CN111976715A - Semi-trailer vehicle and method for improving driving stability by utilizing electronic differential of rear wheels - Google Patents

Semi-trailer vehicle and method for improving driving stability by utilizing electronic differential of rear wheels Download PDF

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Publication number
CN111976715A
CN111976715A CN202010921555.5A CN202010921555A CN111976715A CN 111976715 A CN111976715 A CN 111976715A CN 202010921555 A CN202010921555 A CN 202010921555A CN 111976715 A CN111976715 A CN 111976715A
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wheels
semitrailer
controller
ecu
information
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路玉峰
柏贞远
李云霞
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Qilu University of Technology
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Qilu University of Technology
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B60W10/192—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes electric brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/112—Roll movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/20—Steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/14—Yaw
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/30—Wheel torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

The invention discloses a semitrailer vehicle and a method for improving driving stability by using a rear wheel electronic differential, wherein the technical scheme is as follows: the device comprises a vehicle body, wherein wheels are arranged below the vehicle body, the wheels arranged behind the vehicle body are connected with a hub motor, and the hub motor is connected with a controller; the input end of the controller is connected with the ECU, and the output end of the controller is connected with the torque distributor; and the ECU is connected with a plurality of sensors for collecting vehicle information, and the controller can output additional yaw moment required by vehicle body stabilization according to the information detected by the sensors. According to the semi-trailer, the transverse stability of the semi-trailer is improved through the hub motor, the torque output of wheels can be reduced, and the adhesive force between tires and the ground is improved.

Description

Semi-trailer vehicle and method for improving driving stability by utilizing electronic differential of rear wheels
Technical Field
The invention relates to the field of transportation, in particular to a semi-trailer and a method for improving driving stability by utilizing electronic differential of rear wheels.
Background
In recent years, with the vigorous development of the transportation industry, semi-trailer trains are the main vehicle models in the transportation field by virtue of the advantages of large carrying capacity, high transportation efficiency, low operation cost and the like. However, due to the characteristics of long vehicle body, high mass center, large weight and volume, enlarged rear movement and the like, dangerous working conditions such as transverse shimmy, folding, side turning and the like are easy to occur in the driving process, and huge economic loss and casualties are brought. The quality of the trailer far exceeds that of the tractor, so that the trailer state plays a decisive role in the stability of the semi-trailer train during stable control; therefore, the method has important significance for the research on the stability of the semi-trailer train.
At present, for the research on the lateral stability of a semi-trailer train, most of the researches are carried out on the design of a control system, such as braking, driving, steering, suspension and the like, only based on the improvement of the performance of a certain single aspect of the train, so that the semi-trailer train has certain limitation. The hub motor is independently controllable, the transmission efficiency is high, the torque output is accurate and rapid, and the stability control system has unique advantages compared with the traditional vehicle, but because the motor braking (driving) capacity of the hub motor power system is small, the generated yaw moment capacity is limited, and the additional yaw moment required by the semitrailer lateral stability control is often larger than that of a passenger vehicle, the current research of improving the vehicle lateral stability through the hub motor mainly aims at the passenger vehicle, and the research of the semitrailer train is very little.
Disclosure of Invention
Aiming at the defects in the prior art, the invention aims to provide a semitrailer for improving driving stability by using an electronic differential speed of rear wheels and a method thereof, which improve the lateral stability of the semitrailer by using a hub motor, realize the given expected torque by using braking wheels and driving wheels at the same time, namely, adopt the torque differential distribution control combining differential braking and differential driving, reduce the torque output of the wheels, improve the adhesive force between tires and the ground, utilize the yaw moment generated by the hub motor to the maximum extent, and provide the residual additional yaw moment by using the differential braking of a mechanical braking system if the hub motor still cannot provide enough additional yaw moment, thereby realizing cooperative control.
