CN114043995A - Fault-tolerant device and fault-tolerant control method for autonomous steering system of unmanned vehicle - Google Patents
Fault-tolerant device and fault-tolerant control method for autonomous steering system of unmanned vehicle Download PDFInfo
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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
- 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
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
- B60W50/0205—Diagnosing or detecting failures; Failure detection models
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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
- 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
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
- B60W50/029—Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
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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
- B62D5/046—Controlling the motor
- B62D5/0463—Controlling the motor calculating assisting torque from the motor based on driver input
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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
- B62D5/0484—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 for reaction to failures, e.g. limp home
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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
- 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
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
- B60W50/0205—Diagnosing or detecting failures; Failure detection models
- B60W2050/022—Actuator failures
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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
- 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
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
- B60W50/029—Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
- B60W2050/0292—Fail-safe or redundant systems, e.g. limp-home or backup systems
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- Automation & Control Theory (AREA)
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Abstract
The invention provides a fault-tolerant device and a fault-tolerant control method of an autonomous steering system of an unmanned vehicle, wherein the fault-tolerant device comprises a fault diagnosis module, and the fault diagnosis method operated in the fault diagnosis module comprises the following steps: the direct fault observation of the sensor and the fault estimation based on the vehicle position and the course deviation are combined, and the fault grade of the steering motor is judged through information fusion, so that the misdiagnosis of the steering fault caused by the faults of the steering column angular displacement sensor and the faults of some mechanical structural parts can be effectively prevented, and the subsequent fault-tolerant control is facilitated; the fault-tolerant control method sequentially changes the voltage parameter of the steering motor, 4-wheel torque differential compensation and controls the fault-tolerant device to carry out graded fault tolerance according to the fault grade of the steering motor, combines active fault tolerance and passive fault tolerance, avoids energy loss caused by early intervention of a redundant device, and is beneficial to further improving the self-adaptive capacity of the control system.
Description
Technical Field
The invention belongs to the field of steering systems of unmanned vehicles and control thereof, and relates to a fault-tolerant device and a fault-tolerant control method of an autonomous steering system of an unmanned vehicle.
Background
The unmanned vehicle obtains the current position information of the vehicle and the environmental information around the vehicle through a perception sensor, a high-precision map and a Global Positioning System (GPS) of a perception layer, performs information fusion through a vehicle control unit, and plans a proper path between a departure place and a destination. The autonomous steering system of the unmanned vehicle calculates a proper front wheel rotating angle through algorithms such as path tracking and obstacle avoidance, and the like, controls a steering motor, and enables the steering wheel to rotate to a certain angle through the torque transmission effect of a mechanical structure to complete the tracking of an expected path. The unmanned vehicle is an important part of the intelligent traffic system, can not only liberate the hands of a driver, but also improve the operation efficiency of the traffic system. However, if the steering actuator of the vehicle fails or fails during the driving process of the vehicle, the unknown failure may cause the vehicle to deviate from the expected path and affect the stability of the vehicle, even causing serious traffic accidents.
The driving safety of the unmanned vehicle is the primary consideration for realizing unmanned driving, so that self diagnosis and active fault-tolerant control of the fault of the steering actuator are important components of the autonomous steering system of the unmanned vehicle. For the fault diagnosis of the steering motor, most of the existing fault diagnosis technologies adopt a residual error of an expected value of the current of the steering motor, a residual error of an internal resistance of the steering motor and the expected value, and a residual error of a counter electromotive force of the steering motor and the expected value to judge whether the steering system is in fault and the fault occurrence level. However, due to the fact that the sensor fails or some mechanical structural components fail, the fault level of the steering motor cannot be accurately judged by a method based on sensor observation alone. Therefore, the fault diagnosis method for judging the fault level of the actuator based on the fusion of the direct fault observation of the sensor and the fault estimation based on the vehicle position deviation and the course deviation needs to be designed.
The fault-tolerant control technology of the existing autonomous steering system of the unmanned vehicle mostly refers to the fault-tolerant control technology of the steer-by-wire fault, when a steering actuator breaks down, a mechanical redundancy system is connected in through an electromagnetic locking device, and the switching from autonomous steering to driver electronic power steering is realized. The method cannot ensure that a driver takes over steering in time, and meanwhile, the continuous locking of the electromagnetic locking device and the intervention of a large number of mechanical structures cause the loss of electric energy of a steering system.
Disclosure of Invention
Aiming at the defects in the prior art, the invention provides a fault-tolerant device and a fault-tolerant control method of an autonomous steering system of an unmanned vehicle, a driver does not need to take over steering in the fault-tolerant control process, and the driving safety and stability of the vehicle are improved.
The present invention achieves the above-described object by the following technical means.
