CN112590770A - Steering stability control method for wheel hub motor driven vehicle - Google Patents
Steering stability control method for wheel hub motor driven vehicle Download PDFInfo
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- CN112590770A CN112590770A CN202011644608.XA CN202011644608A CN112590770A CN 112590770 A CN112590770 A CN 112590770A CN 202011644608 A CN202011644608 A CN 202011644608A CN 112590770 A CN112590770 A CN 112590770A
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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
- B60W30/02—Control of vehicle driving stability
- B60W30/045—Improving turning performance
Abstract
The invention discloses a steering stability control method of a wheel hub motor driven vehicle, which comprises the steps of obtaining initial values of wheel driving torque of wheels, dividing a steering stability control mode according to yaw velocity, mass center side deviation angle and longitudinal speed, determining torque adjustment quantity of the wheels under the corresponding steering stability control mode according to the steering stability control mode including an understeer control mode, a normal steering control mode and an oversteer control mode, determining target driving torque of the wheels according to the initial values of the wheel torque of the wheels and the torque adjustment quantity of the wheels, and performing feedback control on actual torque of the wheels to enable actual driving paths of the wheels to be consistent with expected driving paths. According to the invention, the running working condition of the vehicle is divided into eight intervals and three control modes, the influence of longitudinal speed is considered, and the division of the control modes is more detailed. The method for determining the torque regulating quantity of each wheel in three control modes is provided, the total torque of each wheel is accurately controlled, and the steering stability of each wheel is improved.
Description
Technical Field
The invention relates to the technical field of automobile steering control, in particular to a method for controlling steering stability of a wheel hub motor driven vehicle.
Background
Compared with the traditional vehicle, the wheel hub motor driven vehicle has the technical advantages of rapid response, flexible forward and reverse rotation, more excellent instantaneous power performance and the like in the aspects of power configuration, transmission efficiency, control performance, energy utilization and the like, and obviously improves the driving capability of the vehicle for adapting to severe road conditions. The four wheels of the hub motor have the characteristic of independent driving, the torque of a single wheel can be quickly and accurately adjusted, the hub motor drives the vehicle to steer by adjusting the torque or the rotating speed of the four wheels, and the operation stability of the vehicle is improved.
Three working conditions of understeer, neutral steering and oversteer exist in the steering process of the wheel hub motor driven vehicle, and if the four-wheel torque control method under each working condition cannot be reasonably designed, the steering stability of the vehicle is difficult to ensure.
Chinese patent CN107042841A discloses a method for controlling the stability of differential power steering of an electric vehicle driven by an in-wheel motor. The method divides the driving state of the automobile based on an extension theory, corresponds to a classical domain, an extension domain and a non-domain in an extension set, adds yaw torque control when the automobile tends to be in a destabilization state and a destabilization state, determines the coordination control range of a differential power-assisted steering system and a yaw torque control system, and improves the steering driving stability of the electric automobile with the differential power-assisted steering system; the mass center slip angle and the yaw velocity deviation of the automobile are selected as characteristic state extraction quantities, different control strategies are adopted to coordinate the yaw torque and the differential steering torque when the characteristic states are in different aggregation states, and the four-wheel drive torque is optimally distributed according to different driving states of the automobile, so that the working range of the differential power-assisted steering is expanded, the stability of the whole automobile is effectively improved, the possibility of danger is reduced, and the safety of the automobile in the driving process is ensured.
The method has three problems, namely that the influence of the vehicle speed is not considered, the driving state division condition is wide, and the accuracy of controlling the steering stability is insufficient. And the four-wheel torque control without considering the neutral steering working condition. And thirdly, the target driving torque value of each wheel of the hub motor cannot be accurately adjusted through real-time calculation, so that the control precision of the whole steering stability is low.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provide a method for controlling the steering stability of a wheel hub motor driven vehicle, which can improve the control precision of the steering stability and driving safety of the vehicle.