In order to achieve the purpose, the invention is realized by the following technical scheme:
in a first aspect, an embodiment of the present invention provides a semitrailer vehicle for improving driving stability by using an electronic differential of rear wheels, including a vehicle body, wherein wheels are installed below the vehicle body, and the wheels installed behind the vehicle body are connected with a hub motor, and the hub motor is connected with a controller; the input end of the controller is connected with the ECU, and the output end of the controller is connected with the torque distributor; and the ECU is connected with a plurality of sensors for collecting vehicle information, and the controller can output additional yaw moment required by vehicle body stabilization according to the information detected by the sensors.
As a further implementation, the sensors include a steering wheel angle sensor, a yaw-rate tactile sensor, wheel force sensors, and speed sensors.
As a further implementation mode, the vehicle body comprises a tractor and a semi-trailer, and the torque distributor can distribute the torque of the tractor and the semi-trailer.
As a further realization, the wheels connected with the in-wheel motors are mounted symmetrically with respect to the rear axle of the semitrailer.
In a second aspect, an embodiment of the present invention further provides a method for improving driving stability by using an electronic differential speed of rear wheels, including:
the method comprises the steps that information of a tractor and a trailer is collected through a sensor, and the information is transmitted to an ECU; the ECU processes the information and transmits the processed information to the controller; the controller outputs an additional yaw moment according to the information processed by the ECU and the information acquired by the sensor; the moment distributor determines the target wheels according to the information transmitted by the sensors, the ECU and the controller, and obtains the required additional yaw moment according to the braking or driving rules of the target wheels.
As a further implementation mode, the ECU outputs ideal values of the yaw rate and the centroid sideslip angle according to data measured by the sensors; and obtaining the yaw rate deviation by subtracting the ideal value from the actual value.
As a further implementation, the controller outputs the additional yaw moment based on the yaw-rate deviation, the rate of change of the deviation, and the steering wheel angle.
As a further realization, the moment distributor determines the target wheels on the basis of the steering direction, the steering characteristic, the yaw rate deviation, the additional yaw moment of the tractor and the semitrailer, the wheel vertical loads.
As a further implementation mode, the tractor generates an additional yaw moment by using differential braking, and the semitrailer performs cooperative control by using the electronic differential speed of the hub motor and mechanical braking.
As a further implementation mode, for the semitrailer, the hub motor on one side is driven in a differential mode, and the hub motor on the other side is braked in a differential mode, so that partial additional yaw moment is realized; the remaining part of the additional yaw moment is achieved by differential braking with a mechanical braking system.
The beneficial effects of the above-mentioned embodiment of the present invention are as follows:
(1) compared with single differential braking or differential driving, the torque distribution control method adopting the combination of differential driving and differential braking of one or more embodiments of the invention obviously reduces the requirement on road surface adhesion, can reduce the torque output of wheels and improve the adhesion between tires and the ground;
(2) one or more embodiments of the invention aim at the problems of small braking (driving) capacity and limited yaw moment generating capacity of a motor of a hub motor power system, and adopt differential braking of a mechanical braking system to the part which does not meet the requirement so as to carry out cooperative control; meanwhile, due to the existence of the electric braking capacity of the hub motor, the design capacity of the brake can be reduced.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate exemplary embodiments of the invention and together with the description serve to explain the invention and not to limit the invention.
FIG. 1 is a schematic illustration of a vehicle body structure according to one or more embodiments of the present invention;
FIG. 2 is a flow diagram in accordance with one or more embodiments of the invention;
3(a) -3 (b) are schematic diagrams of braking force and driving force simultaneously generating yaw moment according to one or more embodiments of the present invention;
FIG. 4 is a graph of a coordinated control strategy according to one or more embodiments of the present invention;
the device comprises a base, a rear wheel, a sensor, a controller, an ECU (electronic control unit), and a controller, wherein the base comprises a base 1, a rear wheel, 2, the sensor, 3, the ECU, 4 and the controller.
