CN117863899A - Vehicle control method for distributed independent wheel drive-by-wire angle driving system - Google Patents

Vehicle control method for distributed independent wheel drive-by-wire angle driving system Download PDF

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CN117863899A
CN117863899A CN202410102447.3A CN202410102447A CN117863899A CN 117863899 A CN117863899 A CN 117863899A CN 202410102447 A CN202410102447 A CN 202410102447A CN 117863899 A CN117863899 A CN 117863899A
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vehicle
model
control
angle
reconfigurable
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董鹏
李俊青
徐向阳
王书翰
张辉
刘艳芳
郭伟
张瀚凝
赵沛燊
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Beihang University
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Beihang University
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Abstract

The invention relates to a vehicle control method for a distributed independent wheel drive-by-wire angle driving system, and belongs to the technical field of intelligent vehicle control. The invention solves the problems that the control method in the prior art is only suitable for a single chassis configuration, and the control method cannot be suitable for vehicle fault-tolerant control, and improves the universality of the intelligent vehicle control method on the premise of ensuring the economy, stability and safety of the vehicle. The method comprises the following steps: s1: building a tire stress model, a line control angle driving system stress model and a vehicle mass center stress model; obtaining a complete vehicle reconfigurable model by a tire stress model, a line-control angle driving system stress model and a vehicle mass center stress model; establishing a track tracking error model, and combining a whole vehicle reconfigurable model to establish a reconfigurable track tracking model; s2: tracking tracks to obtain control instructions; s3: and distributing the steering angle and the longitudinal torque of the wheels according to the track tracking control command and the longitudinal demand control torque.

Description

Vehicle control method for distributed independent wheel drive-by-wire angle driving system
Technical Field
The invention belongs to the technical field of intelligent vehicle control, and particularly relates to a vehicle control method for a distributed independent wheel drive-by-wire angle driving system.
Background
The electric automobile with multiple independent driving wheels, independent braking and independent steering is one of the key research directions of intelligent new energy automobiles, and how to control independent wheel systems of the automobile respectively affects the performances of the automobile in various aspects such as economy, dynamic performance, safety and the like. There are a great deal of related studies such as chinese patent: CN116494777B, CN113561787B and CN112356685B.
Patent CN116494777B provides a method and system for controlling torque distribution of a multi-wheel independent driving vehicle, which performs torque distribution control of each wheel based on the judgment of the working mode of the vehicle, but does not comprehensively consider the stability and economy of the vehicle in the torque distribution process; meanwhile, the patent does not propose a related intelligent vehicle track tracking control algorithm.
Patent CN113561787B discloses a driving control method and device of a distributed driving system and an electric automobile, and the scheme can effectively reduce energy consumption and improve the driving range of the whole automobile, but does not consider the stability and safety of the automobile in the torque distribution process; meanwhile, the patent does not propose a related intelligent vehicle track tracking control algorithm.
The patent CN112356685B discloses a torque distribution and drive anti-slip coordination control method for independently driving a four-wheel-drive electric automobile from front to back, and the coordination control strategy provided by the invention can reduce unnecessary energy consumption as much as possible on the premise of ensuring the safety of the automobile, and has important significance for improving the performance of the pure electric automobile by introducing a torque compensation strategy to ensure the dynamic performance of the whole automobile. However, this patent does not address the relevant intelligent vehicle track following control algorithm.
In summary, most of the methods disclosed in the prior patent are directed to multi-wheel independent driving electric vehicles, and few control methods are directed to multi-wheel independent driving, independent braking and independent steering electric vehicles; meanwhile, most of the existing control methods are only suitable for single chassis configurations (such as four-wheel drive front wheel steering or four-wheel drive four-wheel steering), and the control methods are required to be redesigned according to different chassis configurations; furthermore, the existing control method cannot be suitable for vehicle fault-tolerant control, and the fault-tolerant control method design is required to be carried out on different actuator failure models of the vehicle independently.
Disclosure of Invention
In view of the above problems, the invention provides a vehicle control method for a distributed independent wheel drive-by-wire angle driving system, which solves the problem that the control method in the prior art is only suitable for a single chassis configuration, and the control method cannot be suitable for vehicle fault-tolerant control, and improves the universality of the intelligent vehicle control method on the premise of ensuring the economy, stability and safety of the vehicle.