The fault-tolerant device of the autonomous steering system of the unmanned vehicle is characterized by comprising an actuating mechanism, a detection unit, a fault diagnosis module and a vehicle control unit, wherein the actuating mechanism comprises a fault-tolerant switching mechanism, and the fault-tolerant switching mechanism comprises a gear, a connecting sleeve, a shifting rod, a fulcrum, a ball screw, a ball nut, a shifting rod motor, a second reducer, a second ball bearing and a first steering column lower gear; the gear is positioned on the second steering column, the surface of the cylinder body of the connecting sleeve is matched with one end of the deflector rod, the upper end of the connecting sleeve is matched with the lower gear of the first steering column, and the lower end of the connecting sleeve is in a normally meshed state with the upper gear of the second steering column; an output shaft of the deflector rod motor is connected with an input gear of a second speed reducer, an output shaft of the second speed reducer is fixed on a ball nut, the ball nut is sleeved on a ball screw, and the bottom end of the ball screw is fixedly connected with the other end of the deflector rod; the shift lever is contacted with the fulcrum; the ball nut is restrained against radial movement by a second ball bearing.
In the above technical scheme, the front end of the lower gear of the first steering column is provided with a friction cone.
In the above technical solution, the fault diagnosis method executed in the fault diagnosis module specifically includes:
building a state space equation for estimating the fault of the steering system based on the position deviation and the course deviation;
estimating a front wheel steering angle deviation value based on a state space equation;
directly observing and obtaining a front wheel steering angle deviation value based on a steering column angular displacement sensor;
the front wheel steering angle deviation estimated based on the state space equation is fused with front wheel steering angle deviation information obtained by direct observation;
dividing the fault grade of the main steering motor into normal work, primary fault, secondary fault and tertiary fault;
the state space equation is:
in the form of matrix
Matrix U ═ δf]The matrix F ═ F δf-δf+ε]Matrix of
F represents a front wheel steering angle deviation value caused by a steering system fault estimated based on the vehicle position deviation and the course deviation;
matrix array
Matrix array
Matrix array
Wherein: e.g. of the typedIs a positional deviation of the vehicle,
for the heading bias of the vehicle, f is the error gain, ε is the additional disturbance due to the fault, δfIs the desired front wheel angle of the main steering motor,
for reference course angle, a is the distance from the front axle to the vehicle's center of mass, b is the distance from the rear axle to the vehicle's center of mass, IzFor the moment of inertia of the vehicle about the Z-axis of the vehicle coordinate system, m is the service mass of the vehicle, vxLongitudinal speed of the vehicle, CαiThe cornering powers of the tire of the ith wheel are 1, 2, 3 and 4, which respectively represent the left front wheel, the right front wheel, the left rear wheel and the right rear wheel of the vehicle;
the front wheel steering angle deviation value is calculated by the following formula:
wherein: delta x2And Δ x4Is a matrix
Q is a value of [ 01 ]]The weight of the interval;
the absolute value of the front wheel steering angle deviation after fusion is expressed as:
wherein: eδ(k) The front wheel steering angle deviation value is obtained by directly observing a steering column angular displacement sensor, gamma is the absolute value of the front wheel steering angle deviation after information fusion, and w is a weight coefficient.
In the above technical solution, w is defined as w ═ c | EIWhere c is a constant greater than 0, EIIs the deviation of the main steering motor current from the desired value.
In the above technical solution, the
Satisfies the following conditions:
wherein: x (k +1) is the current state quantity obtained by the vehicle attitude sensor and the GPS positioning module,
for predicting the state quantities at the moment of k +1
Matrix array
Matrix array
TfIs the step size of the controller operation.
In the above technical solution, the fault grade division of the main steering motor is designed according to the following rules:
gamma is in [0, gamma ]m0]Meanwhile, the main steering motor works normally;
gamma is in [ gamma ]m0，Γm1]In the meantime, the main steering motor has a primary fault;
gamma is in [ gamma ]m1，Γm2]In the meantime, a secondary fault occurs in the main steering motor;
gamma is greater than gammam2The main steering motor has three-level faults;
the gamma ism0Is the lower limit value of the main steering motor under normal operation, gammam1Lower limit value, Γ, for primary failure of the main steering motorm2The lower limit value of the secondary fault of the main steering motor.
A fault-tolerant control method of an autonomous steering system of an unmanned vehicle specifically comprises the following steps:
when the main steering motor works normally, the fault-tolerant device does not need to be involved;
when the primary steering motor has primary faults, the voltage parameters at two ends of the primary steering motor are changed to enable the primary steering motor to generate larger torque, and the front wheel steering angle is compensated, so that an upper expected value is tracked;
when the main steering motor of the automobile has secondary faults to cause insufficient left-turning steering, the right-side hub motor generates a driving torque larger than that of the left-side hub motor, and the active steering is compensated by utilizing differential steering; when the right-hand steering is insufficient, the left-hand hub motor generates a driving torque larger than that of the right-hand hub motor, and active steering compensation is performed by using differential steering;
when the steering motor has a three-level fault, the deflector rod motor works to move the connecting sleeve upwards, the first steering column is connected with the second steering column, the planetary gear speed change mechanism interrupts power transmission, the redundant steering motor works, and the main steering motor is connected.
Further, the maximum compensation value Delta theta of the front wheel turning anglemaxComprises the following steps:
wherein:
the angular velocity of the front wheel turning angle at the present moment,
the maximum angular acceleration of the corner of the front wheel after the fault of the main steering motor.
