CN117284370A - Different-working-condition steer-by-wire rack force fusion estimation method based on fuzzy control - Google Patents
Different-working-condition steer-by-wire rack force fusion estimation method based on fuzzy control Download PDFInfo
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- B62D—MOTOR VEHICLES; TRAILERS
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- B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract
The invention relates to the technical field of vehicle steering control, in particular to a different-working-condition steer-by-wire rack force fusion estimation method based on fuzzy control, which comprises the following steps: collecting road surface unevenness, judging whether the road surface unevenness is not smaller than a first threshold value, if yes, measuring a first rack force by a rack force estimator based on a vehicle-tire model, otherwise, collecting an actual vehicle speed; judging whether the vehicle speed is smaller than a second threshold value, if yes, measuring a second rack force by a rack force estimator based on a steering system model, otherwise, judging whether the vehicle speed is smaller than a third threshold value, if yes, measuring a first rack force, otherwise, measuring a front wheel corner of the vehicle, and judging whether the front wheel corner of the vehicle is not larger than a fourth threshold value, if yes, measuring the first rack force, otherwise, measuring the second rack force; and fuzzy control is adopted when the first rack force and the second rack force are converted, so that the rack force estimated values are smoothly connected under different working conditions. Therefore, the problems that a steer-by-wire system does not fully study the application conditions of a rack force estimator under bump road surfaces, different vehicle speeds and turning angles and the like are solved.
Description
Technical Field
The invention relates to the technical field of vehicle steering control, in particular to a different-working-condition steer-by-wire rack force fusion estimation method based on fuzzy control.
Background
With the development of intelligent automobile technology, the conventional steering system is difficult to meet the requirements of intelligent vehicles, and a steer-by-wire system for decoupling a steering wheel and a steering wheel is receiving a great deal of attention. The steering column is canceled between the steering wheel and the steering wheel of the steer-by-wire system, and the steering column and the steering wheel are not mechanically connected, and the steering information and the road feel information are transmitted through electric signals. The steer-by-wire system not only can accelerate the response speed, but also can meet the steering control technology of the intelligent automobile, and the automobile is promoted to develop towards the intelligent direction.
The drive-by-wire steering system consists of two modules, namely road feel simulation and steering execution, and the performance of the drive-by-wire steering system directly influences active safety and driving experience. In the traditional mechanical steering system, the whole vehicle movement information and the tire stress state are directly transmitted to a driver through a mechanical connecting device, so that the driver is helped to judge the running state of the vehicle and the road surface environment. For the steer-by-wire system, a road feel simulation device needs to be added to simulate road feel for a driver. The steering execution module receives a steering signal from a steering wheel, controls the steering rack to move for steering, and controls the output torque of the steering motor according to the resistance torque of the steering rack. However, under different working conditions, the estimation effect of the actual rack force is not fully studied, for example, the related art one: a steering system driver road feel feedback adjustment method based on dynamic rack force divides total rack force into sum of comfortable rack force and dynamic rack force, calibrates the comfortable rack force and the dynamic rack force, and determines target hand force under different vehicle speeds through calibrated parameters. And related technology II: a road feel simulation device for steer-by-wire and a control method thereof are provided, the device calculates two components of rack force based on a gear rack model and a vehicle model, carries out weighted calculation on the two components of rack force to obtain estimated rack force, combines the estimated rack force with a vehicle running state to calculate basic road feel feedback, but the scheme does not fully discuss the rack force estimation method under different working conditions, cannot meet the estimation precision of specific working conditions (such as low-speed parking), cannot quickly obtain the estimation method under the specific working conditions, and has low adaptability to complex working conditions.
In addition, the contact information of the tire and the ground has important influence significance on road feel simulation and steering execution, and the coupling acting force between the wheels and the ground is effectively extracted under different working conditions to directly influence the steering hand feeling of a driver and the steering execution control precision. The rack force acts on the rack as the tire aligning moment through the steering tie rod, and can reflect the contact information of the tire and the ground.
The two most common methods currently used to estimate rack force are a rack force estimator based on a steering model and a rack force estimator based on a vehicle and tire model. In a steering model based rack force estimator, sensed steering motor angular position, speed and torque, and steering column torque are fed to an input observer to calculate rack force. In a rack force estimator based on a vehicle and tire model, a road profile and a steering angle are input into a combined vehicle and tire model to calculate a rack force.
Although the rack force estimator based on the steering system model has good overall performance, there is no way to estimate the rack force component caused by the road surface, which can lead to the driver not being able to fully grasp the running condition of the vehicle, especially at medium-high speed or high gradient, and is easy to be dangerous; the observer cannot separate the rack force and the friction force in the steering disturbance, the rack force contains a high-order nonlinear term, and when the road condition changes rapidly, the linear disturbance observer and the nonlinear disturbance observer both have the condition of estimating distortion. Although the rack force estimator based on the vehicle-tire model can estimate the rack force component caused by the road surface by using the vehicle two-degree-of-freedom dynamics model and the tire model, the estimation effect is poor in the case of a large front wheel turning angle, and the overall model is opposite, so that a part of parameters are difficult to obtain.
Disclosure of Invention
The invention provides a fuzzy control-based different-working-condition wire-control steering rack force fusion estimation method, which aims to solve the problems that a single model cannot realize rapid and accurate estimation of rack force under a specific working condition, and rack force value mutation is caused when different estimators are switched.
