CN113830168B - Fault-tolerant control method and system for front wheel steering angle of vehicle based on fault estimation - Google Patents
Fault-tolerant control method and system for front wheel steering angle of vehicle based on fault estimation Download PDFInfo
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/0481—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures
- B62D5/0487—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures detecting motor faults
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/0481—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures
- B62D5/049—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures detecting sensor failures
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- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
The invention belongs to the technical field of steer-by-wire, and particularly relates to a fault-tolerant control method and system for a front wheel steering angle of a vehicle based on fault estimation. The method comprises the following steps: s1: establishing two state space equations with only sensor faults and only actuator faults; s2: designing a fault observer, and respectively monitoring a motor rotation angle sensor fault and a steering motor fault voltage; s3: designing a fault-tolerant controller; s4: taking the fault observer and the fault-tolerant controller as a steering controller of the vehicle; s5: acquiring an expected front wheel corner corresponding to the current state of the vehicle, and converting out an expected motor corner of a steering motor; s6: receiving a current actual rotation angle signal of a steering motor, and calculating expected motor voltage; s7: the steering motor is controlled to rotate according to the expected motor rotation angle through the steering motor actuator, so that rotation angle tracking control is realized. The invention solves the fault-tolerant control problems of sensor faults and actuator faults and the problem of excessive redundancy of hardware of a vehicle steering control system.
Description
Technical Field
The invention belongs to the technical field of steer-by-wire, and particularly relates to a fault-tolerant control method and system for a front wheel steering angle of a vehicle based on fault estimation.
Background
The steering system of the automobile is a key assembly for determining the active safety of the automobile, the traditional steering system of the automobile is a mechanical system, and the steering motion of the automobile is realized by the steering wheel operated by a driver and transmitted to steering wheels through a steering gear and a series of rods. The automobile steering-by-wire system cancels the mechanical connection between the steering wheel and the steering wheel, realizes steering completely by electric energy, gets rid of various limitations of the traditional steering system, and not only can freely design the force transmission characteristic of automobile steering, but also can design the angle transmission characteristic of automobile steering; so that the performance of the steering system of the automobile is further developed. The operation command of the steer-by-wire technology is not transmitted through simple machinery, but needs to be controlled through a signal, so that compared with the traditional mechanical steering system, the steer-by-wire system is much more complex, and the requirement on control precision is higher.
A steer-by-wire system is a complex electronic control system, and some faults often occur in the running process; this presents a significant challenge for the safety of the vehicle. The steering motor is a core component for steering the unmanned equation motorcycle race by wire, performs fault estimation and fault-tolerant control on the steering motor, enables the steering angle to accurately follow the control, and has important significance for guaranteeing the robustness, reliability, safety and the like of the system. There are some active fault tolerant controls for steer-by-wire systems, but generally only consider the situation where a sensor fault or an actuator fault occurs unilaterally. For example: the technical scheme disclosed in the Chinese patent practice-examination publication No. CN105667577A only considers the active fault-tolerant control under the condition that the sensor fault exists in the steering-by-wire system. In the technical schemes disclosed in the Chinese patent application publication No. CN102320325B and the Chinese patent application publication No. CN109733464A, only the active fault-tolerant control under the condition that the actuator of the steer-by-wire system has faults is considered. In addition, when an actuator failure occurs, a method adopted in a conventional vehicle is to realize control by a double motor. The fault-tolerant method has good control effect, but the addition of redundant hardware also greatly increases the cost of the vehicle.
Disclosure of Invention
In order to solve the problems that the existing drive-by-wire steering system of the automatic driving vehicle cannot realize fault-tolerant control by considering sensor faults and actuator faults, and the hardware redundancy of the steering control system of the vehicle is excessive and the cost is high; the invention provides a fault-tolerant control method and a fault-tolerant control system for a front wheel steering angle of a vehicle based on fault estimation.
The invention is realized by adopting the following technical scheme:
a vehicle front wheel steering angle fault-tolerant control method based on fault estimation comprises the following steps:
s1: according to a mathematical model of the vehicle steer-by-wire system, two state space equations are established for the presence of only sensor faults and only actuator faults.
S2: and designing a fault observer according to the two state space equations, wherein the fault observer comprises a first observation module for monitoring faults of the motor rotation angle sensor and a second observation module for monitoring fault voltage of the steering motor.
S3: and designing a fault-tolerant controller, and converting the expected motor rotation angle of the corresponding steering motor by the fault-tolerant controller according to the motor rotation angle sensor faults and the steering motor fault voltage.
S4: the fault observer and the fault-tolerant controller are applied to a steer-by-wire system of a vehicle as a steering controller of the vehicle.
S5: and acquiring an expected front wheel rotation angle corresponding to the current state of the vehicle, and converting the expected motor rotation angle of the steering motor by the steering controller according to the expected front wheel rotation angle of the vehicle.
S6: and receiving a current actual rotation angle signal of the steering motor through a rotation angle sensor, and then calculating an expected motor voltage according to the expected motor rotation angle and the received actual rotation angle.
S7: according to the calculated expected motor voltage, the steering motor is controlled to rotate according to the expected motor rotation angle through the steering motor actuator, and then the front wheels of the vehicle are driven to rotate through the speed reducer, so that the running state of the vehicle reaches the expected front wheel rotation angle.