The invention has the beneficial effects that:
(1) the invention provides a fault diagnosis method of an autonomous steering system of an unmanned vehicle, which combines the direct observation of a sensor to the fault, the estimation of the fault based on the position and the course deviation of the vehicle and the judgment of the fault grade of a steering actuator through information fusion can effectively prevent the misdiagnosis of the steering fault caused by the fault of an angular displacement sensor of a steering column and the fault of some mechanical structural components, thereby being beneficial to the subsequent fault-tolerant control;
(2) the invention provides a fault-tolerant device of an autonomous steering system of an unmanned vehicle.A fault-tolerant switching mechanism adopts a driving lever motor to provide power, and utilizes a ball screw pair to convert the rotary motion of the motor into the linear motion of a screw after the speed is reduced and the torque is increased through a speed reducer, and pushes a shifting fork to move a connecting sleeve upwards to realize the combination of a first steering column and a second steering column; the invention has simple structure and reliable joint, and is automatically controlled by a Vehicle Control Unit (VCU) without the need of taking over by a driver;
(3) the invention provides a fault-tolerant control method of an autonomous steering system of an unmanned vehicle, which provides a corresponding fault-tolerant method aiming at the fault level of a main steering motor; when the main steering motor has slight fault, the voltage parameter of the main steering motor is changed, the differential steering is utilized to compensate the front wheel steering angle, and when the main steering motor has serious fault, the redundant steering motor is utilized to complete fault-tolerant control on the main steering motor connection pipe, so that energy loss caused by early intervention of a redundant device is avoided, and the self-adaptive capacity of the control system is further improved.
Drawings
FIG. 1 is a schematic structural diagram of a fault-tolerant device of an autonomous steering system of an unmanned vehicle according to the present invention;
FIG. 2 is a schematic diagram of a fault-tolerant shift mechanism of the autonomous steering system of the unmanned vehicle according to the present invention;
FIG. 3 is a flow chart of a method for diagnosing a fault in an autonomous steering system of an unmanned vehicle according to the present invention;
FIG. 4 is a schematic illustration of the position deviation and heading deviation of an unmanned vehicle according to the present invention after the unmanned vehicle deviates from a desired path;
FIG. 5 is a flow chart of a fault tolerant control method for an autonomous steering system of an unmanned vehicle according to the present invention;
FIG. 6 is a schematic view of the distribution of hub motors of the unmanned vehicle according to the present invention;
in the figure: 1-Vehicle Control Unit (VCU), 2-fault diagnosis module, 3-wheel hub motor group, 3.1-first wheel hub motor, 3.2-second wheel hub motor, 3.3-third wheel hub motor, 3.4-fourth wheel hub motor, 4-knuckle arm, 5-steering tie rod, 6-rack-and-pinion steering gear, 7-steering column torque sensor, 8-steering column angular displacement sensor, 9-first Hall current sensor, 10-main steering motor, 11-planetary gear speed change mechanism, 12-second steering column, 13-reversing gear group, 14-fault-tolerant switching mechanism, 14.1-second steering column upper gear, 14.2-connecting sleeve, 14.3-deflector rod, 14.4-fulcrum, 14.5-ball screw, 14.6-ball nut, 14.7-a deflector rod motor, 14.8-a second speed reducer, 14.9-a second ball bearing, 14.10-a first steering column lower gear, 14.11-a friction cone, 15-a second Hall current sensor, 16-a redundant steering motor, 17-a first speed reducer, 18-a first steering column and 19-a first ball bearing.
Detailed Description
The invention will be further described with reference to the following figures and specific examples, but the scope of the invention is not limited thereto.
As shown in fig. 1, the fault-tolerant device for the autonomous steering system of the unmanned vehicle specifically comprises an execution mechanism, a detection unit, a fault diagnosis module 2 and a Vehicle Control Unit (VCU) 1.
The actuating mechanism comprises a steering knuckle arm 4, a steering tie rod 5, a rack and pinion steering gear 6, a main steering motor 10, a planetary gear speed change mechanism 11, a second steering column 12, a reversing gear set 13, a fault-tolerant switching mechanism 14, a redundant steering motor 16, a first speed reducer 17 and a first steering column 18; the main steering motor 10 is communicated with a Vehicle Control Unit (VCU)1 through a CAN bus so as to provide power for steering of a steering system, and an output shaft of the main steering motor is connected with a shaft lever of a sun gear in a planetary gear speed change mechanism 11 through a spline; the planet carrier of the planetary gear speed change mechanism 11 is connected with the input gear shaft rod of the reversing gear set 13 through a spline, the gear ring of the planetary gear speed change mechanism 11 has two states of locking and free, when the gear ring is in the locking state, power is transmitted to the reversing gear set 13 after the main steering motor 10 reduces speed and increases torque through the planetary gear speed change mechanism 11, when the gear ring is in the free state, moving parts of the planetary gear speed change mechanism 11 are not restrained, and at the moment, power interruption is realized; the reversing gear set 13 has a function of changing the torque transmission direction, and an output gear thereof is fixedly mounted on the column of the second steering column 12; an input gear of the rack and pinion steering gear 6 is connected with the lower end of a second steering column 12, and an output rack of the rack and pinion steering gear can drive a tie rod 5 to move transversely; one end of the steering knuckle arm 4 is connected with a steering tie rod 5 through a ball pin, the other end of the steering knuckle arm 4 is fixedly arranged on a steering knuckle, and the steering knuckle arm 4 is pulled to rotate the steering knuckle by the horizontal movement of the steering tie rod 5 so as to drive a steering wheel to rotate by a certain angle by taking a main pin as a center; the redundant steering motor 16 is communicated with a Vehicle Control Unit (VCU)1 through a CAN bus and provides power for steering of a steering system when a three-level fault occurs in a main steering motor; the input gear of the first speed reducer 17 is connected with the output shaft of the redundant steering motor 16, and the output gear of the first speed reducer is fixedly arranged on the column body of the first steering column 18; the upper end of the first steering column 18 is restrained against radial movement by a first ball bearing 19; when the steering motor 10 has a three-level fault, the Vehicle Control Unit (VCU)1 controls the ring gear of the planetary gear transmission mechanism 11 to be loose, the power is taken over by the redundant steering motor 16, and the fault-tolerant switching mechanism 14 is used for transmitting the torque on the first steering column 18 to the second steering column 12.
