CN112477853B - Vehicle vertical-vertical integrated control system and method provided with non-inflatable wheels - Google Patents

Vehicle vertical-vertical integrated control system and method provided with non-inflatable wheels Download PDF

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Publication number
CN112477853B
CN112477853B CN202011253304.0A CN202011253304A CN112477853B CN 112477853 B CN112477853 B CN 112477853B CN 202011253304 A CN202011253304 A CN 202011253304A CN 112477853 B CN112477853 B CN 112477853B
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hub motor
controller
vertical
vehicle
force
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CN112477853A (en
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林棻
蔡亦璋
王少博
钱程亮
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Nanjing University of Aeronautics and Astronautics
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Nanjing University of Aeronautics and Astronautics
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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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C7/00—Non-inflatable or solid tyres
    • B60C7/10—Non-inflatable or solid tyres characterised by means for increasing resiliency
    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0031—Mathematical model of the vehicle

Abstract

The invention discloses a vehicle longitudinal-vertical integrated control system and method provided with a non-pneumatic wheel, wherein the vehicle is provided with a non-pneumatic elastic wheel driven by a hub motor, and the longitudinal-vertical control system comprises an electronic throttle, a vehicle inertial sensor, a vehicle speed sensor, a gyroscope, an active suspension controller, a tire force distribution controller, four hub motor controllers and four hub motors. The active suspension controller of the vehicle body is used to achieve the desired longitudinal force, vertical force and pitch moment. The tire force distribution controller distributes the force in a manner that minimizes the tire load rate. The control system and the control method provided by the invention can ensure that the vehicle body generates continuous vertical acceleration due to actions such as acceleration or braking and the like under high-speed running, so that the pitching motion is reduced as much as possible, and the vehicle is prevented from generating larger attitude change under the conditions so as to cause the vehicle to be unstable and generate safety accidents.

Description

Vehicle vertical-vertical integrated control system and method provided with non-inflatable wheels
Technical Field
The invention relates to the technical field of automobile tire safety and intelligent control, in particular to a vehicle vertical-vertical integrated control system and method provided with non-inflatable wheels.
Background
The safety of tires is an important issue for vehicle safety research, and when a tire burst occurs during high-speed running of a vehicle, the death rate of passengers is quite high. Therefore, the proposal of a novel safety tire is urgent. The non-inflatable elastic wheel (NPEW) adopts a non-inflatable structure, so that the risk of tire burst does not occur.
The distributed driving electric automobile is taken as an important branch of the development of the electromotion direction, and the torque of each driving wheel is independently controllable, which brings great advantages to the dynamic control of the vehicle chassis. At this stage, most chassis control studies are longitudinal-lateral stability control. However, the integrated control of the sagittal perpendicularity is rarely studied. Therefore, in this background, NPEW is assembled on a distributed drive electric vehicle, the motion effect of the distributed drive electric vehicle under the longitudinal-vertical integrated control is researched, and it is very meaningful to design a novel chassis control system with high performance.
Disclosure of Invention
The invention aims to solve the technical problem of the prior art and provides a vehicle vertical-vertical integrated control system and method provided with non-inflatable wheels so as to improve the safety performance of an automobile under the conditions of acceleration and braking during high-speed running.