As a further improvement of the present invention, in step S1, a mathematical model of the steering-by-wire system of the vehicle is built as follows:
wherein ,
u＝U，d＝T r ，/>
in the above formula, x is R 3 Representing a state variable; y E R 2 Representing a system output; u epsilon R 1 Representing fault tolerant control inputs; d E R 1 Indicating the applied interference; θ m Is the turning angle of the steering motor; i m The current passing through the steering motor; u is the terminal voltage of the steering motor; t (T) r The tire aligning moment; A. b, C, D is a matrix containing real vehicle data of an unmanned vehicle; f (F) s The fault vector is a fault vector of the rotation angle sensor; r is (r) p Is the steering pinion radius; k (K) r Is equivalent rigidity of the rack; b (B) eq Representing the damping coefficient of the motor and the rack equivalent to the steering motor shaft; j (J) eq Representing the moment of inertia of the motor and the rack equivalent to the steering motor shaft; n is the transmission ratio of the motor speed reducing mechanism; k (K) t Is the motor torque coefficient; k (K) b Is the armature back emf coefficient; l (L) m Is an armature inductance; r is R m Is an armature resistance; f (f) s Is a true value of the sensor fault; f (f) a Is a true value of the motor fault voltage.
As a further improvement of the present invention, in the mathematical model of step S1, the unified state space equation of the sensor fault is:
θ f ＝Δ*θ m +α＝θ m +(Δ-1)θ m +α；
wherein ,θf The fault output of the motor rotation angle sensor is achieved; delta is the magnitude of the gain value of the fault; alpha is the constant deviation or the stuck value of the fault; in particular, when Δ=0, α=0, it is indicated that the sensor has a signal interruption failure.
The fault terminal voltage of the steering motor is expressed as:
u f ＝Δ m U＝U+(Δ m -1)U；
wherein ,Δm As voltage gain failure coefficient, delta m ∈(0，1)；u f Representing a fault terminal voltage.
As a further development of the invention, in step S1, the state space equations constructed for the sensor-only fault and the actuator-only fault are each as follows:
constructing two non-singular transformation matrixes T and S, wherein the matrixes T and S respectively meet the following conditions:
wherein
A 1 ∈R 1×1 ，A 2 ∈R 1×2 ，A 3 ∈R 2×1 ，A 4 ∈R 2×2 ；B 1 ∈R 1×1 ；D 1 ∈R 1×1 ，D 2 ∈R 2×1 ；C 1 ∈R 1×1 ，C 4 ∈R 1 ×2 ；
F 2 ∈R 1×1 。
Order the
wherein ,x1 Representation [ theta ] m ]；x 2 Representation ofy 1 Representation [ theta ] m ]；y 2 Representation [ I ] m ]The method comprises the steps of carrying out a first treatment on the surface of the z and w are intermediate variables through state and output conversion respectively.
By using the elements in the matrix, the original steer-by-wire system can be reduced to a subsystem one and a subsystem two as follows:
subsystem one:
and a subsystem II:
the state space equation of the subsystem only contains sensor faults, and the state space equation of the subsystem II only contains actuator faults.
As a further improvement of the present invention, in the fault observer of step S2, the estimated value of the motor rotation angle sensor faultThe method comprises the following steps:
wherein ,representation->Is a function of the estimated value of (2); />
Estimation value of fault voltage of steering motorThe method comprises the following steps:
wherein ,ρa Represents f a Extreme value of (i) i.e. |f a ||≤ρ a ；P 1 Is thatIs a symmetric positive-definite Lyapunov matrix, A 1 s Is a preset stability matrix; />Representing Z 1 Is a function of the estimated value of (2); delta is a predetermined positive constant.
As a further improvement of the present invention, in step S3, the state quantity x of the fault tolerant controller 1 and x2 The method comprises the following steps:
wherein ,θm Is the steering angle of the steering motor.
The state equation of the steer-by-wire system including the fault tolerant controller is as follows:
in the above-mentioned method, the step of,
wherein u represents a fault tolerant control input; f (f) a A true value representing a fault voltage of the steering motor; f represents the applied interference; r is (r) p Representing steering pinion radius; k (K) r Representing the equivalent stiffness of the rack; b (B) eq Representing the damping coefficient of the motor and the rack equivalent to the steering motor shaft; j (J) eq Representing the moment of inertia of the motor and the rack equivalent to the steering motor shaft; k (K) t Representing a motor torque coefficient; k (K) b Representing the armature back emf coefficient; r is R m Representing armature resistance; l (L) m Representing armature inductance; n represents the transmission ratio of the motor reducing mechanism; i m Indicating the current passing through the steering motor; t (T) r Indicating the tire aligning moment.
The designed equation of the fault-tolerant controller is as follows:
wherein ,r1 Tracking error for the design; r is (r) 2 Is a virtual control item; x is x d Indicating a desired steering motor angle; sigma represents a switching function; h. c 1 、k 1 And beta is a positive constant in the fault tolerant controller that meets design requirements; θ s Representing the motor rotation angle measured by the rotation angle sensor; f (f) s A true value representing the failure of the rotation angle sensor.
As a further improvement of the invention, the tracking error r 1 The method comprises the following steps:
r 1 ＝x 1 -x d ；
virtual control item r 2 The method comprises the following steps:
wherein ,c1 Is a predetermined positive constant.