Referring to fig. 1 and 2, the fault-tolerant switching mechanism 14 includes a second steering column 12 upper gear 14.1, an adapter sleeve 14.2, a shift lever 14.3, a fulcrum 14.4, a ball screw 14.5, a ball nut 14.6, a shift lever motor 14.7, a second reducer 14.8, a second ball bearing 14.9, a first steering column lower gear 14.10, and a friction cone 14.11; the connecting sleeve 14.2 is used for connecting or separating the first steering column 18 and the second steering column 12 to realize the transmission and interruption of the power of the redundant steering motor 16, a groove is formed on the surface of the column body of the connecting sleeve to be matched with one end of the deflector rod 14.3, an inner conical tooth is formed on the upper end of the connecting sleeve to be matched with the lower gear 14.10 of the first steering column, and an inner cylindrical tooth is formed on the lower end of the connecting sleeve to be in a normally meshed state with the upper gear 14.1 of the second steering column; the friction cone 14.11 is located at the forward end of the first steering column lower gear 14.10, and causes the first steering column 18 to accelerate from rest to an equal speed as the adapter sleeve 14.2 during engagement to reduce engagement shock; the driving lever motor 14.7 provides power for the fault-tolerant switching mechanism; an input gear of the second speed reducer 14.8 is connected with an output shaft of a deflector rod motor 14.7, an output shaft of the second speed reducer is fixedly arranged on a ball nut 14.6, the ball nut 14.6 is sleeved on a ball screw 14.5, and the bottom end of the ball screw 14.5 is fixedly connected with the other end of the deflector rod 14.3; the shift lever 14.3 is contacted with the fulcrum 14.4; the ball nut 14.6 is constrained against radial movement by a second ball bearing 14.9; in the fault-tolerant switching process, a deflector rod motor 14.7 provides power, the deflector rod motor drives a ball screw amplitude after speed reduction and torque increase of a second speed reducer 14.8, so that the ball screw 14.5 moves radially, the deflector rod 14.3 is pushed to move an engagement sleeve 14.2 upwards under the action of a fulcrum 14.4, a first steering column 18 is engaged with a second steering column 12, and meanwhile, a Vehicle Control Unit (VCU)1 controls a main steering motor 10 to interrupt power, controls a gear ring in a planetary gear speed change mechanism 11 to be loose, and interrupts torque transmission.
Referring to fig. 1, the detection unit includes a steering column torque sensor 7, a steering column angular displacement sensor 8, a first hall current sensor 9, and a second hall current sensor 15; the steering column torque sensor 7 is arranged on the second steering column 12 and is used for detecting the torque applied to the second steering column 12; the steering column angular displacement sensor 8 is arranged on the second steering column 12 and is used for detecting the angular displacement of the second steering column 12; the first hall current sensor 9 is in communication with a Vehicle Control Unit (VCU)1 through a CAN bus, and is configured to detect an armature current passing through a main steering motor 10; the second hall current sensor 15 communicates with a Vehicle Control Unit (VCU)1 via a CAN bus for detecting the armature current through the redundant steering motor 16.
And codes of the fault diagnosis algorithm of the autonomous steering system are burnt in the fault diagnosis module 2 and are used for dividing the fault grade of the primary steering motor 10.
And the Vehicle Control Unit (VCU)1 receives the data acquired by the detection unit and the fault information diagnosed by the fault diagnosis module 2, and controls the execution mechanism to finish autonomous steering and fault-tolerant control.
Fig. 3 shows a fault diagnosis method for an autonomous steering system of an unmanned vehicle according to the present invention, which specifically includes the following steps:
s1, building a state space equation for estimating the fault of the steering system based on the position deviation and the heading deviation: a unified mathematical model of the main motor 10 is established, a dynamic differential equation of the vehicle is combined, the position deviation and the course deviation are used as state variables, the corner of the front wheel is used as a control variable, and a state space equation for estimating the fault of the steering system is established.