In order to achieve the above object, the present invention provides a method for controlling steering stability of an in-wheel motor driven vehicle, which includes obtaining an initial value of each wheel driving torque, dividing a steering stability control mode according to a yaw rate, a centroid yaw angle and a longitudinal vehicle speed, wherein the steering stability control mode includes an understeer control mode, a normal steering control mode and an oversteer control mode, determining a torque adjustment amount of each wheel in the corresponding steering stability control mode, determining a target driving torque of each wheel according to the initial value of each wheel torque and the torque adjustment amount of each wheel, and performing feedback control on an actual torque of each wheel to make an actual driving path of each wheel consistent with an expected driving path.
And further, when the absolute value of the yaw angular velocity is smaller than or equal to the safe yaw angular velocity and the absolute value of the centroid slip angle is smaller than or equal to the safe centroid slip angle, entering a normal steering control mode without power steering.
And further, when the absolute value of the yaw angular velocity is greater than the safe yaw angular velocity, the absolute value of the mass center slip angle is less than or equal to the safe mass center slip angle, and the longitudinal vehicle speed is less than or equal to the safe longitudinal vehicle speed, entering an understeer control mode, and performing equidirectional power-assisted steering.
And further, when the actual vehicle working condition meets a first working condition, namely the absolute value of the mass center slip angle is larger than the safe mass center slip angle, or when the actual vehicle working condition meets a second working condition, namely the absolute value of the mass center slip angle is smaller than or equal to the safe mass center slip angle, the absolute value of the yaw velocity is larger than the safe yaw velocity, and the longitudinal vehicle speed is larger than the safe longitudinal vehicle speed, entering an over-steering control mode to perform reverse power-assisted steering.
Further, in the normal steering control mode, the target drive torque of each wheel is equal to the initial value of the drive torque of each wheel, and the value range of the target drive torque of each wheel is greater than or equal to the low-speed creep drive torque and less than or equal to twice the wheel-drive anti-skid torque of each wheel.
Further, in the understeer control mode, each wheel torque adjustment amount Ttr_pocIs determined by
Ttr_poc＝Ttpoc*(γ-γsafe)*f(vx)
Wherein, TtpocFor unit adjustment of single wheel torque for differential power steering, gamma is yaw rate, gammasafeFor safe yaw rate, f (v)x) As a longitudinal vehicle speed weight function.
Further, in the oversteer control mode, when the centroid slip angle absolute value is less than or equal to the safe centroid slip angle, the yaw rate absolute value is greater than the safe yaw rate, and the longitudinal vehicle speed is greater than the safe longitudinal vehicle speed, the respective wheel torque adjustment amount Ttr_dycIs determined by
Ttr_dyc＝Ttγ1*γyc_err*f(vx)
Wherein, Ttγ1Controlling unit adjustment of single wheel torque, gamma, for yaw rateyc_errFor yaw-rate control error, f (v)x) As a longitudinal vehicle speed weight function.
Further, in the oversteer control mode, when the centroid slip angle absolute value is larger than the safe centroid slip angle, the wheel torque adjustment amount Ttr_dycIs determined by
Wherein, Ttγ1Controlling unit adjustment of single wheel torque, gamma, for yaw rateyc_errAs yaw-rate control error, Ttβ1Controlling the unit adjustment amount of the single-wheel torque for the centroid slip angle, wherein beta is the centroid slip angle and betadycFor the safe centroid slip angle, i.e. the stable upper limit value of the centroid slip angle, KβOperation for optimizing control accuracyCoefficient, f (v)x) As a longitudinal vehicle speed weight function.
Further, in the understeer control mode, the outboard wheel target drive torque is equal to a sum of the outboard wheel drive torque initial value and the torque adjustment amount, and the inboard wheel target drive torque is equal to a difference between the inboard wheel drive torque initial value and the torque adjustment amount.
Further, in the oversteer control mode, the outboard wheel target drive torque is equal to the difference between the outboard wheel drive torque initial value and the torque adjustment amount, and the inboard wheel target drive torque is equal to the sum of the inboard wheel drive torque initial value and the torque adjustment amount.