The embodiment of the first aspect of the invention provides a different-working-condition steer-by-wire rack force fusion estimation method based on fuzzy control, which comprises the following steps of: collecting unevenness of the current road surface profile based on preset sensing arranged outside the tire;
judging whether the unevenness is larger than or equal to a first threshold value, wherein if the unevenness is larger than or equal to the first threshold value, a first rack force estimated value of a vehicle is measured by adopting a rack force estimator based on a vehicle-tire model, the first rack force estimated value is added into a road feel feedback design, and otherwise, the actual speed of the vehicle is acquired by the preset sensor; judging whether the actual vehicle speed is smaller than a second threshold value, wherein if the actual vehicle speed is smaller than the second threshold value, a rack force estimator based on a steering system model is adopted to measure a second rack force estimated value of a vehicle, the second rack force estimated value is added into the road feel feedback design, otherwise, judging whether the actual vehicle speed is smaller than a third threshold value, and if the vehicle speed is smaller than the third threshold value, a rack force estimator based on a vehicle-tire model is adopted to measure the first rack force estimated value, the first rack force estimated value is added into the road feel feedback design, otherwise, a front wheel corner of the vehicle is measured through the preset sensor; judging whether the front wheel turning angle is smaller than or equal to a fourth threshold value, wherein if the front wheel turning angle is smaller than or equal to the fourth threshold value, the first rack force estimated value is measured by the rack force estimator based on a vehicle-tire model and added into the road feel feedback design, otherwise, the second rack force estimated value of the vehicle is measured by the rack force estimator based on a steering system model and added into the road feel feedback design.
Optionally, the method further comprises: before the road feel feedback design is added, the first rack force estimated value and the second rack force estimated value are fused based on fuzzy control, and the first rack force estimated value and the second rack force estimated value are smoothly connected under different working conditions.
Optionally, the fusing the first rack force estimated value and the second rack force estimated value based on fuzzy control includes:
inputting a preset vehicle speed and a preset steering wheel corner into a fuzzy controller to obtain a fusion weight;
and determining a rack force fusion formula according to the fusion weight, and carrying out weight fusion on the first rack force estimated value and the second rack force estimated value to obtain a fused rack force estimated value.
Optionally, the rack force fusion formula is:
F rack ＝k*F rack-steer +(1-k)*F rack-tire
wherein F is rack F is the estimated value of the rack force after fusion rack-steer For the second rack force estimation value, F rack-tire And k is a fusion weight, and is a first rack force estimated value.
Optionally, the rack force estimator based on the vehicle-tire model is:
F rack-tire ＝i p *M zf
wherein F is rack-tire For the first rack force estimate, i p Tyre torque-to-rack force transmission ratio, M, of a vehicle given for steering kinematics zf Is the aligning moment of the front wheel tyre.
Optionally, the first rack force estimate comprises a steering rack force component and a road rack force component.
Optionally, when the vehicle runs on a smooth road surface, the front wheel rotation angle is rotated to obtain the steering rack force component, and when the front wheel rotation angle is zero, the vehicle runs on an uneven road surface to obtain the road rack force component.
An embodiment of a second aspect of the present invention provides a device for estimating a force fusion of a steering rack under different working conditions based on fuzzy control, including:
the measuring module is used for collecting the unevenness of the current road surface profile based on preset sensing arranged outside the tire;
the unevenness comparing module is used for judging whether the unevenness is larger than or equal to a first threshold value, wherein if the unevenness is larger than or equal to the first threshold value, a first rack force estimated value of a vehicle is measured by adopting a rack force estimator based on a vehicle-tire model, the first rack force estimated value is added into a road feel feedback design, and otherwise, the actual speed of the vehicle is acquired by the preset sensor;
a speed comparison module, configured to determine whether the actual vehicle speed is less than a second threshold, wherein if the actual vehicle speed is less than the second threshold, a rack force estimator based on a steering system model is used to measure a second rack force estimated value of the vehicle, and the second rack force estimated value is added to the road feel feedback design, otherwise, determine whether the actual vehicle speed is less than a third threshold, wherein if the vehicle speed is less than the third threshold, the first rack force estimated value is measured by using the rack force estimator based on a vehicle-tire model, and the first rack force estimated value is added to the road feel feedback design, otherwise, a front wheel corner of the vehicle is measured by the preset sensor;
And the front wheel steering angle comparison module is used for judging whether the front wheel steering angle is smaller than or equal to a fourth threshold value, wherein if the front wheel steering angle is smaller than or equal to the fourth threshold value, the first rack force estimated value is measured by adopting the rack force estimator based on the vehicle-tire model and is added into the road feel feedback design, and otherwise, the second rack force estimated value of the vehicle is measured by adopting the rack force estimator based on the steering system model and is added into the road feel feedback design.
An embodiment of a third aspect of the present invention provides an electronic device, including: the system comprises a memory, a processor and a computer program stored in the memory and capable of running on the processor, wherein the processor executes the program to realize the different-working-condition steer-by-wire rack force fusion estimation method based on fuzzy control as described in the embodiment.
An embodiment of a fourth aspect of the present invention provides a computer-readable storage medium storing a computer program which, when executed by a processor, implements the above-described method for estimating a steer-by-wire rack force fusion under different operating conditions based on fuzzy control.
