CN111923995A - Electro-hydraulic intelligent multi-redundancy steer-by-wire system and self-adaptive control method thereof - Google Patents

Electro-hydraulic intelligent multi-redundancy steer-by-wire system and self-adaptive control method thereof Download PDF

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CN111923995A
CN111923995A CN202010643515.9A CN202010643515A CN111923995A CN 111923995 A CN111923995 A CN 111923995A CN 202010643515 A CN202010643515 A CN 202010643515A CN 111923995 A CN111923995 A CN 111923995A
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steering
pinion
motor
formula
double
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CN111923995B (en
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栾众楷
周小川
赵万忠
吴海啸
高犇
章波
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Nanjing Tianhang Intelligent Equipment Research Institute Co ltd
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Nanjing Tianhang Intelligent Equipment Research Institute Co ltd
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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
    • B62D5/0421—Electric motor acting on or near steering gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D3/00—Steering gears
    • B62D3/02—Steering gears mechanical
    • B62D3/12—Steering gears mechanical of rack-and-pinion type
    • 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
    • B62D5/0463—Controlling the motor calculating assisting torque from the motor based on driver input
    • 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
    • B62D5/06—Power-assisted or power-driven steering fluid, i.e. using a pressurised fluid for most or all the force required for steering a vehicle
    • B62D5/065—Power-assisted or power-driven steering fluid, i.e. using a pressurised fluid for most or all the force required for steering a vehicle characterised by specially adapted means for varying pressurised fluid supply based on need, e.g. on-demand, variable assist
    • 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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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

The invention discloses an electro-hydraulic intelligent multi-redundancy steer-by-wire system and an adaptive control method thereof, wherein the technical scheme configuration of 'electricity + liquid', 'electric hydraulic steering system + double-pinion redundant motor' is established at an execution end, and the fault-tolerant performance of the system is enhanced while the steer-by-wire requirement is met. Meanwhile, the robustness requirement of the double-pinion redundant motor in control is comprehensively considered, and a d-axis inversion adaptive current controller and a q-axis inversion adaptive position controller are respectively provided based on the d-axis motor mathematical model and the q-axis motor mathematical model of the double-pinion redundant motor, so that the system adaptability can be effectively ensured, and the method has a wide application prospect.

Description

Electro-hydraulic intelligent multi-redundancy steer-by-wire system and self-adaptive control method thereof
Technical Field
The invention belongs to the technical field of control of automobile power-assisted steering systems, and particularly relates to an electro-hydraulic intelligent multi-redundancy steer-by-wire system and an adaptive control method thereof.
Background
The drive-by-wire is a development trend of future chassis technologies, and a drive-by-wire chassis system comprises a drive-by-wire steering system, a drive-by-wire system and a drive-by-wire chassis system. Among them, the steer-by-wire system needs to safely and efficiently transmit the steering driving intention from the driver or the intelligent driving system to the wheels, and is the most critical core transmission component in the steer-by-wire chassis system.
In the existing research on the new power steering system, for example: the Chinese invention has the patent application number of CN201610542721.4, and is named as a control device and a control method of an electro-hydraulic hybrid power steering system; the Chinese invention has the patent application number of CN201510824331.1, and the name is 'a push rod type composite steering system and a mode switching control method thereof'; the Chinese invention patent application number is CN201611023984.0 entitled "an active composite steering system, a torque control device and a torque control method", the Chinese invention patent application number is CN201611014371.0 entitled "a controller and a control method based on a power-assisted coupler of a multi-mode steering system"; the Chinese invention has the patent application number of CN201611137601.2, and is named as 'a multi-mode composite steering system classification controller and a control method thereof'; the electro-hydraulic intelligent steering system is a novel steering system for large and medium-sized commercial vehicles, and is characterized in that the switching of steering modes can be realized by coordinating the output proportion of double actuating mechanisms, namely, a composite steering mode with large torque output is adopted at low vehicle speed, and an electric steering mode with good road feel and more energy conservation is adopted at high vehicle speed, so that the electro-hydraulic intelligent steering system is an ideal steering system design form.
