CN115848164A - Distributed driving high-performance six-wheel steering commercial vehicle intelligent chassis system and control method - Google Patents
Distributed driving high-performance six-wheel steering commercial vehicle intelligent chassis system and control method Download PDFInfo
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Abstract
The invention discloses a distributed-driving high-performance six-wheel steering commercial vehicle intelligent chassis system and a control method thereof. The advanced sensing and state sensing equipment is integrated into a multi-wheel steering multi-wheel drive chassis control framework to form a perfect high-performance intelligent chassis system, and the capacity of the multi-axle heavy-load commercial vehicle for coping with the limit working condition in the driving process is improved. The optimization scheme of the bottom layer control quantity provided based on the distributed six-wheel steering chassis has an ideal tire force distribution mechanism, and the stability of a vehicle body is improved. Meanwhile, the multi-motor distributed driving structure has a better energy distribution mode, the efficiency of the driving motor is improved, and the energy consumption is reduced.
Description
Technical Field
The invention relates to the field of intelligent commercial vehicle chassis dynamics, in particular to a distributed-driving high-performance six-wheel steering commercial vehicle intelligent chassis system and a control method.
Background
In recent years, due to the continuous development of the solid economy and the consumption market of China, the situation that logistics transportation is used as the support industry of economic development shows continuous and rapid growth is presented. The dependence of logistics transportation and engineering infrastructure on multi-axle heavy-load commercial vehicles is more and more obvious. Heavy-duty vehicles have large inertia, long vehicle bodies and high heeling centers, and have poor stability during high-speed running, instability phenomena such as tail flicking, side turning and the like are easy to generate, and even major accidents are caused; the coupling effect in all directions is more obvious, the turning radius is larger, and the requirement on the mobility of the vehicle is severer.
Compared with a centralized driving automobile, the distributed electric automobile has redundancy and coupling of input vectors of an overdrive system, can directly control the driving torque of each wheel, is convenient to realize wheel differential control and direct yaw torque control, and has an ideal tire force distribution mechanism and automobile body stability. Meanwhile, a main speed reducer and a differential mechanism structure are eliminated, power transmission efficiency is improved, braking energy feedback is carried out through a motor, and the novel brake system has the unique advantage of high energy utilization rate. Compared with a front wheel steering vehicle, the all-wheel steering can enhance the steering stability of the vehicle when the vehicle runs at a high speed or under the action of lateral disturbance, improve the steering flexibility at a low speed and reduce the turning radius during turning. The distributed driving system can realize differential steering similar to a crawler-type vehicle through different rotating speeds of the left wheel and the right wheel and even reverse rotation, obviously reduces the turning radius of the vehicle, even realizes approximate pivot steering under special conditions, and has wide application value for commercial vehicles with long wheelbase.
The six-wheel drive vehicle mentioned in patent CN113978334A does not relate to a steering mechanism, and steering is performed by means of wheel differential. The six-wheel drive vehicle mentioned in patent CN111546882A is driven by a single power source, and the power is transmitted to each axle through a transmission shaft, so that the driving force of each tire cannot be accurately controlled. The six-wheel steering system mentioned in patent CN113371062A does not take into account mechanical interference of the drive system in the design process. Meanwhile, the working environment of the distributed hub motor is severe, and a plurality of difficulties exist in the aspects of sealing, heat dissipation and the like. The electric braking capacity of the hub motor system is small, the requirement of the braking performance of the whole vehicle cannot be met, and a mechanical braking system needs to be added. The invention provides a distributed wheel-side driving technology, and a steering system is configured for each axle, so that the limitation of the prior art is improved.
With the rapid development of electric and intelligent technologies and the rapid popularization of unmanned technologies, subversive crossing is brought to the automobile industry, and the chassis of the road carrying tool is also changed from the traditional chassis to the electric chassis to the intelligent chassis. The intelligent chassis provides a bearing platform for an intelligent sensing system, an intelligent cabin system and a multi-degree-of-freedom power system, and becomes a research hotspot in related fields at home and abroad.
Therefore, at present, a system self internal deep cooperation is urgently needed, a multi-wheel-drive multi-wheel-steering high-performance intelligent chassis with multiple control degrees of freedom is provided with the capabilities of sensing, recognizing, prejudging and controlling interaction between wheels and the ground and managing the running state of the system self, and the high-performance intelligent chassis has an important significance for realizing an intelligent running task of a commercial carrier vehicle, so that the bottleneck problems of safe and stable running and the like of heavy-load commercial vehicles under high-dynamic and high-complex traffic environments are solved.
Disclosure of Invention
The invention aims to provide a distributed-driving high-performance six-wheel steering commercial vehicle intelligent chassis system and a control method. The complete design scheme of the steering driving shaft solves the contradiction of steering mechanism interference in the driving process, increases the driving control freedom degree for each tire, and increases the capability of the heavy-load commercial vehicle for coping with the limit working condition. Further, the complete control method overcomes the problem of chassis dynamics which is not solved in the aspects of system integration and subsystem coordination control of the conventional multi-wheel drive and multi-wheel steering multi-control-degree-of-freedom intelligent chassis.
The technical scheme adopted by the invention is as follows: a distributed driving high-performance six-wheel steering commercial vehicle intelligent chassis system comprises a vehicle frame, a suspension system, a driving and braking system, a steering system and an information sensing and control system.
The frame comprises longitudinal beams, front beams, tail beams, middle beams, auxiliary beams, connecting sheets and laminated plates. The longitudinal beam, the front beam, the tail beam and the middle beam are installed through fasteners to form a main beam; the auxiliary beam and the main beam are installed through a connecting sheet; the plywood is connected with the main beam and the auxiliary beam through copper columns and fasteners respectively. The frame is used for assembling and carrying other systems.
