CN116443009A - Steering control method and device in vehicle running process and vehicle - Google Patents
Steering control method and device in vehicle running process and vehicle Download PDFInfo
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- CN116443009A CN116443009A CN202310608617.0A CN202310608617A CN116443009A CN 116443009 A CN116443009 A CN 116443009A CN 202310608617 A CN202310608617 A CN 202310608617A CN 116443009 A CN116443009 A CN 116443009A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18145—Cornering
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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
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
- B60L15/38—Control or regulation of multiple-unit electrically-propelled vehicles with automatic control
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/105—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/112—Roll movement
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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
- 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
- B60L2240/423—Torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
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- Mathematical Physics (AREA)
- Power Engineering (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
The present specification provides a steering control method and apparatus during running of a vehicle, the method being applied to a vehicle that integrates four-wheel steering technology and four-wheel drive technology, the vehicle including a speed controller and a steering wheel; the method comprises the following steps: acquiring a first control signal acting on a speed controller and a second control signal acting on a steering wheel; determining an ideal longitudinal speed based on the first control signal, and determining an ideal wheel rotation angle and an ideal yaw rate based on the second control signal; determining the corresponding steering moment of each wheel according to the ideal wheel rotation angle; determining a target torque predicted to be applied to each wheel based on the desired longitudinal speed and the desired yaw rate; and controlling the vehicle to run based on the steering torque and the target torque. By the method, the vehicle can run according to the ideal running track expected by the user.
Description
Technical Field
The present disclosure relates to the field of vehicle control technologies, and in particular, to a steering control method and apparatus during driving of a vehicle, and a vehicle.
Background
With the development of vehicle control technology, more and more vehicles begin to apply four-wheel steering technology and four-wheel drive technology, in which both front and rear wheels can be actively steered. The main principle of the four-wheel steering technology is as follows: in the process that a user drives the vehicle, the user can control the rotation angle and the rotation speed of the front wheels through the steering wheel, and after the front wheels rotate, the rear wheels can deflect in the same direction (or in opposite directions) according to the preset deflection angle between the front wheels and the rear wheels; four-wheel drive technology refers to configuring each wheel with an independently drivable motor.
The inventor finds that when testing a vehicle integrated with four-wheel steering technology, the vehicle still has a situation (such as a high-speed steering scene) that the traveling direction expected by the user cannot be reached in time, so that the vehicle cannot travel according to the ideal traveling track expected by the user.
Disclosure of Invention
In order to overcome the problems in the related art, the present specification provides a steering control method and apparatus during driving of a vehicle, and a vehicle.
According to a first aspect of embodiments of the present specification, there is provided a steering control method during running of a vehicle, applied to a vehicle integrated with a four-wheel steering technology and a four-wheel drive technology, the vehicle including a speed controller and a steering wheel; the method comprises the following steps:
Acquiring a first control signal acting on a speed controller and a second control signal acting on a steering wheel;
determining an ideal longitudinal speed based on the first control signal, and determining an ideal wheel rotation angle and an ideal yaw rate based on the second control signal;
determining the corresponding steering moment of each wheel according to the ideal wheel rotation angle;
determining a target torque predicted to be applied to each wheel based on the desired longitudinal speed and the desired yaw rate; the target torque is used for enabling the vehicle to reach a preset vehicle travelling direction according to the ideal longitudinal speed and the ideal yaw rate on the basis of the steering moment;
and controlling the vehicle to run based on the steering torque and the target torque.
According to a second aspect of embodiments of the present specification, there is provided a vehicle integrated with four-wheel steering technology and four-wheel drive technology, comprising: a control system, a first sensor, a second sensor, a steering controller, and a motor controller in communication with the control system, respectively;
the first sensor is used for detecting a first control signal, and the first control signal acts on a speed controller in the vehicle;
The second sensor is used for detecting a second control signal, and the second control signal acts on a steering wheel in the vehicle;
the control system is used for acquiring the first control signal and the second control signal, determining an ideal longitudinal speed based on the first control signal, and determining an ideal wheel rotation angle and an ideal yaw rate based on the second control signal; and for determining a steering torque corresponding to each wheel from the ideal wheel turning angle, determining a target torque expected to be applied to each wheel from the ideal longitudinal speed and the ideal yaw rate, and then transmitting the steering torque to the steering controller and the target torque to the motor controller;
the steering controller is used for adjusting the rotation angle of each wheel based on the steering torque;
and the motor controller is used for controlling the motor corresponding to each wheel to rotate based on the target torque.
According to a third aspect of the embodiments of the present specification, there is provided a steering control apparatus during running of a vehicle, applied to a vehicle that integrates a four-wheel steering technology and a four-wheel drive technology, the vehicle including a speed controller and a steering wheel; the device comprises:
The signal acquisition module is used for acquiring a first control signal acting on the speed controller and a second control signal acting on the steering wheel;
a first determination module for determining an ideal longitudinal speed based on the first control signal, and determining an ideal wheel rotation angle and an ideal yaw rate based on the second control signal;
the second determining module is used for determining the steering moment corresponding to each wheel according to the ideal wheel rotation angle;
a third determination module for determining a target torque expected to be applied to each wheel based on the ideal longitudinal speed and the ideal yaw rate; the target torque is used for enabling the vehicle to reach a preset vehicle travelling direction according to the ideal longitudinal speed and the ideal yaw rate on the basis of the steering moment;
and the driving module is used for controlling the vehicle to drive based on the steering torque and the target torque.