As a further improvement of the invention, the switching function σ is:
σ＝k 1 r 1 +r 2 ；
wherein ,k1 A constant for satisfying design requirements, and k 1 >0。
As a further improvement of the invention, the adaptive law of the fault tolerant controller is:
wherein γ is a predetermined positive constant.
The invention further comprises a fault-estimation-based vehicle front wheel steering angle fault-tolerant control system, wherein the vehicle front wheel steering angle fault-tolerant control system is applied to a steering system of a vehicle, and is used for controlling the vehicle front wheel steering angle by adopting the fault-estimation-based vehicle front wheel steering angle fault-tolerant control method, so that the state of the vehicle during movement reaches the expected front wheel steering angle. The vehicle front wheel steering angle fault-tolerant control system includes: the system comprises a motor rotation angle sensor, a fault observer, a fault tolerance controller and a desired motor voltage calculation module.
Wherein, the motor angle sensor is used for detecting the actual angle of rotation of the vehicle steering motor.
The fault observer is used for synchronously estimating the state quantity of the sensor fault and the actuator fault of the vehicle according to the motion state of the vehicle; the fault observer comprises an observation module I and an observation module II, wherein the observation module I is used for monitoring faults of the motor rotation angle sensor, and the observation module II is used for monitoring fault voltage of the steering motor.
The fault-tolerant controller is used for converting expected motor rotation angle of the steering motor according to motor rotation angle sensor faults and fault voltage of the steering motor, which are monitored by the fault observer.
The expected motor voltage calculation module is used for calculating expected motor voltage according to the obtained expected motor rotation angle and the actual rotation angle of the steering motor, outputting the expected motor voltage to the steering motor actuator, and further executing corresponding steering action by the steering motor.
The technical scheme provided by the invention has the following beneficial effects:
the invention provides a fault-tolerant control method and a fault-tolerant control system for a front wheel steering angle of a vehicle based on fault estimation, wherein a fault observer and a fault-tolerant controller are integrated; the fault information of the sensor fault and the actuator fault of the vehicle can be monitored and estimated in real time and synchronously, the fault information of the sensor fault and the actuator fault is further compensated by the fault-tolerant controller, accurate steering angle tracking control of the vehicle is finally realized, and the robust performance and the safety performance of the steering-by-wire system when the sensor fault and the actuator fault occur in the running process are improved.
Compared with the existing fault-tolerant scheme using more sensor redundancy and motor redundancy, the scheme provided by the invention has no hardware redundancy, and greatly saves the cost of fault-tolerant control. And the system has excellent compatibility with the steer-by-wire system of most existing vehicles, and can be applied to upgrading and reconstruction of the traditional automatic driving vehicles.
Drawings
Fig. 1 is a flowchart of the steps of a vehicle front wheel steering angle fault-tolerant control method based on fault estimation provided in embodiment 1 of the present invention.
Fig. 2 is a graph showing the rotation angle following state of the actual rotation angle and the expected rotation angle of the vehicle in the simulation experiment of embodiment 1 of the present invention.
Fig. 3 is a variation curve of the actual value and the estimated value of the motor fault voltage in the simulation experiment of embodiment 1 of the present invention.
Fig. 4 is a variation curve of the fault estimated value and the actual value of the rotation angle sensor of the steering motor in the simulation experiment of embodiment 1 of the present invention.
Fig. 5 is a partial enlarged view of a portion B in the variation curve of fig. 4.
Fig. 6 is a variation curve of the expected rotation angle and the actual rotation angle of the front wheel of the vehicle in the joint simulation experiment of the fault-tolerant controller in the embodiment 2 of the present invention.
Fig. 7 is a partial enlarged view of a portion a of the variation curve of fig. 6.
Fig. 8 is a schematic topological structure diagram of a vehicle front wheel steering angle fault-tolerant control system based on fault estimation provided in embodiment 2 of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present invention more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
Example 1
The embodiment provides a vehicle front wheel steering angle fault-tolerant control method based on fault estimation, as shown in fig. 1, the angle fault-tolerant control method comprises the following steps:
s1: according to a mathematical model of the vehicle steer-by-wire system, two state space equations are established for the presence of only sensor faults and only actuator faults.
The mathematical model of the built vehicle steer-by-wire system is as follows:
wherein ,
u＝U，d＝T r ，/>
in the above formula, x is R 3 Representing a state variable; y E R 2 Representing a system output; u epsilon R 1 Representing fault tolerant control inputs; d E R 1 Indicating the applied interference; θ m Is the turning angle of the steering motor; i m The current passing through the steering motor; u is the terminal voltage of the steering motor; t (T) r The tire aligning moment; A. b, C, D is a matrix containing real vehicle data of an unmanned vehicle; f (F) s The fault vector is a fault vector of the rotation angle sensor; r is (r) p Is the steering pinion radius; k (K) r Is equivalent rigidity of the rack; b (B) eq Representing the damping coefficient of the motor and the rack equivalent to the steering motor shaft; j (J) eq Representing the moment of inertia of the motor and the rack equivalent to the steering motor shaft; n is the transmission ratio of the motor speed reducing mechanism; k (K) t Is the motor torque coefficient; k (K) b Is the armature back emf coefficient; l (L) m Is an armature inductance; r is R m Is an armature resistance; f (f) s Is a true value of the sensor fault; f (f) a Is the true value of the motor fault voltage。
Among the sensor faults, a motor rotation angle sensor fault having a large influence on the steering performance is examined. In general, four fault types of the motor rotation angle sensor can be gain, deviation, blocking and signal interruption, and when faults of the four different modes occur, a unified state space equation of the sensor faults is as follows:
θ f ＝Δ*θ m +α＝θ m +(Δ-1)θ m +α
wherein ,θf The fault output of the motor rotation angle sensor is achieved; delta is the magnitude of the gain value of the fault; alpha is the constant deviation or the stuck value of the fault; in particular, when Δ=0, α=0, it is indicated that the sensor has a signal interruption failure.