However, the above-mentioned novel electro-hydraulic intelligent steering system has two potential problems: first, the break-away design can make the mechanism layout easier and reduce the invasive injury caused by collision for the drive-by-wire requirement. However, if based on the above-mentioned novel electro-hydraulic intelligent steering system, the rack executing part has only one set of executing mechanism, for example: the invention has a Chinese patent application number of CN201610165597.4, and is a design scheme published by 'a linear control steering system based on fuzzy control and a control method thereof'. The redundancy of the design on the hardware actuator is not enough, and if the hydraulic actuator has problems, the system can not work normally.
Secondly, in the existing technical scheme about the electro-hydraulic intelligent steering system, no specific control algorithm of an actuator is published. In addition, the prior art disclosed technical solution mainly focuses on the control of the road feel motor of the steer-by-wire system, for example, the chinese patent application No. CN201010138785.0 entitled "a method for controlling a road feel motor of a steer-by-wire system"; the Chinese invention has the patent application number of CN200910143974.4, and the name of the method is 'a road feel motor control method based on an automobile steer-by-wire system', and for future unmanned driving, the road feel is not required to be fed back to a driver, so that the control of an actuator is more important. The position control of the motor of the actuator needs a rotating sensor to accurately and real-timely transmit the detected corner position to a steering system controller, so that the corner closed-loop control is realized, and the redundancy safety of software and hardware is considered. In the existing research on adaptive control of steering angles, the Chinese invention has the patent application number of CN201710416724.8 and is named as a multi-mode automobile steer-by-wire system; the Chinese invention has the patent application number of CN201810280502.2, and the name is 'a multi-mode steer-by-wire controller and control method'; the Chinese invention has the patent application number of CN201610989594.2 and the name of 'a hybrid steer-by-wire system'; and the like. The above-described disclosed techniques are directed to small vehicles, and the power required for steering is supplied only by the motor. However, due to the limitation of the front axle load and the vehicle-mounted electrical technology of the large-scale commercial vehicle, if only the motor is used for steering, the current is too large to affect the electric balance of the whole vehicle. Therefore, how to combine the advantages of the electro-hydraulic intelligent steering system, design software and hardware redundancy safety, and improve the self-adaptability of the corner control software becomes a key problem restricting the landing of the medium and large commercial vehicle quantity steer-by-wire technology.
Disclosure of Invention
In view of the defects of the prior art, the invention aims to provide an electro-hydraulic intelligent multi-redundancy steer-by-wire system and an inversion adaptive control method thereof, so as to solve the problem that the hardware redundancy of an actuator cannot be ensured when a disconnected steer-by-wire system is modified in the prior art.
In order to achieve the purpose, the technical scheme adopted by the invention is as follows:
an electro-hydraulic intelligent multi-redundancy steer-by-wire system comprises a steering wheel 1, an upper steering angle sensor 2, a steering road feel simulation motor 3, a road feel motor speed reducing mechanism 4, an upper steering column 5, a lower steering column 6, a lower steering angle sensor 7, an electro-hydraulic steering system 8, a steering road feel simulation motor controller 9, a vehicle-mounted storage battery 10, a vehicle-mounted CAN network 11, a double-pinion redundancy motor speed reducing mechanism 12, a double pinion 13, a double-pinion redundancy motor controller 14, a double-pinion redundancy motor 15 and a rack-and-pinion steering gear 16;
the steering wheel 1 is connected with the input end of a steering column 5 through a spline, the upper turning angle sensor 2 is arranged between the steering columns 5 on the steering wheel 1, and relative displacement exists between the upper turning angle sensor 2 and the upper steering column 5, so that the measurement of the turning angle input by a driver through the steering wheel is realized;
the steering road feel simulation motor 3 is arranged on an upper steering column 5 through a road feel motor speed reducing mechanism 4 and is positioned below the upper turning angle sensor 2; the steering road feel simulation motor controller 9 is arranged at the rear end of the steering road feel simulation motor 3 through a connector;
