CN111086556A - Intelligent steer-by-wire system and variable transmission ratio optimization method - Google Patents
Intelligent steer-by-wire system and variable transmission ratio optimization method Download PDFInfo
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- CN111086556A CN111086556A CN202010004877.3A CN202010004877A CN111086556A CN 111086556 A CN111086556 A CN 111086556A CN 202010004877 A CN202010004877 A CN 202010004877A CN 111086556 A CN111086556 A CN 111086556A
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/001—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits the torque NOT being among the input parameters
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Abstract
The invention discloses an intelligent steer-by-wire system and a variable transmission ratio optimization method, wherein the steer-by-wire system comprises a steering wheel module, a road feel feedback module, a steering execution module, a sensor module and an ECU control module. And a variable transmission ratio optimization method of the steer-by-wire system is provided, so that the steer system can adjust the magnitude of the yaw velocity gain according to the vehicle speed and calculate the corresponding optimal transmission ratio. Thereby effectively improving the automobile handling performance and reducing the driving burden of the driver.
Description
Technical Field
The invention relates to the technical field of steer-by-wire systems, in particular to an intelligent steer-by-wire system and a variable transmission ratio optimization method.
Background
The steer-by-wire system is a new generation of steering system, and the steering transmission ratio can be designed at will because the mechanical connection between the steering wheel and the steering wheel is cancelled, so that the operation stability and the riding comfort of the automobile are effectively improved.
However, in the prior art, the design of the variable transmission ratio of the steer-by-wire system is mainly to design the transmission ratio according to the constant gain of the fixed yaw rate, the variation range of the gain value of the yaw rate is generally between 0.1 and 0.5, and the gain value of the yaw rate is mainly selected from a fixed value by experience during the design, so that the design has great randomness. And the steering-by-wire variable transmission ratio rule designed by fixing the yaw rate gain value cannot reduce the burden of a driver to the maximum extent and improve the riding comfort of passengers.
Disclosure of Invention
The invention aims to solve the technical problem of providing an intelligent steer-by-wire system and a variable transmission ratio optimization method aiming at the defects involved in the background technology.
The invention adopts the following technical scheme for solving the technical problems:
an intelligent steer-by-wire system comprises a steering wheel module, a road feel feedback module, a steering execution module, a sensor module and an ECU control module;
the steering wheel module comprises a steering wheel and a steering column; the upper end of the steering column is fixedly connected with a steering wheel;
the road sense feedback module comprises a road sense motor and a road sense motor reducer; the output shaft of the road sensing motor is connected with the lower end of the steering column through a road sensing motor reducer and used for transmitting road sensing to a steering wheel through the steering column;
the steering execution module comprises a steering motor, a steering motor reducer, a pinion, a rack, a steering tie rod and wheels; the output shaft of the steering motor is connected with a rotating shaft of a pinion through a steering motor reducer, the pinion is meshed with a rack, the rack is connected with a steering tie rod, and two ends of the steering tie rod are correspondingly connected with two steering wheels of a vehicle respectively;
the sensor module comprises a corner sensor, a vehicle speed sensor, a lateral acceleration sensor and a yaw rate sensor;
the steering angle sensor is arranged on a steering column of the vehicle and used for measuring an input steering angle of a steering wheel and transmitting the input steering angle to the ECU control module;
the vehicle speed sensor is arranged on a wheel and used for acquiring the longitudinal vehicle speed of the automobile and transmitting the longitudinal vehicle speed to the ECU control module;
the lateral acceleration sensor and the yaw rate sensor are arranged at the mass center of the frame of the vehicle and are used for acquiring the lateral acceleration and the yaw rate of the vehicle and transmitting the lateral acceleration and the yaw rate to the ECU control module;
and the ECU control module is respectively and electrically connected with the corner sensor, the vehicle speed sensor, the lateral acceleration sensor, the yaw rate sensor, the road sensing motor and the steering motor and is used for controlling the work of the road sensing motor and the steering motor according to the received steering wheel corner signal, the vehicle speed signal, the yaw rate signal and the lateral acceleration signal.
As a further optimization scheme of the intelligent steer-by-wire system, the ECU control module comprises a steering motor control module, a road sensing motor control module and a variable transmission ratio control module;
the road sense motor control module calculates the road sense according to the vehicle speed signal, the steering wheel corner signal and the lateral acceleration signal and outputs a road sense motor current control signal to the road sense motor;
the variable transmission ratio control module calculates the variable transmission ratio according to the vehicle speed signal, the steering wheel corner signal and the lateral acceleration signal and outputs the variable transmission ratio signal to the steering motor control module;
and the steering motor control module calculates the steering angle of the steering motor according to the variable transmission ratio signal calculated by the variable transmission ratio control module and the steering wheel angle signal, and outputs a steering motor current control signal to the steering motor.