In addition, components in the steer-by-wire system also can malfunction due to the increase of the service cycle and the influence of external factors, wherein the steering motor with larger influence can cause the terminal voltage to generate gain faults due to poor insulation, winding resistance change and the like, and the fault terminal voltage of the steering motor is expressed as:
u f ＝Δ m U＝U+(Δ m -1)U
wherein ,Δm As voltage gain failure coefficient, delta m ∈(0，1)；u f Representing a fault terminal voltage.
In this embodiment, the mathematical model of the steering-by-wire system of the vehicle is further reduced to two sub-state space equations, the first state space equation only containing a sensor fault and the second state space equation only containing an actuator fault. The method for constructing the state space equation with only sensor faults and only actuator faults comprises the following steps:
constructing two non-singular transformation matrixes T and S, wherein the matrixes T and S respectively meet the following conditions:
wherein
A 1 ∈R 1×1 ，A 2 ∈R 1×2 ，A 3 ∈R 2×1 ，A 4 ∈R 2×2 ；B 1 ∈R 1×1 ；D 1 ∈R 1×1 ，D 2 ∈R 2×1 ；C 1 ∈R 1×1 ，C 4 ∈R 1 ×2 ；F 2 ∈R 1×1 。
Order the
wherein ,x1 Representation [ theta ] m ]；x 2 Representation ofy 1 Representation [ theta ] m ]；y 2 Representation [ I ] m ]The method comprises the steps of carrying out a first treatment on the surface of the z and w are intermediate variables through state and output conversion respectively.
By using the elements in the matrix, the original steer-by-wire system can be reduced to a subsystem one and a subsystem two as follows:
subsystem one:
and a subsystem II:
the state space equation of the subsystem only contains sensor faults, and the state space equation of the subsystem II only contains actuator faults.
S2: and designing a fault observer according to the two state space equations, wherein the fault observer comprises a first observation module for monitoring faults of the motor rotation angle sensor and a second observation module for monitoring fault voltage of the steering motor. The fault observer is used for synchronously monitoring and estimating the faults of the steering angle sensor and the faults of the actuator of the steering motor in the steering-by-wire system of the unmanned automobile.
The fault observer establishing process comprises the following steps:
(1) The adaptive sliding mode observer is designed according to the first subsystem:
converting a state space equation of a subsystem into:
wherein ,
based on the converted subsystem, the following sliding mode observer is designed:
wherein ,representing Z 1 Is a function of the estimated value of (2); />Representation->Is a function of the estimated value of (2); />Representing w 1 Is a function of the estimated value of (2); />Is a stable matrix to be designed; v is a discontinuous output error injection term, and v satisfies:
in the above, ρ a Represents f a Extreme value of (i) i.e. |f a ||≤ρ a ，P 1 Is thatIs a symmetric positive-definite Lyapunov matrix; η is a positive scalar to be designed.
(2) Designing an unknown input observer according to the second subsystem:
converting a state space equation of the subsystem II into:
wherein , based on the converted subsystem II, the following unknown input observer is designed:
wherein ,F0 ∈R 3×3 ，L 0 ∈R 3×1 ，M 0 ∈R 3×3 ，N 0 ∈R 3×1 Are all matrices to be designed; h represents an intermediate variable.
Based on the above formula, there are:
the state estimation error function is defined as follows:
combining the state space equation, the function after the fault is obtained is as follows:
wherein I3 Is an identity matrix.
Let the matrix F to be designed 0 、L 0 、M 0 、N 0 The following conditions are satisfied:
then there are:
defining a control estimation error r as:
wherein H is a weight matrix pre-assigned, and the structure is that
(3) According to the designed self-adaptive sliding mode observer and the unknown input observer; solving parameters in the fault observer:
assuming that there is a positive definite matrix P 1 、P 2 Matrices X, Y and U, and a positive scaling amount γ, enable a suitable solution to the LMI equation:
wherein ,
S 2 ＝[I 3 0]，
π 1 ＝U+U T ，
the estimated error dynamics asymptotically stabilizes at a prescribed interference attenuation level mu;
the parameters in the solved fault observer are as follows:
M 0 ＝J 1 +ZJ 2 ，N 0 ＝J 3 +ZJ 4 ，
in the designed fault observer, the estimated value of the fault of the motor rotation angle sensorThe method comprises the following steps:
in the designed fault observer, the estimated value of motor fault voltageThe method comprises the following steps:
wherein δ is a predetermined positive constant.
S3: and designing a fault-tolerant controller, and converting the expected motor rotation angle of the corresponding steering motor by the fault-tolerant controller according to the motor rotation angle sensor faults and the steering motor fault voltage.
In this embodiment, the design method of the fault-tolerant controller includes the following steps:
defining the state quantity x of a fault tolerant controller 1 and x2 The method comprises the following steps:
wherein ,θm Is the steering angle of the steering motor.