The invention adopts the following technical scheme for solving the technical problems:
a vehicle equipped with non-inflatable wheels lengthways-hangs down the integrated control system, four tires of the vehicle all adopt non-inflatable elastic wheels, the lengthways-hangs down the integrated control system and includes the electronic throttle, the vehicle inertial sensor, the vehicle speed sensor, the gyroscope, the active suspension controller, the tire force distribution controller, the left front wheel hub motor controller, the left rear wheel hub motor controller, the right front wheel hub motor controller, the right rear wheel hub motor controller, the left front wheel hub motor, the left rear wheel hub motor, the right front wheel hub motor and the right rear wheel hub motor;
the electronic throttle is used for transmitting the acceleration of the vehicle to the active suspension controller;
the vehicle speed sensor is used for measuring longitudinal vehicle speed and transmitting the longitudinal vehicle speed to the active suspension controller;
the vehicle inertial sensor is used for measuring the vertical speed and the vertical acceleration of the electric vehicle in real time and transmitting the vertical speed and the vertical acceleration to the active suspension controller;
the gyroscope is used for measuring the pitch angle speed of the vehicle in real time and transmitting the pitch angle speed to the active suspension controller;
the active suspension controller is respectively connected with the electronic accelerator, the vehicle inertial sensor, the vehicle speed sensor, the gyroscope and the tire force distribution controller through a CAN bus, and is used for calculating total longitudinal force, total vertical force and total pitching moment expected by the electric vehicle according to the sensing data of the electronic accelerator, the vehicle inertial sensor, the vehicle speed sensor and the gyroscope and transmitting the total longitudinal force, the total vertical force and the total pitching moment to the tire force distribution controller;
The tire force distribution controller is respectively connected with the left front wheel hub motor controller, the left rear wheel hub motor controller, the right front wheel hub motor controller and the right rear wheel hub motor controller through CAN buses and is used for controlling the left front wheel hub motor controller, the left rear wheel hub motor controller, the right front wheel hub motor controller and the right rear wheel hub motor controller to work according to the received total longitudinal force, total vertical force and total pitching moment expected by the electric automobile;
the left front hub motor controller, the left rear hub motor controller, the right front hub motor controller and the right rear hub motor controller are respectively connected with the left front hub motor, the left rear hub motor, the right front hub motor and the right rear hub motor in a one-to-one correspondence manner and are respectively used for controlling the left front hub motor, the left rear hub motor, the right front hub motor and the right rear hub motor to work;
the left front wheel hub motor, the left rear wheel hub motor, the right front wheel hub motor and the right rear wheel hub motor are respectively arranged on the left front wheel, the left rear wheel, the right front wheel and the right rear wheel of the electric automobile in a one-to-one correspondence mode.
The active suspension controller includes a longitudinal force controller for calculating a desired total longitudinal force, a vertical force controller for calculating a desired total vertical force, and a pitch moment controller for calculating a desired total pitch moment;
The longitudinal force controller, the vertical force controller and the pitching moment controller are sliding mode controllers.
The sliding mode controller adopts a terminal sliding mode controller, a linear saturation function is selected by a trend law, a boundary layer method is adopted to weaken buffeting influence, a boundary layer is arranged near a zero value, and a sign function sgn(s) is replaced by a continuous saturation function sat(s) in the boundary layer.
The invention also discloses a control method of the vehicle vertical-vertical integrated control system provided with the non-inflatable wheel, which comprises the following steps:
step 1), establishing a vehicle dynamic model, taking the pitching, longitudinal and vertical motions of a vehicle into consideration, obtaining the acceleration of the vehicle through an electronic accelerator, obtaining the longitudinal speed through a vehicle speed sensor, feeding back the vertical speed and the vertical acceleration in real time through an automotive inertial sensor, and feeding back the pitch angle speed of the vehicle in real time through a gyroscope;
Figure GDA0003524318440000021
wherein m is the body mass of the electric automobile; u is the longitudinal speed of the electric vehicle;