According to a fourth aspect of embodiments of the present specification, there is provided a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the steering control method during running of a vehicle as in any of the embodiments provided in the first aspect.
According to a fifth aspect of embodiments of the present specification, there is provided a computer device comprising a memory, a processor and a computer program stored on the memory and executable on the processor; wherein the processor is configured to perform the steps of the steering control method during driving of the vehicle as in any of the embodiments provided in the first aspect.
The technical scheme provided by the embodiment of the specification can comprise the following beneficial effects:
in the embodiment of the present specification, the ideal longitudinal speed of the user (the running speed of the vehicle) can be determined by acquiring the first control signal acting on the speed controller, the ideal wheel turning angle desired by the user can be determined based on the angle at which the user is turning the steering wheel, and the ideal yaw rate desired by the user (the speed at which the vehicle reaches the ideal wheel turning angle) can be determined based on the speed at which the user is turning the steering wheel.
At this time, if the vehicle can travel at the desired longitudinal speed, the desired wheel turning angle, and the desired yaw rate, the desired travel locus that the user desires to achieve can be satisfied.
Therefore, in order to achieve the desired travel track expected by the user, on one hand, it is required to determine a steering torque capable of enabling each wheel to achieve the desired wheel turning angle, so that each wheel of the vehicle simultaneously achieves the desired wheel turning angle, and the problem that the vehicle cannot travel according to the desired travel track due to the fact that the rear wheel steering lags behind the front wheel steering is avoided. On the other hand, the target torque capable of enabling the vehicle to maintain the ideal longitudinal speed and the ideal yaw rate needs to be determined, so that the vehicle can reach the ideal centroid side deflection angle in time according to the ideal longitudinal speed and the ideal yaw rate on the basis of the ideal wheel rotation angle, and the problem that the vehicle cannot travel according to the ideal travel track due to too high or too low travel speed of the vehicle is avoided.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the specification and together with the description, serve to explain the principles of the specification.
Fig. 1 shows a flowchart of a steering control method during running of a vehicle provided in an embodiment of the present specification.
Fig. 2 shows a flowchart of a steering control method during running of a vehicle provided in an embodiment of the present specification.
Fig. 3 shows a schematic diagram of an application of the embodiment of the present disclosure to adjusting a desired wheel angle.
Fig. 4 is a schematic view showing a structure of a steering control device during running of a vehicle according to an embodiment of the present disclosure.
Fig. 5 is a hardware configuration diagram of a computer device in which a steering control apparatus during running of a vehicle is located, which is shown in accordance with an exemplary embodiment of the present specification.
Detailed Description
Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples do not represent all implementations consistent with the present specification. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present description as detailed in the accompanying claims.
The terminology used in the description presented herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the description. As used in this specification and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any or all possible combinations of one or more of the associated listed items.
It should be understood that although the terms first, second, third, etc. may be used in this specification to describe various information, these information should not be limited to these terms. These terms are only used to distinguish one type of information from another. For example, the first information may also be referred to as second information, and similarly, the second information may also be referred to as first information, without departing from the scope of the present description. The word "if" as used herein may be interpreted as "at … …" or "at … …" or "responsive to a determination", depending on the context.
The four-wheel steering technology refers to that four wheels capable of actively steering are arranged in a vehicle, for example, when the front wheels of the vehicle deflect leftwards, the rear wheels are controlled to deflect rightwards, or when the front wheels deflect leftwards, the rear wheels are synchronously controlled to deflect leftwards, so that the turning radius of the vehicle can be reduced, and the flexible steering of the vehicle is realized. Four-wheel drive technology refers to a vehicle having four motors capable of independently controlling drive torque, one for each wheel.
The control principle of four-wheel steering technology is generally: when a user operates the steering wheel at a certain speed, the front wheel turning angle of the vehicle can be determined according to the turning angle of the steering wheel, so that the front wheel of the vehicle is controlled to turn according to the front wheel turning angle; meanwhile, according to the rotational speed of the steering wheel, it is possible to know how much yaw rate the user wants to reach this front wheel turning angle. For example, when the user rotates the steering wheel from 90 ° to 180 ° within 1s, the yaw rate w1 corresponding to the rotational speed of 1s is larger than the yaw rate w2 corresponding to the rotational speed of 10s when the user rotates the steering wheel from 90 ° to 180 ° within 10 s.
Since the user typically operates the steering wheel in its intended direction of travel, after determining the front wheel steering angle that the user is expected to achieve based on the angle of rotation of the steering wheel, the direction of travel after the front wheel steering angle is successful may be equated with the direction of travel that the user is expected to. After the front wheels are controlled to rotate according to the front wheel steering angle, the rear wheels are controlled to deflect in the same direction or in opposite directions through a preset deflection angle between the front wheels and the rear wheels, the rear wheels are controlled to reach an ideal rear wheel steering angle to enable the vehicle to run according to an expected running direction, and in the running process of the vehicle, an included angle between the current running direction of the vehicle and the expected running direction of a user is called as a current centroid side deflection angle (an included angle between the centroid speed direction of the vehicle and the direction of a vehicle head) of the vehicle.