According to the steering rack force fusion estimation method based on different working conditions of fuzzy control, a rack force estimator is designed based on a vehicle-tire model at a high speed, the rack force estimator is designed based on a steering model at a low speed, particularly at a low speed and a large rotation angle, meanwhile, road surface unevenness is considered, the rack force estimator is designed based on a vehicle and a tire model preferentially on a bumpy road surface, a complex tire model is used for separating a steering rack force component and a road surface rack force component, and the classification estimation of the rack force under different working conditions, particularly at different vehicle speeds, different rotation angles and different road surface flatness is realized; in addition, the design of the rack force fusion weight is carried out based on fuzzy control, so that the abrupt change of the rack force value caused by the conversion of different estimators is avoided, and the requirements of actual operation are better met.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The foregoing and/or additional aspects and advantages of the invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:
FIG. 1 is a flow chart of a method for estimating the force fusion of steering racks under different working conditions based on fuzzy control according to an embodiment of the present invention;
FIG. 2 is a control logic diagram of a method for estimating the force fusion of steering racks under different working conditions based on fuzzy control according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of a rack force estimator based on a vehicle-tire model according to an embodiment of the present invention calculating rack force components, respectively;
FIG. 4 is a schematic diagram of a rack force estimation applied to a steer-by-wire system provided in accordance with an embodiment of the present invention;
FIG. 5 is a schematic diagram of a fusion weight controller based on fuzzy control according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of a vehicle speed membership function according to an embodiment of the present invention;
FIG. 7 is a schematic diagram of a steering wheel angle membership function according to an embodiment of the present invention;
FIG. 8 is a schematic diagram of a weighted membership function provided according to an embodiment of the present invention;
FIG. 9 is a schematic diagram of a rack force estimation fusion weight provided according to an embodiment of the present invention;
FIG. 10 is a block diagram of a device for estimating a steering rack force fusion based on fuzzy control under different conditions according to an embodiment of the present invention;
Fig. 11 is a schematic structural diagram of an electronic device according to an embodiment of the present invention.
Detailed Description
Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present invention and should not be construed as limiting the invention.
The different working condition steer-by-wire rack force fusion estimation method based on fuzzy control according to the embodiment of the invention is described below with reference to the accompanying drawings.
Fig. 1 is a schematic flow chart of a method for estimating force fusion of steering racks under different working conditions based on fuzzy control according to an embodiment of the present invention.
As shown in fig. 1, the method for estimating the force fusion of the steering rack by wire under different working conditions based on fuzzy control comprises the following steps:
in step S101, unevenness of the current road surface profile is acquired based on a preset sensor set outside the tire.
In step S102, it is determined whether the unevenness is greater than or equal to a first threshold, wherein if the unevenness is greater than or equal to the first threshold, a first rack force estimation value of the vehicle is measured by using a rack force estimator based on a vehicle-tire model, and the first rack force estimation value is added to a road feel feedback design, otherwise, the actual speed of the vehicle is acquired by a preset sensor.
The correcting moment of the front wheel tire is solved by constructing a two-degree-of-freedom dynamics model and a linear tire model of the vehicle, and then a rack force estimator based on the vehicle-tire model is constructed according to the correcting moment of the front wheel tire.
The two-degree-of-freedom dynamics model of the vehicle is as follows:
wherein m is the mass of the vehicle,is the transverse speed; u is longitudinal speed, I is yaw moment of inertia, w, < >>For yaw rate and yaw acceleration, l f Distance from the center of mass of the vehicle to the front axle, l r F is the distance from the center of mass of the vehicle to the rear axle yr For the side force of the front tyre, F yr Lateral direction of rear wheel tyreForce.
The linear tire model is:
wherein C is af A is the cornering stiffness of the front wheel f Is the side deflection angle of the front wheel
Wherein t is p The track of the inflation of the front wheel tyre, t p0 For a front tire inflation trajectory when the slip angle is zero, μ is the coefficient of friction of the tire and the road surface.
Aligning moment M of front wheel tire zf It can be given as:
M zf ＝-(t p +t m )*F yf
where tm is the front tire mechanical trajectory.
The rack force estimator estimated by the vehicle-tire model is:
F rack-tire ＝i p *M zf
wherein i is p Tyre torque to rack force ratio for a vehicle given steering kinematics
Therefore, the rack force estimated value obtained from the vehicle-tire model is F rack-tire . At this time, the rack force may be divided into a rack force component F caused by steering R-steering And a rack force component F caused by the road surface profile R-road The method comprises the following steps:
F rack-tire ＝F R-steering +F R-road
as shown in fig. 3 and 4, by running the vehicle on a smooth road surface, the front wheel rotation angle is rotated to obtain F R-steering The method comprises the steps of carrying out a first treatment on the surface of the Front makingThe wheel angle is zero, the vehicle runs on uneven road surface to obtain F R-road . At this time, the rack force component may be used in road feel feedback and steering execution so that the driver grasps both the vehicle steering running condition and the road surface condition.
An estimator based on a vehicle-tire model may be used to determine the rack force caused by the steering angle independent of the rack force caused by the road profile. These rack force components can be used to compensate for the individual effects of steering angle and road profile on steering feel.
Specifically, as shown in fig. 2, firstly, judging the road surface profile by a tire external sensor, and when the road surface is stable and the unevenness is smaller than h1, judging the next vehicle speed and the front wheel steering angle; if the road surface unevenness is greater than or equal to h1, a rack force estimator based on a vehicle-tire model is directly adopted to measure a first rack force estimated value of the vehicle, and a steering rack force component and a road surface rack force component in the first rack force estimated value are separated and added into a road feel feedback design so as to enhance the grasping degree of a driver on the road surface.