the upper steering column 5 and the lower steering column 6 are not mechanically connected, a gap exists in the middle, and the size of the gap is determined by the data of the front cabin of the target vehicle; the lower steering column 6 is connected with an electro-hydraulic steering system 8, and the electro-hydraulic steering system 8 is connected with a rack-and-pinion steering gear 16 to realize power transmission;
the electric hydraulic steering system 8 comprises a steering screw rod, a steering nut, a steering gear sector, a rotary valve and other structures;
the double-pinion redundant motor 15 is arranged on a double pinion 13 through a double-pinion redundant motor speed reducing mechanism 12, and the double pinion 13 transmits power from the double-pinion redundant motor 15 to a rack-and-pinion steering gear 16 to realize corner control; the double-pinion redundant motor controller 14 is arranged at the rear end of the double-pinion redundant motor 15 through a connector;
the upper turning angle sensor 2, the steering road feel simulation motor controller 9, the lower turning angle sensor 7 and the double-pinion redundant motor controller 14 are connected with a vehicle-mounted CAN network 11; the specific working principle is as follows: after the upper turning angle sensor 2 acquires an input turning angle signal a input by a driver from the steering wheel 1, the upper turning angle sensor 2 sends a sent input turning angle signal b to the vehicle-mounted CAN network 11; the double-pinion redundant motor controller 14 and the electro-hydraulic steering system 8 respectively receive an upper turning angle sensor signal c and a lower turning angle sensor signal d received from the vehicle-mounted CAN network 11, the double-pinion redundant motor controller 14 obtains a control signal e according to the two signals and sends the control signal e to the double-pinion redundant motor 15, the double-pinion redundant motor 15 sends a double-pinion redundant turning angle signal f to the rack-and-pinion steering gear 16, and the rack-and-pinion steering gear 16 is driven to run to a corresponding position; the electro-hydraulic steering system 8 calculates according to the received upper rotating angle sensor signal c and the received lower rotating angle sensor signal d from the vehicle-mounted CAN network 11 to obtain an electro-hydraulic rotating angle signal g, and sends the electro-hydraulic rotating angle signal g to the rack-and-pinion steering gear 16 to drive the rack-and-pinion steering gear to move a corresponding position; a measured lower steering column corner signal h is obtained through a lower corner sensor 7, and a lower steering column corner signal i is transmitted and sent to a vehicle-mounted CAN (controller area network) 11, so that closed-loop control of an actuator is completed; the steering road feel simulation motor controller 9 obtains the received lower corner sensor signal j through the vehicle-mounted CAN network 11, the steering road feel simulation motor controller 9 obtains a control signal k through calculation and sends the control signal k to the steering road feel simulation motor 3, and the steering road feel simulation motor 3 sends a simulation signal l to the steering wheel 1, so that closed-loop control of road feel simulation is achieved.
An adaptive control method of an electro-hydraulic intelligent multi-redundancy steer-by-wire system specifically comprises the following steps:
step 1: problem definition, including model definition and algorithm parameter definition;
taking a surface-mounted PMSM motor as an example, a mathematical model under a d-q coordinate system is established as follows:
Figure BDA0002572179400000031
wherein J is the rotational inertia of the motor, ωmIs the motor speed, pnIs the number of pole pairs, phi, of the motorfIs a magnetic flux, iqIs the q-axis current, TLIs the load torque, udIs d-axis voltage, R is resistance, idIs d-axis current, LdIs d-axis stator inductance, uqIs the q-axis voltage, LqIs the q-axis stator inductance;
the model state equation is shown as:
Figure BDA0002572179400000041
in the formula, x1Is the target angle of rotation, x2＝ωm，x3＝iq，x1、x2、x3Are the three state quantities of the system,
Figure BDA0002572179400000042
Figure BDA0002572179400000043
are derivatives of three state quantities of the system;
step 2: designing a q-axis inversion adaptive position controller of the double-pinion redundant motor 15, and constructing an adaptive rate;
step 2.1, the controller aims at controlling the double-pinion redundant motor 15 to track a target rotation angle, the rotation angle error is defined as shown in the formula, and the control target is to enable e to approach 0;
e＝x1d-x1
in the formula, x1dIs the target steering angle, e is the error of the target steering angle and the actual steering angle; can be obtained as shown in the formula:
Figure BDA0002572179400000044