The invention provides a vehicle control method for a distributed independent wheel drive-by-wire angle driving system, which comprises the following specific steps:
s1: building a tire stress model, a line control angle driving system stress model and a vehicle mass center stress model; obtaining a complete vehicle reconfigurable model by a tire stress model, a line-control angle driving system stress model and a vehicle mass center stress model; establishing a track tracking error model, and combining a whole vehicle reconfigurable model to establish a reconfigurable track tracking model;
s2: the track tracking is carried out to obtain a control instruction, and the specific steps are as follows:
s21: acquiring current position coordinates, current course angle and current speed information of a vehicle, and acquiring reference position coordinates, reference course angle and reference speed information corresponding to a vehicle reference track point by combining a reference track;
s22: track tracking control is carried out by a preset reference point of a current front road in combination with the current position coordinates, the current course angle and the current speed information of the vehicle, so as to obtain a vehicle prediction state;
s23: obtaining a track tracking error by using the track tracking error model in the step S1 based on the reference position coordinates and the reference course angle corresponding to the vehicle reference track points and the vehicle prediction state;
s24: obtaining feedback control gain based on the reconfigurable track tracking model of the step S1; obtaining a track tracking control instruction according to the feedback control gain and the track tracking error; based on the vehicle prediction state in the step S22 and the reference speed information corresponding to the reference track point, the longitudinal demand control torque is obtained through a feedback controller of a feedback control module;
s3: and distributing the steering angle and the longitudinal torque of the wheels according to the track tracking control command and the longitudinal demand control torque.
Optionally, the tire force model includes a tire longitudinal force model and a tire lateral force model.
Optionally, the drive-by-wire angle drive system force model includes a drive-by-wire angle drive system longitudinal force model and a drive-by-wire angle drive system lateral force model.
Optionally, the vehicle reconfigurable model includes an actuator reconfigurable matrix and a drive-by-wire angle driving system reconfigurable matrix, the actuator reconfigurable matrix is a diagonal matrix of the actuator enabling parameters, and the drive-by-wire angle driving system reconfigurable matrix is a diagonal block matrix of the drive-by-wire angle driving system enabling matrix.
Optionally, the trajectory tracking error model includes a lateral error and a heading error.
Optionally, the tracking trajectory control command includes control commands of a front axle angle, a rear axle angle, and an additional yaw moment of the vehicle.
Optionally, the steering angles of the respective wheels are allocated for the acquired control instructions of the front axle rotation angle and the rear axle rotation angle of the vehicle.
Optionally, the longitudinal torque of each wheel is distributed for the acquired longitudinal demand control torque, the control command of the additional yaw moment and the energy consumption of the vehicle.
Compared with the prior art, the invention has at least the following beneficial effects:
the control method can meet the control of vehicles with different chassis configurations by setting the reconfigurable enabling parameters, such as front-wheel-drive front-wheel steering vehicle control, rear-wheel-drive front-wheel steering vehicle control, four-wheel-drive four-wheel steering vehicle control and the like; because the single independent drive-by-wire angle driving system has independent driving, braking and steering control functions, the control method of the invention can be applied to the fault-tolerant control of the matched drive-by-wire angle driving vehicle, namely when the system detects that the driving, braking or steering execution of a certain drive-by-wire angle driving has faults, the angle driving executor can reconstruct the corresponding executor enabling parameter of the matrix to be set to 0, thereby realizing the fault-tolerant control of the vehicle. The method solves the problems that the traditional control method is required to redesign a controller for different vehicle chassis configurations and the existing control method cannot be applied to vehicle fault-tolerant control.
Drawings
The drawings are only for purposes of illustrating particular embodiments and are not to be construed as limiting the invention.
FIG. 1 is a flow chart of a vehicle control method of the present invention.
Detailed Description
In order that the above-recited objects, features and advantages of the present invention will be more clearly understood, a more particular description of the invention will be rendered by reference to the appended drawings and appended detailed description. It should be noted that, without conflict, the embodiments of the present invention and features in the embodiments may be combined with each other. In addition, the invention may be practiced otherwise than as specifically described and thus the scope of the invention is not limited by the specific embodiments disclosed herein.