The method analyzes the steering system faults, the steering system faults are mainly caused by sensor faults, controller faults and main steering motor 10 faults, the controller faults are processed by a method with software redundancy, and therefore the method only carries out fault diagnosis and fault-tolerant control on the faults of the steering column angular displacement sensor 8 and the main steering motor 10. The steering system fault can be divided into partial fault and complete failure, and a unified mathematical model is established as follows:
δa＝fδf+ε (1)
in the formula, wherein deltaaIs the true front wheel corner, delta, of the main steering motor 10 in the event of a failurefIs the desired front wheel steering angle of the main steering motor 10; f is an error gain describing the degree of steering system failure; epsilon is the extra perturbation due to the fault.
Establishing a two-degree-of-freedom vehicle model with yaw and transverse motion, wherein a dynamic differential equation of the two-degree-of-freedom vehicle model is as follows:
where m is the service mass of the vehicle, vxAnd v andyrespectively the longitudinal and lateral vehicle speeds of the vehicle,
is the yaw rate of the vehicle, deltafDesired front wheel angle, FxiLongitudinal force of tire of i-th wheel, FyiThe cornering powers of the I-th wheel tires (I ═ 1, 2, 3, 4, which represent the front left wheel, front right wheel, rear left wheel, and rear right wheel of the vehicle, respectively), IzIs the moment of inertia of the vehicle about the Z-axis of the vehicle coordinate system, a is the distance from the front axis to the center of mass of the vehicle, b is the distance from the rear axis to the center of mass of the vehicle, lfThe front wheel track is adopted.
In a two-degree-of-freedom vehicle model, the cornering power of a tire may be expressed as a linear function of the tire cornering angle:
Fyi＝Cαiαi (3)
in the formula, alphaiIs the tire slip angle of the ith wheel, CαiThe cornering stiffness of the i-th wheel tire.
Each tire slip angle is:
taking into account deltafIs a relatively small quantity, and therefore sin δ can be madef＝0、cosδ f1. Combining the formulas (2), (3) and (4), the dynamic differential equation of the vehicle two-degree-of-freedom vehicle model can be converted into:
referring to fig. 4, the position P is the expected position of the vehicle at the present time, and the position deviation edRefers to the distance between the actual position of the vehicle and the reference position on the desired path.
When the distributed drive unmanned vehicle tracks the expected path, the heading deviation refers to an included angle between the real driving direction of the vehicle and the tangential direction of the reference position on the expected path, so the heading deviation can be expressed as:
in the formula (I), the compound is shown in the specification,
the course angle of the vehicle is an included angle between the driving direction of the vehicle and the X-axis direction in a geodetic coordinate system;
the reference course angle is the included angle between the tangential direction at the reference point and the X-axis direction in the geodetic coordinate system.
The first and second derivatives of equation (6) over time result in the following equation:
from the vehicle kinematics illustrated in fig. 4, the rate of change of the position deviation needs to satisfy the following formula:
due to the fact that
Is relatively small, equation (8) can be simplified to:
from equations (7) and (9), the following further results:
substituting equation (10) into the simplified kinetic differential equation (5), equation (5) can be converted into:
since, in general, the change in curvature of the desired path is relatively gradual, in equation (11),
can be ignored. When the main steering motor 10 fails, the steered front wheels cannot follow the desired front wheel angle, and the vehicle position deviation e is detected at the next timedCourse deviation
And their rate of change
And
will be significantly larger. With ed、
For the state quantities and combining equation (1) and equation (11), the state space equation for estimating the steering system fault can be expressed as:
in the form of matrix
Matrix U ═ δf]The matrix F ═ F δf-δf+ε]Matrix of
F represents a front wheel steering angle deviation value caused by a steering system fault estimated based on the vehicle position deviation and the course deviation;
matrix array
Matrix array
Matrix array
S2, estimating the front wheel steering angle deviation value based on the state space equation: according to the deviation of the position and the course of the vehicle at the previous moment and the expected value, predicting the position deviation and the course deviation at the current moment through a state space equation; observing the position deviation and the course deviation at the current moment through a vehicle state sensor and a GPS positioning module; and estimating the front wheel steering angle deviation caused by the steering system fault at the current moment through a steering system fault diagnosis algorithm.
Discretizing the state space equation of the formula (12) to obtain a formula (13):
in the formula (I), the compound is shown in the specification,
Tfis the step size of the controller operation. The state quantity at the time k +1 is obtained through the state quantity X (k) at the time k and the expected control quantity U (k) through the prediction of the formula (13)
The current state quantity obtained by the vehicle attitude sensor and the GPS positioning module is X (k +1), so that sudden state quantity change caused by the steering system fault can be expressed as
According to equation (13), the abrupt change of the state quantity from the time k to the time k +1 can be estimated by the following equation:
in the formula (I), the compound is shown in the specification,
the state quantity from the k time to the k +1 time is suddenly changed,
and estimating a front wheel steering angle deviation value caused by the fault of the steering system based on the position deviation and the heading deviation of the vehicle at the moment k.
Due to the matrix
Not a square, matrix
The inverse of (a) does not exist,
it cannot be obtained by solving a non-homogeneous system of linear equations, but it can be estimated by the following formula:
in the formula, Δ x2And Δ x4Is a matrix
Q is a value of [ 01 ]]The larger the weight of the interval, the larger the q, the larger the influence of the steering system fault on the position deviation, and the smaller the q, the larger the influence of the steering system fault on the course deviation. After repeated tests, when the steering system fails, q is 0.6, which is considered desirable.