Detailed Description
It should be noted that the following detailed description is exemplary and is intended to provide further explanation of the disclosure. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments according to the present application. As used herein, the singular forms "a", "an", and/or "the" are intended to include the plural forms as well, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof;
for convenience of description, the words "up", "down", "left" and "right" in this application, if any, merely indicate correspondence with the directions of up, down, left and right of the drawings themselves, and do not limit the structure, but merely facilitate the description of the invention and simplify the description, and do not indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the application.
The terms "mounted", "connected", "fixed", and the like in the present application should be understood broadly, and for example, the terms "mounted", "connected", and "fixed" may be fixedly connected, detachably connected, or integrated; the two components can be connected directly or indirectly through an intermediate medium, or the two components can be connected internally or in an interaction relationship, and the terms can be understood by those skilled in the art according to specific situations.
An ECU: an electronic control unit.
The first embodiment is as follows:
the embodiment provides a semitrailer for improving running stability by utilizing an electronic differential speed of rear wheels, which comprises a body, wherein wheels are arranged below the body, and a rear wheel is arranged on the body; wherein, the automobile body includes tractor and semitrailer, and semitrailer articulates with the tractor.
The wheels which are arranged at the bottom of the semitrailer and are far away from one end of the tractor are rear wheels 1, and the rear wheels 1 are connected with a rear shaft of the semitrailer. The rear wheels 1 on two sides of the rear shaft are respectively connected with a hub motor and can be independently braked or driven. The hub motor is connected with the controller 4, and the differential driving or the differential braking of the rear wheels 1 at two sides of the rear shaft is controlled through the hub motor, so that the torque distribution control is realized.
The embodiment further comprises a sensor 2, an ECU3, a controller 4 and a torque distributor, wherein as shown in FIG. 2, the sensor 2 is connected with the ECU3, and the ECU3 is connected with the torque distributor through the controller 4. The sensors 2 include a steering wheel angle sensor, a yaw rate sensor, wheel force sensors, speed sensors, etc. for outputting parameters such as a steering wheel angle, yaw rates of the tractor and the trailer, respectively, a centroid slip angle, wheel vertical loads, etc.
The controller 4 can output an additional yaw moment Δ M required for achieving vehicle body stabilization according to information such as the steering direction (+, -), the vehicle speed u, the yaw rate, the centroid yaw angle, and the like measured by the sensor 2. The torque distributor is used to determine the target wheel and distribute the driving force/braking force.
Example two:
the embodiment provides a method for improving driving stability by utilizing an electronic differential speed of rear wheels, which comprises the following steps: the method comprises the steps that information of a tractor and a trailer is collected through a sensor, and the information is transmitted to an ECU; the ECU processes the information and transmits the processed information to the controller; the controller outputs an additional yaw moment according to the information processed by the ECU and the information acquired by the sensor; the moment distributor determines the target wheels according to the information transmitted by the sensors, the ECU and the controller, and obtains the required additional yaw moment according to the braking or driving rules of the target wheels.
Specifically, the following is:
(1) the ECU outputs ideal values of the yaw velocity and the centroid slip angle according to data measured by the sensor and by combining the size information of the tractor, the trailer and the like; and obtaining the yaw angular speed deviation e by making a difference between the ideal value and an actual value measured by the sensor.
(2) The controller can output an additional yaw moment required by realizing the stability of the vehicle body according to the yaw velocity deviation e and the deviation change rate ec by combining the steering wheel angle.
(3) The moment distributor determines target wheels according to information such as steering direction, steering characteristics, yaw velocity deviation, additional yaw moment of the tractor and the semitrailer, vertical load of the wheels and the like, and achieves the required additional yaw moment according to braking/driving rules of the target wheels.
The tractor generates an additional yaw moment by using differential braking, and the semitrailer performs cooperative control on the electronic differential speed and the mechanical braking of a hub motor; the method comprises the steps of firstly generating an additional yaw moment by utilizing an electronic differential speed of a hub motor, and if the output torque of the hub motor is limited and the stability requirement of a trailer is not met, then carrying out differential braking by utilizing a mechanical system of the trailer to generate the additional yaw moment.
