CN117382636A - Multi-axle driving truck anti-skid method based on PID control technology - Google Patents

Multi-axle driving truck anti-skid method based on PID control technology Download PDF

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Publication number
CN117382636A
CN117382636A CN202311531325.8A CN202311531325A CN117382636A CN 117382636 A CN117382636 A CN 117382636A CN 202311531325 A CN202311531325 A CN 202311531325A CN 117382636 A CN117382636 A CN 117382636A
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China
Prior art keywords
driving
wheel
driving wheel
speed
driven
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Chinese (zh)
Inventor
郭庆悌
张华坤
李可瑞
周懿
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Xiamen Iridium Molybdenum Zhihui Technology Co ltd
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Xiamen Iridium Molybdenum Zhihui Technology Co ltd
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Priority to CN202311531325.8A priority Critical patent/CN117382636A/en
Publication of CN117382636A publication Critical patent/CN117382636A/en
Pending legal-status Critical Current

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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
    • B60W30/18172—Preventing, or responsive to skidding of wheels
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0008—Feedback, closed loop systems or details of feedback error signal
    • B60W2050/0011—Proportional Integral Differential [PID] controller
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/26—Wheel slip

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Human Computer Interaction (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

The invention discloses a multi-axle driving truck anti-skid method based on a PID control technology, which comprises the following steps: calculating the driving slip rate of the driving wheel, calculating the longitudinal speed of the vehicle through the radius of the wheel, setting the threshold value of the driving slip rate of the driving wheel, PID control and the like, and solving the problems of less driving wheel anti-slip strategies, limited use scenes and limited functions of the existing truck.