In the turning process of the vehicle, the rear wheel steering is always delayed from the front wheel steering, so that the problem that the rear wheel cannot timely follow the front wheel to steer often exists in the turning process, the vehicle cannot run according to the ideal running track expected by a user, and particularly in the high-speed turning scene, the characteristic of the rear wheel delayed steering can bring about larger running track deviation in the high-speed running condition of the vehicle. Meanwhile, the torque applied to each wheel of the vehicle in the turning process can influence the time required by the vehicle to reach the traveling direction expected by the user, so that the vehicle cannot travel according to the ideal traveling track expected by the user.
It should be noted that, in the process of controlling the vehicle, the user further includes a control signal input to a speed controller (for example, a throttle), where the speed controller is exemplified by the throttle, the deeper the user steps on the throttle (the greater the strength), the faster the user wants the vehicle speed (the faster the longitudinal speed of the vehicle can be understood here); conversely, the shallower the user steps on the throttle (the less force), the slower the speed (longitudinal speed) of the vehicle the user wishes to be. During turning of the vehicle, the torque of the longitudinal speed on each wheel also affects the turning effect of the vehicle, and may cause excessive or insufficient turning, and thus may not be able to run along the ideal running track expected by the user. In order to solve the problems, an embodiment of the application provides a steering control method and device in a vehicle driving process and a vehicle.
Next, embodiments of the present specification will be described in detail.
Fig. 1 shows a flowchart of a steering control method during running of a vehicle, which is provided in an embodiment of the present specification, and which is applied to a vehicle that integrates a four-wheel steering technology and a four-wheel drive technology, as shown in fig. 1, the method includes the steps of:
step 101, a first control signal acting on a speed controller and a second control signal acting on a steering wheel are acquired.
The throttle is the most common speed controller in a vehicle, and a user can control the running speed (longitudinal speed) of the vehicle by stepping on the throttle, so that the first control signal can be actually understood as a first control signal acting on the throttle, and the change amount of the throttle can be represented. The first control signal may be generated by a user's actual operation or may be automatically triggered by a control center of the vehicle, for example, a control signal for controlling the longitudinal speed of the vehicle is automatically set in the automatically driven vehicle, and this control signal is used as the first control signal.
The steering wheel is an operation device for controlling the steering of the vehicle, and by acquiring the second control signal, the rotation angle and rotation speed of the steering wheel can be acquired.
Step 102, determining a desired longitudinal speed based on the first control signal, and determining a desired wheel angle and a desired yaw rate based on the second control signal.
The ideal longitudinal speed (which is understood as the running speed along the longitudinal direction formed by the head and the tail of the vehicle during running of the vehicle) is related to the variation of the accelerator, and when the variation of the accelerator is larger, the larger the variation of the longitudinal speed of the vehicle is indicated by the user. According to the change amount of the throttle reflected in the first control signal, the size of the ideal longitudinal speed expected by the user can be determined.
When the user operates the steering wheel, on the one hand, the angle of the steering wheel, which the user wants to control the steering of the vehicle, can be determined according to the rotation angle of the steering wheel in the second control signal; for example, the steering wheel is rotated by 15 °, and it is determined that the user may want the vehicle to rotate by 30 ° in the same rotation direction (the numerical value is exemplary) based on the preset relationship between the steering wheel and the traveling direction of the vehicle, so that the user's desired wheel rotation angle can be determined by the rotation angle of the steering wheel.
The following exemplary provides a method of determining an ideal wheel angle:
determining an ideal front wheel corner corresponding to a front wheel of the vehicle based on the rotation angle of the steering wheel; determining an ideal rear wheel turning angle corresponding to a rear wheel of the vehicle based on the ideal front wheel turning angle; and determining the ideal front wheel rotation angle and the ideal rear wheel rotation angle as the ideal wheel rotation angles.
The ideal front wheel angle and the rotation angle of the steering wheel have a certain conversion relation, and the ideal front wheel angle expected by a user can be determined according to the rotation angle of the steering wheel. When determining an ideal rear wheel turning angle corresponding to a rear wheel of the vehicle based on the ideal front wheel turning angle, the method includes:
acquiring a feedforward proportional coefficient between a front wheel corner and a rear wheel corner of the vehicle; and obtaining the ideal rear wheel corner according to the feedforward proportional coefficient and the ideal front wheel corner.
The calculated relationship between the ideal front wheel rotation angle and the ideal rear wheel rotation angle is as follows:
wherein k is 1 Is a preset feedforward proportionality coefficient sigma f Is an ideal front wheel corner. From the above formula (1), σ can be calculated r1 Sigma is calculated as r1 As an ideal rear wheel corner.
In this way, the desired wheel turning angle including the desired front wheel turning angle and the desired rear wheel turning angle can be obtained.