The suspension system comprises a steel plate spring assembly and a damping shock absorber. The steel plate spring assembly comprises an elastic device and a guide device, wherein the elastic device consists of 6 metal elastic sheets with equal width and unequal length and is similar to an elastic beam with equal strength; the guide device is fixed on the frame longitudinal beam through the lifting lugs by the rolling lugs formed at two ends of the longest steel plate spring. And the upper end of the damping shock absorber is connected with the frame longitudinal beam.
The driving and braking system comprises a direct-current brushless motor, a driving axle housing, a bevel gear assembly, a universal transmission shaft and a tire hub assembly. The front end of the direct-current brushless motor is fixed on the drive axle housing, the motor shaft is connected with one end of the longitudinal bevel gear, the motor power is transmitted to the wheel hub through the transverse bevel gear and the universal transmission shaft, and the wheel hub drives the tire to overcome the ground resistance.
Furthermore, two wheels of each axle are driven by a brushless direct current motor respectively, six wheels of the vehicle system are driving wheels, and six independent brushless direct current motors provide power respectively. The rotating speed of the motor can be adjusted by controlling a driving circuit of the direct current brushless motor, or the motor is locked to generate feedback current to generate braking torque, and partial kinetic energy generated when the vehicle is braked is converted into electric energy and stored in the power battery pack.
Specifically, the outer ends of the bevel gear combination and the universal transmission shaft are supported inside the axle housing through deep groove ball bearings of different models.
The steering system comprises a steering engine, a steering rocker arm, a steering drag link, a steering tie rod and a steering knuckle. The steering engine is fixed above the axle housing through a steering engine frame. The steering engine drives the steering rocker arm to rotate, and the steering drag link is pulled, so that the steering knuckle rotates. The steering knuckles at the two ends of the axle are connected through the tie rods, so that the wheels at the two ends are steered simultaneously.
Furthermore, each axle is provided with a steering device, so that the wheels of the middle and rear axles assist the front wheels to steer in the running process of the vehicle, the high-speed parallel steering improves the stability, and the low-speed reverse steering improves the maneuverability. A spring-damping buffer device is arranged in the steering drag link to avoid over-driving.
The information perception and control system comprises a laser radar, a GPS positioning unit, an inertia measurement unit, a central control unit, a bottom layer instruction distribution controller, a motor drive electric controller, an electric controller central board and a power battery pack.
Specifically, a power battery pack of the information sensing and control system is arranged in the middle of a secondary beam of the frame, and the rest of the power battery pack is arranged above a laminate of the frame; the laser radar is used for sensing surrounding environment information; the GPS positioning unit is used for determining the position of the center of mass of the vehicle; the inertia measurement unit is used for measuring vehicle states such as longitudinal acceleration, transverse acceleration and yaw velocity of the vehicle and indirectly estimating other key state quantities required by control in the running process of the vehicle; the central control unit is used for calculating a control instruction; the electric-regulation central panel is charged with power which distributes the power of the battery pack to various driving parts and various sensors and a central control unit in the information sensing and control system, and simultaneously receives and transmits multi-channel can signals in a unified mode.
The control method of the intelligent chassis system of the distributed-driven high-performance six-wheel steering commercial vehicle comprises the following steps:
s1: and (4) information perception. Sensing obstacle information and target lane information by using a laser radar; the GPS positioning unit is used for positioning the mass center position of the vehicle in real time; the method comprises the following steps of measuring vehicle states such as longitudinal acceleration, transverse acceleration and yaw velocity of a vehicle in real time by using an inertia measuring unit; the related information is transmitted to the central control unit in real time through the Ethernet;
s2: and (5) feedback of the state of the control quantity. The method comprises the steps that the rotating speed and the driving current of 6 wheels are obtained in real time based on a motor driving electric regulation and are transmitted to a central control unit through a can1 bus; and the steering engine feeds back the pulse width modulation in real time.
S3: and (6) state estimation. The central control unit reversely calculates the steering angle of each wheel by using a table look-up method according to the pulse width modulation value fed back by the steering engine in real time; calculating the driving torque of the tire according to the rotating speed and the driving current of the motor; meanwhile, the lateral speed, the longitudinal speed, the heading angle and the lateral force of each tire of the vehicle are estimated by combining information such as the longitudinal acceleration, the lateral acceleration, the yaw rate and the like of the vehicle.
S4: and planning and controlling the path. The central control unit plans a target path and an expected speed according to the environment information and the vehicle position information; calculating course errors, transverse errors and change rates of the path tracking according to the pre-aiming path information; designing reasonable weight, and calculating ideal control quantity based on the state quantity and a time-varying vehicle model; communicating a control quantity to the underlying command distribution controller via the can1 bus, wherein the control quantity comprises a desired individual axle side force F yf 、F ym And F yr And a vehicle longitudinal direction generated by a tire driving forceResultant force F x_total Additional lateral force F y_xtotal Additional yaw moment M z_xtotal 。
S5: and executing instruction optimization. The bottom layer command distribution controller is used for distributing the lateral force F of each axle according to the expected lateral force F yf 、F ym And F yr Can calculate the steering angle delta of the tires of the three axles f ，δ m ，δ r (ii) a Reversely acquiring a target pulse width modulation value corresponding to the expected rotation by adopting a table look-up method, performing steering control, and obtaining a longitudinal resultant force F of the vehicle x_total Additional lateral force F y_xtotal Additional yaw moment M z_xtotal The driving torque F of six wheels can be obtained xfr 、F xfl 、F xmr 、F xml 、F xrr 、F xrl . The control instruction is further converted into a hexadecimal numerical value, and the hexadecimal numerical value is transmitted to the motor driving electric controller through the can2 bus so as to drive the motor; and the bottom layer command distribution controller controls the steering engine through the pulse width modulation port. And repeating the step S2, and realizing the closed-loop accuracy of the executed instruction based on the feedback error.