S3, directly observing and obtaining a front wheel steering angle deviation value based on the steering column angular displacement sensor 8: the angular displacement information of the second steering column 18 is collected by the angular displacement sensor 8 of the steering column to calculate the front wheel rotating angle, and the front wheel rotating angle is compared with an expected value, so that the front wheel rotating angle deviation caused by the fault of a steering system at the current moment is observed.
Desired front wheel steering value delta at time kf(k) The second steering column angular displacement observed by the steering column angular displacement sensor 8 is θ (k), the transmission ratio of the second steering column angular displacement to the front wheel angular displacement is τ, the front wheel steering angle value at the observed k moment can be represented as τ θ (k), and the front wheel steering angle deviation value obtained based on direct observation by the steering column angular displacement sensor 8 can be represented as:
Eδ(k)＝τθ(k)-δf(k) (16)
s4, fusing fault information: and introducing a weight factor, and fusing the front wheel steering angle deviation estimated by the vehicle position deviation and the heading deviation S2 with the front wheel steering angle deviation information obtained by direct observation of the sensor S3.
When the steering column angular displacement sensor 8 has drift or stuck faults, the fault level of the main steering motor 10 cannot be accurately judged by a method based on sensor observation alone, so that effective steering compensation is made, therefore, the invention fuses the front wheel steering angle deviation estimated by the vehicle position and course deviation S2 and the front wheel steering angle deviation information directly observed by the sensor S3, and judges the fault level of the steering actuator. The absolute value of the front wheel steering angle deviation after fusion can be expressed as:
wherein Γ is the absolute value of the front wheel steering angle deviation after information fusion, w is the weight coefficient, and the value range is [0, 1%]. When the main steering motor 10 or the rack and pinion steering gear 6 is locked, the main steering motor current obtained by the first hall current sensor 9 will be significantly changed. The invention thus makes use of the deviation E of the current of the main steering motor from a desired valueITo determine a weight coefficient w; when E isIThe larger value of w needs to be set, which means that the fault diagnosis system trusts the method of sensor observation more; when E isISmaller means that the motor fault is not detected based on the first hall current sensor 9, in order to prevent the fault misdiagnosis caused by the fault of the steering column angular displacement sensor 8 at the moment, w needs to be set to be a smaller value at the moment, and the fault diagnosis system trusts more a method for estimating the fault of the steering system based on the position deviation and the heading deviation of the vehicle.
w can be determined by the following formula:
w＝c|EI| (18)
in the formula, c is a constant larger than 0, and a reasonable fault test can be designed to carry out parameter setting on c.
S5, classifying the fault of the main steering motor 10: and fitting the front wheel steering angle deviation threshold values of normal work, primary faults, secondary faults and tertiary faults of the main steering motor 10 through experimental data, and judging the fault level of the main steering motor 10 by using a self-diagnosis rule.
Setting Γ by experimental datam0Is the lower limit value of the main steering motor 10 under normal operationm1Is the lower limit value, gamma, of the primary failure of the main steering motor 10m2A lower limit value at which a secondary failure occurs in the main steering motor 10.
The rule for the fault self-diagnosis is designed as follows:
gamma is in [0, gamma ]m0]Meanwhile, the main steering motor 10 normally operates;
gamma is in [ gamma ]m0，Γm1]Meanwhile, the main steering motor 10 has a primary fault, which is also called a steering motor drift fault;
gamma is in [ gamma ]m1，Γm2]Meanwhile, the main steering motor 10 has a secondary fault, which is also called a steering motor weakening fault;
gamma is greater than gammam2The primary steering motor 10 experiences a three-level fault, also referred to as a severe weakening or failure fault of the steering motor.
When gamma is in [0, gammam0]The steering system is considered to be influenced by measurement noise and external interference, but the main steering motor 10 works normally, and the fault-tolerant device does not need to be intervened. When the primary steering motor 10 has a primary fault, the steering system is subjected to the action of the resisting moment due to the mechanical fault of the primary steering motor 10 or the bearing, so that the drift between the corner of the front wheel and the expected value of the front wheel occurs, and at the moment, primary fault-tolerant control needs to be executed. When a secondary fault occurs in the main steering motor 10, due to the faults such as unbalanced three-phase voltage or insufficient power, the torque providing capability of the steering motor is weakened, so that a large deviation exists between the front wheel steering angle and the expected value of the front wheel steering angle, and at the moment, secondary fault-tolerant control needs to be executed. When the main steering motor 10 has a three-level fault, the main steering motor 10 is seriously weakened or even fails due to the faults of burnout or phase loss and the like of the main steering motor 10, and at this time, three-level fault-tolerant control needs to be executed. The fault diagnosis method can enable the sensor to directly observe the fault and is based on the position and navigation of the vehicleThe steering deviation estimation faults are combined, the fault grade of the steering actuator is judged through information fusion, and misdiagnosis of the steering faults caused by faults of the steering column angular displacement sensor 8 and faults of some mechanical structural components can be effectively prevented.