On the other hand, by the user's speed of turning the steering wheel, it is possible to determine how fast the user wants to make a turn, so that the desired yaw rate that the user desires to achieve during the turning of the vehicle is obtained according to the speed at which the user operates the steering wheel.
And step 103, determining the corresponding steering moment of each wheel according to the ideal wheel rotation angle.
By determining the corresponding steering torque for each wheel, each wheel can be controlled to rotate by the steering torque to achieve the corresponding ideal wheel angle.
Step 104 of determining a target torque expected to be applied to each wheel based on the ideal longitudinal speed and the ideal yaw rate; the target torque is used for enabling the vehicle to reach a preset vehicle traveling direction according to the ideal longitudinal speed and the ideal yaw rate on the basis of the steering torque.
The preset vehicle traveling direction refers to the direction in which the user wants to travel, which is represented by the second control signal of the user, and can also be understood as the traveling direction in which the vehicle centroid slip angle is kept at 0. In the turning process of the vehicle, the vehicle is not only influenced by longitudinal force, but also influenced by lateral force (transverse force), and in order to ensure that the vehicle can reach a preset vehicle traveling direction according to an ideal longitudinal speed and an ideal yaw rate on the basis that each wheel is turned to an ideal wheel corner, a target torque for driving the wheels needs to be set. Since the vehicle is integrated with the four-wheel drive technology, a drive motor is provided for each wheel in the vehicle, and a corresponding target torque can be set for each wheel by the corresponding drive motor for each wheel.
Wherein the allocation of the target torque includes allocation of the driving torque, and allocation of the yaw torque. The driving torque is used to ensure the longitudinal speed of the vehicle, and the yaw torque is used to ensure the yaw speed of the vehicle. The target torque, which is composed of the drive torque and the yaw torque together, enables each wheel to cooperate to achieve a desired longitudinal speed and a desired cross-target angular speed that the user expects for the vehicle.
The following exemplary provides a method of determining a target torque, comprising:
determining a yaw torque corresponding to the vehicle reaching the ideal yaw rate according to the ideal yaw rate; determining a corresponding driving torque when the vehicle reaches the ideal longitudinal speed according to the ideal longitudinal speed; determining a first torque predicted to be distributed to each of the wheels based on the yaw torque; determining a second torque expected to be distributed to each of the wheels based on the driving torque; a target torque acting on each of the wheels is obtained based on the first torque and the second torque.
After the ideal yaw rate is determined, a sliding mode surface switching function is constructed on the basis of considering tracking errors of the ideal yaw rate. And then calculating and obtaining the yaw torque of the vehicle according to the sliding mode surface switching function on the basis of considering the buffeting problem in the sliding film control and adjustment process.
After determining the ideal longitudinal speed of the vehicle, the speed tracking PID controller is designed by taking into account the deviation value between the actual longitudinal speed and the ideal longitudinal speed during the running of the vehicle, so as to obtain the driving torque of the vehicle.
In the steering process of the vehicle, if the driving torque of the vehicle is unevenly distributed, the vehicle speed of the left and right wheels (or front and rear wheels) is deviated, so that the problem that the vehicle turns too much or turns too little even if the vehicle reaches an ideal wheel turning angle is solved. Based on this, by equally distributing the driving torque to each wheel, the influence of the driving torque on the vehicle running track can be reduced.
The distribution mode is as follows:
wherein T is av Is the first torque distributed by the v-th wheel, v=1, 2, 3, 4 (corresponding to the left front wheel, right front wheel, left rear wheel, right rear wheel of the vehicle, respectively), Δt v Is the calculated driving torque.
When the yaw torque is distributed, the distribution is performed by considering the driving/braking torque coordination control between the left and right wheels, for example, in the following manner:
wherein T is bi Is the second torque distributed by the ith wheel, i=1, 2, 3, 4 (corresponding to the left front wheel, right front wheel, left rear wheel, right rear wheel of the vehicle respectively), F Z1 、F Z2 、F Z3 、F Z4 (and T) b1 、T b2 、T b3 、T b4 Corresponding to the left front wheel, right front wheel, left rear wheel, right rear wheel of the vehicle, respectively) correspond to the vertical loads of the four wheels, Δm Z The yaw torque, R, is the wheel rolling radius, and B is the vehicle track (the distance measured on the support surface between the tire symmetry planes of the right and left wheels on the same axis).
The target torque for each wheel can thus be obtained as:
T wi ＝T av +T bi the method comprises the steps of carrying out a first treatment on the surface of the Formula (7)
Where i=1, 2, 3, 4 (corresponding to the left front wheel, right front wheel, left rear wheel, right rear wheel of the vehicle, respectively), T wi Is the target torque of the i-th wheel, which is the vector sum of the first torque and the second torque.
And 105, controlling the vehicle to run based on the steering torque and the target torque.
On the basis of the calculated steering torque and the target torque, the vehicle is controlled to turn according to the steering torque and run according to the target torque, so that the vehicle can reach an ideal running track expected by a user.