Specifically, a table lookup method is introduced. A reverse mapping relation table is established according to the nonlinear relation between the pulse width modulation value of the steering engine and the tire corner, and when steering control is carried out, the pulse width modulation amount can be obtained according to the expected value table of the target steering angle, so that the calculation amount is reduced, and the corner control is more accurate.
S6: the drive and brake system executes the drive command. The bottom layer instruction distribution controller sends a hexadecimal double-byte instruction of a target current value to six motor driving electric regulators through a can2 bus, the motor driving electric regulators distribute the current of the power battery pack to the direct current brushless motor according to the instruction, so that the motor shaft rotates to drive the longitudinal bevel gear and the transverse bevel gear meshed with the longitudinal bevel gear to rotate, the universal transmission shaft is further driven to rotate, and the six tires are driven to rotate according to ideal rotating speed or torque through the universal shaft joint. Meanwhile, the transverse and longitudinal bevel gears and the universal shaft respectively drive the inner rings of the bearings which are matched with each other to rotate relatively, and the outer rings of the transverse and longitudinal bevel gears are in contact with the drive axle housing to play a supporting role.
S7: the steering system executes a steering command. The bottom layer instruction distribution controller sends a target pulse width instruction to the input end of the steering engine through the pulse width modulation port to drive the steering engine to rotate, so that the steering rocker arm is driven to rotate, and the steering straight pull rod connected with the tail end of the steering rocker arm moves transversely. The steering drag link drives the steering trapezoid with the tail part consisting of a steering knuckle, a steering tie rod and a driving axle housing to rotate. And steering knuckles at two ends of the axle are constrained by the steering tie rods, so that the tire hub assemblies at two ends are steered simultaneously, and Ackerman steering is realized.
And (5) repeatedly executing S1-S7, and improving the driving stability during the path tracking of the intelligent chassis of the distributed driving high-performance six-wheel steering commercial vehicle.
The invention has the beneficial effects that:
(1) The distributed driving six-wheel steering intelligent chassis structure provided by the invention can expand the controllable degree of freedom of each wheel in the driving process to the maximum extent, and respectively control the steering angle and the driving force of each wheel, so that the three-axis commercial vehicle has redundancy and coupling of the input vectors of the overdrive and braking systems.
(2) The advanced sensing and state sensing equipment is integrated into a multi-wheel steering multi-wheel drive chassis control framework to form a perfect high-performance intelligent chassis system, the integration of multiple information is beneficial to the accurate observation of the state of the whole vehicle, and the capability of the multi-axle heavy-load commercial vehicle for coping with the limit working condition in the driving process is improved.
(3) The bottom layer control quantity optimization strategy provided based on the distributed six-wheel steering chassis has an ideal tire force distribution mechanism, the control gain advantages of all subsystems are integrated, the integrated effect is maximized, and the stability performance of a vehicle body is further optimized. Meanwhile, the multi-motor distributed driving structure has a better energy distribution mode, the efficiency of the driving motors can be improved, and the energy consumption is reduced.
(4) The invention has reasonable design and good practical application and popularization value.
Drawings
FIG. 1 is a schematic diagram of the overall structure of an intelligent chassis of a commercial vehicle.
FIG. 2 is a schematic diagram of an information sensing and control system of the intelligent chassis of the commercial vehicle.
FIG. 3 is a schematic diagram of an actuating mechanism of the intelligent chassis of the commercial vehicle.
FIG. 4 is a bottom view of an intelligent chassis of a commercial vehicle.
FIG. 5 is a cross-sectional view of the intelligent chassis of the commercial vehicle along the axis of the motor.
FIG. 6 is a schematic view of a steering mechanism of the intelligent chassis of the commercial vehicle.
Fig. 7 is a cross-sectional view of a driving mechanism of the intelligent chassis of the commercial vehicle.
FIG. 8 is a control architecture of the intelligent chassis of the commercial vehicle.
In the figure, 1 is a first steering drive axle assembly, 2 is a second steering drive axle assembly, 3 is a third steering drive axle assembly, 4 is a direct current brushless motor, 5 is a steering engine, 6 is a universal transmission shaft, 7 is a tire hub assembly, 8 is a frame assembly, 9 is a longitudinal beam, 10 is a front beam, 11 is a tail beam, 12 is a middle beam, 13 is a secondary beam, 14 is a connecting sheet, 15 is a laminate, 16 is a laser radar, 17 is a GPS positioning unit, 18 is an inertia measuring unit, 19 is a central control unit, 20 is a bottom layer instruction distribution controller, 21 is a motor driving electric controller, 22 is an electric controller central plate, 23 is a power battery pack, 24 is a steering rudder frame, 25 is a steering rocker arm, 26 is a steering drag link, 27 is a steering drag link, 28 is a steering knuckle, 29 is a driving axle housing, 30 is a driving axle end cover, 31 is a cone tooth combination, 32 is a steel plate spring assembly, 33 is a shock absorber, 34 is a bearing, and 35 is a fastener.
Detailed Description
The invention provides a distributed driving high-performance six-wheel steering commercial vehicle intelligent chassis system and a control method thereof, and in order to make the purposes, technical schemes and advantages of the invention clearer, the invention will be specifically described in detail by combining the description of the attached drawings and the embodiment, but the protection scope of the invention is not limited to the description.
The invention discloses an overall structural schematic diagram of an intelligent chassis system of a distributed-driving high-performance six-wheel steering commercial vehicle, which is shown in figure 1. And a control algorithm is attached in the information perception and control system and is responsible for considering the control gain of the subsystems, coordinating the cooperative control relationship of the subsystems and improving the stability of the vehicle body in the automatic driving process.