In step S103, it is determined whether the actual vehicle speed is less than a second threshold, wherein if the actual vehicle speed is less than the second threshold, a rack force estimator based on a steering system model is used to measure a second rack force estimate of the vehicle and add the second rack force estimate to the road feel feedback design, otherwise, it is determined whether the actual vehicle speed is less than a third threshold, wherein if the vehicle speed is less than the third threshold, a rack force estimator based on a vehicle-tire model is used to measure a first rack force estimate and add the first rack force estimate to the road feel feedback design, otherwise, a front wheel corner of the vehicle is measured by a preset sensor.
The rack force estimator based on the steering system model is:
wherein M is r Is the mass of the rack, G is the reduction ratio of the speed reducer, r p Is the indexing radius of the pinion gear, B r Is the resistance of the rack, T m Is the output torque of the steering execution motor; x is x r ，The lateral displacement, the speed and the acceleration of the rack are respectively; f (F) a Is steering correction moment; fr is the friction experienced by the rack as it moves.
Steering aligning moment F a And friction F experienced during rack movement f Combined into generalized rack force F r ：
F r ＝F a +F f
The observer is designed to estimate the generalized rack force.
First, define x1=x r ，For state variables of the system, the system is set to have a restoring moment F a And friction force F f As generalized rack force F r The state space of the distention and interference observer designed based on the formula (x) is described as follows:
wherein,state variables x respectively 1 ，x 2 ，F r K1, k2, k3 are high gain coefficients in the disturbance observer. When the gain value is large, the observer can quickly converge to the vicinity of the actual value.
The rotation angle of the front wheel has a linear relation to the displacement of the rack:
δ f ＝x 1 *i r
wherein delta f I is the front wheel rotation angle r Is the transmission ratio of the rack to the front wheel corner.
Therefore, the rack force estimated value obtained from the steering system model is F rack-steer 。
In step S104, it is determined whether the front wheel steering angle is equal to or less than a fourth threshold, wherein if the front wheel steering angle is equal to or less than the fourth threshold, the first rack force estimation value is measured with the rack force estimator based on the vehicle-tire model and added to the road feel feedback design, otherwise, the second rack force estimation value of the vehicle is measured with the rack force estimator based on the steering system model and added to the road feel feedback design.
Specifically, as shown in fig. 2, when the road unevenness is less than h1 and the vehicle speed is less than v1, a second rack force estimation value of the vehicle is measured using a rack force estimator based on a steering system model, and the second rack force estimation value is added to the road feel feedback design. The accuracy of a rack force estimator based on a steering system model is higher under the working conditions of larger front wheel steering angles such as steering, parking and the like when the vehicle runs at a small speed; and the running is safe under a small vehicle speed, even if the accuracy of the rack force estimator based on the steering system model under the non-steering working condition is enough, the rack force estimator based on the steering system model is directly adopted to avoid frequent conversion estimation method when the vehicle speed is smaller than v 1.
When the road surface unevenness is smaller than h1 and the vehicle runs at a medium speed (larger than v1 and smaller than v 2), a steering working condition exists at the moment, and the front wheel rotation angle is further judged. If the front wheel steering angle is larger (the front wheel steering angle is larger than a 1), a rack force estimator based on a steering system model is adopted to measure a second rack force estimated value, and the second rack force estimated value is added into a road feel feedback design; if the front wheel steering angle is less than a1, it is stated that in the case of small steering angles, a rack force estimator based on a vehicle-tire model may be used to design the first rack force estimate and add the first rack force estimate to the road feel feedback design.
When the road surface unevenness is smaller than h1 and the vehicle runs at a high speed (v > v 2), the steering of the vehicle is more sensitive, most of drivers steer at a small steering angle, estimation performance with higher precision is required, and a rack force estimator based on a vehicle-tire model is adopted. Further, at this time, road surface unevenness has a large influence on the running safety of the vehicle, and the rack force component caused by the road surface unevenness can be separated by using the rack force estimator based on the vehicle-tire model and transmitted to the driver as road feel information, so that the driver can grasp the running condition of the vehicle to avoid dangerous situations.
In some implementations, in order to avoid abrupt change of the rack force value caused by conversion of different estimators, the design of the rack force fusion weight is performed based on fuzzy control, so that the requirements of actual operation are better adapted, that is, before the design of road feel feedback is added, the first rack force estimated value and the second rack force estimated value are fused based on fuzzy control by designing different weight coefficients, and the first rack force estimated value and the second rack force estimated value are smoothly connected under different working conditions.
Specifically, as shown in fig. 5, a preset vehicle speed and a preset steering wheel angle are input into a fuzzy controller to obtain a fusion weight k, the domain and fuzzy set of each variable in the fuzzy control are determined according to the steps, a rack force fusion formula is determined according to the fusion weight k, and weight fusion is performed on a first rack force estimated value and a second rack force estimated value to obtain a fused rack force estimated value. The method is designed under the normal running condition of the vehicle, the speed change range is 0-120km/h, the steering wheel angle change range is-180 degrees, and the weight k is changed between 0 and 1.
Wherein, the rack force fusion formula is:
F rack ＝k*F rack-steer +(1-k)*F rack-tire
wherein F is rack F is the estimated value of the rack force after fusion rack-steer For the second rack force estimation value, F rack-tire And k is a fusion weight, and is a first rack force estimated value.