In the embodiment of the present specification, the ideal longitudinal speed of the user (the running speed of the vehicle) can be determined by acquiring the first control signal acting on the speed controller, the ideal wheel turning angle desired by the user can be determined based on the angle at which the user is turning the steering wheel, and the ideal yaw rate desired by the user (the speed at which the vehicle reaches the ideal wheel turning angle) can be determined based on the speed at which the user is turning the steering wheel.
At this time, if the vehicle can travel at the desired longitudinal speed, the desired wheel turning angle, and the desired yaw rate, the desired travel locus that the user desires to achieve can be satisfied.
Therefore, in order to achieve the desired travel track expected by the user, on one hand, it is required to determine a steering torque capable of enabling each wheel to achieve the desired wheel turning angle, so that each wheel of the vehicle simultaneously achieves the desired wheel turning angle, and the problem that the vehicle cannot travel according to the desired travel track due to the fact that the rear wheel steering lags behind the front wheel steering is avoided. On the other hand, the target torque capable of enabling the vehicle to maintain the ideal longitudinal speed and the ideal yaw rate needs to be determined, so that the vehicle can reach the ideal centroid side deflection angle in time according to the ideal longitudinal speed and the ideal yaw rate on the basis of the ideal wheel rotation angle, and the problem that the vehicle cannot travel according to the ideal travel track due to too high or too low travel speed of the vehicle is avoided.
In one possible embodiment, after performing step 105, controlling the vehicle to travel based on the steering torque and the target torque, further includes:
acquiring a running track of the vehicle; if the difference between the travel locus and the ideal travel locus satisfies a yaw condition, re-determining a steering torque and a target torque applied to each wheel; the ideal travel locus is a locus constituted by the vehicle traveling in accordance with the ideal wheel turning angle, the ideal longitudinal speed, and the ideal yaw rate.
In order to ensure that the vehicle can run according to the expected ideal running track of the user, whether the actual running track of the current vehicle is identical to the ideal running track or not needs to be checked, if a preset yaw condition (such as a deviation value is greater than or equal to a specified value) is met, new steering torque and target torque need to be recalculated based on the rotation angle of the current wheel, the centroid side deviation angle of the vehicle and the first control signal and the second control signal which are currently input into the vehicle, and the vehicle is further controlled to run according to the new steering torque and the target torque.
In one possible embodiment, fig. 2 shows a flowchart of a steering control method during running of a vehicle provided in the example of the present specification. As shown in fig. 2, after the step 102 of determining the ideal longitudinal speed based on the first control signal and the ideal wheel rotation angle and the ideal yaw rate based on the second control signal are performed, the steps 1031, 201, and 202 are performed, respectively.
Step 1031, wheel steering control, namely: and determining the corresponding steering moment of each wheel according to the ideal wheel rotation angle.
Step 201, yaw torque distribution.
Step 202, driving torque distribution.
Step 203 can be obtained from steps 201 and 202: a target torque acting on each of the wheels is obtained.
According to step 1031 and step 203, step 105 can be obtained, and the vehicle running is controlled based on the steering torque and the target torque.
After step 105 is performed, it is determined whether a difference between the travel locus of the vehicle and the ideal travel locus satisfies a yaw condition. If not, returning to the step 101 again, and recalculating the target torque and the steering torque according to the acquired first control signal and second control signal so as to adjust the running track of the vehicle in time.
In one possible embodiment, after performing step 105, controlling the vehicle to travel based on the steering torque and the target torque, further includes:
the current centroid slip angle of the vehicle is obtained. And determining an adjustment rotation angle based on a difference value between the centroid slip angle and a preset ideal centroid slip angle and a feedback proportionality coefficient. The ideal centroid slip angle is preset and is used for representing an included angle between an actual traveling direction of the vehicle and the preset traveling direction of the vehicle. And adjusting the ideal rear wheel turning angle according to the adjusting turning angle to obtain an updated ideal rear wheel turning angle corresponding to the rear wheel.
For example, the ideal centroid slip angle may be set to 0, and when the ideal centroid slip angle is set to 0, it indicates that the user wants the centroid speed direction of the vehicle to always keep the angle between the centroid speed direction and the heading direction to be 0. At this time, in order to ensure that the ideal wheel turning angle of the vehicle can always keep the centroid slip angle of the vehicle to be 0 in the running process, the ideal wheel turning angle can be adjusted in real time in a feedback manner, and the ideal rear wheel turning angle is adjusted in an exemplary feedback manner.
The adjustment mode is as follows:
and acquiring a preset feedback proportional coefficient, wherein the feedback proportional coefficient comprises a proportional coefficient, an integral coefficient and a differential coefficient when the feedback model is a PID feedback controller.
At this time, the adjustment angle is calculated as follows:
wherein K is p1 、K I1 、K D1 Is the preset proportional coefficient, integral coefficient, differential coefficient and sigma r2 Is an angle of adjustment, e β Is the difference between the centroid slip angle and the ideal centroid slip angle.
And updating the current ideal rear wheel corner on the basis of the ideal rear wheel corner calculated previously.
Exemplary, assuming that the ideal rear wheel rotation angle before update is the first angle, the first angle is compared with sigma r2 And is determined as the updated ideal rear wheel angle.