1. The frame mainly comprises longitudinal beams 9, a front beam 10, a tail beam 11, a middle beam 12, a secondary beam 13, a connecting sheet 14 and a laminate 15.
As shown in fig. 1, 3 and 5, two longitudinal beams 9 are installed by a front beam 10, a tail beam 11 and a middle beam 12 which are transversely arranged through fasteners 35 to form a main beam; two auxiliary beams 13 are respectively installed with the longitudinal beam 9 in the main beam through connecting sheets 14; the laminated plate 15 is respectively connected with the longitudinal beam 9 and the secondary beam 13 in the main beam through copper columns and fasteners 35. A power battery pack 23 can be placed between the laminate and the main beam, and various sensing units (including a laser radar 36, a GPS positioning unit 37 and an inertia measuring unit 38), a central computing unit 19 and a motor-driven electric controller 21 are borne above the laminate.
During specific implementation, the frame is used for assembling and bearing a suspension system, a driving and braking system, a steering system and an information sensing and control system, and the mounting hole positions of the frame can be adjusted according to a general arrangement scheme.
2. The suspension system mainly comprises a steel plate spring assembly and a damping shock absorber.
As shown in fig. 1, 4 and 7, the leaf spring assembly 32 includes an elastic device, a damping device and a guiding device, wherein the elastic device is composed of 6 metal elastic sheets with equal width and unequal length, and is approximately an elastic beam with equal strength; the guide device is fixed on the frame longitudinal beam 9 through a lifting lug and a built-in bushing by virtue of a lug formed at two ends of the longest steel plate spring, the structure of the part adopts a conventional structure, and the specific implementation of the invention is not described in detail. The damping device is a damping shock absorber 33, the upper end of the damping shock absorber is fixed with the frame longitudinal beam 9 through a fastener 35, and the lower end of the damping shock absorber is installed with the drive axle housing 29 through the fastener 35.
In specific implementation, the suspension system is used as a connecting device of sprung mass such as a vehicle frame and the like and unsprung mass such as a steering drive axle and the like, and the elastic device bears and transmits vertical load, so that the impact of the unsprung mass on the sprung mass caused by road bumping is relieved. The guide device is used for transmitting longitudinal moment, lateral force and roll moment generated by the longitudinal moment and the lateral force between the sprung mass and the unsprung mass and ensuring that the steering drive axle has certain freedom of movement relative to the frame. The damping device is used for inhibiting the vibration of the spring when rebounding after absorbing the shock. Furthermore, the rigidity and the damping of the suspension can be adjusted according to the comfort requirement and the type of the vehicle type loaded goods.
3. The driving and braking system mainly comprises a direct current brushless motor 4, a driving axle housing 29, a bevel gear combination 31, a universal transmission shaft 6 and a wheel hub and tire assembly 7.
As shown in fig. 5 and 7, a motor shaft of the dc brushless motor 4 passes through a middle through hole of the drive axle end cover 30, and a front end surface of the dc brushless motor 4 is fixed on the drive axle end cover 30; the drive axle end cover 30 is fixed in the middle of the drive axle housing 29; the motor shaft is connected with the inner through hole of the longitudinal bevel gear of the bevel gear combination 31 through various fasteners 35; the outer edge of the longitudinal bevel gear is supported and fixed in the drive axle housing 29 through various bearings 34, and the outer edge of each bearing is clamped and fixed by an inner shoulder of the drive axle housing 29 and the drive axle end cover 30; the longitudinal bevel gear and the transverse bevel gear are mutually meshed, and the transmission ratio is 1:1, the transmission ratio can be adjusted according to the expected vehicle speed range; the transverse bevel gear is fixed on the universal transmission shaft 6 through various fasteners. One end of the universal transmission shaft 6 is fixed in the middle of the driving axle housing through various bearings 34, and the other end of the universal transmission shaft 6 is internally provided with the bearings 34 through a hub and is fixedly connected with the hub; the motor power is transmitted to the tire hub assembly 7 through the transverse conical teeth of the conical tooth combination 31 through the universal transmission shaft 6, and the longitudinal rotation output by the motor shaft is converted into transverse rotation through the conical tooth combination 31. The universal transmission shaft 6 can still transmit the torque of the motor when the tire turns, the power transmission path is changed at any angle, and the wheel hub drives the tire to overcome the ground resistance to run or generate reverse braking force to decelerate. Wherein, there are two sets of above-mentioned structures in every steering drive axle, drive left and right both sides tire respectively.
In specific implementation, two wheels of each axle are respectively driven by one brushless direct current motor 4, six wheels of the intelligent chassis system are driving wheels, and six independent brushless direct current motors respectively provide power or reverse braking force. The motor speed can be adjusted by controlling the driving circuit of the brushless dc motor 4, or the motor can be locked to generate a feedback current to generate a braking torque, and part of the kinetic energy generated during braking of the vehicle is converted into electric energy and stored in the power battery pack 23. Meanwhile, the heading control of the vehicle can be further assisted by controlling the speed difference of the wheels at the left end and the right end, and the stability of the vehicle body under the limit working condition and the maneuvering flexibility at low speed are improved. The outer ends of the bevel gear combination 31 and the universal transmission shaft 6 are supported in a locking groove in the axle housing through various bearings 34. The relevant parts are fixed by various fasteners 35.
4. The steering system mainly comprises a steering engine 5, a steering rocker arm 25, a steering drag link 26, a steering tie rod 27 and a steering knuckle 28.