The invention has the beneficial effects that:
1. the control mode division is more detailed, and the control precision is improved. The influence of longitudinal speed is also considered comprehensively when the steering stability control mode is divided, the running working condition of the vehicle is divided into eight intervals and three control modes according to the yaw velocity, the mass center slip angle and the longitudinal speed, the limitation to the total torque of each wheel in the normal steering control mode is increased,
2. the torque regulating quantity of each wheel is accurately calculated, and the steering stability is improved. The invention respectively provides a method for determining the torque adjustment quantity of each wheel in understeer, normal steering and oversteer control modes, can accurately control the total torque of each wheel, and improves the steering stability of each wheel.
Drawings
FIG. 1 is a flow chart of a control method of the present invention.
Fig. 2 is a schematic diagram of understeer control and oversteer control.
Detailed Description
The following detailed description is provided to further explain the claimed embodiments of the present invention in order to make it clear for those skilled in the art to understand the claims. The scope of the invention is not limited to the following specific examples. It is intended that the scope of the invention be determined by those skilled in the art from the following detailed description, which includes claims that are directed to this invention.
As shown in fig. 1, a method for controlling steering stability of an in-wheel motor driven vehicle includes the following main control steps: firstly, obtaining motion parameters of a vehicle according to a complete vehicle dynamics observation system, wherein the motion parameters comprise four-wheel vertical load, yaw velocity, mass center slip angle and longitudinal vehicle speed, and obtaining an initial value of each wheel driving torque according to the four-wheel vertical load and the wheel-to-charge ratio of each wheel; dividing a steering stability control mode according to the yaw velocity, the mass center side slip angle and the longitudinal vehicle speed, wherein the steering stability control mode comprises an understeer control mode, a normal steering control mode and an oversteer control mode, determining the torque adjustment quantity of each wheel in the corresponding steering stability control mode, determining the target driving torque of each wheel according to the initial value of each wheel torque and the torque adjustment quantity of each wheel, and performing feedback control on the actual torque of each wheel to enable the actual driving path of each wheel to be consistent with the expected driving path.
In the technical scheme, the expected yaw velocity gamma is obtained through a two-degree-of-freedom vehicle dynamics modeleptDesired centroid slip angle βeptAnd calculating the safe yaw rate gamma of the vehiclesafeVehicle yaw rate γ and vehicle yaw rate control error γyc_err。
Wherein the desired yaw angular velocity of the vehicle is the yaw moment of inertia and the longitudinal vehicle velocity is the steering wheel effective angle/wheelbase, i.e. the desired yaw angular velocity of the vehicle is the yaw moment of inertia and the longitudinal vehicle velocity is the wheelbase
Safe yaw angular velocity of the vehicle, yaw moment of inertia, longitudinal speed, safe steering wheel angle, and wheel base, i.e.
Vehicle yaw rate-vehicle yaw rate measurement + yaw rate measurement error, i.e. γ - γm+γerr。
Vehicle yaw rate control error-vehicle desired yaw rate, i.e., γyc_err＝γ-γept。
And then respectively constructing a judgment function of the yaw angular velocity and the centroid slip angle and a weight function of the longitudinal vehicle speed and determining the values of the judgment function and the centroid slip angle.
By longitudinal vehicle speed weighting function f (v)x) The vehicle running speed is divided into two sections. Longitudinal vehicle speed weight function f (v)x) Is composed of
Wherein v isxFor longitudinal vehicle speed, vpocThe upper limit value of the speed for safe longitudinal speed, namely understeer control speed, is 20m/s and kvpocThe gain of the safe longitudinal vehicle speed, namely the gain of the understeer control speed, namely the amplification factor of the speed, is 8.
The vehicle turning-to-travel state is divided into two sections by the yaw-rate determination function f (γ). The yaw rate determination function f (γ) is
Where | γ | is the absolute value of yaw rate, γsafeIs a safe yaw rate.
The current wheel angle delta is small and the absolute value of the yaw rate | gamma | is less than or equal to the safe yaw rate gammasafeWhen the vehicle is turning moderately. The current wheel turning angle delta is large and the absolute value of the yaw angular velocity gamma is greater than the safe yaw angular velocity gammasafeWhen the vehicle is turned a lot.