Referring to fig. 5, based on the fault-tolerant apparatus, the fault-tolerant control method of the autonomous steering system of the unmanned vehicle provided by the invention is as follows:
scenario 1: when the fault diagnosis module 2 detects that the main steering motor 10 works normally, the fault-tolerant device does not need to be involved.
Scenario 2: when the fault diagnosis module 2 detects that the primary steering motor 10 has a primary fault, the primary steering motor 10 is partially failed, the real front wheel steering angle cannot track the expected value, but the voltage parameter at the two ends of the primary steering motor 10 is changed to generate larger torque, the front wheel steering angle is compensated, and therefore the expected value is tracked. However, the compensation value delta theta of the front wheel rotation angle is limited by the efficiency and the fault condition of the main steering motor 10, and the maximum compensation value delta theta of the front wheel rotation anglemaxIs determined by the following method:
the preferred main steering motor 10 of the present invention generates a maximum torque TmaxThe maximum torque that can be generated by the motor after the fault occurs is fTmaxEstablishing a mathematical model of the steering system, wherein the maximum angular acceleration of the front wheel turning angle is
Maximum compensation value delta theta of front wheel rotation anglemaxCan be expressed as:
in the formula (I), the compound is shown in the specification,
angular velocity, T, of the corner of the front wheel at the present momentfIs the step size of the controller operation.
The compensation value of the current wheel turning angle is less than delta thetamaxCan be changed byThe voltage parameter across the variable primary steering motor 10 causes the actual front wheel steering angle to track the desired value.
Scenario 3: when the fault diagnosis module 2 detects that the main steering motor 10 has a secondary fault, the main steering motor 10 has partial failure, and the compensation value required by the front wheel steering angle is greater than delta thetamaxAt this time, the purpose of compensating the front wheel rotation angle cannot be achieved by changing the voltage parameter of the main steering motor 10. The characteristics that the torque of a 4-wheel hub motor of a distributed driving unmanned vehicle is independent and accurately controlled are utilized, the characteristic that the wheel hub motor drives redundantly is reasonably utilized, when a main steering motor 10 of the vehicle has secondary faults to cause insufficient left-turning steering, a Vehicle Control Unit (VCU)1 controls a second wheel hub motor 3.2 and a fourth wheel hub motor 3.4 on the right side to generate larger driving torques than a first wheel hub motor 3.1 and a third wheel hub motor 3.3 on the left side, and the active steering is further compensated by utilizing differential steering; when the right-hand steering is insufficient, a Vehicle Control Unit (VCU)1 controls a first hub motor 3.1 and a third hub motor 3.3 on the left side to generate larger driving torque than a second hub motor 3.2 and a fourth hub motor 3.4 on the right side, and active steering is further compensated by utilizing differential steering; the spatial position of the in-wheel motor is shown in fig. 6.
Scenario 4: when the fault diagnosis module 2 detects that the main steering motor 10 has a three-level fault, the main steering motor 10 has a serious partial failure, even a complete failure. The purpose of compensating the front wheel rotation angle cannot be achieved by changing voltage parameter compensation and differential steering compensation, at the moment, a Vehicle Control Unit (VCU)1 controls a deflector rod motor 14.7 to work to enable an engagement sleeve 14.2 to move upwards, a first steering column 18 and a second steering column 12 are engaged, after engagement, the Vehicle Control Unit (VCU)1 controls a planetary gear speed change mechanism 11 to interrupt power transmission, and meanwhile controls a redundant steering motor 16 to work to take over a main steering motor 10.
The present invention is not limited to the above-described embodiments, and any obvious improvements, substitutions or modifications can be made by those skilled in the art without departing from the spirit of the present invention.
Claims (8)
1. The fault-tolerant device of the autonomous steering system of the unmanned vehicle is characterized by comprising an executing mechanism, a detection unit, a fault diagnosis module (2) and a vehicle control unit (1), wherein the executing mechanism comprises a fault-tolerant switching mechanism (14), and the fault-tolerant switching mechanism (14) comprises a gear (14.1), a connecting sleeve (14.2), a shifting lever (14.3), a fulcrum (14.4), a ball screw (14.5), a ball nut (14.6), a shifting lever motor (14.7), a second speed reducer (14.8), a second ball bearing (14.9) and a first steering column lower gear (14.10); the gear (14.1) is positioned on the second steering column (12), the surface of the cylinder of the connecting sleeve (14.2) is matched with one end of the deflector rod (14.3), the upper end of the connecting sleeve (14.2) is matched with the lower gear (14.10) of the first steering column, and the lower end of the connecting sleeve (14.2) is in constant meshing with the upper gear (14.1) of the second steering column; an output shaft of the deflector rod motor (14.7) is connected with an input gear of a second speed reducer (14.8), an output shaft of the second speed reducer (14.8) is fixed on a ball nut (14.6), the ball nut (14.6) is sleeved on a ball screw (14.5), and the bottom end of the ball screw (14.5) is fixedly connected with the other end of the deflector rod (14.3); the shift lever (14.3) is contacted with the fulcrum (14.4); the ball nut (14.6) is limited in radial movement by a second ball bearing (14.9).