The invention also discloses a variable transmission ratio optimization method of the intelligent steer-by-wire system, which comprises the following steps:
step 1), establishing a finished automobile two-degree-of-freedom model under a steady state condition:
in the formula, a is the distance from the mass center of the automobile to the front axle; b is the distance from the mass center of the automobile to the rear axle; v is the vehicle lateral velocity; u is the longitudinal speed of the vehicle; deltafIs a front wheel corner; k is a radical offFront wheel cornering stiffness; k is a radical ofrIs rear wheel cornering stiffness; m is the mass of the whole vehicle; w is arThe yaw angular velocity;
according to formula (1):
in the formula (I), the compound is shown in the specification,
in order to be able to steer with a high degree of sensitivity,
and 2), deriving a variable transmission ratio formula based on the unchanged yaw angular velocity gain:
in the formula (I), the compound is shown in the specification,
as yaw-rate gain, thetaswThe turning angle of a steering wheel is shown, and N is a transmission ratio;
step 3), establishing vehicle operation performance evaluation indexes under specific yaw angular velocity gain:
step 3.1), establishing a track tracking error evaluation index J1：
Wherein t is the test time, y*(t) is the desired path, y (t) is the actual path,
is a track error threshold value;
step 3.2), establishing a rollover risk evaluation index J2：
Wherein t is the test time, ay(t) is the lateral acceleration and,
is a lateral acceleration threshold value;
step 3.3), establishing a direction error evaluation index J3：
Wherein t is the test time ux(t) is the longitudinal speed of the vehicle,
is the side-slip angular velocity of the mass center,
is a direction error threshold value;
step 3.4), for J1、J2、J3Weighting to obtain a vehicle handling performance evaluation index J under a specific yaw rate gain:
in the formula, k1、k2、k3Are each preset J1、J2、J3Is a weight ofCounting;
and step 4), calculating the optimal value of the yaw rate gain:
step 4.1), starting from the speed of 20km/h, sequentially selecting simulated speeds at intervals of 10 km/h: 9 groups of vehicle speeds of 20km/h, 30km/h … 90km/h and 100 km/h;
step 4.2) gain from yaw rate
And starting, sequentially selecting yaw velocity gains every 0.05: 9 groups of yaw rate gain values of 0.1, 0.15 … 0.45.45 and 0.5;
step 4.3), calculating the corresponding transmission ratio under each yaw angular velocity gain, performing double shift line tests under different selected vehicle speeds, and calculating different yaw angular velocity gain values and vehicle operation stability evaluation index values under different vehicle speeds as shown in the table, wherein a in the tableijAnd a steering stability evaluation index value indicating a steering stability evaluation index value corresponding to the i-th group vehicle speed and the j-th group yaw rate gain value, where i, j is 1,2 … 9:
step 4.4), respectively obtaining the yaw rate gain value corresponding to the minimum operation stability evaluation index value in the 9 groups of yaw rate gain values under each vehicle speed: (20, b)1)、(30，b2)…(90，b8)、(100，b9) Wherein b is1、b2…b8、b9The gain value of the yaw rate corresponding to the 9 groups of vehicle speeds;
step 4.5), fitting 9 groups of data obtained in the step 4.4) by using a quadratic polynomial to obtain an optimal yaw rate gain value under each vehicle speed:
wherein u is the vehicle speed, c0、c1And c2Is the coefficient to be fitted;
and 5), substituting the formula (10) into the formula (5) to obtain a transmission ratio:
compared with the prior art, the invention adopting the technical scheme has the following technical effects:
through the steer-by-wire system and the variable transmission ratio optimization method, a yaw velocity gain value which changes along with the change of the vehicle speed can be designed, so that an ideal transmission ratio of the steer-by-wire system can be further obtained, the burden of a driver is reduced to the maximum extent, the riding comfort of passengers is improved, and the control on the safety and the operation performance of the vehicle is realized, so that the steer-by-wire system and the variable transmission ratio optimization method have wide market application prospect.
Drawings
FIG. 1 is a block diagram of a smart steer-by-wire system of the present invention;
fig. 2 is a diagram showing a variable transmission ratio law of the intelligent steer-by-wire system of the present invention.