As shown in fig. 3 and 6, the steering gear 5 is fixed to the steering gear frame 24 by various fasteners 35, and the steering gear frame 24 is further fixed above the axle housing 29 by various fasteners 35. The output end of the steering engine 5 is fixedly connected with the steering rocker arm 25 and drives the steering rocker arm 25 to rotate. The steering rocker arm 25 is linked with the steering drag link 26 through various fasteners 35, so as to drive the steering drag link 26 to move transversely. The tail part of the steering drag link 26 is connected with a steering trapezoidal structure consisting of two steering knuckles 28, a tie rod 27 and a drive axle housing 29, and the steering knuckles 28 at the two ends are driven to rotate around the connection points of the steering knuckles and the drive axle housing 29. The steering knuckles at the two ends of the axle are connected through the tie rods 27, so that the tire and hub assemblies 7 at the two ends are steered simultaneously, and Ackerman steering is realized.
During specific implementation, the steering system is designed for each axle, so that the middle and rear axle wheels assist the front wheels to steer in the driving process of the vehicle, the heading stability is improved by parallel steering at high speed, and the maneuvering flexibility is improved by reverse steering at low speed. The steering drag link 26 is internally provided with a spring-damping buffer device, and when the steering is over-steering or the steering force is over-loaded, the steering mechanism is limited and protected to avoid over-driving. A bearing 34 is installed between the knuckle 28 and the tire-hub assembly 7 so that the wheel does not interfere with the driving structure when turning. By adjusting the front-rear position relationship between the tie rod 27 and the knuckle 28, the angle difference between the inner and outer wheels during steering can be adjusted, so that various Ackermann steering types are formed, tire eccentric wear is reduced, and the steering requirement is met.
5. The information perception and control system comprises a laser radar 16, a GPS positioning unit 17, an inertia measurement unit 18, a central control unit 19, a bottom layer instruction distribution controller 20, a motor-driven electric controller 21, an electric controller central board 22 and a power battery pack 23.
As shown in fig. 2, a laser radar 16, a GPS positioning unit 17, an inertial measurement unit 18, a central control unit 19, a bottom layer instruction distribution controller 20, a motor-driven electric tilt 21, and an electric tilt center plate 22 are mounted above the laminate 15 through various fasteners 35; as shown in fig. 5, the power battery pack 23 is mounted to the middle of the two sub-beams 13 by various fasteners 35.
In specific implementation, the target quantity measured by the GPS positioning unit 17 and the inertial measurement unit 18 is closely related to the position of the mass center, and when installed, the GPS positioning unit and the inertial measurement unit should be installed near the mass center of the intelligent chassis. The power supply output end of the power battery pack 23 is connected to the input end of the electric regulation central board 22, and the multi-path output ends of the power battery pack are respectively connected to the motor driving electric regulation 21 of the 6 direct current brushless motors and various sensors and control units in the information sensing and control system for supplying electric energy. Meanwhile, the center board 22 has seven can signal interfaces, which can access the multiple can signals of the motor driving electronic controller 21 of the 6 dc brushless motors, and access the can lines of the bottom command distribution controller 20 to perform uniform transceiving of control commands and feed back the current and torque information of the 6 driving motors.
6. As shown in fig. 3, 4 and 5, the whole intelligent chassis comprises a first steering drive axle assembly 1, a second steering drive axle assembly 2 and a third steering drive axle assembly 3, wherein the six wheels are respectively provided with an independent dc brushless motor 4 as a power source, and the current input of the dc brushless motor 4 is controlled according to the closed-loop feedback of the target rotating speed, so as to complete the drive control tasks of 6 hub and tire assemblies 7. The three steering drive axles can respectively control 3 steering engines 5 to complete respective steering tasks in the driving process.
7. Further, the control method of the intelligent chassis system of the distributed-drive high-performance six-wheel steering commercial vehicle is shown in fig. 8 and comprises the following steps:
step 1: and (4) information perception. Sensing obstacle information and target lane information by using a laser radar 16; the GPS positioning unit 17 is utilized to position the mass center position of the vehicle in real time; the vehicle states such as the longitudinal acceleration, the transverse acceleration and the yaw velocity of the vehicle are measured in real time by using the inertia measurement unit 18; the related information is transmitted to the central control unit 19 in real time through the ethernet;
step 2: and (5) feedback of the state of the control quantity. The rotating speed and the driving current of 6 wheels are obtained in real time based on a motor driving electric controller 21 and are transmitted to a central control unit 19 through a can1 bus; and the steering engine 5 feeds back the pulse width modulation in real time.
And 3, step 3: and (6) state estimation. The central control unit 19 reversely calculates the steering angle of each wheel by using a table look-up method according to the pulse width modulation value fed back by the steering engine 5 in real time; calculating the driving torque of the tire according to the rotating speed and the driving current of the motor; meanwhile, the lateral speed, the longitudinal speed, the course angle and the lateral force of each tire of the vehicle are estimated by combining information such as the longitudinal acceleration, the lateral acceleration, the yaw rate and the like of the vehicle.
Specifically, the above table lookup method is described. A reverse mapping relation table is established and stored according to the nonlinear relation between the pulse width modulation value of the steering engine 5 and the tire corner, and when steering control is performed, the pulse width modulation amount can be obtained according to the expected value table of the target steering angle, so that the calculation amount is reduced, and the corner control is more accurate.
And 4, step 4: and planning and controlling the path. The central control unit plans a target path and an expected speed according to the environment information and the vehicle position information; and calculating course errors, transverse errors and change rates of the path tracking according to the pre-aiming path information.
Wherein the content of the first and second substances,
respectively representing the speed, the longitudinal speed, the transverse speed, the mass center slip angle of the vehicle body, the change rate of the mass center slip angle, the course angle and the period of the vehicle speedThe heading angle and the vehicle yaw rate. s is the distance travelled along the path, κ ref For the desired path curvature, Δ Ψ is the angle between the vehicle heading and the tangent to the closest point path, i.e., heading error, and e is the lateral error.
