CN114889446A - Method and device for distributing torque vectors in two directions of cross-country vehicle and storage medium - Google Patents
Method and device for distributing torque vectors in two directions of cross-country vehicle and storage medium Download PDFInfo
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- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B60L2220/42—Electrical machine applications with use of more than one motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2220/00—Electrical machine types; Structures or applications thereof
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- B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
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- B60L2240/00—Control parameters of input or output; Target parameters
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
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Abstract
The invention discloses a method, equipment and a storage medium for distributing torque vectors in two directions of an off-road vehicle. The invention discloses a method, equipment and a storage medium for distributing torque vectors in two directions of a cross-country vehicle, which develop a hub computer and a drive layer reconstruction optimization vector controller by taking maneuverability, trafficability, stability and steering flexibility as optimization targets. The longitudinal control method provided by the invention can effectively improve the running stability and trafficability of the off-road vehicle under extreme undulating terrain; the transverse control method solves the common shaking problem of the sliding mode controller on the premise of improving the steering flexibility and the yaw stability, and realizes the global optimization of yaw motion error tracking through the adaptive adjustment of the approach rate.
Description
Technical Field
The invention relates to the field of in-wheel motor vehicle driving, in particular to a method, equipment and a storage medium for distributing torque vectors in two directions of an off-road vehicle.
Background
In recent years, electronic devices such as microcontrollers have been developed in a long time owing to the gradual maturity of integrated technologies. The method is applied to the development of an electric drive system, and can obviously improve the control precision and the power performance of a vehicle. The wheel hub motor vehicle is provided with an algorithm with better robustness in a microcontroller, and has good development prospect by combining various advantages of high integration level, short transmission chain, low mechanical loss, high torque response speed, strong power and the like.
Off-road vehicles are more and more popular among consumers due to their strong power and high trafficability. However, the driving environment of the off-road vehicle is complex, and the off-road vehicle needs to have the passing capability on various grades of roads, muddy roads, sandy lawns and other bad roads, so that the mobility and the stability of the off-road vehicle driven by the hub motor are greatly challenged.
Disclosure of Invention
Embodiments of the present invention provide a method, an apparatus, and a storage medium for allocating a two-directional torque vector of an off-road vehicle.
A first aspect of the invention provides a two-directional torque vector distribution method for an off-road vehicle, comprising a longitudinal motion control method and a lateral stability control method;
the longitudinal motion control method specifically comprises the following steps:
building a tire mechanics model, and obtaining a driving torque transfer equation of the vehicle according to the tire mechanics model;
calculating the real-time wheel end output torque of the vehicle, and adjusting the wheel attachment utilization rate of the vehicle through torque vector pre-distribution;
designing a sliding mode controller, and tracking the slip rate error of the wheel through a driving torque command output by the sliding mode controller so as to improve the control effect of longitudinal motion;
the lateral stability control method specifically comprises the following steps:
designing a vehicle feedforward control method to obtain a feedforward yaw moment;
designing a vehicle feedback control method to obtain a feedback yaw moment;
and adjusting the wheel attachment utilization rate of the vehicle through moment vector redistribution according to the feedforward yaw moment and the feedback yaw moment.