The manners of determining the ideal rear wheel rotation angle in the formula (1) and the formula (8) may be used separately (only one of them may be used), or may be combined for use, for example:
FIG. 3 illustrates an application of the embodiment of the present disclosure to adjusting an ideal wheel angle, as shown in FIG. 3, by combining feed-forward and feedback to obtain an ideal rear wheel angle.
The input is a first control signal and a second control signal, the first angle is an ideal front wheel angle obtained according to the input, the ideal front wheel angle is input into a feedforward controller, and sigma obtained by the feedforward controller based on a preset feedforward proportional coefficient can be obtained r1 . Meanwhile, the centroid side deflection angle generated by the vehicle running is obtained as an angle IV in the vehicle running process, the angle VI is obtained by making a difference with the ideal centroid side deflection angle (angle V), the angle VI is input into a feedback controller to obtain an angle III, the angle III is an adjustment angle at the moment, the sum of the angle II and the angle III is taken as the angle IV, and the ideal rear wheel steering angle is obtained, so that the accurate ideal rear wheel angle can be obtained through a feedforward and feedback combination mode.
In one possible embodiment, there is provided a vehicle integrated with four-wheel steering technology and four-wheel drive technology, comprising: a control system, and a first sensor, a second sensor, a steering controller, and a motor controller in communication with the control system, respectively.
The first sensor is configured to detect a first control signal that acts on a speed controller in the vehicle.
The second sensor is configured to detect a second control signal that acts on a steering wheel in the vehicle.
The control system is used for acquiring the first control signal and the second control signal, determining an ideal longitudinal speed based on the first control signal, and determining an ideal wheel rotation angle and an ideal yaw rate based on the second control signal; and the steering controller is used for determining the steering moment corresponding to each wheel according to the ideal wheel rotation angle, and transmitting the steering moment to the steering controller and the target torque to the motor controller after determining the target torque expected to be applied to each wheel according to the ideal longitudinal speed and the ideal yaw rate.
The steering controller is configured to adjust a steering angle of each wheel based on the steering torque.
And the motor controller is used for controlling the motor corresponding to each wheel to rotate based on the target torque.
In the example where the speed controller is a throttle, the first sensor may be, for example, a sensor for detecting a change amount of the throttle, and the second sensor may be a sensor for detecting a rotation angle and a rotation speed of the steering wheel. The control system is the control center (center console is also understood) of the vehicle.
In a possible embodiment, fig. 4 shows a schematic structural diagram of a steering control device during running of a vehicle provided in the example of the present specification, and as shown in fig. 4, is applied to a vehicle that integrates a four-wheel steering technology and a four-wheel drive technology, the vehicle including a speed controller and a steering wheel; the device comprises:
the signal acquisition module 401 is configured to acquire a first control signal acting on the speed controller and a second control signal acting on the steering wheel.
A first determination module 402 is configured to determine a desired longitudinal speed based on the first control signal and to determine a desired wheel angle and a desired yaw rate based on the second control signal.
A second determining module 403, configured to determine a steering torque corresponding to each wheel according to the desired wheel rotation angle.
A third determination module 404 for determining a target torque expected to be applied to each wheel based on the desired longitudinal speed and the desired yaw rate; the target torque is used for enabling the vehicle to reach a preset vehicle traveling direction according to the ideal longitudinal speed and the ideal yaw rate on the basis of the steering torque.
A traveling module 405 for controlling the vehicle to travel based on the steering torque and the target torque.
In a possible embodiment, the second control signal includes at least: rotation angle of steering wheel. The first determining module 402, when configured to determine a desired wheel angle based on the second control signal, is configured to:
based on the rotation angle of the steering wheel, an ideal front wheel rotation angle corresponding to the front wheels of the vehicle is determined.
And determining an ideal rear wheel rotation angle corresponding to the rear wheels of the vehicle based on the ideal front wheel rotation angle.
And determining the ideal front wheel rotation angle and the ideal rear wheel rotation angle as the ideal wheel rotation angles.
In one possible embodiment, the first determining module 402, when configured to determine the desired rear wheel rotation angle corresponding to the rear wheel of the vehicle based on the desired front wheel rotation angle, is configured to:
and acquiring a feedforward proportionality coefficient between the front wheel corner and the rear wheel corner of the vehicle.
And obtaining the ideal rear wheel corner according to the feedforward proportional coefficient and the ideal front wheel corner.
In one possible embodiment, the desired wheel angle comprises: the rear wheels of the vehicle correspond to ideal rear wheel corners.
The device also comprises an acquisition module for acquiring the current centroid slip angle of the vehicle after controlling the vehicle to run.
The fourth determining module is used for determining an adjustment rotation angle based on a difference value between the centroid slip angle and a preset ideal centroid slip angle and a feedback proportionality coefficient; the ideal centroid slip angle is preset and is used for representing an included angle between an actual traveling direction of the vehicle and the preset traveling direction of the vehicle.
And the updating module is used for adjusting the ideal rear wheel turning angle according to the adjustment turning angle to obtain the updated ideal rear wheel turning angle corresponding to the rear wheel.