Description

Multi-axle driving truck anti-skid method based on PID control technology
Technical Field
The invention relates to the technical field of vehicle stability control, in particular to a multi-axle driving truck anti-skid method based on a PID control technology.
Background
In the production operation process, the heavy load of the truck is driven to be an application scheme, the road condition of the production operation is complex, the road surface is uneven, the gradient is large, and the road surface adhesion coefficient is relatively small due to road surface water sprinkling. The single axle drive maximum driving force is the road surface maximum attachment coefficient multiplied by the single drive axle load. The application scene makes the requirements on truck driving technology higher, and multi-axle driving is one of the reasons for scheme design. The multi-axle drive increases the load distributed to the drive axle and increases the drive attachment capability. Therefore, the existing truck has a multi-axle drive in the product scheme direction, and the front steering axle is not driven, so that the product has at least one driven axle.
High load carrying capacity is a major feature of truck use. Under high load conditions, with low traction, a single-axle drive may not provide sufficient drive force, while the transaxle provides more drive torque to meet the driver's expectations for acceleration, resulting in drive wheel drive torque that is too great to support than the current traction coefficient can support to slip. In order to have sufficient driving force, large truck drive designs have multiple drive axles. On the one hand, the multi-axle driving scheme can provide enough driving force for multiple wheels under high load and high attachment coefficient, meanwhile, under low attachment coefficient, the multi-axle driving has more driving wheels than the single-axle driving to bear the whole vehicle, and the maximum adhesive force of the vehicle under low attachment coefficient can be utilized as much as possible. On the other hand, in the severe road conditions driving such as mine, the multi-axle driving can also prevent the driving wheel from losing driving capability because the driving wheel is lifted by the chassis to be higher than the road surface, and the high driving force still drives the wheel to skid, so that the wheel idles at high speed. And the anti-skid wheel speed of the driving rate can be controlled to the maximum extent, so that the driving wheel is prevented from idling at high speed.
The rotation of the driven axle which is approximately pure rolling enables the truck to obtain the speed of high accurate value, and the speed scheme can be utilized for the anti-skid design. The wheel drive has no anti-skid design, so that the wheel slip occurs under some road conditions to reduce the adhesive force, and the yaw force is insufficient to cause the danger of easy lateral drifting of the vehicle. In the chinese patent publication CN104724113B, a control system for steering stability of a multi-axis distributed electromechanical driven vehicle, concepts of wheel attachment ability and stability margin are proposed, but mainly, the stability margin is improved, and multi-axis driving design is performed for the purpose of improving steering stability. The driving anti-skid strategy is to make a difference between the speeds of a driving wheel and a driven wheel, the wheel slides higher than 5 m k/h, and the driving wheel lower than 5km/h runs normally.
There are also cases where the magnitude of the differential between the wheels determines whether there is slip currently, for example, the differential is calculated as 10km/h of the longitudinal speed of the vehicle. The scheme has too many defects: 1. if the speed difference is relatively small at low vehicle speeds, the driving wheel (30 km/h), the driven wheel (23 km/h), (10 km/h being less than 10 km/h), the differential calculation method determines that it has no slip, and the relative slip ratio control strategy has determined that it has slip (23%). This causes the wheels to slip, resulting in a reduced adhesion coefficient, and the driving force provided by the road surface is reduced, thereby reducing the driving force limitation. At high speed, the difference between the driving wheel speed and the driven wheel speed is relatively large, such as the driven wheel speed of 85km/h and the driving wheel speed of 100km/h, and the strategy judges that the slip occurs (the speed difference is 15km/h and is higher than 10 km/h), and the slip does not occur (15%) in the actual relative slip rate calculation case. In this case, the driving force provided by the ground is not fully utilized.
For this reason, we designed an anti-slip strategy for preventing the drive wheels of a heavy-duty multi-drive axle truck, and provided a truck multi-drive axle drive anti-slip strategy and system implementation. The working principle of the device is mainly divided into two parts: drive load distribution and drive slip prevention. The effect is an increase in truck driving capacity with an increase in stability.
Disclosure of Invention
The invention aims to provide a multi-axle driving truck anti-skid method based on a PID control technology, so as to solve the problems that the driving wheel anti-skid strategy of the existing truck proposed in the background technology is relatively few and the use scene and the function are limited.
In order to achieve the above purpose, the present invention provides the following technical solutions: the anti-skid method of the multi-axle driving truck based on the PID control technology comprises the following steps:
step S1: calculating a driving slip ratio s of the driving wheel according to the following formula Driving wheel ：
s Driving wheel ＝(v Driving wheel -v Vehicle speed )÷v Driving wheel ×100％；
In which the rotational speed of the driving wheel is equivalently converted into the longitudinal speed v of the vehicle Driving wheel Because the driven axle is in a pure rolling state during driving, the speed calculated by the speed sensor of the driven wheel accords with the actual speed, and under normal conditions, the truck is provided with the driven axle, and the wheel speed v of the driven axle Driven wheel Can be approximated to calculate the vehicle speed v Vehicle speed The method comprises the steps of carrying out a first treatment on the surface of the Namely, the above formula is equivalent to:
s driving wheel ＝(v Driving wheel -v Driven wheel )÷v Driving wheel ×100％；
Step S2: the vehicle longitudinal speed is calculated by the wheel radius:
v vehicle speed ＝v Driven wheel ＝2×π×n Driven wheel ×R Driven wheel /60
v Driving wheel ＝2×π×n Driving wheel ×R Driving wheel /60；
Step S3: setting a driving slip ratio s of the driving wheel Driving wheel The optimum slip ratio is 0.2 based on the road surface, and therefore, the drive slip ratio s may be set Driving wheel The threshold in the PID control algorithm is 0.18;
step S4: PID control; if the driving slip ratio S calculated in step S1 Driving wheel Not less than 0.18, the torque obtained by calculating the slip ratio is the driving torque request; if s Driving wheel <0.18, the resulting torque calculated by the drive pedal drives the torque request.
As a preferable technical solution, in step S1, the driving slip ratio is calculated according to the following method: if v Driving wheel >1, driving wheel speed to be real wheel speed; if v Driving wheel If the speed of the driving wheel is less than or equal to 1, the speed of the driving wheel is=1; at this time, the wheel speed is driven>By, in the case of driven wheel speeds