In the present invention,X（x），Y（y) AndZ（z) The axes represent the vehicle coordinate system, which is the motion used to describe the motion of the vehicleA coordinate system with an origin coincident with the centroid of the vehicle, when the vehicle is in a stationary state on a horizontal road surface,Xthe axle is directed parallel to the ground in the direction of vehicle travel (longitudinal direction),Zthe axle is directed from the vehicle center of mass above the vehicle (vertically),Ythe axle is directed from the center of mass of the vehicle to the left (sideways or transverse) of the driver.
In one embodiment of the present invention, as shown in fig. 1, a vehicle control method for a distributed independent wheel drive-by-wire angle driving system is disclosed, comprising the following specific steps:
s1: building a tire stress model, a line control angle driving system stress model and a vehicle mass center stress model; obtaining a complete vehicle reconfigurable model by a tire stress model, a line-control angle driving system stress model and a vehicle mass center stress model; establishing a track tracking error model, and combining a whole vehicle reconfigurable model to establish a reconfigurable track tracking model;
further, the tire stress model comprises a tire longitudinal force model and a tire lateral force model;
the expression of the tire longitudinal force model is:
（1）
the expression of the tire lateral force model is:
（2）
wherein:f xi represent the firstiLongitudinal forces to which the individual wheels are subjected;f yi represent the firstiThe lateral force exerted by the individual wheels;T i represent the firstiDriving or braking torque of the individual wheels;represent the firstiRadius of each wheel;C i represent the firstiTire cornering stiffness of the individual wheels;represent the firstiTire slip angle of each wheel; to be used forAs an example of a four-wheeled vehicle,i=1,2,3,4。
the expression of the tire slip angle is:
（3）
wherein,v y andv x representing the lateral and longitudinal speeds of the vehicle, respectively;representing the distance of the centre of mass of the vehicle from the front or rear axle, in particularaRepresenting the distance of the vehicle centroid to the front axle,brepresenting the distance of the vehicle centroid to the rear axle; />Represent the firstiWheel corners of the individual wheels;rindicating the yaw rate of the vehicle.
Taking a four-wheeled vehicle as an example,iwhen=1 or 2, the left front wheel and the right front wheel are respectively represented,a i =a；iwhen=3 or 4, the left rear wheel and the right rear wheel are respectively indicated,a i =-b。
thus, the matrix expression for the tire stress model is:
（4）
（5）
further, the expression of the stress model of the drive-by-wire angle driving system is as follows:
（6）
wherein,F ci represent the firstiThe drive-by-wire angle driving system corresponding to each wheel is stressed;M wi represent the firstiMapping matrix of tyre force of each wheel to the stress of the drive-by-wire angle driving system;R wi represent the firstiAn actuator reconfigurable matrix of individual wheels;
the drive-by-wire angle drive system force model includes a drive-by-wire angle drive system longitudinal forceF xi And drive-by-wire angular drive system lateral forceF yi The expression is:
（7）
the expression of the mapping matrix of the tire force to the line-control angle driving system stress is as follows:
（8）
the actuator reconfigurable matrix is a diagonal matrix, and the expression is:
（9）
wherein,represent the firstiIndividual wheel longitudinal actuator enabling parameters includingiIndividual wheel drive actuator enabling parameter +.>And brake actuator enabling parameter +.>；/>Represent the firstiSteering actuator enabling parameters for the individual wheels.