Further, the building of the tire mechanics model and obtaining a driving torque transfer equation of the vehicle according to the tire mechanics model specifically include:
building a tire mechanical model, and obtaining the ground contact length, longitudinal force, sliding friction and wheel output torque of the vehicle tire from the tire model;
wherein the grounding length is expressed by the following formula:
the longitudinal force is expressed by the following formula:
the sliding friction is expressed by the following formula:
the wheel output torque is expressed by the following equation:
in the formula: z is the average elastic deformation of the tire, v r Is the relative speed between the tyre and the contact surface,. epsilon.is the dynamic variation of the road adhesion conditions,. sigma 0 、σ 1 、σ 2 Normalized lumped stiffness, lumped damping and viscous relative damping for the tire contact patch respectively,m is the total vehicle mass, v x For actual longitudinal vehicle speed, F z For vertical loading of the vehicle, g (v) r ) For sliding friction, mu c To normalize the Coulomb Friction coefficient, μ s Is a static coefficient of friction, v s To describe the Stribeck relative velocity, T, for the low speed slip phase w Is the wheel output torque, J is the wheel moment of inertia, w is the wheel angular velocity, σ w Is a viscous coefficient of rotational friction, r w Is the effective rolling radius of the wheel;
obtaining a driving torque transfer equation according to a tire mechanics model and the vehicle four-wheel slip change rate;
in the formula: f. of i Fitting a function to the adhesion coefficient; mu.s i Is the tire adhesion coefficient; lambda [ alpha ] i Is the tire slip ratio; a is x Is the vehicle longitudinal acceleration; w is a i Is the tire angular velocity; r is w Is the effective rolling radius of the wheel; f xi Is the tire longitudinal force; f zi Is a vertical load; j. the design is a square i Is the rotational inertia of the wheel; i.e. i m In order to realize the transmission ratio of the speed reducer,
the four wheel slip rate change rate, L is the Laplace transform.
Further, the calculating of the real-time wheel end output torque of the vehicle, and the adjusting of the wheel adhesion utilization rate of the vehicle through torque vector pre-distribution specifically include:
calculating the real-time wheel end output torque by the following formula:
in the formula: t is a unit of i (k) Outputting torque for the real-time wheel end; t is maxi (k) Outputting the maximum output torque for the real-time wheel end; delta T i (k) Adjusting instructions for driving the antiskid devices;
is the accelerator pedal opening change rate; OS i Determining a flag bit for stability;
is composed of
The first-order inertial delay system of (1); tau is acc The peak current sampling period of the electronic pedal and the motor is shown, t is sampling time, m is the mass of the whole vehicle, and g is the gravity acceleration.
Further, the design synovial controller tracks the slip rate error of the wheel through a driving torque command output by the synovial controller to improve the longitudinal motion control effect, and specifically comprises:
designing a sliding surface and an approach law of the adaptive sliding mode controller:
s(k)＝1-DPUR i (k)
in the formula: s represents a sliding mode surface function; q is the approximate rate gain to adjust lambda i The convergence rate of (2);
designing a calculation formula of the gain q:
obtaining a driving torque command T i (k)：
In which the drive torque command T is i (k) Minimum torque (T) of motor min 0) constraint.
Further, the designing of the vehicle feedforward control method to obtain the feedforward yaw moment specifically includes:
calculating the side slip angle of the front wheel of the vehicle according to the steering angle of the front wheel of the vehicle, the side slip angle of the mass center of the vehicle body, the distance from the mass center of the vehicle to a front shaft, the yaw velocity of the vehicle and the longitudinal speed of the vehicle;
calculating the side slip angle of the rear wheel of the vehicle according to the distance from the mass center of the vehicle to the rear axle, the yaw angular velocity of the vehicle, the longitudinal speed and the mass center side slip angle of the vehicle body;
establishing a lateral deviation force equation:
F yi ＝C i α i
unfolding to obtain:
establishing a feedforward yaw moment equation:
in the formula: alpha (alpha) ("alpha") F 、α R Is the side deflection angle of the front wheel and the rear wheel; delta F Is a front wheel corner; l is F 、L R The distance from the center of mass of the vehicle to the front and rear axes; beta is the vehicle body mass center slip angle; gamma is the yaw velocity of the vehicle; c i For front and rear wheel side deflection rigidity, subscript i respectively refers to a left front wheel, a right front wheel, a left rear wheel and a right rear wheel by using FL, FR, RL and RR; f yi Is the lateral bias force; m is the mass of the whole vehicle，v x For longitudinal vehicle speed, v y Is the transverse vehicle speed; i is z Rotating inertia around a z-axis for the vehicle; m is a group of zFF A feedforward yaw moment;
under steady state operating conditions
Approximately equal to centroid slip angular velocity
And (3) simultaneously simplifying a lateral deviation force equation and a feedforward yaw moment equation to obtain a feedforward yaw moment expression:
the feed-forward yaw moment expression is positively correlated with the vehicle front wheel steering angle.