It should be noted that the fuzzy control is an intelligent control method imitating human reasoning and decision process, and is especially suitable for nonlinear systems which are complex and difficult to accurately model, and has the characteristics of strong anti-interference capability and good robustness. Further, in order to prevent frequent conversion from affecting steering feel, fuzzy control is adopted to fuse the two estimated values.
The rack force estimation is designed for a vehicle under the normal running condition, and the vehicle speed range is 0-120km/h, namely the fuzzy universe is {0, 120}, and the fuzzy set is { NB, NM, NS, ZO, PS, PM, PB } = { negative big, negative medium, negative small, zero, positive small, medium and positive big }. As shown in fig. 6, the membership function is a triangle membership function with wide application and higher control sensitivity,
the steering wheel angle which is conveniently obtained is used for replacing the front wheel steering angle, the change range of the steering wheel angle is set to be-180 degrees to 180 degrees, the fuzzy universe is set to be { -180, 180}, and the fuzzy set is set to be { NB, NM, NS, ZO, PS, PM, PB } = { negative big, negative medium, negative small, zero, positive small, medium and positive big }. As shown in FIG. 7, the membership function also selects a triangular membership function.
Let the weight k vary between 0-1, its domain is {0,1}, the fuzzy set is { NB, NS,0,PS,PB }, and the fusion weight membership function is shown in FIG. 8.
According to the requirements of the applicable working conditions of the two estimators, a rack force estimator based on a steering model is needed to be adopted at a low speed, so that quick estimation is realized; a rack force estimator based on a vehicle-tire model is adopted at high speed, so that estimation accuracy is improved; the fuzzy rules designed accordingly are shown in table 1:
TABLE 1 fuzzy control rules table
In summary, the fusion weights of the rack force estimation on the smooth road surface designed by fuzzy control are shown in fig. 9, and the fusion weight map of the rack force estimation value is obtained according to the fuzzy rule table of table 1.
The obtained fuzzy control is used for the fusion control of the rack force estimated value, the vehicle speed and the steering wheel angle are input into the fuzzy controller, corresponding fusion weights are output, the weight values are input into a rack force fusion formula, and finally the output rack force value is obtained. As can be seen from fig. 9, the fusion weight change under the fuzzy control strategy is gentle.
The method for estimating the force fusion of the steering rack by the wire control under different working conditions based on the fuzzy control has the following beneficial effects:
Fully researching the application conditions of the rack force estimator on bumpy road surfaces, different vehicle speeds and different rotation angles, and providing a fuzzy control-based different-working-condition steer-by-wire rack force fusion estimation method; the rack force classification estimation under different working conditions, especially different vehicle speeds, different corners and different road surface planeness is realized respectively; the driving habit is integrated, so that the situation that a driver cannot fully master the vehicle condition due to the frequent conversion estimation method caused by the high-frequency rotation angle at a low speed is avoided;
compared with a rack force estimator based on a steering model, the embodiment of the invention can estimate the rack force component caused by the road surface by judging the road condition in advance and converting the road condition into the rack force estimator based on a vehicle-tire model when the road surface is bumpy, so that a driver can completely master the running condition of the vehicle, and particularly, danger is not easy to occur under medium and high speed or large gradient;
compared with a rack force estimator based on a vehicle-tire model, the embodiment of the invention is converted into the rack force estimator based on a steering model when the vehicle speed is in a large rotation angle, so that the reduction of the estimation performance of the model under the large rotation angle is avoided. Particularly, a rack force estimator based on a steering model is directly adopted at a low vehicle speed, so that the estimation performance is good, and the situation that a driver cannot fully master the vehicle condition due to a frequent conversion estimation method caused by a high-frequency rotation angle at a low speed is avoided;
Compared with a simple rack force fusion method, the embodiment of the invention details the classification estimation of the rack force under different working conditions, especially under different vehicle speeds, different corners and different road surface planeness, the estimation method under the specific working conditions can not be obtained quickly, the estimation precision aiming at the specific working conditions can not be met, and the adaptability of the complex working conditions is improved;
in the road feel simulation method, the estimation performance of the embodiment of the invention under the specific working condition is better, the estimated value of the rack force is introduced into the road feel model, the estimated value is indirectly reflected by the rack force under the simple working condition, and the estimated value is directly reflected by the aligning moment born by the tire under the complex working condition, so that a driver can fully master the coupling acting force information between the wheel and the ground to generate the road feel, and the judgment of the driver on the road surface information is enhanced, thereby being beneficial to driving decision;
in the steering execution control method, the embodiment of the invention can use the real-time estimated rack force for feedforward compensation, can effectively estimate the rack force under complex working conditions, maintain tracking performance, and use the estimated value of the rack force based on a vehicle-tire model when the vehicle runs at high speed or bumps road surfaces, thereby improving the steering execution precision and enabling a driver to fully master road conditions; the rack force estimated value based on the steering system is used under the working condition of low speed or large rotation angle, and the rapidity and the accuracy of steering execution can be effectively met by converting the estimated value under different working conditions;
In order to prevent frequent conversion from affecting steering handfeel, fuzzy control is adopted to fuse two estimated values, the input quantity is the vehicle speed and the steering wheel angle, the output quantity is the fusion weight, and the fusion weight value is brought into a rack force fusion formula to obtain a final rack force value.