Further, as shown in fig. 1, left wheels are denoted as L1, L2, L3, and right wheels are denoted as R1, R2, R3; Δ M1Representing an additional yaw moment of the tractor; fXL2Indicating the braking force applied to L2; fXL3Represents the braking force applied to L3; fXR4Indicating the driving force applied to R3.
The moment distribution principle of the tractor is as follows:
assuming that the moment of braking the wheels when the wheels are not locked is approximately proportional to the vertical load thereof, the braking moment of each wheel of the tractor is as follows:
when the value is delta M1If the brake torque is more than 0, the left wheel needs to be braked, and the brake torque of each wheel on the left side of the tractor is as follows:
Figure BDA0002666911920000071
Figure BDA0002666911920000072
when Δ M1If the brake torque is less than 0, the right wheel needs to be braked, and the brake torque of each wheel on the right side of the tractor is as follows:
Figure BDA0002666911920000073
Figure BDA0002666911920000074
in the formula, FXL1Representing the longitudinal braking force of the left wheel of the first shaft of the tractor; fXL2Representing the longitudinal braking force of the left wheel of the second shaft of the tractor; fXR1Representing the longitudinal braking force of the wheels on the right side of the first axle of the tractor; fXR2Representing the longitudinal braking force of the wheels on the right side of the second axle of the tractor; r1 represents the tractor first axle wheel rolling radius; r2 represents the tractor second axle wheel rolling radius; t is tw1Representing a first axle track of the tractor; t is tw2Representing a second track of the tractor; fZL1Representing the vertical load of the left wheel of the first shaft of the tractor; fZL2Representing the vertical load of the left wheel of the second shaft of the tractor; fZR1Representing the vertical load of the wheels at the right side of the first shaft of the tractor; fZR2Showing the vertical load of the wheels on the right side of the second axle of the tractor.
The semitrailer moment distribution principle is as follows:
the method is characterized in that wheel hub motors are additionally arranged on wheels on two sides of a rear axle of the semitrailer, and a part of additional yaw moment is realized by adopting a torque distribution control method combining differential driving and differential braking, namely the wheel hub motor on one side is driven in a differential mode and the wheel hub motor on the other side is braked in a differential mode. As shown in fig. 3(a) and 3(b), this approach significantly reduces the road adhesion requirements, reduces the torque output of the wheel, and improves the adhesion of the tire to the ground, as compared to single differential braking or differential driving.
Because the motor braking (driving) capacity of the hub motor power system is small and the capability of generating the yaw moment is limited, the part which does not meet the requirement is subjected to differential braking by a mechanical braking system, and a cooperative control strategy is shown in fig. 4. Meanwhile, due to the existence of the electric braking capacity of the hub motor, the design capacity of the brake can be reduced. In FIG. 4,. DELTA.Mm-maxThe maximum yaw moment which can be provided by the output torque of the hub motors on the two sides of the semitrailer is represented; Δ MmThe additional yaw moment required to be generated by the hub motor is represented; Δ MdWhich represents the additional yaw moment that the mechanical brake system of the semitrailer needs to generate.
The maximum yaw moment generated by the center of mass of the semi-trailer when the single hub motor is driven is as follows:
Figure BDA0002666911920000081
in the formula, TmaxRepresenting the maximum output torque of the motor; t is tw3The wheel track of the semitrailer is shown; r3Showing the semi-trailer wheel rolling radius.
By Δ M2Example > 0, where Δ M2Showing the additional yaw moment of the semitrailer. Further to the torque distribution strategy, brake torque is specified to be positive and drive torque is specified to be negative, with L3 braking and R3 driving (when Δ M2When the value is less than 0, only the left wheel and the right wheel in the strategy are exchanged, and the delta M is converted2Taking absolute value to calculate).