Reasonable weight is designed, and ideal control quantity is calculated based on state quantity and time-varying vehicle model, and the control quantity comprises expected lateral force F of each axle yf 、F ym And F yr Desired resultant vehicle longitudinal force F generated by each wheel driving force x_total Lateral additional force F y_total Additional yaw moment M z_xtotal (ii) a The control quantity is transmitted to the underlying command distribution controller via the can1 bus. Specific control algorithms the invention is not limited.
F x_total ＝ma xdes +K u (u-u xref )
Wherein M is Fy Yaw moment, u, generated for lateral forces xref To the desired vehicle speed, a xdes To desired acceleration, K u Gain of speed error, m vehicle mass, I z Is the moment of inertia of the vehicle.
And 5: performing instruction optimization. The underlying command distribution controller 20 distributes the lateral force F to each axle as desired yf 、F ym And F yr The steering angle delta of the tire of the front, middle and rear independent three shafts can be respectively calculated f ，δ m ，δ r Based on a table look-up method, acquiring a target pulse width value corresponding to the expected rotation angle to complete a steering control task; setting a cost function according to the longitudinal resultant force F of the vehicle x_total Additional lateral force F y_xtotal Additional yaw moment M z _ xtotal The driving force F of six wheels can be obtained xfr 、F xfl 、F xmr 、F xml 、F xrr 、F xrl Where fl denotes the left front wheel, fr denotes the right front wheel, mr denotes the right middle wheel, ml denotes the left middle wheel, rr denotes the right rear wheel, and rl denotes the left rear wheel.
Wherein the content of the first and second substances,
F x ＝(F xfl +F xfr )cosδ f +(F xml +F xmr )cosδ m +(F xrl +F xrr )cosδ r
F y_x ＝(F xfl +F xfr )sinδ f +(F xml +F xmr )sinδ m +(F xrl +F xrr )sinδ r
M z_x ＝F xfl (-t f cosδ f /2+a sinδ f )+F xfr (t f cosδ f /2+a sinδ f )+F xml (-t m cosδ m /2+b sinδ m )+F xmr (d m cosδ m /2+b sinδ m )+F xrl (-t r cosδ r /2+c sinδ r )+F xrr (t r cosδ r /2+c sinδ r )
a. b, c represent the distances from the center of mass to the front, middle and rear axes, respectively, t f 、t m 、t r Respectively showing the wheel track of the front axle, the middle axle and the rear axle of the chassis system and the respective vertical load F of the six wheels zfr 、F zfl 、F zmr 、F zml 、F zrr 、F zrl ，k 1 、k 2 、k 3 、k 4 Respectively, representing the cost weights.
Further, the control instruction is converted into a hexadecimal numerical value, and the hexadecimal numerical value is transmitted to the motor driving electronic controller 21 through the can2 bus, so that the motor is driven to drive the longitudinal bevel gear and the transverse bevel gear meshed with the longitudinal bevel gear to rotate, the universal transmission shaft 6 is further driven to rotate, and the six tires are driven to rotate according to the ideal rotating speed or torque through the universal shaft joint.
The bottom layer command distribution controller 20 controls the steering engine 5 through a pulse width modulation port, so that the steering rocker arm 25 is driven to rotate, and the steering straight pull rod 26 connected with the tail end of the steering rocker arm moves transversely. The steering drag link 26 drives a steering trapezoid with the tail part consisting of a steering knuckle 28, a steering tie rod 27 and a drive axle housing 29 to rotate. And steering knuckles 28 at two ends of the axle are constrained by a tie rod 27, so that the tire and hub assemblies 7 at two ends can simultaneously steer, and Ackerman steering is realized. And (5) repeating the step (2), and realizing accurate closed loop of the executed instruction based on the feedback error.
The intelligent chassis repeatedly executes the steps 1 to 5 in the driving process, and the driving stability of the path tracking of the intelligent chassis of the distributed driving high-performance six-wheel steering commercial vehicle is improved.
The above-listed detailed description is only a specific description of a possible embodiment of the present invention, and it is not intended to limit the scope of the present invention, and equivalents and modifications not departing from the technical spirit of the present invention should be included in the scope of the present invention.
Claims (10)
1. The utility model provides a six rounds of steering commercial car intelligence chassis systems of distributing type driven high performance which characterized in that includes: the system comprises a frame, a suspension system, a driving and braking system, a steering system and an information sensing and control system;
the frame comprises longitudinal beams (9), a front beam (10), a tail beam (11), a middle beam (12), a secondary beam (13), a connecting sheet (14) and a laminate (15); the longitudinal beam (9), the front beam (10), the tail beam (11) and the middle beam (12) are installed through fasteners to form a main beam; the auxiliary beam (13) and the main beam are installed through a connecting sheet (14); the laminated plate (15) is respectively connected with the main beam and the auxiliary beam through copper columns and fasteners (35); the frame is used for assembling and carrying other systems;
the suspension system comprises a steel plate spring assembly (32) and a damping shock absorber (33); the steel plate spring assembly (32) comprises an elastic device and a guide device, the elastic device comprises a plurality of metal elastic sheets with equal width and unequal length, the guide device is fixed on the longitudinal frame beam (9) through lifting lugs by virtue of lugs formed at two ends of the longest steel plate spring, and the upper end of the damping shock absorber (33) is connected with the longitudinal frame beam (9);
the driving and braking system comprises a direct-current brushless motor (4), a driving axle housing (29), longitudinal bevel gears, transverse bevel gears, a universal transmission shaft (6) and a tire hub assembly (7); the front end of the direct current brushless motor (4) is fixed on a drive axle housing (29), a motor shaft is connected with an inner through hole of a longitudinal bevel gear through a fastener (35), the outer edge of the longitudinal bevel gear is supported and arranged in the drive axle housing (29) through a bearing (34), and a transverse bevel gear is fixed at one end of a universal transmission shaft (6) through the fastener; the power of the motor is transmitted to a tire hub assembly (7) through transverse conical teeth via a universal transmission shaft (6), the transverse conical teeth convert the longitudinal rotation output by a motor shaft into transverse rotation, the universal transmission shaft (6) can still transmit the torque of the motor when the tire turns, the power transmission path is changed at any angle, and the hub drives the tire to overcome the ground resistance to run or generate reverse braking force to decelerate;
the steering system comprises a steering engine (5), a steering rocker (25), a steering drag link (26), a steering tie rod (27) and a steering knuckle (28); a steering engine (5) is fixed above a drive axle housing (29) through a steering engine rack (24), the steering engine (5) drives a steering rocker arm (25) to rotate, a steering drag link (26) is pulled, so that a steering knuckle (28) rotates, and the steering knuckles (28) at two ends of an axle are connected through a steering drag link (27), so that wheels at two ends are steered simultaneously;
the information perception and control system comprises a laser radar (16), a GPS positioning unit (17), an inertia measurement unit (18), a central control unit (19), a bottom layer instruction distribution controller (20), a motor driving electric control unit (21), an electric control center plate (22) and a power battery pack (23).