step 2.2, a Lyapunov function is designed, and a state quantity x is introduced2Desired value of x2dAs shown in formula:
Figure BDA0002572179400000045
in the formula, x2dIs an ideal target rotational speed, k, of the actual rotational speed of the state quantity1Is the corner error coefficient;
the problem is converted into the state quantity x2Reaches its desired value x2dIntroduction of a quantity of state x2The error of (2) is shown as the formula;
Figure BDA0002572179400000046
wherein the error between the target rotation speed and the actual rotation speed,
Figure BDA0002572179400000047
is the derivative of the error of the target rotational speed with the actual rotational speed;
constructing a Lyapunov function as shown in the formula:
Figure BDA0002572179400000051
wherein V (e,) is a second Lyapunov function,
Figure BDA0002572179400000052
is the derivative of the second Lyapunov function;
step 2.3 construction of the State quantity x3Desired value of x3dAs shown in formula:
Figure BDA00025721794000000513
in the formula (I), the compound is shown in the specification,k2is the error coefficient of the rotation speed;
the problem is converted into the state quantity x3Reaches its desired value x3dIntroduction of a quantity of state x3The error of (2) is shown as:
Figure BDA0002572179400000053
in the formula (I), the compound is shown in the specification,
Figure BDA0002572179400000054
is the state quantity x3And a desired value x3dThe error of (a) is detected,
Figure BDA0002572179400000055
is the state quantity x3And a desired value x3dA derivative of the error;
step 2.4 of establishing a Lyapunov function
Figure BDA0002572179400000056
The gradual stabilization condition is met, as shown in the formula:
Figure BDA0002572179400000057
Figure BDA0002572179400000058
in the formula (I), the compound is shown in the specification,
Figure BDA0002572179400000059
as a third Lyapunov function,
Figure BDA00025721794000000510
is the derivative of the third lyapunov function;
step 2.5, obtaining the self-adaptive controller as shown in the formula:
Figure BDA00025721794000000511
in the formula, k3Is the state quantity x3And a desired value x3dThe coefficient of error of (a);
and step 3: designing a d-axis inversion adaptive current controller of the double-pinion redundant motor 15 to construct an adaptive rate;
step 3.1, a d-axis equation of the double-pinion redundant motor 15 is established, as shown in the formula:
Figure BDA00025721794000000512
let x be idObtaining a system state equation as shown in the formula:
Figure BDA0002572179400000061
step 3.2, the controller target is to control the tracking target current, the defined current error is shown as the formula, and the control target is to make e approach to 0;
Figure BDA0002572179400000062
in the formula, x1dIs the d-axis target current, e, of the dual pinion redundant motor 15dIs the error in the target current for the d-axis,
Figure BDA0002572179400000063
is the derivative of the error of the target rotation angle from the actual rotation angle;
3.3, constructing a Lyapunov function as shown in the formula to obtain a function shown in the formula:
Figure BDA0002572179400000064
wherein V (e) is a d-axis Lyapuloff function,
Figure BDA0002572179400000065
is the derivative of the d-axis lyapuloff function;
step 3.4, designing a d-axis inversion adaptive current controller of the double-pinion redundant motor 15, as shown in the formula:
Figure BDA0002572179400000066
in the formula, k3Is a coefficient of error for the d-axis target current.
Compared with the prior art, the invention has the beneficial effects that:
1. the invention integrates the advantages of the break-open type steer-by-wire system and the electro-hydraulic intelligent steering system, and the requirement of unmanned driving on hardware redundancy in the future, designs the electro-hydraulic intelligent multi-redundancy steer-by-wire system, establishes the technical scheme configuration of 'electricity + liquid', 'electric hydraulic steering system + double-pinion redundant motor' at the execution end, and enhances the fault-tolerant performance of the system while meeting the steer-by-wire requirement.
2. The robustness requirement of the double-pinion redundant motor in control is comprehensively considered, the d-axis inversion adaptive current controller and the q-axis inversion adaptive position controller are respectively provided based on the d-axis motor mathematical model and the q-axis motor mathematical model of the double-pinion redundant motor, the system adaptability can be effectively ensured, and the method has a wide market application prospect.
Drawings
FIG. 1 is a block diagram depicting an electro-hydraulic intelligent multiple redundant steer-by-wire system;
FIG. 2 is a schematic diagram of an electro-hydraulic intelligent multiple redundant steer-by-wire system;
FIG. 3 is a schematic diagram illustrating an inversion adaptive control method for an electro-hydraulic intelligent multi-redundant steer-by-wire system.