Further, after obtaining the feedforward yaw moment, the method further comprises the following steps:
feedforward yaw moment calculation using desired front wheel turning angle instead of front wheel turning angle to apply differential steering yaw moment
δ Fd ＝δ F (1+K)
In the formula of Fd The desired front wheel angle for the vehicle, and K is a yaw stability parameter that characterizes the steering characteristics of the vehicle.
Further, the designing of the vehicle feedback control method to obtain the feedback yaw moment specifically includes:
calculating the maximum value of the centroid slip angle:
wherein g is the acceleration of gravity; mu is the road surface adhesion coefficient;
designing a coordination control weight:
in the formula, F xmax Representing a real-time wheel end longitudinal drive force peak; m is the mass of the whole vehicle; epsilon 1 And epsilon 2 A constraint coefficient of ξ;
calculating a tracking error:
wherein: beta is a d To obtain a desired centroid slip angle, β is the centroid slip angle, γ correct An additional yaw moment;
p (t) is a bounded uncertain disturbance;
obtaining a feedback yaw moment:
in the formula, the characteristic parameter k 1 And k is 2 Are all positive numbers, sgn is a sign function, k 4 To control the weighting factors.
Further, the adjusting the wheel attachment utilization rate of the vehicle through moment vector redistribution according to the feedforward yaw moment and the feedback yaw moment specifically comprises:
adding the feedforward yaw moment and the feedback yaw moment and inputting the sum to an execution layer;
and calculating the adjustment quantity of the hub motor in each wheel of the vehicle to complete the distribution of the torque vector.
A second aspect of the invention discloses an electronic device comprising a processor and a memory;
the memory is used for storing programs;
the processor executes the program to implement a two-way torque vector distribution method for an off-road vehicle.
A third aspect of the present invention discloses a computer-readable storage medium storing a program for execution by a processor to implement a two-way torque vector allocation method for an off-road vehicle.
The invention has the following beneficial effects: the invention discloses a method, equipment and a storage medium for distributing torque vectors in two directions of a cross-country vehicle, which develop a hub computer and a drive layer reconstruction optimization vector controller by taking maneuverability, trafficability, stability and steering flexibility as optimization targets. The longitudinal control method provided by the invention can effectively improve the running stability and trafficability of the off-road vehicle under extreme undulating terrain; the transverse control method solves the common shaking problem of the sliding mode controller on the premise of improving the steering flexibility and the yaw stability, and realizes the global optimization of yaw motion error tracking through the adaptive adjustment of the approach rate.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a main flow chart of the present invention for a two-directional torque vectoring method for an off-road vehicle;
FIG. 2 is a vehicle parameter schematic diagram of a two-directional torque vector distribution method for an off-road vehicle according to the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
The embodiment discloses a two-direction torque vector distribution method for an off-road vehicle, which mainly comprises the following steps of (1) carrying out longitudinal motion control and SB. transverse stability control according to the main flow shown in FIG. 1;
the longitudinal motion control method specifically comprises the following steps:
SA-1, establishing a tire mechanical model, and obtaining a driving torque transfer equation of the vehicle according to the tire mechanical model;
SA-2, calculating the real-time wheel end output torque of the vehicle, and adjusting the wheel attachment utilization rate of the vehicle through torque vector pre-distribution;
SA-3, designing a sliding mode controller, and tracking the slip rate error of the wheel through a driving torque command output by the sliding mode controller so as to improve the control effect of longitudinal motion;
the lateral stability control method specifically comprises the following steps:
SB-1, designing a vehicle feedforward control method to obtain a feedforward yaw moment;
SB-2, designing a vehicle feedback control method to obtain a feedback yaw moment;
and SB-3, adjusting the wheel attachment utilization rate of the vehicle through moment vector redistribution according to the feedforward yaw moment and the feedback yaw moment.
The execution of the various parts of the method will be discussed in detail below:
and SA-1, establishing a tire mechanical model, and obtaining a driving torque transfer equation of the vehicle according to the tire mechanical model:
and (4) building a LuGre tire mechanical model, and obtaining the grounding length, the longitudinal force, the sliding friction and the wheel output torque of the vehicle tire from the tire model.