The invention further provides a steering rack force fusion estimation device based on fuzzy control under different working conditions and provided by the embodiment of the invention.
Fig. 10 is a block schematic diagram of a different-working-condition steer-by-wire rack force fusion estimation device based on fuzzy control according to an embodiment of the invention.
As shown in fig. 10, the different-condition steer-by-wire rack force fusion estimation device 100 based on fuzzy control includes: a measurement module 101, an unevenness comparison module 102, a speed comparison module 103, and a front wheel steering angle comparison module 104.
The measurement module 101 is used for acquiring the unevenness of the current road surface profile based on preset sensing set outside the tire. The unevenness comparing module 102 is configured to determine whether the unevenness is greater than or equal to a first threshold, wherein if the unevenness is greater than or equal to the first threshold, a first rack force estimation value of the vehicle is measured by using a rack force estimator based on a vehicle-tire model, and the first rack force estimation value is added to a road feel feedback design, otherwise, the actual speed of the vehicle is acquired by a preset sensor. The speed comparison module 103 is configured to determine whether the actual vehicle speed is less than a second threshold, wherein if the actual vehicle speed is less than the second threshold, a rack force estimator based on a steering system model is used to measure a second rack force estimated value of the vehicle, and the second rack force estimated value is added to the road feel feedback design, otherwise, determine whether the actual vehicle speed is less than a third threshold, wherein if the vehicle speed is less than the third threshold, a rack force estimator based on a vehicle-tire model is used to measure a first rack force estimated value, and the first rack force estimated value is added to the road feel feedback design, otherwise, a front wheel corner of the vehicle is measured through a preset sensor. The front wheel steering angle comparison module 104 is configured to determine whether the front wheel steering angle is equal to or less than a fourth threshold, wherein if the front wheel steering angle is equal to or less than the fourth threshold, the first rack force estimation value is measured by using a rack force estimator based on a vehicle-tire model and added to the road feel feedback design, and otherwise, the second rack force estimation value is measured by using a rack force estimator based on a steering system model and added to the road feel feedback design.
Optionally, the method further comprises:
and the fusion module is used for fusing the first rack force estimated value and the second rack force estimated value based on fuzzy control before adding the road feel feedback design, and carrying out smooth connection on the first rack force estimated value and the second rack force estimated value under different working conditions.
Optionally, fusing the first rack force estimate and the second rack force estimate based on fuzzy control includes:
inputting a preset vehicle speed and a preset steering wheel corner into a fuzzy controller to obtain a fusion weight;
and determining a rack force fusion formula according to the fusion weight, and carrying out weight fusion on the first rack force estimated value and the second rack force estimated value to obtain a fused rack force estimated value.
Optionally, the rack force fusion formula is:
F rack ＝k*F rack-steer +(1-k)*F rack-tire
wherein F is rack F is the estimated value of the rack force after fusion rack-steer For the second rack force estimation value, F rack-tire Is the firstAnd (3) a rack force estimated value, wherein k is a fusion weight.
Optionally, the rack force estimator based on the vehicle-tire model is:
F rack-tire ＝i p *M zf
wherein F is rack-tire For the first rack force estimate, i p Tyre torque-to-rack force transmission ratio, M, of a vehicle given for steering kinematics zf Is the aligning moment of the front wheel tyre.
Optionally, the first rack force estimate comprises a steering rack force component and a road rack force component.
Alternatively, the steering rack force component is obtained by rotating the front wheel rotation angle when the vehicle runs on a smooth road surface, and the road rack force component is obtained by running the vehicle on an uneven road surface when the front wheel rotation angle is zero.
It should be noted that, the foregoing explanation of the embodiment of the method for estimating the force fusion of the steering rack by wire under different working conditions based on the fuzzy control is also applicable to the device for estimating the force fusion of the steering rack by wire under different working conditions based on the fuzzy control in this embodiment, and will not be repeated here.