Detailed Description
As shown in fig. 1, an electro-hydraulic intelligent multi-redundancy steer-by-wire system comprises a steering wheel 1, an upper steering angle sensor 2, a steering road feel simulation motor 3, a road feel motor speed reduction mechanism 4, an upper steering column 5, a lower steering column 6, a lower steering angle sensor 7, an electro-hydraulic steering system 8, a steering road feel simulation motor controller 9, a vehicle-mounted storage battery 10, a vehicle-mounted CAN network 11, a double-pinion redundancy motor speed reduction mechanism 12, a double pinion 13, a double-pinion redundancy motor controller 14, a double-pinion redundancy motor 15 and a rack-and-pinion steering gear 16;
the steering wheel 1 is connected with the input end of a steering column 5 through a spline, the upper turning angle sensor 2 is arranged between the steering columns 5 on the steering wheel 1, and relative displacement exists between the upper turning angle sensor 2 and the upper steering column 5, so that the measurement of the turning angle input by a driver through the steering wheel is realized;
the steering road feel simulation motor 3 is arranged on an upper steering column 5 through a road feel motor speed reducing mechanism 4 and is positioned below the upper turning angle sensor 2; the steering road feel simulation motor controller 9 is arranged at the rear end of the steering road feel simulation motor 3 through a connector;
the upper steering column 5 and the lower steering column 6 are not mechanically connected, a gap exists in the middle, and the size of the gap is determined by the data of the front cabin of the target vehicle; the lower steering column 6 is connected with an electro-hydraulic steering system 8, and the electro-hydraulic steering system 8 is connected with a rack-and-pinion steering gear 16 to realize power transmission;
the electric hydraulic steering system 8 comprises a steering screw rod, a steering nut, a steering gear sector, a rotary valve and other structures;
the double-pinion redundant motor 15 is arranged on a double pinion 13 through a double-pinion redundant motor speed reducing mechanism 12, and the double pinion 13 transmits power from the double-pinion redundant motor 15 to a rack-and-pinion steering gear 16 to realize corner control; the double-pinion redundant motor controller 14 is arranged at the rear end of the double-pinion redundant motor 15 through a connector;
as shown in fig. 2, the upper turning angle sensor 2, the steering road feel simulation motor controller 9, the lower turning angle sensor 7 and the double-pinion redundant motor controller 14 are connected with a vehicle-mounted CAN network 11; the specific working principle is as follows: after the upper turning angle sensor 2 acquires an input turning angle signal a input by a driver from the steering wheel 1, the upper turning angle sensor 2 sends a sent input turning angle signal b to the vehicle-mounted CAN network 11; the double-pinion redundant motor controller 14 and the electro-hydraulic steering system 8 respectively receive an upper turning angle sensor signal c and a lower turning angle sensor signal d received from the vehicle-mounted CAN network 11, the double-pinion redundant motor controller 14 obtains a control signal e according to the two signals and sends the control signal e to the double-pinion redundant motor 15, the double-pinion redundant motor 15 sends a double-pinion redundant turning angle signal f to the rack-and-pinion steering gear 16, and the rack-and-pinion steering gear 16 is driven to run to a corresponding position; the electro-hydraulic steering system 8 calculates according to the received upper rotating angle sensor signal c and the received lower rotating angle sensor signal d from the vehicle-mounted CAN network 11 to obtain an electro-hydraulic rotating angle signal g, and sends the electro-hydraulic rotating angle signal g to the rack-and-pinion steering gear 16 to drive the rack-and-pinion steering gear to move a corresponding position; a measured lower steering column corner signal h is obtained through a lower corner sensor 7, and a lower steering column corner signal i is transmitted and sent to a vehicle-mounted CAN (controller area network) 11, so that closed-loop control of an actuator is completed; the steering road feel simulation motor controller 9 obtains the received lower corner sensor signal j through the vehicle-mounted CAN network 11, the steering road feel simulation motor controller 9 obtains a control signal k through calculation and sends the control signal k to the steering road feel simulation motor 3, and the steering road feel simulation motor 3 sends a simulation signal l to the steering wheel 1, so that closed-loop control of road feel simulation is achieved.