In the figure, 1-steering wheel, 2-steering column, 3-rotation angle sensor, 4-road feel motor reducer, 5-steering motor, 6-steering motor reducer, 7-rack, 8-pinion, 9-steering tie rod, 10-wheel, 11-ECU control module, 12-road feel motor.
Detailed Description
The technical scheme of the invention is further explained in detail by combining the attached drawings:
the present invention may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. In the drawings, components are exaggerated for clarity.
As shown in fig. 1, the invention discloses an intelligent steer-by-wire system, comprising a steering wheel module, a road feel feedback module, a steering execution module, a sensor module and an ECU control module;
the steering wheel module comprises a steering wheel and a steering column; the upper end of the steering column is fixedly connected with a steering wheel;
the road sense feedback module comprises a road sense motor and a road sense motor reducer; the output shaft of the road sensing motor is connected with the lower end of the steering column through a road sensing motor reducer and used for transmitting road sensing to a steering wheel through the steering column;
the steering execution module comprises a steering motor, a steering motor reducer, a pinion, a rack, a steering tie rod and wheels; the output shaft of the steering motor is connected with a rotating shaft of a pinion through a steering motor reducer, the pinion is meshed with a rack, the rack is connected with a steering tie rod, and two ends of the steering tie rod are correspondingly connected with two steering wheels of a vehicle respectively;
the sensor module comprises a corner sensor, a vehicle speed sensor, a lateral acceleration sensor and a yaw rate sensor;
the steering angle sensor is arranged on a steering column of the vehicle and used for measuring an input steering angle of a steering wheel and transmitting the input steering angle to the ECU control module;
the vehicle speed sensor is arranged on a wheel and used for acquiring the longitudinal vehicle speed of the automobile and transmitting the longitudinal vehicle speed to the ECU control module;
the lateral acceleration sensor and the yaw rate sensor are arranged at the mass center of the frame of the vehicle and are used for acquiring the lateral acceleration and the yaw rate of the vehicle and transmitting the lateral acceleration and the yaw rate to the ECU control module;
and the ECU control module is respectively and electrically connected with the corner sensor, the vehicle speed sensor, the lateral acceleration sensor, the yaw rate sensor, the road sensing motor and the steering motor and is used for controlling the work of the road sensing motor and the steering motor according to the received steering wheel corner signal, the vehicle speed signal, the yaw rate signal and the lateral acceleration signal.
As a further optimization scheme of the intelligent steer-by-wire system, the ECU control module comprises a steering motor control module, a road sensing motor control module and a variable transmission ratio control module;
the road sense motor control module calculates the road sense according to the vehicle speed signal, the steering wheel corner signal and the lateral acceleration signal and outputs a road sense motor current control signal to the road sense motor;
the variable transmission ratio control module calculates the variable transmission ratio according to the vehicle speed signal, the steering wheel corner signal and the lateral acceleration signal and outputs the variable transmission ratio signal to the steering motor control module;
and the steering motor control module calculates the steering angle of the steering motor according to the variable transmission ratio signal calculated by the variable transmission ratio control module and the steering wheel angle signal, and outputs a steering motor current control signal to the steering motor.
The invention also discloses a variable transmission ratio optimization method of the intelligent steer-by-wire system, which comprises the following steps:
step 1), establishing a finished automobile two-degree-of-freedom model under a steady state condition:
in the formula, a is the distance from the mass center of the automobile to the front axle; b is the distance from the mass center of the automobile to the rear axle; v is the vehicle lateral velocity; u is the longitudinal speed of the vehicle; deltafIs a front wheel corner; k is a radical offFront wheel cornering stiffness; k is a radical ofrIs rear wheel cornering stiffness; m is the mass of the whole vehicle; w is arThe yaw angular velocity;
according to formula (1):
in the formula (I), the compound is shown in the specification,
in order to be able to steer with a high degree of sensitivity,
and 2), deriving a variable transmission ratio formula based on the unchanged yaw angular velocity gain:
in the formula (I), the compound is shown in the specification,
as yaw-rate gain, thetaswThe turning angle of a steering wheel is shown, and N is a transmission ratio;
step 3), establishing vehicle operation performance evaluation indexes under specific yaw angular velocity gain:
step 3.1), establishing a track tracking error evaluation index J1：