Illustratively, the vehicle is directed to the first during travelingiThe drive and brake control commands cannot occur simultaneously and, for safety reasons, the four wheels of the vehicle are typically equipped with brake actuators. Thus, when the firstiWhen the individual wheels are in the drive mode,when 1, the drug is added>0, representing the firstiThe individual wheels are provided with drive actuators (vehicle control for different chassis configurations) or the drive actuators are not disabled (fault tolerant control for the vehicle); on the contrary, when the firstiWhen the individual wheels are in the drive mode +.>When 0, the drug is added>0, representing the firstiThe individual wheels are either not equipped with drive actuators (vehicle control for different chassis configurations) or the drive actuators are disabled (fault tolerant control for the vehicle). When the wheel is in braking->When 1, the drug is added>0, representing the firstiThe individual wheel brake actuators are not disabled (for vehicle fault tolerant control); conversely, when the wheel is in braking +.>When 0, the drug is added>0, representing the firstiIndividual wheel brake actuators fail (for vehicle fault tolerant control). />Represent the firstiThe steering actuator enabling parameter of each wheel, when it is 1, indicates the firstiThe individual wheels have steering actuators (vehicle control for different chassis configurations) or the steering actuators do not fail (fault tolerant control for the vehicle); conversely, when it is 0, it means the firstiIndividual wheels have no steering actuator (vehicle control for different chassis configurations) or fail (steering actuatorVehicle fault tolerance control).
It will be appreciated that the drive-by-wire system is arranged on the wheel side, forming a modular angle-by-wire drive system for effecting independent drive, braking and steering control of individual wheels.
Further, the expression of the vehicle centroid stress model is:
（10）
（11）
wherein,Frepresenting the resultant force to which the centroid of the vehicle is subjected;F x representing the vehicle centroid longitudinal force;F y representing a vehicle centroid lateral force;M z representing a vehicle centroid yaw moment;mrepresenting the quality of the whole vehicle;I z indicating the whole vehicle windingzThe moment of inertia of the shaft;representing yaw acceleration of the vehicle about the centroid;a x anda y the longitudinal acceleration and the lateral acceleration at the vehicle centroid are expressed as:
（12）
wherein,a first derivative over time representing the longitudinal speed of the vehicle; />A first derivative over time representing the lateral speed of the vehicle;
the combined type (10), (11) and (12) obtain a vehicle mass center stress model, and the expression is:
（13）
（14）
wherein,hrepresenting a vehicle centroid stress equation;representing a state vector; />Representing the derivative of the state vector with respect to time.
Preferably, taking a four-wheeled vehicle as an example, the matrix form of the centroid stress model of the vehicle is expressed as follows:
（15）
wherein,F c representing the angular drive stress matrix, the expression is:
（16）
F x1 ~F x4 respectively representing longitudinal forces of the drive-by-wire angle driving system of four wheels;F y1 ~F y4 the side force of the drive-by-wire angle driving system of four wheels is respectively represented;
M c the matrix for mapping the acting force of the drive-by-wire angle driving system to the mass center of the vehicle is specifically expressed as:
（17）
wherein,representing the front axle track; />Representation ofRear wheelbase; />And->Representing the distance of the vehicle center of mass from the front and rear axles of the vehicle, respectively.
R c A reconfigurable matrix for a drive-by-wire angle drive system, which is a diagonal matrix, is specifically expressed as:
（18）
wherein,t ci represent the firsti（i=1, 2,3, 4) drive-by-wire angular drive system enable matrix of the wheels, which is a diagonal matrix;respectively the firstiThe drive-by-wire angle drive system enable matrix diagonal elements for each wheel, representing drive-by-wire angle drive system enable factors, with equal values set for both, when both are set to 0, representing that the wheel is not loaded with the drive-by-wire angle drive system (for vehicle control for different chassis configurations) or that the drive-by-wire angle drive system is completely disabled (for vehicle fault-tolerant control), and when both are set to 1, representing that the wheel is loaded with the drive-by-wire angle drive system (for vehicle control for different chassis configurations) or that the drive-by-wire angle drive system is not disabled (for vehicle fault-tolerant control);diag(. Cndot.) represents a diagonal matrix.
Further, a combined tire stress model, a line-control angle driving system stress model and a vehicle mass center stress model are used for obtaining a complete vehicle reconfigurable model, and the expression is as follows:
（19）
wherein,，/>and->The matrix of the tire force of the whole vehicle is mapped to the matrix of the stress of the drive-by-wire angle driving system, and the matrix of the actuator reconfigurable matrix is a diagonal matrix and a matrix of the tire stress model.