The vehicle steering driving state is divided into two sections by the centroid slip angle determination function f (β). The centroid side deflection angle correlation decision function f (beta) is
Wherein beta is the centroid slip angle, betadycThe stable upper limit value of the safe centroid slip angle, namely the centroid slip angle.
When the centroid slip angleThe absolute value of beta is always less than or equal to betadycWhen the steering angle is within the range, the consistency of the steering running track of the vehicle is good, the degree of understeer or oversteer is light, the vehicle is in a stable working condition, and the steering stability is controllable; when the centroid slip angle changes suddenly and the absolute value of the centroid slip angle is larger than betadycWhen the vehicle enters an unstable running working condition, the lateral force of the tire reaches the adhesion limit, the vehicle slips off the tail, the consistency of the running track of the vehicle is poor, and serious understeer or oversteer occurs.
As shown in Table 1, the longitudinal vehicle speed weighting function f (v)x) The yaw rate determination function f (gamma) and the mass center slip angle determination function f (beta) divide the steering driving state of the vehicle into eight working condition intervals and three steering stability control modes, and three corresponding control methods are adopted to optimize the steering stability of the vehicle.
TABLE 1 Steer stability control mode division Table
As shown in table 1, when the absolute value of the yaw rate is less than or equal to the safe yaw rate and the absolute value of the centroid slip angle is less than or equal to the safe centroid slip angle, the normal steering control mode is entered without performing power steering. And the value range of the target driving torque of each wheel is greater than or equal to the low-speed crawling driving torque and less than or equal to two times of the wheel driving anti-skid torque. In this embodiment, the low-speed creep drive torque is 15N · m, and the determination direction of each wheel-drive anti-slip torque is that, in an anti-slip control module of the entire vehicle, each wheel-drive anti-slip torque is calculated by the drive anti-slip control module of the entire vehicle controller, the slip ratio of each wheel is calculated from the rotation speed of each wheel and the vehicle speed, and then it is determined whether the rotation speed difference between the rotation speed of each wheel and the equivalent rotation speed of the vehicle speed is greater than a slip threshold, if the rotation speed difference of a certain wheel is greater than the slip threshold, control is performed, and the output torque of the in-wheel motor is adjusted by using a PID algorithm based on the current slip ratio, so each wheel-drive.
As shown in table 1 and fig. 2, when the absolute value of the yaw rate is greater than the safe yaw rate, the absolute value of the centroid slip angle is less than or equal to the safe centroid slip angle, and the longitudinal vehicle speed is less than or equal to the safe longitudinal vehicle speed, the understeer control mode is entered, the power steering in the same direction is performed, the driving force is applied to the outer wheels, the braking force is applied to the inner wheels, the additional yaw torque in the same direction as the original yaw torque is generated, the yaw torque is increased, the understeer is overcome, the actual path is the same as the desired path, and the steering stability control of the vehicle is realized.
In the understeer control mode, the outboard wheel target drive torque is equal to a sum of the outboard wheel drive torque initial value and the torque adjustment amount, and the inboard wheel target drive torque is equal to a difference between the inboard wheel drive torque initial value and the torque adjustment amount.
In the understeer control mode, the torque adjustment amount Tt for each wheelr_pocIs determined by
Ttr_poc＝Ttpoc*(γ-γsafe)*f(vx)
Wherein, TtpocThe unit adjustment quantity of the single-wheel torque for the differential power-assisted steering is 2 N.m, gamma is the yaw velocity, and gamma issafeFor safe yaw rate, f (v)x) As a longitudinal vehicle speed weight function.
The left and right moment differences of each hub motor are adjusted in real time according to the yaw angular velocity error, the fact that the velocity has strong relevance with transverse motion and tire friction utilization rate in vehicle dynamics is considered, the moment differences are used as weighting factors to participate in calculating torque adjustment amount, the maneuverability of the vehicle is improved, and the accuracy of the target driving torque of the inner and outer wheels of the vehicle driven by the hub motors is improved.