2. The intelligent chassis system of a distributed drive high performance six-wheel steering commercial vehicle of claim 1, wherein the drive and brake system: two wheels of each axle are respectively driven by a direct current brushless motor (4), six wheels of the vehicle system are driving wheels, six independent direct current brushless motors are respectively used for providing power, the rotating speed of the motors can be adjusted by controlling a driving circuit of the direct current brushless motors, or the motors are locked to generate feedback current, braking torque is generated, partial kinetic energy generated when the vehicles are braked is converted into electric energy, and the electric energy is stored in a power battery pack.
3. The intelligent chassis system of a distributed-drive high-performance six-wheel steering commercial vehicle as claimed in claim 1, wherein the longitudinal bevel gear and the transverse bevel gear form a bevel gear combination (31), and the outer end of the universal transmission shaft (6) is supported inside an axle housing through deep groove ball bearings of different models.
4. The intelligent chassis system of a distributed-drive high-performance six-wheel-steering commercial vehicle according to claim 1, wherein the longitudinal bevel gear and the transverse bevel gear are meshed with each other, and the transmission ratio is 1:1, or adjust the gear ratio according to a desired vehicle speed range.
5. The intelligent chassis system of the distributed driving high-performance six-wheel steering commercial vehicle is characterized in that in the steering system, the output end of a steering engine (5) is fixedly connected with a steering rocker arm (25) and drives the steering rocker arm (25) to rotate, the steering rocker arm (25) is connected with a steering drag link (26) through a fastener (35) so as to drive the steering drag link (26) to move transversely, the tail part of the steering drag link (26) is connected with a steering trapezoid structure consisting of two steering knuckles (28), a steering tie rod (27) and a drive axle housing (29), the steering knuckles (28) at two ends are driven to rotate around connection points of the drive axle housing (29), and the knuckles at two ends of an axle are connected through the steering tie rod (27), so that tire hub assemblies (7) at two ends are steered simultaneously, and Ackerman steering is realized.
6. The intelligent chassis system of a distributed-drive high-performance six-wheel-steering commercial vehicle according to claim 1 or 5, wherein the steering system: each axle comprises a steering device, so that the middle and rear axle wheels assist the front wheels to steer in the running process of the vehicle, the high-speed parallel steering improves the stability, the low-speed reverse steering improves the maneuverability, and a spring buffer device is arranged in the steering drag link to avoid over-driving.
7. A distributed driven high performance six-wheel steering commercial vehicle intelligent chassis system according to claim 1, wherein the lidar (16) is configured to sense ambient information; the GPS positioning unit (17) is used for determining the position of the mass center of the vehicle; the inertia measurement unit (18) is used for measuring vehicle states such as longitudinal acceleration, transverse acceleration, yaw velocity and the like of the vehicle and indirectly estimating other key state quantities required by control in the running process of the vehicle; the central control unit (19) is used for calculating a control command; the electric-adjusting central plate (22) is charged to distribute power of the battery pack to each driving part and a sensor and a control unit in the information sensing and control system, and simultaneously carries out unified receiving and sending on the multi-channel can signals.
8. A distributed drive high performance six-wheel steering commercial vehicle intelligent chassis system according to claim 1 or 7, characterized in that the power battery pack (23) of the information sensing and control system is arranged in the middle of the secondary beam (13) of the frame, and the rest is arranged above the laminate (15) of the frame.