The state equation of the steer-by-wire system including the fault tolerant controller is as follows:
in the above-mentioned method, the step of,
wherein u represents a fault tolerant control input; f (f) a A true value representing a fault voltage of the steering motor; f represents the applied interference; r is (r) p Representing steering pinion radius; k (K) r Representing the equivalent stiffness of the rack; b (B) eq Representing the damping coefficient of the motor and the rack equivalent to the steering motor shaft; j (J) eq Representing the moment of inertia of the motor and the rack equivalent to the steering motor shaft; k (K) t Representing a motor torque coefficient; k (K) b Representing the armature back emf coefficient; r is R m Representing armature resistance; l (L) m Representing armature inductance; n represents the transmission ratio of the motor reducing mechanism; i m Indicating the current passing through the steering motor; t (T) r Indicating the tire aligning moment.
Defining tracking error r in fault tolerant controller 1 Tracking error r 1 The method comprises the following steps:
r 1 ＝x 1 -x d ；
wherein ,xd Is the desired steering motor angle.
Based on the state of the fault-tolerant controllerQuantity x 1 and x2 Definition of (c) is:
defining a switching function sigma in the fault-tolerant controller, wherein the switching function sigma is as follows:
σ＝k 1 r 1 +r 2 ；
wherein ,k1 A constant for satisfying design requirements, and k 1 >0。
According to tracking error r 1 The state equation of the steering-by-wire system is designed into a sliding mode fault-tolerant controller; the sliding mode fault-tolerant controller is used as a required fault-tolerant controller.
The design method of the sliding mode fault-tolerant controller comprises the following steps:
according to tracking error r 1 Constructing a Liepruff function V 1 ：
Order the
wherein ,c1 Is positive constant, r 2 Is a virtual control item;
then there is
And is also provided with
Due to
Then
Due to k 1 +c 1 >0, it is apparent that if σ=0, r 1 ＝0，r 2 =0 and
thus, a Liepruff function two V is further constructed based on the defined switching function sigma 2 ：
Then
Assuming that the uncertain parameter part and the additional interference term in the steer-by-wire system change slowly, takingFurther constructs a Lyapunov function tri-V 3 ：
wherein ,for the estimated error of f +.> An estimated value for f; gamma is a positive constant; then there is
Based on the constructed function, the sliding mode fault tolerant controller is designed as follows:
wherein h and β are positive constants under conditions that meet design requirements.
Determining the self-adaptive law of the fault-tolerant controller according to the designed fault-tolerant controller, wherein the self-adaptive law of the fault-tolerant controller is as follows:
in this embodiment, the design process of the fault tolerant controller needs to further determine parameters therein.
The adaptive law based on the fault-tolerant controller can be further obtained:
wherein ,
by the above equationIt can be found that if Q is guaranteed to be a positive definite matrix, there isConsider->
Thus, by adjusting the constants h, c in the fault tolerant controller 1 and k1 The value of (2) is reasonably selected to enable the value of (Q|)>0, thereby ensuring that Q is positive definite matrix, meetingThe constant is established, and the design requirement of the fault-tolerant controller is met.
In the design process of the fault-tolerant controller, according to the Lasal invariance principle, the following is known:
when taking outWhen r.ident.0, σ.ident.0,
when t.fwdarw.infinity, z.fwdarw.0, σ.fwdarw.0,
thereby z 1 →0，z 2 →0，
Then x 1 →x d ,
Let theta s For the motor rotation angle measured by the rotation angle sensor, then
x 1 ＝θ m ＝θ s -f s ；
And because of So there is
S4: the fault observer and the fault-tolerant controller are applied to a steer-by-wire system of a vehicle as a steering controller of the vehicle.
S5: and acquiring an expected front wheel rotation angle corresponding to the current state of the vehicle, and converting the expected motor rotation angle of the steering motor by the steering controller according to the expected front wheel rotation angle of the vehicle.
S6: and receiving a current actual rotation angle signal of the steering motor through a rotation angle sensor, and then calculating an expected motor voltage according to the expected motor rotation angle and the received actual rotation angle.
S7: according to the calculated expected motor voltage, the steering motor is controlled to rotate according to the expected motor rotation angle through the steering motor actuator, and then the front wheels of the vehicle are driven to rotate through the speed reducer, so that the running state of the vehicle reaches the expected front wheel rotation angle.
In addition, in this embodiment or other embodiments, the sensor fault and the actuator fault may be decoupled by other decoupling methods, and then estimated separately. For example, the decoupling operation is implemented by creating a new augmented state vector for the sensor fault and the original state vector, and creating a new augmented state space equation for the actuator fault and the original added disturbance.
Aiming at the designed fault observer, the performance of the fault observer provided by the embodiment is verified through a simulation experiment, and the simulation experiment partially shows the conditions of only faults of the rotation angle sensor, only faults of the actuator and simultaneous occurrence of the two faults.
In the simulation experiment, the measured value when the rotation angle sensor of the steering motor fails is set as follows:
y f ＝0.7*y+2
wherein y is the measured value of the rotation angle sensor when the motor works normally.
Meanwhile, the fault voltage of the steering motor is set as follows:
u f ＝0.8*u
wherein u is the voltage value of the steering motor during normal operation.