Wherein the grounding length is expressed by the following formula:
the longitudinal force is expressed by the following formula:
the sliding friction is expressed by the following formula:
the wheel output torque is expressed by the following equation:
in the formula:
represents the tire contact patch length; z represents an average elastic deformation amount of the tire; v. of r Representing the relative speed between the tyre and the contact surface; epsilon represents the dynamic change of the pavement adhesion condition; sigma 0 、σ 1 、σ 2 Normalizing lumped stiffness, lumped damping and viscous relative damping for the tire contact surface, respectively; m is the mass of the whole vehicle; v. of x Is the actual longitudinal vehicle speed; f z Is a vehicle vertical load; g (v) r ) For sliding friction, the change of friction force under different relative speed and sliding conditions is described; mu.s c Normalized coulomb friction coefficient; mu.s s Is the static friction coefficient; v. of s To describe the Stribeck relative velocity for the low speed slip phase; t is w Outputting torque for the wheels; j is the moment of inertia of the wheel; w is the wheel angular velocity; sigma w Is a viscous rotational friction coefficient; r is w Is the effective rolling radius of the wheel.
And SA-2, calculating the real-time wheel end output torque of the vehicle, and adjusting the wheel attachment utilization rate of the vehicle through torque vector pre-distribution:
determining the rate of change of four wheel slip
And obtaining a transmission equation of the moment during driving in a manner of being combined with a LuGre tire mechanics model:
in the formula: f. of i Fitting a function to the adhesion coefficient; mu.s i Is the tire adhesion coefficient; lambda [ alpha ] i Is the tire slip ratio; a is x Is the vehicle longitudinal acceleration; w is a i Is the tire angular velocity; r is w Is the effective rolling radius of the wheel; f xi Is the tire longitudinal force; f zi Is a vertical load; j. the design is a square i Is the rotational inertia of the wheel; i.e. i m The transmission ratio of the speed reducer is adopted;
the above equations are combined, and the transfer function of the driving torque can be obtained by using pull-type transformation:
in order to analyze the performance of the torque control system more intuitively, the transfer function expression may be transformed into a polynomial based on equation (7) so as to analyze system stability, convergence ability, and the like by calculating the pole-zero of the transfer function:
in the formula: k di 、τ di Are all the internal parameters of formula (8), and L represents the laplace transform.
As can be seen from the analysis of the formulas (1) and (8), the slip ratio satisfies the condition 1-lambda i >0, therefore τ di (k) Is a dynamic non-negative number, i.e. transfer function
And the negative solid root proves that the torque transmission is a stable system.
In the actual driving process, the driving torque of each hub motor is regulated by the opening degree of an accelerator pedal, the peak current of the motor and a driving antiskid command delta T i Determined and constrained by a plurality of discrete variables, see equation (9), the update period of which is related to the electronic pedal sampling period τ acc And are equal. Considering the real-time output torque variation of the wheel end
Influenced by CAN communication time lag and power inverter response time, the controller CAN control the power inverter to work in a normal mode
Reduced to a delay duration of tau w First order inertial system of (1):
in the formula: t is i (k) Outputting torque for the real-time wheel end; t is maxi (k) Outputting the maximum output torque for the real-time wheel end; delta T i (k) Adjusting instructions for driving the antiskid devices;
is the accelerator pedal opening change rate; OS i Determining a flag bit for stability;
is composed of
The first-order inertial delay system of (1); tau is acc Sampling period of peak current of electronic pedal and motorT is sampling time, m is vehicle mass, and g is gravity acceleration.
Based on the formula (10), the Driving Power Utilization Rate (DPUR) of the hub motor can be adjusted i ) Expressed as longitudinal estimated force for each wheel
Driving force (T) transmitted to wheel end with in-wheel motor wi (k)/r W ) And obtaining a discretization expression of the ratio, and designing a trigger mechanism of error correction and integral calculation in the formula (11) based on the stability flag bits of each wheel.