Figure GDA0003524318440000022
is the longitudinal acceleration of the electric vehicle; u. ofzIs the vertical speed of the electric automobile, theta is the pitch angle of the electric automobile;
Figure GDA0003524318440000023
is the pitch angle speed of the electric vehicle; fxiI is the longitudinal force of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel of the electric automobile respectively;
Figure GDA0003524318440000024
In the formula (I), the compound is shown in the specification,
Figure GDA0003524318440000025
is the vertical acceleration of the electric automobile; fziI is the vertical force of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel of the electric automobile respectively; g is the acceleration of gravity;
Figure GDA0003524318440000031
in the formula IyThe pitch moment of inertia of the electric automobile;
Figure GDA0003524318440000032
is the pitch angle acceleration of the electric vehicle; a is the wheelbase of the front axle of the electric automobile, and b is the wheelbase of the rear axle of the electric automobile;
step 2), outputting the total longitudinal force F expected by the electric automobile through the longitudinal force controller, the vertical force controller and the pitching moment controller respectivelyxdTotal vertical force FzdTotal pitching moment Myd：
Figure GDA0003524318440000033
Figure GDA0003524318440000034
Figure GDA0003524318440000035
Wherein s is1＝u-ud，s2＝uz-uzd，
Figure GDA0003524318440000036
udA desired longitudinal speed; u. ofzdAt a desired vertical velocity; thetadA desired pitch angle rate; sat () is the saturation function, η1,η2,φ1,φ2,α3,β3,p3,q3For controlling a parameter, wherein1、η2Respectively preset for influencing the desired longitudinal force FxdVertical force FzdA parameter of convergence speed; phi is a1、φ2Respectively preset for influencing the desired longitudinal force FxdDesired vertical force FzdParameter of buffeting amplitudeThe larger the value is, the larger the pair FxdAnd FzdThe stronger the buffeting suppression capability is, but the approach speed is correspondingly reduced; alpha is alpha3、β3Respectively, slip form surface s3Pitch angle error term coefficient, pitch angle velocity error term coefficient; p is a radical of3、q3Respectively, slip form surface s 3Numerator and denominator of index of pitch angle velocity error term for parameter influencing convergence velocity of system, p3＞q3And 1 < p3/q3＜2；
Step 3), distributing the total longitudinal force, the total vertical force and the total pitching moment expected by the electric automobile to four wheels through a tire force distribution controller, wherein the tire vertical force distribution adopts the following performance indexes:
Figure GDA0003524318440000037
wherein minJ is an objective function for minimizing vertical force; var (ε)i) Is the vertical force dynamic coefficient variance; epsiloni(i is 1,2,3,4) is the vertical dynamic coefficient of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel of the electric automobile respectively,
Figure GDA0003524318440000038
Figure GDA0003524318440000039
Fzi,0i is 1,2,3 and 4, which are vertical static loads of a left front wheel, a right front wheel, a left rear wheel and a right rear wheel of the electric automobile respectively;
the tire longitudinal force adopts a shaft distribution strategy to output the target torque of each hub motor:
Fx＝Fx1+Fx2+Fx3+Fx4
in the formula, FxThe total longitudinal force of the electric automobile;
Figure GDA0003524318440000041
in the formula, FzfThe vertical force of the front axle of the electric automobile; fzrThe vertical force of the rear axle of the electric automobile;
Figure GDA0003524318440000042
Figure GDA0003524318440000043
the longitudinal forces of the left front wheel and the right front wheel of the electric automobile are equal, and the longitudinal forces of the left rear wheel and the right rear wheel are also equal, and the method comprises the following steps of
Figure GDA0003524318440000044
Figure GDA0003524318440000045
Figure GDA0003524318440000046
Thus, the total drive torque is Ti＝Fxir, r are the rolling radius of the wheel.
Compared with the prior art, the technical scheme adopted by the invention has the following technical effects:
The invention provides a vertical-vertical integrated control system and a vertical-vertical integrated control method, wherein a terminal sliding mode controller and an approach law are adopted, so that the buffeting phenomenon can be effectively eliminated, the robustness is improved, and the safety performance of a vehicle under high-speed working conditions such as acceleration or braking can be improved. The assembled cost-effective inflatable elastic wheel can effectively prevent the danger caused by tire burst when the wheel runs at high speed.
Drawings
FIG. 1 is a schematic diagram of a control system of the present invention;
FIG. 2 is a schematic diagram of the overall control method of the present invention.