In one possible embodiment, the third determination module 404, when configured to determine the target torque expected to be applied to each wheel based on the desired longitudinal speed and the desired yaw rate, is configured to:
determining a yaw torque corresponding to the vehicle reaching the ideal yaw rate according to the ideal yaw rate; and determining a corresponding driving torque when the vehicle reaches the ideal longitudinal speed according to the ideal longitudinal speed.
Based on the yaw torque, a first torque predicted to be distributed to each of the wheels is determined.
Based on the drive torque, a second torque predicted to be distributed to each of the wheels is determined.
A target torque acting on each of the wheels is obtained based on the first torque and the second torque.
In one possible embodiment, the apparatus further comprises:
and the track acquisition module is used for acquiring the running track of the vehicle after controlling the vehicle to run based on the steering torque and the target torque.
A redetermining module for redetermining a steering torque and a target torque applied to each wheel if a difference between the travel locus and an ideal travel locus satisfies a yaw condition; the ideal travel locus is a locus constituted by the vehicle traveling in accordance with the ideal wheel turning angle, the ideal longitudinal speed, and the ideal yaw rate.
The implementation process of the functions and roles of each module in the above device is specifically shown in the implementation process of the corresponding steps in the above method, and will not be described herein again.
For the device embodiments, reference is made to the description of the method embodiments for the relevant points, since they essentially correspond to the method embodiments. The apparatus embodiments described above are merely illustrative, wherein the modules illustrated as separate components may or may not be physically separate, and the components shown as modules may or may not be physical, i.e., may be located in one place, or may be distributed over a plurality of network modules. Some or all of the modules may be selected according to actual needs to achieve the purposes of the present description. Those of ordinary skill in the art will understand and implement the present invention without undue burden.
Fig. 5 is a hardware configuration diagram of a computer device where a steering control apparatus during driving of a vehicle is located, which may include: a processor 501, a memory 502, an input/output interface 503, a communication interface 504, and a bus 505. Wherein the processor 501, the memory 502, the input/output interface 503 and the communication interface 504 enable a communication connection between each other inside the device via the bus 505.
The processor 501 may be implemented by a general-purpose CPU (Central Processing Unit ), a microprocessor, an application specific integrated circuit (Application Specific Integrated Circuit, ASIC), or one or more integrated circuits, etc., for executing relevant programs to implement the steering control method during driving of the vehicle provided in the embodiments of the present disclosure.
The Memory 502 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory ), static storage device, dynamic storage device, or the like. Memory 502 may store an operating system and other application programs, and when the technical solutions provided in the embodiments of the present specification are implemented in software or firmware, relevant program codes are stored in memory 502 and invoked by processor 501 for execution.
The input/output interface 503 is used to connect with an input/output module to realize information input and output. The input/output module may be configured as a component in a device (not shown) or may be external to the device to provide corresponding functionality. Wherein the input devices may include a keyboard, mouse, touch screen, microphone, various types of sensors, etc., and the output devices may include a display, speaker, vibrator, indicator lights, etc.
The communication interface 504 is used to connect a communication module (not shown in the figure) to enable communication interaction between the device and other devices. The communication module may implement communication through a wired manner (such as USB, network cable, etc.), or may implement communication through a wireless manner (such as mobile network, WIFI, bluetooth, etc.).
Bus 505 includes a path to transfer information between elements of the device (e.g., processor 501, memory 502, input/output interface 503, and communication interface 504).
It should be noted that, although the above device only shows the processor 501, the memory 502, the input/output interface 503, the communication interface 504, and the bus 505, in the implementation, the device may further include other components necessary for achieving normal operation. Furthermore, it will be understood by those skilled in the art that the above-described apparatus may include only the components necessary to implement the embodiments of the present description, and not all the components shown in the drawings.
The present description also provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the steering control method during running of a vehicle as any one of the embodiments of the present description provides.
Computer readable media, including both non-transitory and non-transitory, removable and non-removable media, may implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of storage media for a computer include, but are not limited to, phase change memory (PRAM), static Random Access Memory (SRAM), dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), read Only Memory (ROM), electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium, which can be used to store information that can be accessed by a computing device. Computer-readable media, as defined herein, does not include transitory computer-readable media (transmission media), such as modulated data signals and carrier waves.
It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article or apparatus that comprises the element.
The foregoing describes specific embodiments of the present disclosure. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims can be performed in a different order than in the embodiments and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.
Claims (10)
1. A steering control method during running of a vehicle, characterized by being applied to a vehicle integrated with a four-wheel steering technology and a four-wheel drive technology, the vehicle including a speed controller and a steering wheel; the method comprises the following steps:
acquiring a first control signal acting on a speed controller and a second control signal acting on a steering wheel;
determining an ideal longitudinal speed based on the first control signal, and determining an ideal wheel rotation angle and an ideal yaw rate based on the second control signal;
determining the corresponding steering moment of each wheel according to the ideal wheel rotation angle;
determining a target torque predicted to be applied to each wheel based on the desired longitudinal speed and the desired yaw rate; the target torque is used for enabling the vehicle to reach a preset vehicle travelling direction according to the ideal longitudinal speed and the ideal yaw rate on the basis of the steering moment;
and controlling the vehicle to run based on the steering torque and the target torque.