Wherein: i and j are intended to distinguish the drive power utilization equations at different times k and k + 1.
And SA-3, designing a slip film controller, and tracking the slip rate error of the wheel through a driving torque command output by the slip film controller so as to improve the control effect of longitudinal motion:
the slip plane and the approach law of the adaptive sliding mode controller are designed based on equation (11):
s(k)＝1-DPUR i (k) (13)
in formula (14): s represents a sliding mode surface function; q is the approximate rate gain to adjust lambda i The convergence rate of (2); meanwhile, the gain of the sign function sgn (s (k)) is set to a time-varying variable (| s (k) |/2) to reduce the buffeting of the system around the sliding surface.
In order to satisfy the stable convergence condition and enable a sliding mode area to exist, a calculation formula of the gain q is designed:
substituting discrete approach rates meeting design requirements for formula (12) minimum available motor torque (T) min 0) constrained drive torque command T i (k)：
SB-1, designing a vehicle feedforward control method to obtain a feedforward yaw moment:
the feedforward loop control aims to control the yaw moment M by applying feedforward zFF Reducing the response time of the vehicle to reach an ideal steady state, with control objectives including desired yaw acceleration
Expected centroid slip angle and angular velocity
Equation (17) shows that the yaw and side-slip motions of the vehicle under the ideal steady-state model should be converged to the steady-state motions, and the calculation expressions of the ideal lateral motion, tire side-slip angle and yaw motion of the vehicle in the feed-forward link can be obtained by referring to the simplified two-degree-of-freedom vehicle dynamics model shown in fig. 2:
F yi ＝C i α i (20)
in the formula: alpha is alpha F 、α R Is the side deflection angle of the front wheel and the rear wheel; delta F Is the front wheel steering angle; l is F 、L R The distance from the center of mass of the vehicle to the front and rear axes; beta is the vehicle body mass center slip angle; gamma is the yaw velocity of the vehicle; c i Front and rear wheel cornering stiffness; f yi Is the lateral bias force; m is the total vehicle mass, v x For longitudinal vehicle speed, v y Is the transverse vehicle speed; i is z Rotating inertia around a z-axis for the vehicle; subscript i may be referred to as L, R left and right; m zFF Is a feed forward yaw moment.
Under steady state conditions, the centroid slip angular velocity
Can be approximated as
In addition to equation (22), equation (21) is substituted, and calculation equations for yaw and side-slip motions are obtained:
by substituting the target value in the equation (17) into the above equation, the desired yaw rate γ can be obtained d Expression (c):
then, the front wheel turning angle delta is obtained by combining the formulas (24) and (25) F Positive correlated feed forward yaw moment:
in addition, the invention introduces the expected front wheel turning angle delta optimized based on the manipulation flexibility, considering that the low-speed steering resistance moment is large, and the differential steering based on the in-wheel motor driving system also can play a role in adjusting the steering gain Fd Substitution of delta F Carrying out a feed-forward moment M ZFF And applying a differential steering yaw moment.
δ Fd ＝δ F (1+K) (27)
In the above formula, K is a yaw stability parameter that characterizes the steering characteristics of the vehicle.
SB-2, designing a vehicle feedback control method to obtain a feedback yaw moment:
the invention adopts the discrete control technology to realize the feedback tracking of the transverse motion. The lateral motion state parameters are first selected as yaw rate gamma, which can be used to adjust the desired steering characteristics, and centroid slip angle beta, which characterizes the severity of the vehicle's side-slip motion and the lateral stability margin. The state tracking error of feedback control is further designed to realize the coordinated control of the yaw motion and the lateral stability:
in the formula: g is the acceleration of gravity; μ is a road surface adhesion coefficient.
The road surface is adhered with the condition (mu ═ mu ∑ mu) i And/4) as a constraint to improve environmental suitability for stability control. Further designing a coordination control weight xi based on a phase plane analysis method of beta:
in the formula (31), F xmax Representing a real-time wheel end longitudinal drive force peak; m is the mass of the whole vehicle; epsilon 1 And epsilon 2 Is a constraint coefficient of ξ.