Detailed Description
The technical scheme of the invention is further explained in detail by combining the drawings as follows:
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 a vehicle longitudinal-vertical integrated control system equipped with non-pneumatic wheels, wherein four tires of the vehicle are all non-pneumatic elastic wheels, and the longitudinal-vertical integrated control system comprises an electronic accelerator, a vehicle inertial sensor, a vehicle speed sensor, a gyroscope, an active suspension controller, a tire force distribution controller, a left front hub motor controller, a left rear hub motor controller, a right front hub motor controller, a right rear hub motor controller, a left front hub motor, a left rear hub motor, a right front hub motor and a right rear hub motor;
The electronic throttle is used for transmitting the acceleration of the vehicle to the active suspension controller;
the vehicle speed sensor is used for measuring longitudinal vehicle speed and transmitting the longitudinal vehicle speed to the active suspension controller;
the vehicle inertial sensor is used for measuring the vertical speed and the vertical acceleration of the electric vehicle in real time and transmitting the vertical speed and the vertical acceleration to the active suspension controller;
the gyroscope is used for measuring the pitch angle speed of the vehicle in real time and transmitting the pitch angle speed to the active suspension controller;
the active suspension controller is respectively connected with the electronic accelerator, the vehicle inertial sensor, the vehicle speed sensor, the gyroscope and the tire force distribution controller through a CAN bus, and is used for calculating total longitudinal force, total vertical force and total pitching moment expected by the electric vehicle according to the sensing data of the electronic accelerator, the vehicle inertial sensor, the vehicle speed sensor and the gyroscope and transmitting the total longitudinal force, the total vertical force and the total pitching moment to the tire force distribution controller;
the tire force distribution controller is respectively connected with the left front wheel hub motor controller, the left rear wheel hub motor controller, the right front wheel hub motor controller and the right rear wheel hub motor controller through CAN buses and is used for controlling the left front wheel hub motor controller, the left rear wheel hub motor controller, the right front wheel hub motor controller and the right rear wheel hub motor controller to work according to the received total longitudinal force, total vertical force and total pitching moment expected by the electric automobile;
The left front hub motor controller, the left rear hub motor controller, the right front hub motor controller and the right rear hub motor controller are respectively connected with the left front hub motor, the left rear hub motor, the right front hub motor and the right rear hub motor in a one-to-one correspondence manner and are respectively used for controlling the left front hub motor, the left rear hub motor, the right front hub motor and the right rear hub motor to work;
the left front wheel hub motor, the left rear wheel hub motor, the right front wheel hub motor and the right rear wheel hub motor are respectively arranged on the left front wheel, the left rear wheel, the right front wheel and the right rear wheel of the electric automobile in a one-to-one correspondence mode.
As shown in fig. 2, the active suspension controller includes a longitudinal force controller for calculating a desired total longitudinal force, a vertical force controller for calculating a desired total vertical force, and a pitch moment controller for calculating a desired total pitch moment;
the longitudinal force controller, the vertical force controller and the pitching moment controller are sliding mode controllers.
The tire force distribution controller adopts a performance index based on vertical dynamic load to minimize variance in order to ensure that the vertical force of each wheel is the same as possible with the static load of each wheel and avoid overlarge suspension displacement.
The sliding mode controller adopts a terminal sliding mode controller, a linear saturation function is selected by an approaching law, the buffeting influence is weakened by a boundary layer method, a boundary layer is arranged near a zero value, and a sign function sgn(s) is replaced by a continuous saturation function sat(s) in the boundary layer.