Firstly, when
Figure BDA0002666911920000082
Moment of yaw Δ M of semitrailer2All provided by in-wheel motor, the torque of the wheel distribution of semitrailer is:
Figure BDA0002666911920000083
in the formula, TL3The braking torque of the left wheel of the semitrailer is shown; t isR3Representing the driving torque of the right wheels of the semitrailer.
② when
Figure BDA0002666911920000084
When in use, the wheel hub motor provides an additional yaw moment delta MmInsufficient additional yaw moment Δ MdThe torque distributed by the wheels of the semitrailer, provided by mechanical braking, is:
TR3＝-Tmax
Figure BDA0002666911920000085
in the formula, TdThe mechanical braking moment of the semitrailer wheels.
The above description is only a preferred embodiment of the present application and is not intended to limit the present application, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims (10)

1. A semi-trailer for improving running stability by utilizing an electronic differential speed of rear wheels comprises a trailer body, wherein wheels are arranged below the trailer body; the input end of the controller is connected with the ECU, and the output end of the controller is connected with the torque distributor; and the ECU is connected with a plurality of sensors for collecting vehicle information, and the controller can output additional yaw moment required by vehicle body stabilization according to the information detected by the sensors.
2. The semi-trailer vehicle for improving the running stability by utilizing the electronic differential speed of the rear wheels as claimed in claim 1, wherein the sensors comprise a steering wheel angle sensor, a yaw rate tactile sensor, a wheel force sensor and a speed sensor.
3. The semitrailer vehicle utilizing the rear wheel electronic differential for improving driving stability of claim 1, wherein the vehicle body comprises a tractor and a semitrailer, and the torque distributor can distribute torque to the tractor and the semitrailer.
4. A semitrailer vehicle for improving driving stability utilizing an electronic differential for rear wheels according to claim 3, characterised in that the wheels to which the in-wheel motors are connected are symmetrically mounted about the rear axis of the semitrailer.
5. A method for improving driving stability by utilizing an electronic differential speed of rear wheels is characterized by comprising the following steps:
the method comprises the steps that information of a tractor and a trailer is collected through a sensor, and the information is transmitted to an ECU; the ECU processes the information and transmits the processed information to the controller; the controller outputs an additional yaw moment according to the information processed by the ECU and the information acquired by the sensor; the moment distributor determines the target wheels according to the information transmitted by the sensors, the ECU and the controller, and obtains the required additional yaw moment according to the braking or driving rules of the target wheels.
6. The method for improving the driving stability by utilizing the electronic differential speed of the rear wheels as claimed in claim 5, wherein the ECU outputs ideal values of yaw rate and centroid slip angle according to the data measured by the sensors; and obtaining the yaw rate deviation by subtracting the ideal value from the actual value.
7. The method for improving driving stability by using the electronic differential speed of the rear wheels as claimed in claim 6, wherein the controller outputs the additional yaw moment according to the yaw rate deviation, the deviation change rate, and the steering wheel angle.
8. The method for improving driving stability by using the electronic differential speed of the rear wheels as claimed in claim 6, wherein the moment distributor determines the target wheels according to a steering direction, a steering characteristic, a yaw rate deviation, an additional yaw moment of the tractor and the semitrailer, and vertical loads of the wheels.
9. A method for improving driving stability by using an electronic differential speed of rear wheels as claimed in claim 5 or 8, characterized in that the tractor generates an additional yaw moment by using a differential brake, and the semitrailer is controlled by using the electronic differential speed of the hub motors and a mechanical brake in a coordinated manner.
10. The method for improving the driving stability by utilizing the electronic differential speed of the rear wheels is characterized in that for the semitrailer, the hub motor on one side is driven in a differential mode, and the hub motor on the other side is braked in a differential mode, so that partial additional yaw moment is realized; the remaining part of the additional yaw moment is achieved by differential braking with a mechanical braking system.
CN202010921555.5A 2020-09-04 2020-09-04 Semi-trailer vehicle and method for improving driving stability by utilizing electronic differential of rear wheels Pending CN111976715A (en)

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