In order to eliminate the inherent shake effect of discrete sliding mode control, optimize control smoothness and improve the convergence speed of errors, the invention adopts a second-order sliding mode controller (SOSMC) consisting of continuous and discontinuous components.
In the formula: characteristic parameter k 1 And k is 2 Are all positive numbers, and p (t) characterizes a bounded uncertain disturbance. The additional yaw moment output by the in-wheel motor drive system can be used to modify the vehicle attitude:
the differential equation of the tracking error e is substituted by the equation (33)
Expression (c):
wherein:
due to the fact that
All are zero, so p (t), which contains an uncertain disturbance term, can be simply expressed as:
p (t) is a bounded perturbation, so a normal number k can be introduced 3 Extreme value representing | p (t) |:
|P(t)|≤P≤k 3 (37)
different from the sliding mode controller which generates vibration near the sliding mode surface due to the action of the sign function, the gain of the sign function of the discontinuous part in the second-order sliding mode control approach rate
The method has the advantages that the method gradually converges in the sliding mode surface approaching process, namely the sliding mode Surface Width (SW) is gradually reduced, and buffeting can be effectively reduced:
as can be seen from equation (38), the slip surface width of the SOSMC converges to zero. However, when traveling straight or turning around with a large radius, the minute environmental noise and sensor measurement noise cause e (t) to oscillate with a high frequency and a narrow width in the vicinity of the zero point, deteriorating the ride comfort. On the other hand, considering that the mass center of the cross-country vehicle is higher, the vehicle body is inclined laterally and the wheel load transfer is obvious under the working condition of middle and high speed steering, the instability risk of the inner side tire is obviously improved, and the steering resistance moment is obviously improved by the larger vehicle weight during low speed steering. Thus, a control weight factor k is introduced herein 4 Dynamically adjusting the driving level under different working conditions of straight running or slight steering, low-speed steering, medium-high speed steering and the likeOptimization weights of three control targets such as compliance, steering flexibility and lateral stability:
as shown in equation (39), the two piecewise functions relating to the steering wheel angle, longitudinal vehicle speed describe the lateral motion of the vehicle. The vehicle speed is divided into three continuous speed domains of low speed, medium speed and high speed, and the SOSMC has a relatively fast approaching law under the working conditions of low speed and high speed; on the other hand, under the working condition of higher transverse stability margin, k 4 Setting to zero to ensure that the yaw moment does not interfere with the subjective operational intent, and the control approach rate will also accelerate with the increase in the steering wheel angle magnitude | δ |; k obtained by calculation 4 A non-negative number not greater than 3/2.
And SB-3, according to the feedforward yaw moment and the feedback yaw moment, adjusting the wheel attachment utilization rate of the vehicle through moment vector redistribution:
adding the feedforward yaw moment and the feedback yaw moment to be input to an execution layer, taking the adhesion utilization rate of each wheel as a control target in a coordinated optimization mode, and obtaining the adjustment quantity delta T of each hub motor in the formula (41) according to the observation value of the adhesion limit of each wheel mi And the moment vector is redistributed and a direct yaw moment command is responded.
The embodiment of the invention also discloses a computer program product or a computer program, which comprises computer instructions, and the computer instructions are stored in a computer readable storage medium. The computer instructions may be read by a processor of a computer device from a computer-readable storage medium, and executed by the processor to cause the computer device to perform the method illustrated in fig. 1.
In alternative embodiments, the functions/acts noted in the block diagrams may occur out of the order noted in the operational illustrations. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality/acts involved. Furthermore, the embodiments presented and described in the flow charts of the present invention are provided by way of example in order to provide a more thorough understanding of the technology. The disclosed methods are not limited to the operations and logic flows presented herein. Alternative embodiments are contemplated in which the order of various operations is changed and in which sub-operations described as part of larger operations are performed independently.