The invention also discloses a control method of the vehicle vertical-vertical integrated control system provided with the non-inflatable wheel, which comprises the following steps:
step 1), establishing a vehicle dynamic model, taking the pitching, longitudinal and vertical motions of a vehicle into consideration, obtaining the acceleration of the vehicle through an electronic accelerator, obtaining the longitudinal speed through a vehicle speed sensor, feeding back the vertical speed and the vertical acceleration in real time through an automotive inertial sensor, and feeding back the pitch angle speed of the vehicle in real time through a gyroscope;
Figure GDA0003524318440000061
wherein m is the body mass of the electric automobile; u is the longitudinal speed of the electric vehicle;
Figure GDA0003524318440000062
is the longitudinal acceleration of the electric vehicle; u. uzIs the vertical speed of the electric automobile, theta is the pitch angle of the electric automobile;
Figure GDA0003524318440000063
is the pitch angle speed of the electric vehicle; fxiI is the longitudinal force of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel of the electric automobile respectively;
Figure GDA0003524318440000064
in the formula (I), the compound is shown in the specification,
Figure GDA0003524318440000065
is the vertical acceleration of the electric vehicle; f ziThe i is 1,2,3 and 4, and is the vertical force of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel of the electric automobile respectively; g is gravity acceleration;
Figure GDA0003524318440000066
in the formula IyFor pitching rotation of electric vehiclesDynamic inertia;
Figure GDA0003524318440000067
is the pitch angle acceleration of the electric vehicle; a is the wheelbase of the front axle of the electric automobile, and b is the wheelbase of the rear axle of the electric automobile;
step 2), outputting the total longitudinal force F expected by the electric automobile through the longitudinal force controller, the vertical force controller and the pitching moment controller respectivelyxdTotal vertical force FzdTotal pitching moment Myd：
Figure GDA0003524318440000068
Figure GDA0003524318440000069
Figure GDA00035243184400000610
Wherein s is1＝u-ud，s2＝uz-uzd，
Figure GDA00035243184400000611
udA desired longitudinal speed; u. ofzdAt a desired vertical velocity; thetadA desired pitch angle rate; sat () is the saturation function, η1,η2,φ1,φ2,α3,β3,p3,q3For controlling a parameter, wherein1、η2Respectively preset for influencing the desired longitudinal force FxdVertical force FzdA parameter of convergence speed; phi is a1、φ2Respectively preset for influencing the desired longitudinal force FxdDesired vertical force FzdThe parameter of the amplitude of buffeting, the larger the value thereof, to FxdAnd FzdThe stronger the buffeting suppression capability is, but the approach speed is correspondingly reduced; alpha is alpha3、β3Respectively, slip form surface s3Pitch angle error term coefficient, pitch angle velocity error term coefficient; p is a radical of3、q3Respectively, slip form surface s3Numerator and denominator of index of pitch angle speed error term for parameter influence system convergence speed, p 3＞q3And 1 < p3/q3＜2，p3、q3The parameters need to be adjusted within the range according to actual conditions; the control parameters are adjusted according to experience;
a linear saturation function is adopted as the approaching law of the sliding mode surfaces s1 and s 2:
Figure GDA0003524318440000071
wherein j is 1,2,
Figure GDA0003524318440000072
is a slip form surface sjThe result after differentiation;
Figure GDA0003524318440000073
using non-linear functions as sliding-mode surfaces s3Approximation law:
Figure GDA0003524318440000074
the stability was demonstrated by constructing the lyapunov function:
Figure GDA0003524318440000075
Figure GDA0003524318440000076
Figure GDA0003524318440000077
step 3), distributing the total longitudinal force, the total vertical force and the total pitching moment expected by the electric automobile to four wheels through a tire force distribution controller, wherein the tire vertical force distribution adopts the following performance indexes:
Figure GDA0003524318440000078
wherein minJ is an objective function for minimizing vertical force; var (ε)i) Is the vertical force dynamic coefficient variance; epsiloni(i is 1,2,3,4) is the vertical dynamic coefficient of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel of the electric automobile respectively,
Figure GDA0003524318440000079
Figure GDA0003524318440000081
Fzi,0i is 1,2,3 and 4, which are vertical static loads of a left front wheel, a right front wheel, a left rear wheel and a right rear wheel of the electric automobile respectively;
the distribution of vertical forces to the tire should also be limited by various constraints
Figure GDA0003524318440000082
s.t.Fx＝Fx1+Fx2+Fx3+Fx4,
Fz＝Fz1+Fz2+Fz3+Fz4,
My＝-a(Fz1+Fz2)+b(Fz3+Fz4),
-Ti,max≤Fxi·r≤Ti,max,
Fzi≥0
In the formula, MyIs the pitching moment;
the feed-forward control of the longitudinal force may be obtained by the dynamics of the vehicle:
Fx＝Fx1+Fx2+Fx3+Fx4
in the formula, FxThe total longitudinal force of the electric automobile;
Figure GDA0003524318440000083
in the formula, FzfThe vertical force of the front axle of the electric automobile; f zrThe vertical force is the vertical force of the rear axle of the electric automobile;
Figure GDA0003524318440000084
Figure GDA0003524318440000085
the longitudinal forces of the left front wheel and the right front wheel of the electric automobile are equal, and the longitudinal forces of the left rear wheel and the right rear wheel are also equal, and the front wheels and the rear wheels of the electric automobile comprise
Figure GDA0003524318440000086
Thus, the total drive torque is Ti＝Fxir and r are rolling radii of the wheels.