As shown in fig. 3, an adaptive control method for an electro-hydraulic intelligent multi-redundancy steer-by-wire system specifically includes the following steps:
step 1: problem definition, including model definition and algorithm parameter definition;
taking a surface-mounted PMSM motor as an example, a mathematical model under a d-q coordinate system is established as follows:
Figure BDA0002572179400000081
wherein J is the rotational inertia of the motor, ωmIs the motor speed, pnIs the number of pole pairs, phi, of the motorfIs a magnetic flux, iqIs the q-axis current, TLIs the load torque, udIs d-axis voltage, R is resistance, idIs d-axis current, LdIs d-axis stator inductance, uqIs the q-axis voltage, LqIs the q-axis stator inductance;
the model state equation is shown as:
Figure BDA0002572179400000082
in the formula, x1Is the target angle of rotation, x2＝ωm，x3＝iq，x1、x2、x3Are the three state quantities of the system,
Figure BDA0002572179400000083
Figure BDA0002572179400000084
are derivatives of three state quantities of the system;
step 2: designing a q-axis inversion adaptive position controller of the double-pinion redundant motor 15, and constructing an adaptive rate;
step 2.1, the controller aims at controlling the double-pinion redundant motor 15 to track a target rotation angle, the rotation angle error is defined as shown in the formula, and the control target is to enable e to approach 0;
e＝x1d-x1
in the formula, x1dIs the target steering angle, e is the error of the target steering angle and the actual steering angle; can be obtained as shown in the formula:
Figure BDA0002572179400000091
step 2.2, a Lyapunov function is designed, and a state quantity x is introduced2Desired value of x2dAs shown in formula:
Figure BDA0002572179400000092
in the formula, x2dIs an ideal target rotational speed, k, of the actual rotational speed of the state quantity1Is the corner error coefficient;
turning now to the problemsTo make state quantity x2Reaches its desired value x2dIntroduction of a quantity of state x2The error of (2) is shown as the formula;
Figure BDA0002572179400000093
wherein the error between the target rotation speed and the actual rotation speed,
Figure BDA0002572179400000094
is the derivative of the error of the target rotational speed with the actual rotational speed;
constructing a Lyapunov function as shown in the formula:
Figure BDA0002572179400000095
wherein V (e,) is a second Lyapunov function,
Figure BDA0002572179400000096
is the derivative of the second Lyapunov function;
step 2.3 construction of the State quantity x3Desired value of x3dAs shown in formula:
Figure BDA0002572179400000097
in the formula, k2Is the error coefficient of the rotation speed;
the problem is converted into the state quantity x3Reaches its desired value x3dIntroduction of a quantity of state x3The error of (2) is shown as:
Figure BDA0002572179400000098
in the formula (I), the compound is shown in the specification,
Figure BDA0002572179400000099
is the state quantity x3And a desired value x3dThe error of (a) is detected,
Figure BDA00025721794000000910
is the state quantity x3And a desired value x3dA derivative of the error;
step 2.4 of establishing a Lyapunov function
Figure BDA00025721794000000911
The gradual stabilization condition is met, as shown in the formula:
Figure BDA0002572179400000101
Figure BDA0002572179400000102
in the formula (I), the compound is shown in the specification,
Figure BDA0002572179400000103
as a third Lyapunov function,
Figure BDA0002572179400000104
is the derivative of the third lyapunov function;
step 2.5, obtaining the self-adaptive controller as shown in the formula:
Figure BDA0002572179400000105
in the formula, k3Is the state quantity x3And a desired value x3dThe coefficient of error of (a);
and step 3: designing a d-axis inversion adaptive current controller of the double-pinion redundant motor 15 to construct an adaptive rate;
step 3.1, a d-axis equation of the double-pinion redundant motor 15 is established, as shown in the formula:
Figure BDA0002572179400000106
let x be idObtaining a system state equation as shown in the formula:
Figure BDA0002572179400000107
step 3.2, the controller target is to control the tracking target current, the defined current error is shown as the formula, and the control target is to make e approach to 0;
Figure BDA0002572179400000108
in the formula, x1dIs the d-axis target current, e, of the dual pinion redundant motor 15dIs the error in the target current for the d-axis,
Figure BDA0002572179400000109
is the derivative of the error of the target rotation angle from the actual rotation angle;
3.3, constructing a Lyapunov function as shown in the formula to obtain a function shown in the formula:
Figure BDA00025721794000001010
wherein V (e) is a d-axis Lyapuloff function,
Figure BDA00025721794000001011
is the derivative of the d-axis lyapuloff function;
step 3.4, designing a d-axis inversion adaptive current controller of the double-pinion redundant motor 15, as shown in the formula:
Figure BDA00025721794000001012
in the formula, k3Is a coefficient of error for the d-axis target current.
The above description is only an embodiment of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can understand that the modifications or substitutions within the technical scope of the present invention are included in the scope of the present invention, and therefore, the scope of the present invention should be subject to the protection scope of the claims.