2. The method of claim 1, wherein the step of determining the position of the substrate comprises,
the second control signal at least comprises: a rotation angle of the steering wheel;
The determining an ideal wheel rotation angle based on the second control signal includes:
determining an ideal front wheel corner corresponding to a front wheel of the vehicle based on the rotation angle of the steering wheel;
determining an ideal rear wheel turning angle corresponding to a rear wheel of the vehicle based on the ideal front wheel turning angle;
and determining the ideal front wheel rotation angle and the ideal rear wheel rotation angle as the ideal wheel rotation angles.
3. The method of claim 2, wherein the determining the desired rear wheel steering angle for the rear wheel based on the desired front wheel steering angle comprises:
acquiring a feedforward proportional coefficient between a front wheel corner and a rear wheel corner of the vehicle;
and obtaining the ideal rear wheel corner according to the feedforward proportional coefficient and the ideal front wheel corner.
4. A method according to any one of claims 1 to 3, wherein,
the ideal wheel turning angle comprises: an ideal rear wheel corner corresponding to a rear wheel of the vehicle;
after said controlling said vehicle to travel, said method further comprises:
acquiring the current centroid side deflection angle of the vehicle;
determining an adjustment rotation angle based on a difference value between the centroid slip angle and a preset ideal centroid slip angle and a feedback proportionality coefficient; the ideal centroid slip angle is preset and is used for representing an included angle between the actual traveling direction of the vehicle and the preset traveling direction of the vehicle;
And adjusting the ideal rear wheel turning angle according to the adjusting turning angle to obtain an updated ideal rear wheel turning angle corresponding to the rear wheel.
5. The method of claim 1, wherein said determining a target torque predicted to be applied to each wheel based on said desired longitudinal speed and said desired yaw rate comprises:
determining a yaw torque corresponding to the vehicle reaching the ideal yaw rate according to the ideal yaw rate; determining a corresponding driving torque when the vehicle reaches the ideal longitudinal speed according to the ideal longitudinal speed;
determining a first torque predicted to be distributed to each of the wheels based on the yaw torque;
determining a second torque expected to be distributed to each of the wheels based on the driving torque;
a target torque acting on each of the wheels is obtained based on the first torque and the second torque.
6. The method according to claim 1, characterized in that after said controlling the vehicle to travel based on the steering torque and the target torque, the method further comprises:
acquiring a running track of the vehicle;
if the difference between the travel locus and the ideal travel locus satisfies a yaw condition, re-determining a steering torque and a target torque applied to each wheel; the ideal travel locus is a locus constituted by the vehicle traveling in accordance with the ideal wheel turning angle, the ideal longitudinal speed, and the ideal yaw rate.
7. A vehicle integrated with four-wheel steering technology and four-wheel drive technology, comprising: a control system, a first sensor, a second sensor, a steering controller, and a motor controller in communication with the control system, respectively;
the first sensor is used for detecting a first control signal, and the first control signal acts on a speed controller in the vehicle;
the second sensor is used for detecting a second control signal, and the second control signal acts on a steering wheel in the vehicle;
the control system is used for acquiring the first control signal and the second control signal, determining an ideal longitudinal speed based on the first control signal, and determining an ideal wheel rotation angle and an ideal yaw rate based on the second control signal; and for determining a steering torque corresponding to each wheel from the ideal wheel turning angle, determining a target torque expected to be applied to each wheel from the ideal longitudinal speed and the ideal yaw rate, and then transmitting the steering torque to the steering controller and the target torque to the motor controller;
The steering controller is used for adjusting the rotation angle of each wheel based on the steering torque;
and the motor controller is used for controlling the motor corresponding to each wheel to rotate based on the target torque.
8. A steering control device during running of a vehicle, characterized by being applied to a vehicle that integrates four-wheel steering technology and four-wheel drive technology, the vehicle including a speed controller and a steering wheel; the device comprises:
the signal acquisition module is used for acquiring a first control signal acting on the speed controller and a second control signal acting on the steering wheel;
a first determination module for determining an ideal longitudinal speed based on the first control signal, and determining an ideal wheel rotation angle and an ideal yaw rate based on the second control signal;
the second determining module is used for determining the steering moment corresponding to each wheel according to the ideal wheel rotation angle;
a third determination module for determining a target torque expected to be applied to each wheel based on the ideal longitudinal speed and the ideal yaw rate; the target torque is used for enabling the vehicle to reach a preset vehicle travelling direction according to the ideal longitudinal speed and the ideal yaw rate on the basis of the steering moment;
And the driving module is used for controlling the vehicle to drive based on the steering torque and the target torque.
9. A computer readable storage medium, on which a computer program is stored, characterized in that the program, when being executed by a processor, implements the steps of the method of any of claims 1-6.
10. A computer device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor implements the steps of the method of any of claims 1-6 when the computer program is executed by the processor.
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| CN202310608617.0A CN116443009A (en) | 2023-05-26 | 2023-05-26 | Steering control method and device in vehicle running process and vehicle |
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| CN202310608617.0A CN116443009A (en) | 2023-05-26 | 2023-05-26 | Steering control method and device in vehicle running process and vehicle |
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