In the simulation experiment, no fault occurs in 0-5 seconds, only the actuator fault occurs in 5-10 seconds, both faults occur in 10-15 seconds, and only the rotation angle sensor fault occurs in 15-20 seconds. In an embodiment, the actual rotation angle of the motor and the rotation angle of the desired rotation angle in this condition follow as shown in fig. 2.
In the simulation process, a change curve of the actual value and the estimated value of the motor fault voltage shown in fig. 3 is drawn according to the simulation result. And a variation curve of the rotation angle sensor failure estimated value and the true value of the steering motor as in fig. 4. To determine the magnitude of the error between the failure estimation result of the rotation angle sensor and the true value, the partial graph of the B portion in fig. 4 is enlarged to obtain an image as in fig. 5.
By analyzing the curves in fig. 2-5, it can be found that the fault observer designed in this embodiment can well accurately estimate different types of fault states when only the rotation angle sensor fault occurs, only the actuator fault occurs, and both faults occur at the same time, and the error between the estimated value and the true value is extremely small. Therefore, it can be stated that the fault observer designed in this embodiment meets the requirement of the beginning of the design.
In the embodiment, the fault-tolerant controller, the fault observer and the steering-by-wire system of the vehicle are subjected to joint simulation, and the joint simulation process mainly simulates the deviation between the actual rotation angle and the expected rotation angle of the front wheel rotation angle of the vehicle under the condition that the rotation angle sensor fault and the actuator fault occur simultaneously. And drawing a change curve of the expected rotation angle and the actual rotation angle of the front wheels of the vehicle shown in fig. 6 according to the simulation result, and amplifying a partial graph of a certain period of time, such as a marked part of a graph A, in fig. 6 to obtain a curve of fig. 7 in order to observe the error magnitude of the front wheel steering angle following the expected rotation angle under the control of the steering system.
As can be seen from analysis of the curves of fig. 6 and 7, after the fault-tolerant controller provided by the embodiment is applied, the steering-by-wire system of the vehicle can still ensure accurate steering angle following even in the state that the steering angle sensor fault and the actuator fault occur simultaneously, and as can be seen from the enlarged diagram of fig. 7, the steering angle following error obtained in the embodiment is very small. Therefore, it can be proved that after the fault-tolerant controller provided by the embodiment is applied to the steer-by-wire system of the vehicle, the vehicle can be effectively controlled, and the stability and the safety of the vehicle are further improved.
Example 2
The present embodiment provides a fault-estimation-based vehicle front wheel steering angle fault-tolerant control system, which is applied to a steering system of a vehicle, and is configured to control a vehicle front wheel steering angle by using the fault-estimation-based vehicle front wheel steering angle fault-tolerant control method according to embodiment 1, so that a state of the vehicle when moving reaches a desired front wheel steering angle. As shown in fig. 8, the vehicle front wheel steering angle fault-tolerant control system includes: the system comprises a motor rotation angle sensor, a fault observer, a fault tolerance controller and a desired motor voltage calculation module.
Wherein, the motor angle sensor is used for detecting the actual angle of rotation of the vehicle steering motor.
The fault observer is used for synchronously estimating the state quantity of the sensor fault and the actuator fault of the vehicle according to the motion state of the vehicle; the fault observer comprises an observation module I and an observation module II, wherein the observation module I is used for monitoring faults of the motor rotation angle sensor, and the observation module II is used for monitoring fault voltage of the steering motor.
The fault-tolerant controller is used for converting expected motor rotation angle of the steering motor according to motor rotation angle sensor faults and fault voltage of the steering motor, which are monitored by the fault observer.
The expected motor voltage calculation module is used for calculating expected motor voltage according to the obtained expected motor rotation angle and the actual rotation angle of the steering motor, outputting the expected motor voltage to the steering motor actuator, and further executing corresponding steering action by the steering motor.
Example 3
The invention also includes a fault-tolerant control device for vehicle front wheel steering angle based on fault estimation, comprising a memory, a processor and a computer program stored on the memory and executable on the processor, which processor, when executing the program, implements the steps of the whisper conversion method based on generating an countermeasure network as described above.
The computer device may be a smart phone, a tablet computer, a notebook computer, a desktop computer, a rack-mounted server, a blade server, a tower server, or a rack-mounted server (including a stand-alone server or a server cluster composed of a plurality of servers) that may execute a program, or the like. The computer device of the present embodiment includes at least, but is not limited to: a memory, a processor, and the like, which may be communicatively coupled to each other via a system bus.
In this embodiment, the memory (i.e., readable storage medium) includes flash memory, hard disk, multimedia card, card memory (e.g., SD or DX memory, etc.), random Access Memory (RAM), static Random Access Memory (SRAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), programmable read-only memory (PROM), magnetic memory, magnetic disk, optical disk, etc. In some embodiments, the memory may be an internal storage unit of a computer device, such as a hard disk or memory of the computer device. In other embodiments, the memory may also be an external storage device of a computer device, such as a plug-in hard disk, smart Media Card (SMC), secure Digital (SD) Card, flash Card (Flash Card) or the like, which are provided on the computer device. Of course, the memory may also include both internal storage units of the computer device and external storage devices. In this embodiment, the memory is typically used to store an operating system and various application software installed on the computer device. In addition, the memory can be used to temporarily store various types of data that have been output or are to be output.