2. Fault tolerant arrangement of an autonomous steering system of an unmanned vehicle according to claim 1, characterized in that the front end of the first column lower gear (14.10) is provided with a friction cone (14.11).
3. Fault-tolerant arrangement of an autonomous steering system of an unmanned vehicle according to claim 1, characterized in that the fault diagnosis method run in the fault diagnosis module (2) is in particular:
building a state space equation for estimating the fault of the steering system based on the position deviation and the course deviation;
estimating a front wheel steering angle deviation value based on a state space equation;
directly observing and obtaining a front wheel steering angle deviation value based on a steering column angular displacement sensor (8);
the front wheel steering angle deviation estimated based on the state space equation is fused with front wheel steering angle deviation information obtained by direct observation;
dividing the fault grade of the main steering motor (10) into normal work, primary fault, secondary fault and tertiary fault;
the state space equation is:
in the form of matrix
Matrix U ═ δf]The matrix F ═ F δf-δf+ε]Matrix of
F represents a front wheel steering angle deviation value caused by a steering system fault estimated based on the vehicle position deviation and the course deviation;
matrix array
Matrix array
Matrix array
Wherein: e.g. of the typedIs a positional deviation of the vehicle,
for the heading bias of the vehicle, f is the error gain, ε is the additional disturbance due to the fault, δfIs the desired front wheel angle of the main steering motor (10),
for reference course angle, a is front axle toDistance of vehicle center of mass, b is distance of rear axle to vehicle center of mass, IzFor the moment of inertia of the vehicle about the Z-axis of the vehicle coordinate system, m is the service mass of the vehicle, vxLongitudinal speed of the vehicle, CαiThe cornering powers of the tire of the ith wheel are 1, 2, 3 and 4, which respectively represent the left front wheel, the right front wheel, the left rear wheel and the right rear wheel of the vehicle;
the front wheel steering angle deviation value is calculated by the following formula:
wherein: delta x2And Δ x4Is a matrix
Q is a value of [ 01 ]]The weight of the interval;
the absolute value of the front wheel steering angle deviation after fusion is expressed as:
wherein: eδ(k) The front wheel steering angle deviation value is obtained by directly observing a steering column angular displacement sensor (8), wherein gamma is the absolute value of the front wheel steering angle deviation after information fusion, and w is a weight coefficient.
4. The fault tolerant arrangement of an autonomous steering system of an unmanned vehicle according to claim 3, characterized in that w is w-c | E ═ c | EIWhere c is a constant greater than 0, EIIs the deviation of the main steering motor current from the desired value.
5. The fault tolerant arrangement of an autonomous steering system of an unmanned vehicle according to claim 3, characterized in that the fault tolerant arrangement is a fault tolerant arrangement of an autonomous steering system of an unmanned vehicle
Satisfies the following conditions:
wherein: x (k +1) is the current state quantity obtained by the vehicle attitude sensor and the GPS positioning module,
for predicting the state quantities at the moment of k +1
Matrix array
Matrix array
TfIs the step size of the controller operation.
6. Fault tolerant arrangement of an autonomous steering system of an unmanned vehicle according to claim 3, characterized in that the primary steering motor (10) failure classification is designed according to the following rules:
gamma is in [0, gamma ]m0]Meanwhile, the main steering motor (10) works normally;
gamma is in [ gamma ]m0，Γm1]In the meantime, the primary steering motor (10) has a primary fault;
gamma is in [ gamma ]m1，Γm2]In the meantime, the main steering motor (10) has a secondary fault;
gamma is greater than gammam2The main steering motor (10) has three-level faults;
the gamma ism0Is the lower limit value of the main steering motor (10) under the normal operationm1Is the lower limit value of the primary fault of the main steering motor (10), gammam2Is the lower limit value of the secondary fault of the main steering motor (10).
7. A fault-tolerant control method of a fault-tolerant apparatus of an autonomous steering system of an unmanned vehicle according to any one of claims 1-6, characterized in that:
when the main steering motor (10) works normally, the fault-tolerant device does not need to be involved;
when the primary steering motor (10) has a primary fault, the voltage parameters at two ends of the primary steering motor (10) are changed to enable the primary steering motor (10) to generate larger torque, and the front wheel steering angle is compensated, so that an expected value is tracked;
when the main steering motor (10) of the automobile has secondary faults to cause insufficient left-turning steering, the right-side hub motor generates a driving torque larger than that of the left-side hub motor, and the active steering is compensated by using differential steering; when the right-hand steering is insufficient, the left-hand hub motor generates a driving torque larger than that of the right-hand hub motor, and active steering compensation is performed by using differential steering;
when the steering motor (10) has a three-level fault, the deflector rod motor (14.7) works to enable the connecting sleeve (14.2) to move upwards, the first steering column (18) and the second steering column (12) are connected, the planetary gear speed change mechanism (11) interrupts power transmission, the redundant steering motor (16) works, and the main steering motor (10) is connected.
8. The fault-tolerant control method according to claim 7, characterized in that the maximum compensation value Δ θ for the front wheel turning anglemaxComprises the following steps:
wherein:
the angular velocity of the front wheel turning angle at the present moment,
rear front wheel steering angle of main steering motorMaximum angular acceleration of (2).
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