Taking a four-wheeled vehicle as an example,，/>and->The respective expressions are as follows:
（20）
（21）
（22）
further, a complete vehicle reconfigurable model is constructed according to a tire stress model, a drive-by-wire angle driving system stress model and a vehicle mass center stress model, and the expression is as follows:
（23）
wherein,a system matrix representing a linear reconfigurable model of the whole vehicle; />A control matrix representing a linear reconfigurable model of the whole vehicle; />A control vector representing a linear reconfigurable model of the whole vehicle; />A disturbance term of the linear reconfigurable model of the whole vehicle is represented;
further, each matrix is represented in detail as follows:
（24）
（25）
wherein,representing the rolling resistance of the vehicle; />Representing the wind resistance of the vehicle; />Representing the resistance of the vehicle to the force of gravity.
For a four-wheeled vehicle, in combination with (5),and->The expression is as follows:
（26）
further, a reconfigurable track tracking model is established according to the whole vehicle reconfigurable model and the track tracking error model;
the track tracking error model comprises a lateral error model and a heading error model.
Lateral error modelThe expression of (2) is:
（27）
wherein,drepresenting a distance of the vehicle centroid position from the reference trajectory point;
course error modelThe expression of (2) is:
（28）
wherein,representing an actual heading angle of the vehicle; />A course angle representing the reference track point;
according to the kinematic relation of the vehicle, the distance between the centroid position of the vehicle and the reference track point is obtained, and the expression is as follows:
（29）
wherein,representing a true position vector of the vehicle; />A position vector representing a projected point of the vehicle centroid position to the reference trajectory; />And a normal vector representing the projection point of the centroid position of the vehicle to the reference track.
The derivation of formula (29) can be obtained:
（30）
the combined type (27) - (30) can be obtained:
（31）
wherein,representing the first derivative of lateral error with respect to time; />Representing the second derivative of the lateral error with respect to time;representing a first derivative of heading error with respect to time; />Representing the second derivative of heading error with respect to time; />Representing a first derivative of vehicle lateral speed with respect to time; />Representing a first derivative of a vehicle heading angle with respect to time; />Representing the second derivative of the vehicle heading angle with respect to time.
Further, the method comprises the steps of,；/>。
bringing (31) into (23) a reconfigurable trace-tracking modelThe expression is:
（32）
wherein,representing track tracking error, +.>；/>Representing track tracking error +.>First derivative with respect to time; />Representing a trajectory tracking model system matrix; />Representing a trajectory tracking model control matrix; />Representing a track following control vector, ">Wherein, the method comprises the steps of, wherein,δ f indicating the steering angle of the front axle of the vehicle,δ r indicating the steering angle of the rear axle of the vehicle,Mrepresenting an additional yaw moment.
In order to facilitate the construction of the reconfigurable trajectory tracking model, it is assumed in (32) that the wheel angles on both sides of the front and rear axles are the same, that isδ 1 =δ 2 =δ f ，δ 3 =δ 4 =δ r Wherein, the method comprises the steps of, wherein,δ 1 indicating the corresponding axle steering angle of the 1 st wheel of the vehicle (i.e. the left front wheel steering angle of the vehicle),δ 2 indicating the corresponding axle steering angle of the 2 nd wheel of the vehicle (i.eThe right front wheel steering angle of the vehicle),δ 3 indicating the corresponding axle steering angle of the 3 rd wheel of the vehicle (i.e. the left rear wheel steering angle of the vehicle),δ 4 indicating the corresponding axle steering angle of the 4 th wheel of the vehicle (i.e., the right rear wheel steering angle of the vehicle).
Further, an additional yaw momentMThe expression of (2) is:
（33）
it can be understood that the lateral error and the heading error of the vehicle are comprehensively considered in the reconfigurable track tracking model, so that the safety and the stability of the vehicle can be controlled.
S2: tracking the track to obtain a control instruction;
the track tracking algorithm comprises a path planning module, a prediction module, an error calculation module and a feedback control module, and comprises the following specific steps:
s21: the path planning module acquires current position coordinates, current course angle and current speed information of the vehicle, and acquires reference position coordinates, reference course angle and reference speed information corresponding to a vehicle reference track point by combining a reference track;
optionally, the reference trajectory is obtained based on vehicle sensing information and an automatic driving path planning method.