s Driving wheel ＝(v Driving wheel -v Vehicle speed )÷v Driving wheel ×100％
To calculate the driving slip ratio s of the driving wheel Driving wheel 。
As a preferred embodiment, the tire rotational speed v Driving wheel It is obtained by installing wheel speed sensors with all driving wheels, and the speed v of the vehicle body Vehicle speed Obtained by a wheel speed sensor mounted on at least one driven wheel.
Compared with the prior art, the invention has the beneficial effects that:
1) The relation between the drive slip ratio and the attachment coefficient is used, and the slip prevention part uses PID control, so that the drive torque control higher than 0.18 slip ratio realizes the limitation of the maximum driving force by the PID control;
2) The code verification application scheme of the highest attachment coefficient and the optimal slip rate is realized by using MATLAB/Simulink software. The highest slip rate of a specific driving wheel is adjusted during the test period, so that the driving wheel presents the driving attachment coefficient which can be provided by the road surface as much as possible;
3) The principle of controlling the slip rate is adopted, and the maximum slip rate of the driving wheel is controlled not to exceed the attachment rate corresponding to the maximum attachment coefficient, so that the driving torque can reach the driving torque provided by the maximum attachment coefficient.
4) The PID technology is applied to the multi-drive axle trucks and mining cards, and solves the problem that wheels which are lifted even but not on the road surface with low adhesion coefficient slip under the working conditions of the road surface with low adhesion coefficient and uneven road surface.
Drawings
FIG. 1 is an anti-slip flow chart of the PID control of the invention;
FIG. 2 is a flow chart of the calculation of the driving slip ratio according to the present invention;
fig. 3 is a simplified diagram of road drive slip ratio for a high and medium grip coefficient and corresponding drive grip coefficient.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Referring to fig. 1, the present invention provides a technical solution: the anti-skid method of the multi-axle driving truck based on the PID control technology comprises the following steps:
step S1: calculating a driving slip ratio s of the driving wheel according to the following formula Driving wheel ：
s Driving wheel ＝(v Driving wheel -v Vehicle speed )÷v Driving wheel ×100％；
In which the rotational speed of the driving wheel is equivalently converted into the longitudinal speed v of the vehicle Driving wheel Because the driven axle is in a pure rolling state during driving, the speed calculated by the speed sensor of the driven wheel can be very consistent with the actual speed, and under normal conditions, the truck is provided with the driven axle, the wheel speed v of the driven axle Driven wheel Can be approximated to calculate the vehicle speed v Vehicle speed The method comprises the steps of carrying out a first treatment on the surface of the Namely, the above formula is equivalent to:
s driving wheel ＝(v Driving wheel -v Driven wheel )÷v Driving wheel ×100％；
Step S2: the vehicle longitudinal speed is calculated by the wheel radius:
v vehicle speed ＝v Driven wheel ＝2×π×n Driven wheel ×R Driven wheel /60
v Driving wheel ＝2×π×n Driving wheel ×R Driving wheel /60；
Step S3: setting a driving slip ratio s of the driving wheel Driving wheel Based on different road surfaces, generally provides maximum road surface adhesion at about 0.2, so the slip ratio of the truck drive wheels should be controlled at about 0.2 and below; that is, since the optimum slip ratio is 0.2, the drive slip ratio s may be set Driving wheel The threshold in the PID control algorithm is 0.18;
step S4: PID control; if the driving slip ratio S calculated in step S1 Driving wheel Not less than 0.18, the torque obtained by calculating the slip ratio is the driving torque request; if s Driving wheel <0.18, the resulting torque calculated by the drive pedal drives the torque request.
The principle of the driving anti-slip strategy of the scheme is to control the driving slip rate of the driving wheel to prevent the driving wheel from being too high. First, the driving slip rate s of the driving wheel is calculated Driving wheel ：
s Driving wheel ＝(v Driving wheel -v Vehicle speed )÷v Driving wheel ×100％ (1)
The rotation speed of the driving wheel in the formula (1) is converted to the longitudinal speed v of the vehicle Driving wheel Because the driven axle is in a pure rolling state during driving, the vehicle speed calculated by the rotation speed sensor of the driven wheel can be very consistent with the actual vehicle speed. Normally, the truck is driven with a driven axle, the wheel speed of which can be approximated by v Driving wheel Instead of the vehicle speed v Vehicle speed . Therefore, the formula (2) is shown.
s Driving wheel ＝(v Driving wheel -v Driven wheel )÷v Driving wheel ×100％ (2)
The wheel speed and the vehicle speed can be obtained through a wheel speed sensor, and then the longitudinal speed of the vehicle can be obtained through calculation of the wheel radius.
v Vehicle speed ＝v Driven wheel ＝2×π×n Driven wheel ×R Driven wheel /60 (3)
v Driving wheel ＝2×π×n Driving wheel ×R Driving wheel /60 (4)
S based on different road surfaces Driving wheel And generally provides maximum road adhesion at about 0.2. Therefore, the slip ratio of the truck driving wheel should be controlled to be about 0.2 or less.
This design allows the vehicle drive wheels to avoid slipping resulting in reduced road power to the wheels.
The scheme is a driving anti-skid strategy for the multi-axle truck. The driving force provided by the driving wheel of the heavy truck is almost zero. The driving capability of the heavy truck is one of the key capabilities for weighing the heavy truck. The control of the drive slip ratio ensures that the truck tires provide maximum drive to the truck on the current road surface.
Since calculation of the slip ratio requires the tire rotation speed, all driving wheels need to be equipped with wheel speed sensors. The slip rate is calculated by the vehicle body speed, and at least one driven wheel is provided with a wheel speed sensor for calculating the vehicle body speed.
The provision of the maximum driving force of the transaxle is determined by two aspects. On the one hand, the maximum driving torque cannot exceed the maximum driving torque of the truck wheels. On the other hand, the maximum driving torque cannot exceed the maximum adhesion force that can be provided by the adhesion coefficient of the current road surface, i.e., the maximum driving force, which may represent the maximum driving torque of the current wheel. The optimum drive slip ratio (2) corresponding to the maximum adhesion coefficient is generally 0.2.
FIG. 2 is a flow chart of the calculation of the slip ratio for driving, if v Driving wheel >1, driving wheel speed to be real wheel speed; if v Driving wheel If the speed of the driving wheel is less than or equal to 1, the speed of the driving wheel is=1; at this time, the wheel speed is driven>By, in the case of driven wheel speeds
s Driving wheel ＝(v Driving wheel -v Vehicle speed )÷v Driving wheel ×100％
To calculate the driving slip ratio s of the driving wheel Driving wheel 。
Wherein the tyre speed v Driving wheel It is obtained by installing wheel speed sensors with all driving wheels, and the speed v of the vehicle body Vehicle speed Obtained by a wheel speed sensor mounted on at least one driven wheel.
Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made therein without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.