The device for estimating the force fusion of the steering rack by the wire control under different working conditions based on the fuzzy control has the following beneficial effects:
fully researching the application conditions of the rack force estimator on bumpy road surfaces, different vehicle speeds and different rotation angles, and providing a fuzzy control-based different-working-condition steer-by-wire rack force fusion estimation method; the rack force classification estimation under different working conditions, especially different vehicle speeds, different corners and different road surface planeness is realized respectively; the driving habit is integrated, so that the situation that a driver cannot fully master the vehicle condition due to the frequent conversion estimation method caused by the high-frequency rotation angle at a low speed is avoided;
compared with a rack force estimator based on a steering model, the embodiment of the invention can estimate the rack force component caused by the road surface by judging the road condition in advance and converting the road condition into the rack force estimator based on a vehicle-tire model when the road surface is bumpy, so that a driver can completely master the running condition of the vehicle, and particularly, danger is not easy to occur under medium and high speed or large gradient;
Compared with a rack force estimator based on a vehicle-tire model, the embodiment of the invention is converted into the rack force estimator based on a steering model when the vehicle speed is in a large rotation angle, so that the reduction of the estimation performance of the model under the large rotation angle is avoided. Particularly, a rack force estimator based on a steering model is directly adopted at a low vehicle speed, so that the estimation performance is good, and the situation that a driver cannot fully master the vehicle condition due to a frequent conversion estimation method caused by a high-frequency rotation angle at a low speed is avoided;
compared with a simple rack force fusion method, the embodiment of the invention details the classification estimation of the rack force under different working conditions, especially under different vehicle speeds, different corners and different road surface planeness, the estimation method under the specific working conditions can not be obtained quickly, the estimation precision aiming at the specific working conditions can not be met, and the adaptability of the complex working conditions is improved;
in the road feel simulation method, the estimation performance of the embodiment of the invention under the specific working condition is better, the estimated value of the rack force is introduced into the road feel model, the estimated value is indirectly reflected by the rack force under the simple working condition, and the estimated value is directly reflected by the aligning moment born by the tire under the complex working condition, so that a driver can fully master the coupling acting force information between the wheel and the ground to generate the road feel, and the judgment of the driver on the road surface information is enhanced, thereby being beneficial to driving decision;
In the steering execution control method, the embodiment of the invention can use the real-time estimated rack force for feedforward compensation, can effectively estimate the rack force under complex working conditions, maintain tracking performance, and use the estimated value of the rack force based on a vehicle-tire model when the vehicle runs at high speed or bumps road surfaces, thereby improving the steering execution precision and enabling a driver to fully master road conditions; the rack force estimated value based on the steering system is used under the working condition of low speed or large rotation angle, and the rapidity and the accuracy of steering execution can be effectively met by converting the estimated value under different working conditions;
in order to prevent frequent conversion from affecting steering handfeel, fuzzy control is adopted to fuse two estimated values, the input quantity is the vehicle speed and the steering wheel angle, the output quantity is the fusion weight, and the fusion weight value is brought into a rack force fusion formula to obtain a final rack force value.
Fig. 11 is a schematic structural diagram of an electronic device according to an embodiment of the present invention. The electronic device may include:
memory 1101, processor 1102, and a computer program stored on memory 1101 and executable on processor 1102.
The processor 1102 implements the different-condition steer-by-wire rack force fusion estimation method based on fuzzy control provided in the above embodiment when executing a program.
Further, the electronic device further includes:
a communication interface 1103 for communication between the memory 1101 and the processor 1102.
Memory 1101 for storing a computer program executable on processor 1102.
The memory 1101 may include a high-speed RAM memory or may further include a non-volatile memory (non-volatile memory), such as at least one magnetic disk memory.
If the memory 1101, the processor 1102, and the communication interface 1103 are implemented independently, the communication interface 1103, the memory 1101, and the processor 1102 may be connected to each other through a bus and perform communication with each other. The bus may be an industry standard architecture (Industry Standard Architecture, abbreviated ISA) bus, an external device interconnect (Peripheral Component, abbreviated PCI) bus, or an extended industry standard architecture (Extended Industry Standard Architecture, abbreviated EISA) bus, among others. The buses may be divided into address buses, data buses, control buses, etc. For ease of illustration, only one thick line is shown in FIG. 11, but not only one bus or one type of bus.
Alternatively, in a specific implementation, if the memory 1101, the processor 1102, and the communication interface 1103 are integrated on a chip, the memory 1101, the processor 1102, and the communication interface 1103 may perform communication with each other through internal interfaces.
The processor 1102 may be a central processing unit (Central Processing Unit, abbreviated as CPU), or an application specific integrated circuit (Application Specific Integrated Circuit, abbreviated as ASIC), or one or more integrated circuits configured to implement embodiments of the present invention.
The embodiment of the invention also provides a computer readable storage medium, on which a computer program is stored, which when being executed by a processor, realizes the different-working-condition steer-by-wire rack force fusion estimation method based on fuzzy control.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or N embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "N" means at least two, for example, two, three, etc., unless specifically defined otherwise.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and additional implementations are included within the scope of the preferred embodiment of the present invention in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order from that shown or discussed, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the embodiments of the present invention.
Logic and/or steps represented in the flowcharts or otherwise described herein, e.g., a ordered listing of executable instructions for implementing logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or N wires, a portable computer cartridge (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). In addition, the computer readable medium may even be paper or other suitable medium on which the program is printed, as the program may be electronically captured, via optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner if necessary, and then stored in a computer memory.
It is to be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the N steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, may be implemented using any one or combination of the following techniques, as known in the art: discrete logic circuits having logic gates for implementing logic functions on data signals, application specific integrated circuits having suitable combinational logic gates, programmable Gate Arrays (PGAs), field Programmable Gate Arrays (FPGAs), and the like.
Those of ordinary skill in the art will appreciate that all or a portion of the steps carried out in the method of the above-described embodiments may be implemented by a program to instruct related hardware, where the program may be stored in a computer readable storage medium, and where the program, when executed, includes one or a combination of the steps of the method embodiments.
In addition, each functional unit in the embodiments of the present invention may be integrated in one processing module, or each unit may exist alone physically, or two or more units may be integrated in one module. The integrated modules may be implemented in hardware or in software functional modules. The integrated modules may also be stored in a computer readable storage medium if implemented in the form of software functional modules and sold or used as a stand-alone product.
The above-mentioned storage medium may be a read-only memory, a magnetic disk or an optical disk, or the like. While embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the invention, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the invention.