Wherein t is the test time, y*(t) is the desired path, y (t) is the actual path,
is a track error threshold value;
step 3.2), establishing a rollover risk evaluation index J2：
Wherein t is the test time, ay(t) is the lateral acceleration and,
is a lateral acceleration threshold value;
step 3.3), establishing a direction error evaluation index J3：
Wherein t is the test time ux(t) is the longitudinal speed of the vehicle,
is the side-slip angular velocity of the mass center,
is a direction error threshold value;
step 3.4), for J1、J2、J3Weighting to obtain a vehicle handling performance evaluation index J under a specific yaw rate gain:
in the formula, k1、k2、k3Are each preset J1、J2、J3The weight coefficient of (a);
and step 4), calculating the optimal value of the yaw rate gain:
step 4.1), starting from the speed of 20km/h, sequentially selecting simulated speeds at intervals of 10 km/h: 9 groups of vehicle speeds of 20km/h, 30km/h … 90km/h and 100 km/h;
step 4.2) gain from yaw rate
And starting, sequentially selecting yaw velocity gains every 0.05: 9 groups of yaw rate gain values of 0.1, 0.15 … 0.45.45 and 0.5;
step 4.3), calculating the corresponding transmission ratio under each yaw angular velocity gain, performing double shift line tests under different selected vehicle speeds, and calculating different yaw angular velocity gain values and vehicle operation stability evaluation index values under different vehicle speeds as shown in the table, wherein a in the tableijAnd a steering stability evaluation index value indicating a steering stability evaluation index value corresponding to the i-th group vehicle speed and the j-th group yaw rate gain value, where i, j is 1,2 … 9:
step 4.4), respectively obtaining the yaw rate gain value corresponding to the minimum operation stability evaluation index value in the 9 groups of yaw rate gain values under each vehicle speed: (20, b)1)、(30，b2)…(90，b8)、(100，b9) Wherein b is1、b2…b8、b9The gain value of the yaw rate corresponding to the 9 groups of vehicle speeds;
step 4.5), fitting 9 groups of data obtained in the step 4.4) by using a quadratic polynomial to obtain an optimal yaw rate gain value under each vehicle speed:
wherein u is the vehicle speed, c0、c1And c2Is the coefficient to be fitted;
and 5), substituting the formula (10) into the formula (5) to obtain a transmission ratio:
fig. 2 is a diagram showing a variable transmission ratio law of the intelligent steer-by-wire system of the present invention.
It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
The above-mentioned embodiments, objects, technical solutions and advantages of the present invention are further described in detail, it should be understood that the above-mentioned embodiments are only illustrative of the present invention and are not intended to limit the present invention, and any modifications, equivalents, improvements and the like made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (3)
1. An intelligent steer-by-wire system is characterized by comprising a steering wheel module, a road feel feedback module, a steering execution module, a sensor module and an ECU control module;
the steering wheel module comprises a steering wheel and a steering column; the upper end of the steering column is fixedly connected with a steering wheel;
the road sense feedback module comprises a road sense motor and a road sense motor reducer; the output shaft of the road sensing motor is connected with the lower end of the steering column through a road sensing motor reducer and used for transmitting road sensing to a steering wheel through the steering column;
the steering execution module comprises a steering motor, a steering motor reducer, a pinion, a rack, a steering tie rod and wheels; the output shaft of the steering motor is connected with a rotating shaft of a pinion through a steering motor reducer, the pinion is meshed with a rack, the rack is connected with a steering tie rod, and two ends of the steering tie rod are correspondingly connected with two steering wheels of a vehicle respectively;
the sensor module comprises a corner sensor, a vehicle speed sensor, a lateral acceleration sensor and a yaw rate sensor;
the steering angle sensor is arranged on a steering column of the vehicle and used for measuring an input steering angle of a steering wheel and transmitting the input steering angle to the ECU control module;
the vehicle speed sensor is arranged on a wheel and used for acquiring the longitudinal vehicle speed of the automobile and transmitting the longitudinal vehicle speed to the ECU control module;
the lateral acceleration sensor and the yaw rate sensor are arranged at the mass center of the frame of the vehicle and are used for acquiring the lateral acceleration and the yaw rate of the vehicle and transmitting the lateral acceleration and the yaw rate to the ECU control module;
and the ECU control module is respectively and electrically connected with the corner sensor, the vehicle speed sensor, the lateral acceleration sensor, the yaw rate sensor, the road sensing motor and the steering motor and is used for controlling the work of the road sensing motor and the steering motor according to the received steering wheel corner signal, the vehicle speed signal, the yaw rate signal and the lateral acceleration signal.