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 examples of the present invention, and should not be construed as limiting the present invention, and any modifications, equivalent substitutions, 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 (1)

1. The control method of a vehicle longitudinal-vertical integrated control system provided with non-inflatable wheels, wherein four tires of the vehicle are all non-inflatable elastic wheels, and the longitudinal-vertical integrated control system comprises an electronic accelerator, a vehicle inertial sensor, a vehicle speed sensor, a gyroscope, an active suspension controller, a tire force distribution controller, a left front hub motor controller, a left rear hub motor controller, a right front hub motor controller, a right rear hub motor controller, a left front hub motor, a left rear hub motor, a right front hub motor and a right rear hub motor;
the electronic throttle is used for transmitting the acceleration of the vehicle to the active suspension controller;
the vehicle speed sensor is used for measuring longitudinal vehicle speed and transmitting the longitudinal vehicle speed to the active suspension controller;
the vehicle inertial sensor is used for measuring the vertical speed and the vertical acceleration of the electric vehicle in real time and transmitting the vertical speed and the vertical acceleration to the active suspension controller;
the gyroscope is used for measuring the pitch angle speed of the vehicle in real time and transmitting the pitch angle speed to the active suspension controller;
the active suspension controller is respectively connected with the electronic throttle, the vehicle inertial sensor, the vehicle speed sensor, the gyroscope and the tire force distribution controller through a CAN bus, and is used for calculating total longitudinal force, total vertical force and total pitching moment expected by the electric vehicle according to the sensing data of the electronic throttle, the vehicle inertial sensor, the vehicle speed sensor and the gyroscope and transmitting the total longitudinal force, the total vertical force and the total pitching moment to the tire force distribution controller;
The tire force distribution controller is respectively connected with the left front wheel hub motor controller, the left rear wheel hub motor controller, the right front wheel hub motor controller and the right rear wheel hub motor controller through CAN buses and is used for controlling the left front wheel hub motor controller, the left rear wheel hub motor controller, the right front wheel hub motor controller and the right rear wheel hub motor controller to work according to the received total longitudinal force, total vertical force and total pitching moment expected by the electric automobile;
the left front hub motor controller, the left rear hub motor controller, the right front hub motor controller and the right rear hub motor controller are respectively connected with the left front hub motor, the left rear hub motor, the right front hub motor and the right rear hub motor in a one-to-one correspondence manner and are respectively used for controlling the left front hub motor, the left rear hub motor, the right front hub motor and the right rear hub motor to work;
the left front hub motor, the left rear hub motor, the right front hub motor and the right rear hub motor are respectively arranged on a left front wheel, a left rear wheel, a right front wheel and a right rear wheel of the electric automobile in a one-to-one correspondence manner;
the active suspension controller includes a longitudinal force controller for calculating a desired total longitudinal force, a vertical force controller for calculating a desired total vertical force, and a pitch moment controller for calculating a desired total pitch moment;
The longitudinal force controller, the vertical force controller and the pitching moment controller are sliding mode controllers;
the sliding mode controller adopts a terminal sliding mode controller, a linear saturation function is selected by an approaching law, a boundary layer is adopted to weaken buffeting influence, a boundary layer is arranged near a zero value, and a sign function sgn(s) is replaced by a continuous saturation function sat(s) in the boundary layer;
the control method of the vehicle vertical-vertical integrated control system provided with the non-pneumatic wheels is characterized by comprising the following steps of:
step 1), establishing a vehicle dynamic model, taking the pitching, longitudinal and vertical motions of a vehicle into consideration, obtaining the acceleration of the vehicle through an electronic accelerator, obtaining the longitudinal speed through a vehicle speed sensor, feeding back the vertical speed and the vertical acceleration in real time through an automotive inertial sensor, and feeding back the pitch angle speed of the vehicle in real time through a gyroscope;
Figure FDA0003524318430000021
wherein m is the body mass of the electric automobile; u is the longitudinal speed of the electric vehicle;
Figure FDA0003524318430000022
is the longitudinal acceleration of the electric vehicle; u. uzIs the vertical speed of the electric automobile, theta is the pitch angle of the electric automobile;
Figure FDA0003524318430000023
is the pitch angle velocity of the electric vehicle; fxiI is the longitudinal force of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel of the electric automobile respectively;
Figure FDA0003524318430000024
In the formula (I), the compound is shown in the specification,
Figure FDA0003524318430000025
is the vertical acceleration of the electric automobile; fziThe i is 1,2,3 and 4, and is the vertical force of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel of the electric automobile respectively; g is gravity acceleration;
Figure FDA0003524318430000026
in the formula IyThe pitch moment of inertia of the electric automobile;
Figure FDA0003524318430000027
is the pitch angle acceleration of the electric vehicle; a is the wheelbase of the front axle of the electric automobile, and b is the wheelbase of the rear axle of the electric automobile;
step 2), outputting electric power respectively through the longitudinal force controller, the vertical force controller and the pitching moment controllerTotal desired longitudinal force F of the motor vehiclexdTotal vertical force FzdTotal pitching moment Myd：
Figure FDA0003524318430000028
Figure FDA0003524318430000029
Figure FDA00035243184300000210
Wherein s is1＝u-ud，s2＝uz-uzd，
Figure FDA00035243184300000211
udA desired longitudinal speed; u. uzdAt a desired vertical velocity; thetadA desired pitch angle rate; sat () is the saturation function, η1,η2,φ1,φ2,α3,β3,p3,q3For controlling a parameter, wherein1、η2Respectively preset for influencing the desired longitudinal force FxdVertical force FzdA parameter of convergence speed; phi is a1、φ2Respectively preset for influencing the desired longitudinal force FxdDesired vertical force FzdA parameter of buffeting amplitude; alpha is alpha3、β3Respectively, slip form surface s3Pitch angle error term coefficient, pitch angle velocity error term coefficient; p is a radical of3、q3Respectively, slip form surface s3Numerator and denominator of index of pitch angle speed error term for parameter influence system convergence speed, p 3＞q3And 1 < p3/q3＜2；
Step 3), distributing the total longitudinal force, the total vertical force and the total pitching moment expected by the electric automobile to four wheels through a tire force distribution controller, wherein the tire vertical force distribution adopts the following performance indexes:
Figure FDA0003524318430000031
wherein minJ is an objective function for minimizing vertical force; var (ε)i) Is the vertical force dynamic coefficient variance; epsiloni(i is 1,2,3,4) is the vertical dynamic coefficient of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel of the electric automobile respectively,
Figure FDA0003524318430000032
Figure FDA0003524318430000033
Fzi,0i is 1,2,3 and 4, which are vertical static loads of a left front wheel, a right front wheel, a left rear wheel and a right rear wheel of the electric automobile respectively;
the tire longitudinal force adopts a shaft distribution strategy to output the target torque of each hub motor:
Fx＝Fx1+Fx2+Fx3+Fx4
in the formula, FxThe total longitudinal force of the electric automobile;
Figure FDA0003524318430000034
in the formula, FzfThe vertical force of the front axle of the electric automobile; fzrThe vertical force of the rear axle of the electric automobile;
Figure FDA0003524318430000035
Figure FDA0003524318430000036
the longitudinal forces of the left front wheel and the right front wheel of the electric automobile are equal, and the longitudinal forces of the left rear wheel and the right rear wheel are also equal, and the method comprises the following steps of
Figure FDA0003524318430000037
Figure FDA0003524318430000038
Figure FDA0003524318430000039
Thus, the total drive torque is Ti＝Fxir, r are the rolling radius of the wheel.
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