As shown in table 1 and fig. 2, when the actual vehicle operating condition satisfies the first operating condition, that is, the centroid slip angle absolute value is greater than the safe centroid slip angle, or when the actual vehicle operating condition satisfies the second operating condition, that is, the centroid slip angle absolute value is less than or equal to the safe centroid slip angle, the yaw rate absolute value is greater than the safe yaw rate, and the longitudinal vehicle speed is greater than the safe longitudinal vehicle speed, the vehicle enters the oversteer control mode to perform the reverse power steering. The braking force is applied to the outer wheels, the driving force is applied to the inner wheels, the additional yaw torque opposite to the original yaw torque is generated, the yaw torque is reduced, the over-steering is overcome, the actual path is consistent with the expected path, and the steering stability control of the vehicle is realized.
In the oversteer control mode, the outboard wheel target drive torque is equal to the difference between the outboard wheel drive torque initial value and the torque adjustment amount, and the inboard wheel target drive torque is equal to the sum of the inboard wheel drive torque initial value and the torque adjustment amount.
In this embodiment, in the oversteer control mode, when the absolute value of the centroid slip angle is less than or equal to the safe centroid slip angle, the absolute value of the yaw rate is greater than the safe yaw rate, and the longitudinal vehicle speed is greater than the safe longitudinal vehicle speed, it is determined that there is a tendency of instability but not severe instability, and the vehicle is in a stable condition, steering yaw stability control DYC is performed in a stable state, and the respective wheel torque adjustment amount Ttr_dycIs determined by
Ttr_dyc＝Ttγ1*γyc_err*f(vx)
Wherein, Ttγ1Controlling the unit adjustment amount of the single-wheel torque for the yaw angular velocity, wherein the unit adjustment amount is 2 N.m, gammayc_errFor yaw-rate control error, f (v)x) As a longitudinal vehicle speed weight function.
In this embodiment, in the oversteer control mode, when the absolute value of the centroid slip angle is larger than the safe centroid slip angle, it is determined as destabilization, and in the unstable condition, the steering yaw stability control DYC is performed in the destabilization state, and the respective wheel torque adjustment amount Tt isr_dycIs determined by
Wherein, Ttγ1Controlling unit adjustment of single wheel torque, gamma, for yaw rateyc_errAs yaw-rate control error, Ttβ1Controlling a single wheel for the yaw angle of the centre of massThe torque unit adjustment amount is 0.2 N.m, beta is the centroid slip angle, betadycFor safe centroid slip angle, KβCoefficient of operation to optimize control accuracy, f (v)x) As a longitudinal vehicle speed weight function.
When the centroid slip angle changes suddenly or exceeds a safety threshold value, the system judges that the vehicle is in danger of transverse instability, the centroid slip angle is corrected and intervened, the influence of yaw angular speed and speed factors is considered, and the adjustment quantity of each wheel torque is calculated comprehensively, so that the stability, the maneuverability and the safety of the vehicle are improved, and the accuracy of target torques of inner and outer wheels of the wheel hub motor driven vehicle is improved.
Claims (10)
1. A method for controlling the steering stability of an in-wheel motor driven vehicle is characterized by comprising the following steps: obtaining an initial value of each wheel driving torque, dividing a steering stability control mode according to a yaw velocity, a centroid side slip angle and a longitudinal vehicle speed, wherein the steering stability control mode comprises an understeer control mode, a normal steering control mode and an oversteer control mode, determining each wheel torque adjustment amount under the corresponding steering stability control mode, determining each wheel target driving torque according to each wheel torque initial value and each wheel torque adjustment amount, and performing feedback control on each wheel actual torque to enable each wheel actual driving path to be consistent with an expected driving path.
2. The in-wheel motor driven vehicle steering stability control method according to claim 1, characterized in that: and when the absolute value of the yaw angular velocity is less than or equal to the safe yaw angular velocity and the absolute value of the centroid slip angle is less than or equal to the safe centroid slip angle, entering a normal steering control mode without power-assisted steering.