2. The intelligent steer-by-wire system of claim 1, wherein said ECU control module comprises a steering motor control module, a road sensing motor control module, and a variable transmission ratio control module;
the road sense motor control module calculates the road sense according to the vehicle speed signal, the steering wheel corner signal and the lateral acceleration signal and outputs a road sense motor current control signal to the road sense motor;
the variable transmission ratio control module calculates the variable transmission ratio according to the vehicle speed signal, the steering wheel corner signal and the lateral acceleration signal and outputs the variable transmission ratio signal to the steering motor control module;
and the steering motor control module calculates the steering angle of the steering motor according to the variable transmission ratio signal calculated by the variable transmission ratio control module and the steering wheel angle signal, and outputs a steering motor current control signal to the steering motor.
3. The variable transmission ratio optimization method of the intelligent steer-by-wire system according to claim 1, comprising the steps of:
step 1), establishing a finished automobile two-degree-of-freedom model under a steady state condition:
in the formula, a is the distance from the mass center of the automobile to the front axle; b is the distance from the mass center of the automobile to the rear axle; v is the vehicle lateral velocity; u is the longitudinal speed of the vehicle; deltafIs a front wheel corner; k is a radical offFront wheel cornering stiffness; k is a radical ofrIs rear wheel cornering stiffness; m is the mass of the whole vehicle; w is arThe yaw angular velocity;
according to formula (1):
in the formula (I), the compound is shown in the specification,
in order to be able to steer with a high degree of sensitivity,
and 2), deriving a variable transmission ratio formula based on the unchanged yaw angular velocity gain:
in the formula (I), the compound is shown in the specification,
as yaw-rate gain, thetaswThe turning angle of a steering wheel is shown, and N is a transmission ratio;
step 3), establishing vehicle operation performance evaluation indexes under specific yaw angular velocity gain:
step 3.1), establishing a track tracking error evaluation index J1：
Wherein t is the test time, y*(t) is the desired path, y (t) is the actual path, and e is the trajectory error threshold;
step 3.2), establishing a rollover risk evaluation index J2：
Wherein t is the test time, ay(t) is the lateral acceleration and,
is a lateral acceleration threshold value;
step 3.3), establishing a direction error evaluation index J3：
Wherein t is the test time ux(t) is the longitudinal speed of the vehicle,
is the side-slip angular velocity of the mass center,
is a direction error threshold value;
step 3.4), for J1、J2、J3Weighting to obtain a vehicle handling performance evaluation index J under a specific yaw rate gain:
in the formula, k1、k2、k3Are each preset J1、J2、J3The weight coefficient of (a);
and step 4), calculating the optimal value of the yaw rate gain:
step 4.1), starting from the speed of 20km/h, sequentially selecting simulated speeds at intervals of 10 km/h: 9 groups of vehicle speeds of 20km/h, 30km/h … 90km/h and 100 km/h;
step 4.2) gain from yaw rate
And starting, sequentially selecting yaw velocity gains every 0.05: 9 groups of yaw rate gain values of 0.1, 0.15 … 0.45.45 and 0.5;
step 4.3), calculating the corresponding transmission ratio under each yaw angular velocity gain, performing double shift line tests under different selected vehicle speeds, and calculating different yaw angular velocity gain values and vehicle operation stability evaluation index values under different vehicle speeds as shown in the table, wherein a in the tableijAnd a steering stability evaluation index value indicating a steering stability evaluation index value corresponding to the i-th group vehicle speed and the j-th group yaw rate gain value, where i, j is 1,2 … 9:
step 4.4), respectively obtaining the yaw rate gain value corresponding to the minimum operation stability evaluation index value in the 9 groups of yaw rate gain values under each vehicle speed: (20, b)1)、(30，b2)…(90，b8)、(100，b9) Wherein b is1、b2…b8、b9The gain value of the yaw rate corresponding to the 9 groups of vehicle speeds;
step 4.5), fitting 9 groups of data obtained in the step 4.4) by using a quadratic polynomial to obtain an optimal yaw rate gain value under each vehicle speed:
wherein u is the vehicle speed, c0、c1And c2Is the coefficient to be fitted;
and 5), substituting the formula (10) into the formula (5) to obtain a transmission ratio:
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| CN111814258A (en) * | 2020-07-20 | 2020-10-23 | 天水师范学院 | Design method for transmission ratio of four-wheel independent electric drive vehicle steer-by-wire system |
| CN113954958A (en) * | 2021-11-22 | 2022-01-21 | 中国第一汽车股份有限公司 | Vehicle and front wheel drive control method and device of steer-by-wire system of vehicle |
| CN114852168A (en) * | 2022-04-26 | 2022-08-05 | 吉林大学 | Control rocker variable-angle transmission ratio control method based on steering intention of driver |
| CN114932943A (en) * | 2022-04-01 | 2022-08-23 | 盐城工学院 | Drive-by-wire steering control method with variable transmission ratio |
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