9. A control method of a distributed driving high-performance six-wheel steering commercial vehicle intelligent chassis system is characterized by comprising the following steps:
s1: information perception; sensing obstacle information and target lane information by using a laser radar (16); the mass center position of the vehicle is positioned in real time by utilizing a GPS positioning unit (17); the vehicle states such as the longitudinal acceleration, the transverse acceleration, the yaw velocity and the like of the vehicle are measured in real time by using an inertia measuring unit (18); transmitting the sensed information to a central control unit (19) in real time;
s2: feedback of the state of the controlled variable; the method comprises the steps that the rotating speed and the driving current of 6 wheels are obtained in real time based on a motor driving electric controller (21), and are transmitted to a central control unit (10) through a can1 bus; the steering engine (5) feeds back the pulse width modulation in real time;
s3: estimating a state; the central control unit (19) obtains the steering angle of each wheel by adopting a reverse table look-up method according to the pulse width modulation value fed back by the steering engine (5) in real time; calculating the driving torque of the tire according to the rotating speed and the driving current of the motor; meanwhile, estimating the lateral speed, the longitudinal speed, the course angle and the lateral force of each tire of the vehicle by combining information such as the longitudinal acceleration, the lateral acceleration, the yaw angular velocity and the like of the vehicle;
the reverse table look-up method comprises the following steps: establishing a reverse mapping relation table according to the nonlinear relation between the pulse width modulation value of the steering engine (5) and the tire rotation angle, and storing the table, so that the pulse width modulation amount can be obtained by looking up the table according to the expected value of the target steering angle when steering control is performed;
s4: path planning and control; the central control unit plans a target path and an expected speed according to the environment information and the vehicle position information; calculating course errors, transverse errors and change rates of the course errors and the transverse errors of path tracking according to the pre-aiming path information:
wherein, V, u, V, beta,
Ψ,Ψ ref gamma denotes vehicle speed, longitudinal speed, lateral speed, vehicle body mass center yaw angle, rate of change of mass center yaw angle, vehicle speed heading angle, desired heading angle, and vehicle yaw rate, respectively, s is a distance traveled along a path, and kappa ref For the desired path curvature, Δ Ψ is the angle between the vehicle heading and the tangent of the closest point path, i.e., the heading error, and e is the lateral error;
design weights, calculating ideal control quantities based on the state quantities and time-varying vehicle models, the control quantities including desired individual axle side forces F yf 、F ym And F yr Desired resultant vehicle longitudinal force F generated by each wheel driving force x_total Lateral additional force F y_total Additional yaw moment M z_xtotal (ii) a Transmitting the control quantity to a bottom layer instruction distribution controller through a can1 bus;
F x_total ＝ma xdes +K u (u-u xref )
wherein M is Fy Yaw moment, u, generated for lateral forces xref To the desired vehicle speed, a xdes To desired acceleration, K u Is the speed error gain, m is the vehicle mass, I z Is the moment of inertia of the vehicle;
s5: performing instruction optimization; the base layer command distribution controller (20) distributes the lateral force F according to each desired axle yf 、F ym And F yr The steering angle delta of the tire of the front, middle and rear independent three shafts can be respectively calculated f ，δ m ，δ r And obtaining a target pulse width modulation value through the reverse table look-up method to complete steering control; setting a cost function according to the longitudinal resultant force F of the vehicle x_total Additional lateral force F y_xtotal Additional yaw moment M z_xtotal The driving force F of six wheels can be obtained xfr 、F xfl 、F xmr 、F xml 、F xrr 、F xrl ；
Wherein the content of the first and second substances,
F x ＝(F xfl +F xfr )cosδ f +(F xml +F xmr )cosδ m +(F xrl +F xrr )cosδ r
F y_x ＝(F xfl +F xfr )sinδ f +(F xml +F xmr )sinδ m +(F xrl +F xrr )sinδ r
M z_x ＝F xfl (-t f cosδ f /2+asinδ f )+F xfr (t f cosδ f /2+asinδ f )+F xml (-t m cosδ m /2+bsinδ m )+F xmr (d m cosδ m /2+bsinδ m )+F xrl (-t r cosδ r /2+csinδ r )+F xrr (t r cosδ r /2+csinδ r )
a. b, c represent the distances from the center of mass to the front, middle and rear axes, respectively, t f 、t m 、t r Respectively showing the wheel track of the front axle, the middle axle and the rear axle of the chassis system, and the respective vertical loads of the six wheels are respectively F zfr 、F zfl 、F zmr 、F zml 、F zrr 、F zrl ，k 1 、k 2 、k 3 、k 4 Respectively representing the cost weights;
s6: the driving and braking system executes the driving command; the bottom layer instruction distribution controller sends a hexadecimal double-byte instruction of a target current value to six motor driving electric regulators through a can2 bus, the motor driving electric regulators distribute the current of the power battery pack to the direct current brushless motor according to the instruction, so that the motor shaft rotates to drive the longitudinal bevel gear and the transverse bevel gear meshed with the longitudinal bevel gear to rotate, the universal transmission shaft is further driven to rotate, and the six tires are driven to rotate according to ideal rotating speed or torque through the universal shaft joint. Meanwhile, the transverse and longitudinal bevel gears and the universal shaft respectively drive the inner rings of the bearings which are matched with each other to rotate relatively, and the outer rings of the transverse and longitudinal bevel gears are contacted with the drive axle housing to play a supporting role;
s7: the steering mechanism executes a steering command; the bottom layer instruction distribution controller sends a target pulse width instruction to the input end of the steering engine through the pulse width modulation port to drive the steering engine to rotate, so that the steering rocker arm is driven to rotate, the tail end of the steering drag link connected with the steering rocker arm moves transversely, the steering drag link drives the steering trapezoid formed by the steering knuckle, the steering tie rod and the driving axle housing to rotate, and the steering knuckles at the two ends of the axle are constrained by the steering tie rod, so that the tire hub assemblies at the two ends are steered simultaneously, and Ackerman steering is realized.
10. The control method of the intelligent chassis system of the distributed driving high-performance six-wheel steering commercial vehicle according to claim 9, characterized by further comprising the steps of converting a control command into a binary value, transmitting the binary value to the motor driving electric controller through a can2 bus, and further driving the motor; and (3) controlling a steering engine by a bottom layer instruction distribution controller (20) through a pulse width modulation port, repeating the step (2), and realizing accurate closed loop of the executed instruction based on the feedback error.
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| CN116513316A (en) * | 2023-04-24 | 2023-08-01 | 汉沃科技(武汉)有限公司 | Electric drive chassis of medium-heavy commercial vehicle |
| CN116513316B (en) * | 2023-04-24 | 2023-10-20 | 汉沃科技(武汉)有限公司 | Electric drive chassis of medium-heavy commercial vehicle |
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