Claims (10)
1. The utility model provides a different operating mode drive-by-wire steering rack force fuses estimation method based on fuzzy control which is characterized in that the method includes the following steps:
collecting unevenness of the current road surface profile based on preset sensing arranged outside the tire;
judging whether the unevenness is larger than or equal to a first threshold value, wherein if the unevenness is larger than or equal to the first threshold value, a first rack force estimated value of a vehicle is measured by adopting a rack force estimator based on a vehicle-tire model, the first rack force estimated value is added into a road feel feedback design, and otherwise, the actual speed of the vehicle is acquired by the preset sensor;
judging whether the actual vehicle speed is smaller than a second threshold value, wherein if the actual vehicle speed is smaller than the second threshold value, a rack force estimator based on a steering system model is adopted to measure a second rack force estimated value of a vehicle, the second rack force estimated value is added into the road feel feedback design, otherwise, judging whether the actual vehicle speed is smaller than a third threshold value, and if the vehicle speed is smaller than the third threshold value, a rack force estimator based on a vehicle-tire model is adopted to measure the first rack force estimated value, the first rack force estimated value is added into the road feel feedback design, otherwise, a front wheel corner of the vehicle is measured through the preset sensor;
Judging whether the front wheel turning angle is smaller than or equal to a fourth threshold value, wherein if the front wheel turning angle is smaller than or equal to the fourth threshold value, the first rack force estimated value is measured by the rack force estimator based on a vehicle-tire model and added into the road feel feedback design, otherwise, the second rack force estimated value of the vehicle is measured by the rack force estimator based on a steering system model and added into the road feel feedback design.
2. The fuzzy control-based different condition steer-by-wire rack force fusion estimation method of claim 1, further comprising:
before the road feel feedback design is added, the first rack force estimated value and the second rack force estimated value are fused based on fuzzy control, and the first rack force estimated value and the second rack force estimated value are smoothly connected under different working conditions.
3. The fuzzy control-based different condition steer-by-wire rack force fusion estimation method of claim 2, wherein the fusing the first rack force estimate and the second rack force estimate based on fuzzy control comprises:
Inputting a preset vehicle speed and a preset steering wheel corner into a fuzzy controller to obtain a fusion weight;
and determining a rack force fusion formula according to the fusion weight, and carrying out weight fusion on the first rack force estimated value and the second rack force estimated value to obtain a fused rack force estimated value.
4. The method for estimating the force fusion of the steering rack under different working conditions based on fuzzy control according to claim 2, wherein the force fusion formula of the rack is as follows:
F rack ＝k*F rack-steer +(1-k)*F rack-tire
wherein F is rack F is the estimated value of the rack force after fusion rack-steer For the second rack force estimation value, F rack-tire And k is a fusion weight, and is a first rack force estimated value.
5. The fuzzy control-based different condition steer-by-wire rack force fusion estimation method of claim 1, wherein the vehicle-tire model-based rack force estimator is:
F rack-tire ＝i p *M zf
wherein F is rack-tire For the first rack force estimate, i p Tyre torque-to-rack force transmission ratio, M, of a vehicle given for steering kinematics zf Is the aligning moment of the front wheel tyre.
6. The fuzzy control based different operating mode steer-by-wire rack force fusion estimation method of claim 5, wherein the first rack force estimate comprises a steering rack force component and a road rack force component.
7. The fuzzy control based different condition steer-by-wire rack force fusion estimation method of claim 6, wherein the steering rack force component is obtained by rotating the front wheel corner when the vehicle is running on a smooth road surface, and the road rack force component is obtained by running the vehicle on an uneven road surface when the front wheel corner is zero.
8. The utility model provides a different operating mode drive-by-wire steering rack force fuses estimation device based on fuzzy control which characterized in that includes:
the measuring module is used for collecting the unevenness of the current road surface profile based on preset sensing arranged outside the tire;
the unevenness comparing module is used for judging whether the unevenness is larger than or equal to a first threshold value, wherein if the unevenness is larger than or equal to the first threshold value, a first rack force estimated value of a vehicle is measured by adopting a rack force estimator based on a vehicle-tire model, the first rack force estimated value is added into a road feel feedback design, and otherwise, the actual speed of the vehicle is acquired by the preset sensor;
a speed comparison module, configured to determine whether the actual vehicle speed is less than a second threshold, wherein if the actual vehicle speed is less than the second threshold, a rack force estimator based on a steering system model is used to measure a second rack force estimated value of the vehicle, and the second rack force estimated value is added to the road feel feedback design, otherwise, determine whether the actual vehicle speed is less than a third threshold, wherein if the vehicle speed is less than the third threshold, the first rack force estimated value is measured by using the rack force estimator based on a vehicle-tire model, and the first rack force estimated value is added to the road feel feedback design, otherwise, a front wheel corner of the vehicle is measured by the preset sensor;
And the front wheel steering angle comparison module is used for judging whether the front wheel steering angle is smaller than or equal to a fourth threshold value, wherein if the front wheel steering angle is smaller than or equal to the fourth threshold value, the first rack force estimated value is measured by adopting the rack force estimator based on the vehicle-tire model and is added into the road feel feedback design, and otherwise, the second rack force estimated value of the vehicle is measured by adopting the rack force estimator based on the steering system model and is added into the road feel feedback design.
9. An electronic device, comprising: a memory, a processor and a computer program stored on the memory and executable on the processor, the processor executing the program to implement the fuzzy control based different condition steer-by-wire rack force fusion estimation method of any one of claims 1-7.
10. A computer-readable storage medium having stored thereon a computer program, the program being executed by a processor for implementing the different condition steer-by-wire rack force fusion estimation method based on fuzzy control as claimed in any one of claims 1 to 7.
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