of the automobile by taking the mass center of the automobile as an origin:
Figure FDA0003082555540000014
wherein beta is the centroid slip angle of the vehicle and omegarIs the yaw rate of the vehicle, m is the mass of the vehicle, u is the speed of the vehicle, k1Is the stiffness of the front wheel, k2Is the rear wheel stiffness, IzIs the moment of inertia of the vehicle, a is the front axle length, b is the rear axle base, δfTurning the front wheel of the automobile;
taking state variables of control systems
Figure FDA0003082555540000015
Input u ═ Δ T to the system]The disturbance input of the system is w ═ Tinv dr Fyw］T，y＝[ωr]For system output, a robust controller based on stability of the steer-by-wire dual-motor coupling steering system is obtained, and input torques of the dual motors needing to be adjusted are obtained through the robust controller according to difference signals of the obtained ideal yaw rate and the actual yaw rate; wherein: thetas1Is the total angle of rotation, theta, of the pinion under the reverse ideal inputs2Is the total compensating angle of rotation of the pinion under the action of the controller, the total compensating torque of the pinion under the action of the Delta T controller, drIs road surface disturbance FywIs a side wind disturbance, TinvThe ideal feedforward input torque of the motor is obtained by a reverse model;
5) according to the step 4), the steering stability of the automobile in the steering process is ensured through the stability controller on the upper layer, and the automobile generates a required motor command signal after being controlled by the stability controller on the upper layer and transmits the motor command signal to the controller on the lower layer;
6) in the steering process of the linear control steering system, the steering double motors serve as steering actuating mechanisms to provide steering driving force required by steering for the system, and the lower energy optimization and distribution control module receives the total required torque and the required rotating speed of the motors provided by the upper stability control module.
2. The energy optimization method of the steer-by-wire dual-motor coupling steering system according to claim 1, wherein the process of the robust controller for the stability of the entire vehicle steering two-degree-of-freedom model obtained in the step 4) is as follows:
4.1) establishing a dynamic model of the steering subsystem as follows:
Figure FDA0003082555540000021
wherein theta issIs the total pinion angle; b isRIs the equivalent damping coefficient, JREquivalent moment of inertia, G2Is the reduction ratio of the angle of rotation of the pinion to the wheel, T is the total motor output torque, G1Is the reduction ratio of the motor output to the pinion, eta is the efficiency of the reducer, drIs a road surface disturbance, tauRIs the aligning moment of the tire, tp,tmIs the drag of the tire;
4.2) establishing a state space of the steer-by-wire active front wheel yaw velocity control:
taking state variables of control systems
Figure FDA0003082555540000022
Input u ═ Δ T to the system]The disturbance input of the system is w ═ Tinv dr Fyw］T，y＝[ωr]Then is the system output, the drive-by-wire active front wheelThe state space for yaw rate control is implemented as:
Figure FDA0003082555540000023
in the formula (I), the compound is shown in the specification,
Figure FDA0003082555540000024
Figure FDA0003082555540000031
D2＝[0]
Figure FDA0003082555540000032
wherein: thetas1Is the total angle of rotation, theta, of the pinion under the reverse ideal inputs2Is the total compensating angle of rotation of the pinion under the action of the controller, the total compensating torque of the pinion under the action of the Delta T controller, drIs road surface disturbance FywIs a side wind disturbance, TinvThe ideal feedforward input torque of the motor is obtained by a reverse model;
4.3) establishing a two-degree-of-freedom robust control system for steering of the whole vehicle, which comprises the following steps:
Figure FDA0003082555540000033
Figure FDA0003082555540000034
wherein:
Figure FDA0003082555540000035
is a controller obtained by solving INHHC, TinvElectric machines derived from inverse modelsThe ideal feed-forward input torque of the motor,
Figure FDA0003082555540000036
is the target front wheel turning angle,
Figure FDA0003082555540000037
β*is the target yaw rate and the centroid slip angle;
the final controller:
Figure FDA0003082555540000038
wherein: the system output comprises Z1,Z2,Z3Wherein Z is1Representing the controller output size, Z2Representing robust stability and noise suppression performance, Z3Is a target tracking performance and an interference suppression performance, W1,W2,W3Is a weighted function of three properties, alpha-1(s) is a type I feedback system integrator;
4.4) according to the requirements of the control system, the stability condition of the closed-loop system and the energy of the output system, optimizing to obtain:
Figure FDA0003082555540000041
wherein the formula is as follows: s(s) is a sensitivity function, G(s) is TinvTo omegarUncertain transfer function of, G0(s) is TinvTo omegarIs the penalty uncertainty, T(s) is the complementary sensitivity function, and is also the transfer function of the measurement noise n to the output y, W2(s) amplitude-frequency characteristics to ensure model uncertainty robustness and interference suppression performance above the multiplicative uncertainty curve, K(s) being the transfer function of the design controller, W1(s) is a weighted function that limits the magnitude of the compensating torque.
3. The energy optimization method of the steer-by-wire dual-motor coupling steering system according to claim 1, wherein the steps of generating the required motor command signal and transmitting the motor command signal to the lower controller after the vehicle is controlled by the upper stability controller in the step 5) are as follows:
in the steering process of the automobile, the upper-layer control of the automobile can transmit the total required torque and the required rotating speed of the obtained double motors to the lower-layer controller while obtaining excellent steering stability,
total required torque T of the dual motorsreq：Treq＝Tinv+ΔT；
Required rotation speed of double motors
Figure FDA0003082555540000042
4. The energy optimization method of the steer-by-wire two-motor coupled steering system according to claim 1, wherein the optimal distribution of torque between the main motor and the auxiliary motor based on the PSO algorithm according to the motor operating point in step 6) is performed:
6.1) the overall efficiency eta of the double motors is achieved by maximizing the target function value while satisfying the relevant characteristics of the motors, batteries, steering systems and the likeoptThe maximum value of (a) is,
Figure FDA0003082555540000043
Figure FDA0003082555540000051
wherein: etaoptIs the total efficiency of the dual motors, Tm1Is the torque of the main motor, ωm1Is the rotational speed of the main motor, eta1Is the efficiency of the main motor, Tm2Is the torque of the auxiliary motor, ωm2Is the rotational speed, eta, of the auxiliary motor2Is the efficiency of the auxiliary motor, k is the main motor and the auxiliary motorTorque distribution coefficient of machine, TreqIs the total torque demand, ω, of the dual motorsreqIs the demanded speed, ω, of the motorm1_maxIs the maximum speed of rotation, omega, of the main motorm2_maxIs the maximum speed of rotation, T, of the auxiliary motormax_1(ωm1) Is that the main motor is at a rotational speed omegam1Maximum torque in time, Tmax_2(ωm2) Is to assist the motor in rotating at speed omegam2Maximum torque in time, SOC represents the state of charge of the battery pack, SOCminRepresenting a minimum amount of remaining charge, SOCmaxRepresents the maximum battery charge, PbatIs the battery power, Pbat_maxIs the maximum power of the battery;
6.2) torque distribution coefficients are optimized through a PSO algorithm, and the total efficiency of the double motors is improved;
6.3) realizing the optimal torque distribution by the online optimization of the working points of the main and auxiliary motors.
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