S22: the prediction module performs track tracking control on a preset reference point of a current front road to obtain a vehicle prediction state, specifically:
（34）
wherein,x pre ，y pre ，φ pre ，v xpre ，v ypre andrespectively representing predicted longitudinal position, lateral position, heading angle, longitudinal speed, lateral speed, and yaw rate of the vehicle, collectively referred to as pre-determined for the vehicleMeasuring the state;x，y，φ，v x ，v y and->Respectively representing the current longitudinal position, lateral position, heading angle, longitudinal speed, lateral speed and yaw rate of the vehicle;t s representing the system sampling time.
It is understood that the preset reference point is a point at the current time that is a preset distance from the front road of the vehicle to the head.
The prediction module is used for correcting control delay caused by vehicle inertia, actuator hysteresis and the like.
S23: the error calculation module obtains a track tracking error by using the track tracking error module in the step S1 based on the vehicle prediction state obtained by the prediction module and the position coordinate and the course angle corresponding to the reference track point obtained by the path planning modulee。
The track tracking error includes a lateral deviation and a heading deviation of the vehicle.
The vehicle prediction state includes a predicted vehicle longitudinal position, a lateral position, a heading angle, a longitudinal speed, a lateral speed, and a yaw rate.
S24: the feedback control module obtains the feedback control gain of the track tracking controller based on the reconfigurable track tracking model in the step S1KThe method comprises the steps of carrying out a first treatment on the surface of the According to control gainKAnd track tracking erroreObtaining a track tracking control instruction; based on the speed information in the predicted state of the vehicle in step S22 and the reference speed information corresponding to the reference track point in step S22, the longitudinal demand control torque is obtained by the feedback controller of the feedback control moduleT m 。
Optionally, the feedback controller is a PID controller.
Specifically, based on the reconfigurable track tracking model of step S1, the feedback control gain is obtained by adopting a linear quadratic programming control methodKThe expression is:
（35）
wherein,Pis a symmetric semi-positive definite matrix.
Further, a symmetric semi-positive definite matrix is obtained using the Riccati equationPThe expression is:
（36）
wherein,QandRrepresenting a weight matrix.
According to control gainKAnd track tracking erroreThe tracking track control instruction is obtained, and the method concretely comprises the following steps:
（37）
wherein,uis a tracking track control instruction.
Further, tracking trajectory control instructionsuComprising front axle corners of vehiclesδ f Rear axle cornerδ r And additional yaw momentMControl instructions of (2).
S3: a control distribution model is established, and the control distribution model distributes steering angles and longitudinal torques of all wheels according to tracking track control instructions and longitudinal demand control torques, and specifically comprises the following steps:
further, the control distribution model distributes steering angles of all wheels according to the acquired control instructions of the front axle rotation angle, the rear axle rotation angle and the additional yaw moment of the vehicle, and the expression of the distribution of the steering angles of all the wheels is as follows:
（38）
wherein,δ f andδ r respectively representing the front axle and rear axle rotation angles of the vehicle,δ 1 、δ 2 、δ 3 andδ 4 respectively representing the steering angle distribution of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel of the output;lrepresenting a vehicleWheelbase.
Further, the control distribution model controls torque for the acquired longitudinal demandT d And additional yaw torque control commandsMAnd comprehensively considering the energy consumption of the vehicle, carrying out four-wheel longitudinal torque distribution, wherein the objective function of the longitudinal torque distributionThe expression of (2) is:
（39）
wherein,representing the required longitudinal torque tracking objective function, +.>，/>Weight coefficient representing the required longitudinal torque tracking target, +.>Representing an identity matrix>Representing a longitudinal demand control torque; />Representing the required additional yaw torque tracking objective function, +.>，/>Indicating that an additional yaw torque tracking weight coefficient is required,representing a coefficient matrix associated with a vehicle structural parameter;Rrepresenting a wheelRadius; />Representing the demand additional yaw moment calculated in S24; />Representing the energy consumption minimum objective function, +.>，/>Representing an energy consumption target weight matrix; />Represents the four-wheel torque obtained by the longitudinal torque distribution method,，T 1 -T 4 respectively representing the corresponding torques of the four wheels.