Claims (2)

1. An electro-hydraulic intelligent multi-redundancy steer-by-wire system is characterized by comprising a steering wheel (1), an upper turning angle sensor (2), a steering road feel simulation motor (3), a road feel motor reducing mechanism (4), an upper steering column (5), a lower steering column (6), a lower turning angle sensor (7), an electric hydraulic steering system (8), a steering road feel simulation motor controller (9), a vehicle-mounted storage battery (10), a vehicle-mounted CAN network (11), a double-pinion redundancy motor reducing mechanism (12), double pinions (13), a double-pinion redundancy motor controller (14), a double-pinion redundancy motor (15) and a rack and pinion steering gear (16);
the steering wheel (1) is connected with the input end of a steering column (5) through a spline, the upper turning angle sensor (2) is arranged between the steering columns (5) on the steering wheel (1), and relative displacement exists between the upper turning angle sensor (2) and the upper steering column (5), so that the measurement of the turning angle input by a driver through the steering wheel is realized;
the steering road feel simulation motor (3) is arranged on the upper steering column (5) through a road feel motor speed reducing mechanism (4) and is positioned below the upper corner sensor (2); the steering road feel simulation motor controller (9) is arranged at the rear end of the steering road feel simulation motor (3) through a connector;
the upper steering column (5) and the lower steering column (6) are not mechanically connected, a gap exists in the middle, and the size of the gap is determined by the data of the front cabin of the target vehicle; the lower steering column (6) is connected with an electric hydraulic steering system (8), and the electric hydraulic steering system (8) is connected with a rack-and-pinion steering gear (16) to realize power transmission;
the electric hydraulic steering system (8) comprises a steering screw rod, a steering nut, a steering gear sector, a rotary valve and other structures;
the double-pinion redundant motor (15) is arranged on the double pinion (13) through a double-pinion redundant motor speed reducing mechanism (12), and the double pinion (13) transmits power from the double-pinion redundant motor (15) to the rack-and-pinion steering gear (16) to realize corner control; the double-pinion redundant motor controller (14) is arranged at the rear end of the double-pinion redundant motor (15) through a connector;
the upper rotating angle sensor (2), the steering road feel simulation motor controller (9), the lower rotating angle sensor (7) and the double-pinion redundant motor controller (14) are connected with a vehicle-mounted CAN network (11); the specific working principle is as follows: after the upper turning angle sensor (2) acquires an input turning angle signal a input by a driver through the steering wheel (1), the upper turning angle sensor (2) sends a sent input turning angle signal b to the vehicle-mounted CAN network (11); the dual-pinion redundant motor controller (14) and the electro-hydraulic steering system (8) respectively receive an upper rotating angle sensor signal c and a lower rotating angle sensor signal d received from a vehicle-mounted CAN (controller area network) (11), the dual-pinion redundant motor controller (14) obtains a control signal e according to the two signals and sends the control signal e to the dual-pinion redundant motor (15), the dual-pinion redundant motor (15) sends a dual-pinion redundant rotating angle signal f to the rack-and-pinion steering gear (16), and the rack-and-pinion steering gear (16) is driven to run to a corresponding position; the electro-hydraulic steering system (8) calculates according to an upper corner sensor signal c received and a lower corner sensor signal d received from a vehicle-mounted CAN (controller area network) network (11) to obtain an electro-hydraulic corner signal g, and sends the electro-hydraulic corner signal g to a rack-and-pinion steering gear (16) to drive the rack-and-pinion steering gear to move a corresponding position; a measured lower steering column corner signal h is obtained through a lower steering angle sensor (7), and a lower steering column corner signal i is transmitted and sent to a vehicle-mounted CAN network (11), so that closed-loop control of an actuator is completed; the steering road feel simulation motor controller (9) acquires the received lower corner sensor signal j through the vehicle-mounted CAN network (11), the steering road feel simulation motor controller (9) obtains a control signal k through calculation and sends the control signal k to the steering road feel simulation motor (3), and the steering road feel simulation motor (3) sends the simulation signal l to the steering wheel (1), so that closed-loop control of road feel simulation is realized.