The processor may be a central processing unit (Central Processing Unit, CPU), controller, microcontroller, microprocessor, or other data processing chip in some embodiments. The processor is typically used to control the overall operation of the computer device. In this embodiment, the processor is configured to execute the program code or process data stored in the memory, so as to implement the vehicle front wheel steering angle fault tolerance control method based on the fault estimation in the foregoing embodiment. The sensor fault and the actuator fault of the vehicle are accurately estimated, the front wheel steering angle of the vehicle is subjected to fault-tolerant control, the deviation caused by the two fault states is effectively compensated, the front wheel steering angle of the vehicle can follow the expected, and the accurate adjustment of the running state of the vehicle is realized.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the invention.
Claims (5)
1. The vehicle front wheel steering angle fault-tolerant control method based on fault estimation is characterized by comprising the following steps of:
s1: according to a mathematical model of the vehicle steer-by-wire system, two state space equations only having sensor faults and only having actuator faults are established; the mathematical model of the built vehicle steer-by-wire system is as follows:
wherein ,
u＝U，d＝T r ，/>
in the above formula, x is R 3 Representing a state variable; y E R 2 Representing a system output; u epsilon R 1 Representing fault tolerant control inputs; d E R 1 Indicating the applied interference; θ m Is the turning angle of the steering motor; i m The current passing through the steering motor; u is the terminal voltage of the steering motor; t (T) r The tire aligning moment; A. b, C, D is a matrix containing real vehicle data of an unmanned vehicle; f (F) s The fault vector is a fault vector of the rotation angle sensor; r is (r) p Is the steering pinion radius; k (K) r Is equivalent rigidity of the rack; b (B) eq Representing the damping coefficient of the motor and the rack equivalent to the steering motor shaft; j (J) eq Representing the moment of inertia of the motor and the rack equivalent to the steering motor shaft; n is the transmission ratio of the motor speed reducing mechanism; k (K) t Is the motor torque coefficient; k (K) b Is the armature back emf coefficient; l (L) m Is an armature inductance; r is R m Is an armature resistance; f (f) s Is a true value of the sensor fault; f (f) a Is the true value of the motor fault voltage;
the unified state space equation for the sensor fault is:
θ f ＝Δ*θ m +α＝θ m +(Δ-1)θ m +α
wherein ,θf The fault output of the motor rotation angle sensor is achieved; delta is the magnitude of the gain value of the fault; alpha is the constant deviation or the stuck value of the fault; in particular, when Δ=0, α=0, it is indicated that the sensor has a signal interruption fault;
the fault terminal voltage of the steering motor is expressed as:
u f ＝Δ m U＝U+(Δ m -1)U
wherein ,Δm As voltage gain failure coefficient, delta m ∈(0，1)；u f Representing a fault terminal voltage;
the constructed state space equations for the sensor only fault and the actuator only fault are as follows:
constructing two non-singular transformation matrixes T and S, wherein the matrixes T and S respectively meet the following conditions:
wherein
A 1 ∈R 1×1 ，A 2 ∈R 1×2 ，A 3 ∈R 2×1 ，A 4 ∈R 2×2 ；B 1 ∈R 1×1 ；D 1 ∈R 1×1 ，D 2 ∈R 2×1 ；C 1 ∈R 1×1 ，C 4 ∈R 1×2 ；F 2 ∈R 1×1 ；
Order the
wherein ,x1 Representation [ theta ] m ]；x 2 Representation ofy 1 Representation [ theta ] m ]；y 2 Representation [ I ] m ]The method comprises the steps of carrying out a first treatment on the surface of the z and w are intermediate variables subjected to state and output conversion respectively;
by using the elements in the matrix, the original steer-by-wire system can be reduced to a subsystem one and a subsystem two as follows:
subsystem one:
and a subsystem II:
wherein, the state space equation of the subsystem only contains sensor faults, and the state space equation of the subsystem II only contains actuator faults;
s2: designing a fault observer according to two state space equations, wherein the fault observer comprises a first observation module for monitoring faults of a motor rotation angle sensor and a second observation module for monitoring fault voltages of a steering motor;
the fault observer establishing process comprises the following steps:
(1) The adaptive sliding mode observer is designed according to the first subsystem:
converting a state space equation of a subsystem into:
wherein ,
based on the converted subsystem, the following sliding mode observer is designed:
wherein ,representing Z 1 Is a function of the estimated value of (2); />Representation->Is a function of the estimated value of (2); />Representing w 1 Is a function of the estimated value of (2); />Is a stable matrix to be designed; v is a discontinuous output error injection term, and v satisfies:
in the above, ρ a Represents f a Extreme value of (i) i.e. |f a ||≤ρ a ，P 1 Is thatIs a symmetric positive-definite Lyapunov matrix; η is a positive scalar to be designed;
(2) Designing an unknown input observer according to the second subsystem:
converting a state space equation of the subsystem II into:
wherein ,
based on the converted subsystem II, the following unknown input observer is designed:
wherein ,F0 ∈R 3×3 ，L 0 ∈R 3×1 ，M 0 ∈R 3×3 ，N 0 ∈R 3×1 Are all matrices to be designed; h represents an intermediate variable;
based on the above formula, there are:
the state estimation error function is defined as follows:
combining the state space equation, the function after the fault is obtained is as follows:
wherein I3 Is a unit matrix;
let the matrix F to be designed 0 、L 0 、M 0 、N 0 The following conditions are satisfied:
then there are:
defining a control estimation error r as:
wherein H is a weight matrix pre-assigned, and the structure is that
(3) According to the designed self-adaptive sliding mode observer and the unknown input observer; solving parameters in the fault observer:
assuming that there is a positive definite matrix P 1 、P 2 Matrices X, Y and U, and a positive scaling amount γ, enable a suitable solution to the LMI equation:
wherein ,
S 2 ＝[I 3 0]，
π 1 ＝U+U T ，
the estimated error dynamics asymptotically stabilizes at a prescribed interference attenuation level mu;
the parameters in the solved fault observer are as follows:
M 0 ＝J 1 +ZJ 2 ，N 0 ＝J 3 +ZJ 4 ，
in the designed fault observer, the estimated value of the fault of the motor rotation angle sensorThe method comprises the following steps:
in the designed fault observer, the estimated value of motor fault voltageThe method comprises the following steps:
wherein δ is a predetermined positive constant;
s3: designing a fault-tolerant controller, wherein the fault-tolerant controller converts the expected motor rotation angle of a corresponding steering motor according to the motor rotation angle sensor faults and the steering motor fault voltage;
state quantity x of fault tolerant controller 1 and x2 The method comprises the following steps:
wherein ,θm Is the turning angle of the steering motor;
the state equation of the steer-by-wire system including the fault tolerant controller is as follows:
in the above-mentioned method, the step of,
wherein u represents a fault tolerant control input; f (f) a A true value representing a fault voltage of the steering motor; f represents the applied interference; r is (r) p Representing steering pinion radius; k (K) r Representing the equivalent stiffness of the rack; b (B) eq Representing the damping coefficient of the motor and the rack equivalent to the steering motor shaft; j (J) eq Representing the moment of inertia of the motor and the rack equivalent to the steering motor shaft; k (K) t Representing a motor torque coefficient; k (K) b Representing the armature back emf coefficient; r is R m Representing armature resistance; l (L) m Representing armature inductance; n represents the transmission ratio of the motor reducing mechanism; i m Indicating the current passing through the steering motor; t (T) r Representing the tire aligning moment;
the designed equation of the fault-tolerant controller is as follows:
wherein ,r1 Tracking error for the design; r is (r) 2 Is a virtual control item; x is x d Indicating a desired steering motor angle; sigma represents a switching function; h. c 1 、k 1 And beta is a positive constant in the fault tolerant controller that meets design requirements; θ s Representing the motor rotation angle measured by the rotation angle sensor; f (f) s Representing a true value of the corner sensor fault;
s4: applying the fault observer and the fault tolerant controller to a steer-by-wire system of a vehicle as a steering controller of the vehicle;
s5: acquiring an expected front wheel corner corresponding to the current state of the vehicle, and converting by the steering controller according to the expected front wheel corner of the vehicle to calculate an expected motor corner of a steering motor;
s6: receiving a current actual rotation angle signal of a steering motor through a rotation angle sensor, and then calculating an expected motor voltage according to the expected motor rotation angle and the received actual rotation angle;
s7: according to the calculated expected motor voltage, the steering motor is controlled to rotate according to the expected motor rotation angle through the steering motor actuator, and then the front wheels of the vehicle are driven to rotate through the speed reducer, so that the running state of the vehicle reaches the expected front wheel rotation angle.
2. The fault-tolerant control method for vehicle front wheel steering angle based on fault estimation according to claim 1, characterized in that: the tracking error r 1 The method comprises the following steps:
r 1 ＝x 1 -x d ；
virtual control item r 2 The method comprises the following steps:
wherein ,c1 Is a predetermined positive constant.
3. The fault-tolerant control method for vehicle front wheel steering angle based on fault estimation according to claim 1, characterized in that: the switching function sigma is:
σ＝k 1 r 1 +r 2 ；
wherein ,k1 A constant for satisfying design requirements, and k 1 >0。
4. The fault-tolerant control method for vehicle front wheel steering angle based on fault estimation according to claim 1, characterized in that: the self-adaptive law of the fault-tolerant controller is as follows:
wherein γ is a predetermined positive constant.
5. A vehicle front wheel steering angle fault-tolerant control system based on fault estimation is characterized in that: the fault-tolerant control method is applied to a steering system of a vehicle, and the fault-tolerant control system of the front wheel steering angle of the vehicle is used for controlling the front wheel steering angle of the vehicle by adopting the fault-estimated-vehicle-front-wheel-steering-angle fault-tolerant control method according to any one of claims 1 to 4 so that the state of the vehicle when in motion reaches the expected front wheel steering angle; the vehicle front wheel steering angle fault-tolerant control system includes:
a motor rotation angle sensor for detecting an actual rotation angle of a steering motor of the vehicle;
a fault observer for synchronously estimating state quantities of a sensor fault and an actuator fault of the vehicle according to a motion state of the vehicle; the fault observer comprises an observation module I and an observation module II, wherein the observation module I is used for monitoring faults of a motor rotation angle sensor, and the observation module II is used for monitoring fault voltages of a steering motor;
the fault-tolerant controller is used for converting the expected motor rotation angle of the steering motor according to the motor rotation angle sensor faults and the fault voltage of the steering motor, which are monitored by the fault observer; and
and the expected motor voltage calculation module is used for calculating expected motor voltage according to the obtained expected motor rotation angle and the actual rotation angle of the steering motor, outputting the expected motor voltage to the steering motor actuator and further executing corresponding steering action by the steering motor.
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