Claims (3)

1. The anti-skid method of the multi-axle driving truck based on the PID control technology is characterized by comprising the following steps of:
step S1: calculating a driving slip ratio s of the driving wheel according to the following formula Driving wheel ：
s Driving wheel ＝(v Driving wheel -v Vehicle speed )÷v Driving wheel ×100％；
In which the rotational speed of the driving wheel is equivalently converted into the longitudinal speed v of the vehicle Driving wheel Because the driven axle is in a pure rolling state during driving, the speed calculated by the speed sensor of the driven wheel accords with the actual speed, and under normal conditions, the truck is provided with the driven axle, and the wheel speed v of the driven axle Driven wheel Can be approximated to calculate the vehicle speed v Vehicle speed The method comprises the steps of carrying out a first treatment on the surface of the Namely, the above formula is equivalent to:
s driving wheel ＝(v Driving wheel －v Driven wheel )÷v Driving wheel ×100％；
Step S2: the vehicle longitudinal speed is calculated by the wheel radius:
v vehicle speed ＝v Driven wheel ＝2×π×n Driven wheel ×R Driven wheel /60
v Driving wheel ＝2×π×n Driving wheel ×R Driving wheel /60；
Step S3: setting a driving slip ratio s of the driving wheel Driving wheel The optimum slip ratio is 0.2 based on the road surface, and therefore, the drive slip ratio s may be set Driving wheel The threshold in the PID control algorithm is 0.18;
step S4: PID control; if the driving slip ratio S calculated in step S1 Driving wheel Not less than 0.18, the torque obtained by calculating the slip ratio is the driving torque request; if s Driving wheel <0.18, the resulting torque calculated by the drive pedal drives the torque request.
2. The anti-skid method for a multi-axle driving truck based on the PID control technology according to claim 1, wherein in the step S1, the driving slip ratio is calculated according to the following method: if v Driving wheel >1, driving wheel speed to be real wheel speed; if v Driving wheel If the speed of the driving wheel is less than or equal to 1, the speed of the driving wheel is=1; at this time, the wheel speed is driven>By, in the case of driven wheel speeds
s Driving wheel ＝(v Driving wheel -v Vehicle speed )÷v Driving wheel ×100％
To calculate the driving wheelIs the driving slip ratio s of (2) Driving wheel 。
3. The anti-skid method of a multi-axle drive truck based on PID control technology according to claim 2, characterized in that the tire rotation speed v Driver theory It is obtained by installing wheel speed sensors with all driving wheels, and the speed v of the vehicle body Vehicle speed Obtained by a wheel speed sensor mounted on at least one driven wheel.
CN202311531325.8A 2023-11-16 2023-11-16 Multi-axle driving truck anti-skid method based on PID control technology Pending CN117382636A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202311531325.8A CN117382636A (en) 2023-11-16 2023-11-16 Multi-axle driving truck anti-skid method based on PID control technology

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202311531325.8A CN117382636A (en) 2023-11-16 2023-11-16 Multi-axle driving truck anti-skid method based on PID control technology

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Publication Number Publication Date
CN117382636A true CN117382636A (en) 2024-01-12

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