2. An adaptive control method for an electro-hydraulic intelligent multi-redundancy steer-by-wire system is characterized by comprising the following steps:
step 1: problem definition, including model definition and algorithm parameter definition;
taking a surface-mounted PMSM motor as an example, a mathematical model under a d-q coordinate system is established as follows:
Figure FDA0002572179390000021
wherein J is the rotational inertia of the motor, ωmIs the motor speed, pnIs the number of pole pairs, phi, of the motorfIs a magnetic flux, iqIs the q-axis current, TLIs the load torque, udIs d-axis voltage, R is resistance, idIs d-axis current, LdIs d-axis stator inductance, uqIs the q-axis voltage, LqIs the q-axis stator inductance;
the model state equation is shown as:
Figure FDA0002572179390000022
in the formula, x1Is the target angle of rotation, x2＝ωm，x3＝iq，x1、x2、x3Are the three state quantities of the system,
Figure FDA0002572179390000023
Figure FDA0002572179390000024
are derivatives of three state quantities of the system;
step 2: designing a q-axis inversion adaptive position controller of the double-pinion redundant motor 15, and constructing an adaptive rate;
step 2.1, the controller aims at controlling the double-pinion redundant motor 15 to track a target rotation angle, the rotation angle error is defined as shown in the formula, and the control target is to enable e to approach 0;
e＝x1d-x1
in the formula, x1dIs the target steering angle, e is the error of the target steering angle and the actual steering angle; can be obtained as shown in the formula:
Figure FDA0002572179390000031
step 2.2, a Lyapunov function is designed, and a state quantity x is introduced2Desired value of x2dAs shown in formula:
Figure FDA0002572179390000032
in the formula, x2dIs an ideal target rotational speed, k, of the actual rotational speed of the state quantity1Is the corner error coefficient;
the problem is converted into the state quantity x2Reaches its desired value x2dIntroduction of a quantity of state x2The error of (2) is shown as the formula;
Figure FDA0002572179390000033
wherein the error between the target rotation speed and the actual rotation speed,
Figure FDA0002572179390000034
is the derivative of the error of the target rotational speed with the actual rotational speed;
constructing a Lyapunov function as shown in the formula:
Figure FDA0002572179390000035
wherein V (e,) is a second Lyapunov function,
Figure FDA0002572179390000036
is the derivative of the second Lyapunov function;
step 2.3 build StateQuantity x3Desired value of x3dAs shown in formula:
Figure FDA0002572179390000037
in the formula, k2Is the error coefficient of the rotation speed;
the problem is converted into the state quantity x3Reaches its desired value x3dIntroduction of a quantity of state x3The error of (2) is shown as:
Figure FDA0002572179390000038
in the formula (I), the compound is shown in the specification,
Figure FDA0002572179390000039
is the state quantity x3And a desired value x3dThe error of (a) is detected,
Figure FDA00025721793900000310
is the state quantity x3And a desired value x3dA derivative of the error;
step 2.4 of establishing a Lyapunov function
Figure FDA0002572179390000041
The gradual stabilization condition is met, as shown in the formula:
Figure FDA0002572179390000042
Figure FDA0002572179390000043
in the formula (I), the compound is shown in the specification,
Figure FDA0002572179390000044
is the third plumThe function of the sub-pulov,
Figure FDA0002572179390000045
is the derivative of the third lyapunov function;
step 2.5, obtaining the self-adaptive controller as shown in the formula:
Figure FDA0002572179390000046
in the formula, k3Is the state quantity x3And a desired value x3dThe coefficient of error of (a);
and step 3: designing a d-axis inversion adaptive current controller of the double-pinion redundant motor 15 to construct an adaptive rate;
step 3.1, a d-axis equation of the double-pinion redundant motor 15 is established, as shown in the formula:
Figure FDA0002572179390000047
let x be idObtaining a system state equation as shown in the formula:
Figure FDA0002572179390000048
step 3.2, the controller target is to control the tracking target current, the defined current error is shown as the formula, and the control target is to make e approach to 0;
Figure FDA0002572179390000049
in the formula, x1dIs the d-axis target current, e, of the dual pinion redundant motor 15dIs the error in the target current for the d-axis,
Figure FDA00025721793900000410
is the target cornerDerivative of error from the actual rotation angle;
3.3, constructing a Lyapunov function as shown in the formula to obtain a function shown in the formula:
Figure FDA00025721793900000411
wherein V (e) is a d-axis Lyapuloff function,
Figure FDA00025721793900000412
is the derivative of the d-axis lyapuloff function;
step 3.4, designing a d-axis inversion adaptive current controller of the double-pinion redundant motor 15, as shown in the formula:
Figure FDA0002572179390000051
in the formula, k3Is a coefficient of error for the d-axis target current.
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