3. The in-wheel motor driven vehicle steering stability control method according to claim 1, characterized in that: and when the absolute value of the yaw angular velocity is greater than the safe yaw angular velocity, the absolute value of the mass center slip angle is less than or equal to the safe mass center slip angle, and the longitudinal vehicle speed is less than or equal to the safe longitudinal vehicle speed, entering an understeer control mode, and performing equidirectional power-assisted steering.
4. The in-wheel motor driven vehicle steering stability control method according to claim 1, characterized in that: and when the actual vehicle working condition meets a first working condition, namely the absolute value of the mass center slip angle is greater than the safe mass center slip angle, or when the actual vehicle working condition meets a second working condition, namely the absolute value of the mass center slip angle is less than or equal to the safe mass center slip angle, the absolute value of the yaw velocity is greater than the safe yaw velocity, and the longitudinal vehicle speed is greater than the safe longitudinal vehicle speed, entering an over-steering control mode to perform reverse power-assisted steering.
5. The in-wheel motor driven vehicle steering stability control method according to claim 2, characterized in that: in the normal steering control mode, the target drive torque of each wheel is equal to the initial value of the drive torque of each wheel, and the value range of the target drive torque of each wheel is greater than or equal to the low-speed creep drive torque and less than or equal to twice the drive anti-skid torque of each wheel.
6. The in-wheel motor driven vehicle steering stability control method according to claim 3, characterized in that: in the understeer control mode, the torque adjustment amount Tt for each wheelr_pocIs determined as Ttr_poc＝Ttpoc*(γ-γsafe)*f(vx)
Wherein, TtpocFor unit adjustment of single wheel torque for differential power steering, gamma is yaw rate, gammasafeFor safe yaw rate, f (v)x) As a longitudinal vehicle speed weight function.
7. The in-wheel motor driven vehicle steering stability control method according to claim 4, characterized in that: in the oversteer control mode, when the centroid slip angle absolute value is less than or equal to the safe centroid slip angle, the yaw rate absolute value is greater than the safe yaw rate, and the longitudinal vehicle speed is greater than the safe longitudinal vehicle speed, the wheel torque adjustment amount Ttr_dycIs determined by
Ttr_dyc＝Ttγ1*γyc_err*f(vx)
Wherein, Ttγ1Controlling unit adjustment of single wheel torque, gamma, for yaw rateyc_errFor yaw-rate control error, f (v)x) As a longitudinal vehicle speed weight function.
8. The in-wheel motor driven vehicle steering stability control method according to claim 4, characterized in that: in the oversteer control mode, when the centroid slip angle absolute value is larger than the safe centroid slip angle, the wheel torque adjustment amount Ttr_dycIs determined by
Ttr_dyc＝(Ttγ1*γycerr+Ttβ1*(β-βdyc)*Kβ)*f(vx)
Wherein, Ttγ1Controlling unit adjustment of single wheel torque, gamma, for yaw rateyc_errAs yaw-rate control error, Ttβ1Controlling the unit adjustment amount of the single-wheel torque for the centroid slip angle, wherein beta is the centroid slip angle and betadycFor the safe centroid slip angle, i.e. the stable upper limit value of the centroid slip angle, KβCoefficient of operation to optimize control accuracy, f (v)x) As a longitudinal vehicle speed weight function.
9. The in-wheel motor driven vehicle steering stability control method according to claim 3, characterized in that: in the understeer control mode, the outboard wheel target drive torque is equal to a sum of the outboard wheel drive torque initial value and the torque adjustment amount, and the inboard wheel target drive torque is equal to a difference between the inboard wheel drive torque initial value and the torque adjustment amount.
10. The in-wheel motor driven vehicle steering stability control method according to claim 4, characterized in that: in the oversteer control mode, the outboard wheel target drive torque is equal to the difference between the outboard wheel drive torque initial value and the torque adjustment amount, and the inboard wheel target drive torque is equal to the sum of the inboard wheel drive torque initial value and the torque adjustment amount.
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