The constraints for longitudinal torque distribution are:
（40）
wherein,T imin andT imax representing the minimum and maximum torque of the wheel, respectively.
Solving the steps (39) and (40) to obtain an optimal solution for four-wheel longitudinal torque distribution, wherein the expression is as follows:
（41）
（42）。
it can be understood that the invention uses the control instructions of the front axle turning angle, the rear axle turning angle and the additional yaw moment of the vehicle, and combines the control distribution model in the S3 to control the vehicle laterally;calculating a longitudinal demand control torque using a feedback controller based on a current vehicle speed and a vehicle reference speed in a reference trajectoryT d Further, longitudinal control is performed on the vehicle; the vehicle is laterally controlled and longitudinally controlled, so that the vehicle can track and control the reference track and the reference speed.
The present invention is not limited to the above-mentioned embodiments, and any changes or substitutions that can be easily understood by those skilled in the art within the technical scope of the present invention are intended to be included in the scope of the present invention.

Claims (8)

1. A vehicle control method for a distributed independent wheel drive-by-wire angle driving system is characterized by comprising the following specific steps:
s1: building a tire stress model, a line control angle driving system stress model and a vehicle mass center stress model; obtaining a complete vehicle reconfigurable model by a tire stress model, a line-control angle driving system stress model and a vehicle mass center stress model; establishing a track tracking error model, and combining a whole vehicle reconfigurable model to establish a reconfigurable track tracking model;
s2: the track tracking is carried out to obtain a control instruction, and the specific steps are as follows:
s21: acquiring current position coordinates, current course angle and current speed information of a vehicle, and acquiring reference position coordinates, reference course angle and reference speed information corresponding to a vehicle reference track point by combining a reference track;
s22: track tracking control is carried out by a preset reference point of a current front road in combination with the current position coordinates, the current course angle and the current speed information of the vehicle, so as to obtain a vehicle prediction state;
s23: obtaining a track tracking error by using the track tracking error model in the step S1 based on the reference position coordinates and the reference course angle corresponding to the vehicle reference track points and the vehicle prediction state;
s24: obtaining feedback control gain based on the reconfigurable track tracking model of the step S1; obtaining a track tracking control instruction according to the feedback control gain and the track tracking error; based on the vehicle prediction state in the step S22 and the reference speed information corresponding to the reference track point, the longitudinal demand control torque is obtained through a feedback controller of a feedback control module;
s3: and distributing the steering angle and the longitudinal torque of the wheels according to the track tracking control command and the longitudinal demand control torque.
2. The vehicle control method of claim 1, wherein the tire force model includes a tire longitudinal force model and a tire lateral force model.
3. The vehicle control method of claim 1, wherein the drive-by-wire angle drive system force model comprises a drive-by-wire angle drive system longitudinal force model and a drive-by-wire angle drive system lateral force model.
4. The vehicle control method of claim 1, wherein the overall vehicle reconfigurable model includes an actuator reconfigurable matrix and a drive-by-wire angle drive system reconfigurable matrix, the actuator reconfigurable matrix being a diagonal matrix of actuator enabling parameters, the drive-by-wire angle drive system reconfigurable matrix being a diagonal block matrix of the drive-by-wire angle drive system enabling matrix.
5. The vehicle control method of claim 1, wherein the trajectory tracking error model includes a lateral error and a heading error.
6. The vehicle control method according to claim 5, characterized in that the follow-up trajectory control command includes control commands of a vehicle front axle angle, a rear axle angle, and an additional yaw moment.
7. The vehicle control method according to claim 6, characterized in that the steering angles of the respective wheels are allocated for the acquired control instructions of the front axle rotation angle and the rear axle rotation angle of the vehicle.
8. The vehicle control method according to claim 6 or 7, characterized in that the longitudinal torque of each wheel is distributed for the acquired longitudinal demand control torque, the control command for the additional yaw moment, and the energy consumption of the vehicle.
CN202410102447.3A 2024-01-25 2024-01-25 Vehicle control method for distributed independent wheel drive-by-wire angle driving system Pending CN117863899A (en)

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