In the description of the specification, reference to the description of "one embodiment," "some embodiments," "an example," "a specific example," or "some examples" or the like means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
While the preferred embodiments of the present invention have been illustrated and described, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (10)
1. A two-direction torque vector distribution method for an off-road vehicle is characterized by comprising a longitudinal motion control method and a transverse stability control method;
the longitudinal motion control method specifically comprises the following steps:
building a tire mechanics model, and obtaining a driving torque transfer equation of the vehicle according to the tire mechanics model;
calculating the real-time wheel end output torque of the vehicle, and adjusting the wheel attachment utilization rate of the vehicle through torque vector pre-distribution;
designing a sliding mode controller, and tracking the slip rate error of the wheel through a driving torque command output by the sliding mode controller so as to improve the control effect of longitudinal motion;
the lateral stability control method specifically comprises the following steps:
designing a vehicle feedforward control method to obtain a feedforward yaw moment;
designing a vehicle feedback control method to obtain a feedback yaw moment;
and adjusting the wheel attachment utilization rate of the vehicle through moment vector redistribution according to the feedforward yaw moment and the feedback yaw moment.
2. A method of distributing a two-directional torque vector for an off-road vehicle as in claim 1, wherein the establishing a tire mechanics model from which to derive a drive torque transfer equation for the vehicle comprises:
building a tire mechanical model, and obtaining the ground contact length, longitudinal force, sliding friction and wheel output torque of the vehicle tire from the tire model;
wherein the grounding length is expressed by the following formula:
the longitudinal force is expressed by the following formula:
the sliding friction is expressed by the following formula:
the wheel output torque is expressed by the following equation:
in the formula: z is the average elastic deformation of the tire, v r Is the relative speed between the tyre and the contact surface,. epsilon.is the dynamic variation of the road adhesion conditions,. sigma 0 、σ 1 、σ 2 Normalized lumped stiffness, lumped damping and viscous relative damping of a tire contact surface respectively, m is the mass of the whole vehicle, v x For actual longitudinal vehicle speed, F z For vertical loading of the vehicle, g (v) r ) For sliding friction, mu c To normalize the Coulomb coefficient of friction, μ s Is the static coefficient of friction, v s To describe the Stribeck relative velocity, T, for the low speed slip phase w Is the wheel output torque, J is the wheel moment of inertia, w is the wheel angular velocity, σ w Is a viscous coefficient of rotational friction, r w Is the effective rolling radius of the wheel;
obtaining a driving torque transfer equation according to a tire mechanics model and the vehicle four-wheel slip change rate;
in the formula: f. of i Fitting a function to the adhesion coefficient; mu.s i Is the tire adhesion coefficient; lambda i Is the tire slip ratio; a is a x Is the vehicle longitudinal acceleration; w is a i Is the tire angular velocity; r is w Is the effective rolling radius of the wheel; f xi For longitudinal forces of the tyre；F zi Is a vertical load; j. the design is a square i Is the rotational inertia of the wheel; i.e. i m In order to realize the transmission ratio of the speed reducer,
the four wheel slip rate change rate, L is the Laplace transform.
3. The method as claimed in claim 2, wherein the calculating of the real-time wheel-end output torque of the vehicle, the adjusting of the wheel attachment utilization of the vehicle by the pre-distribution of the torque vector, specifically comprises:
calculating the real-time wheel end output torque by the following formula:
in the formula: t is i (k) Outputting torque for the real-time wheel end; t is maxi (k) Outputting the maximum output torque for the real-time wheel end; delta T i (k) Adjusting instructions for driving the antiskid devices;
is the accelerator pedal opening change rate; OS i Determining a flag bit for stability;
is composed of
The first-order inertial delay system of (1); tau is acc The method is characterized in that the sampling period of peak current of an electronic pedal and a motor is shown, t is sampling time, m is the mass of the whole vehicle, and g is gravity acceleration.
4. A method as claimed in claim 3, wherein the slip controller is configured to track slip error of the wheels via drive torque commands output from the slip controller to improve longitudinal motion control, and comprises:
designing a sliding surface and an approach law of the adaptive sliding mode controller:
s(k)＝1-DPUR i (k)
in the formula: s represents a sliding mode surface function; q is the approximate rate gain to adjust lambda i The convergence rate of (2);
designing a calculation formula of the gain q:
obtaining a driving torque command T i (k)：
In which the drive torque command T is i (k) Minimum torque (T) of motor min 0) constraint.
5. The method for allocating two-directional torque vectors of an off-road vehicle according to claim 1, wherein the method for designing the vehicle feed-forward control to obtain the feed-forward yaw moment specifically comprises:
calculating the side slip angle of the front wheel of the vehicle according to the steering angle of the front wheel of the vehicle, the side slip angle of the mass center of the vehicle body, the distance from the mass center of the vehicle to a front shaft, the yaw velocity of the vehicle and the longitudinal speed of the vehicle;
calculating the side slip angle of the rear wheel of the vehicle according to the distance from the mass center of the vehicle to the rear axle, the yaw angular velocity of the vehicle, the longitudinal speed and the mass center side slip angle of the vehicle body;
establishing a lateral deviation force equation:
F yi ＝C i α i
unfolding to obtain:
establishing a feedforward yaw moment equation:
in the formula: alpha is alpha F 、α R Is the side deflection angle of the front wheel and the rear wheel; delta F Is a front wheel corner; l is F 、L R The distance from the center of mass of the vehicle to the front and rear axes; beta is the vehicle body mass center slip angle; gamma is the yaw velocity of the vehicle; c i For front and rear wheel side deflection rigidity, subscript i respectively refers to a left front wheel, a right front wheel, a left rear wheel and a right rear wheel by using FL, FR, RL and RR; f yi Is the lateral bias force; m is the total vehicle mass, v x For longitudinal vehicle speed, v y Is the transverse vehicle speed; I.C. A z Rotating inertia around a z-axis for the vehicle; m zFF A feedforward yaw moment;
under steady state operating conditions
/v x Approximately equal to centroid slip angular velocity
And (3) simultaneously simplifying a lateral deviation force equation and a feedforward yaw moment equation to obtain a feedforward yaw moment expression:
the feed-forward yaw moment expression is positively correlated with the vehicle front wheel steering angle.
6. An off-road vehicle two-way torque vector allocation method as claimed in claim 5, further comprising, after obtaining a feed forward yaw moment:
feedforward yaw moment calculation using desired front wheel turning angle instead of front wheel turning angle to apply differential steering yaw moment
δ Fd ＝δ F (1+K)
In the formula of Fd The desired front wheel angle for the vehicle, and K is a yaw stability parameter that characterizes the steering characteristics of the vehicle.
7. An off-road vehicle two-way torque vector distribution method as claimed in claim 6, wherein said design vehicle feedback control method, resulting in a feedback yaw moment, specifically comprises:
calculating the maximum value of the centroid slip angle:
wherein g is the acceleration of gravity; mu is the road surface adhesion coefficient;
designing a coordination control weight:
in the formula, F xmax Representing a real-time wheel end longitudinal drive force peak; m is the mass of the whole vehicle; epsilon 1 And epsilon 2 A constraint coefficient of ξ;
calculating a tracking error:
wherein: beta is a d To obtain a desired centroid slip angle, β is the centroid slip angle, γ correct An additional yaw moment;
p (t) is a bounded uncertain disturbance;
obtaining a feedback yaw moment:
in the formula, the characteristic parameter k 1 And k is 2 Are all positive numbers, sgn is a sign function, k 4 To control the weighting factors.
8. An off-road vehicle two-way torque vector distribution method as claimed in claim 7, wherein the adjusting of the wheel attachment utilization of the vehicle by torque vector redistribution according to the feed-forward yaw moment and the feedback yaw moment comprises:
adding the feedforward yaw moment and the feedback yaw moment and inputting the sum to an execution layer;
and calculating the adjustment quantity of the hub motor in each wheel of the vehicle to complete the distribution of the torque vector.
9. An electronic device comprising a processor and a memory;
the memory is used for storing programs;
the processor executing the program realizes the method according to any one of claims 1-8.
10. A computer-readable storage medium, characterized in that the storage medium stores a program, which is executed by a processor to implement the method according to any one of claims 1-8.
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