WO2020108260A1 - 一种双电机线控复合转向系统及其控制方法 - Google Patents
一种双电机线控复合转向系统及其控制方法 Download PDFInfo
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- WO2020108260A1 WO2020108260A1 PCT/CN2019/116092 CN2019116092W WO2020108260A1 WO 2020108260 A1 WO2020108260 A1 WO 2020108260A1 CN 2019116092 W CN2019116092 W CN 2019116092W WO 2020108260 A1 WO2020108260 A1 WO 2020108260A1
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- steering
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- tie rod
- displacement
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q9/00—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/06—Power-assisted or power-driven steering fluid, i.e. using a pressurised fluid for most or all the force required for steering a vehicle
- B62D5/09—Power-assisted or power-driven steering fluid, i.e. using a pressurised fluid for most or all the force required for steering a vehicle characterised by means for actuating valves
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- the invention belongs to the technical field of automobile steering systems, and specifically refers to a dual-motor wire-controlled composite steering system and a control method thereof.
- the existing wire-controlled steering systems are mainly implemented in the following categories: single-motor wire-controlled steering, dual-motor wire-controlled steering, four-wheel steering, etc.
- the single-motor steer-by-wire steering structure is simple, but the power of the motor used is large; the dual-motor steering can use the other motor to steer when one motor fails, and the safety is stronger; four-wheel steering can achieve independent control of four wheels, but The structure is complex and the control is difficult.
- the purpose of the present invention is to provide a dual-motor remote steering compound steering System and its control method to overcome the problems in the prior art.
- a dual-motor wire-controlled composite steering system of the present invention includes: a steering wheel, a steering column assembly, a road sensor assembly, a dual-motor steering actuator, and a steering control unit;
- the steering wheel is connected to the steering column assembly.
- the steering column assembly includes: a steering column, a torsion bar, a torque sensor, and a rotation angle sensor; the force input by the steering wheel acts on the torsion bar through the steering column and the steering column Install torque sensor and rotation angle sensor respectively;
- the road sensor assembly includes: a road sensor motor, a third speed sensor and a worm gear; the output terminal of the road sensor motor is connected to the turbine end of the turbine worm through the third speed sensor, and the worm end of the worm gear acts on the steering column; The force output by the road-sensing motor passes through the worm gear, steering column, and then transmits to the steering wheel;
- the dual-motor steering execution device includes: a first motor module, a second motor module, a steering tie rod, a steering trapezoid, and steering wheels;
- the first motor module includes: a first booster motor, a one-way clutch, a ball screw, and a first speed sensor;
- the output end of the first booster motor is connected to the nut end of the ball screw through the first speed sensor and the one-way clutch in turn; the screw end of the ball screw interrupts the steering tie rod, and both ends of the screw and the steering tie rod are interrupted.
- the two ports are axially fixedly connected; when the one-way clutch is engaged, the rotary motion output by the first booster motor is converted into the displacement motion of the steering tie rod by the ball screw;
- the second motor module includes: an oil tank, a hydraulic pump, a second booster motor, an electromagnetic directional valve, a hydraulic cylinder, a piston, a piston rod, a displacement sensor, and a second speed sensor;
- the piston rod is located in the hydraulic cylinder.
- the piston is fixedly installed on the piston rod.
- the piston rod interrupts the steering tie rod. Both ends of the piston rod are fixedly connected to the two ports where the steering tie rod is interrupted.
- the displacement sensor is installed on the piston rod.
- the speed sensor is installed at the output end of the second booster motor; the hydraulic oil flows from the oil tank, the hydraulic pump, and the electromagnetic directional valve through the two sides of the piston in the hydraulic cylinder in turn under the action of the second booster motor.
- the pressure difference between the two sides of the piston generates the shaft
- the acting force is transmitted to the steering tie rod through the piston and the piston rod, which is converted into the displacement movement of the steering tie rod;
- the steering control unit includes: a controller and a vehicle state unit; the controller is electrically connected to the above sensors to obtain torque and rotation angle signals on the steering column, and speed signals of the road-sensing motor and the first and second booster motors. Steering tie rod displacement signal; the vehicle state unit provides the controller with the vehicle speed signal, yaw rate signal, and lateral acceleration signal in the current state of the vehicle.
- the steering tie rod is fixedly connected to the piston rod and the ball screw as a whole, the displacement of the piston rod and the ball screw is superimposed on the steering tie rod, and the two ends of the steering tie rod are respectively connected to the steering wheels through a steering trapezoid, Realize the transformation of the displacement movement of the steering tie rod into the steering angle of the steering wheel to complete the vehicle steering action.
- the controller includes a signal processing unit, a steering decision unit, a steering database, a diagnosis unit, a fault alarm unit, a motor drive unit, and an electromagnetic directional valve drive unit;
- the signal processing unit is electrically connected to the above sensors to obtain each sensor Signals collected in real time, and the signal processing unit is electrically connected to the above vehicle status unit to obtain other status signals of the vehicle;
- the steering decision unit receives the input signals of the signal processing unit, steering database and diagnostic unit through the on-board communication line, and after calculation
- the communication lines respectively output control signals of the road-sensing motor, the first boosting motor and the second boosting motor, and the electromagnetic directional valve to complete the control process of the steering action.
- An adaptive control method of a dual-motor wire-controlled compound steering system according to the present invention is based on the above system and includes the following steps:
- the vehicle starts and the diagnosis unit detects the initial state of each part of the system. If there is an abnormal state, a fault alarm unit is triggered by the steering decision unit to remind the driver of the fault information; if the state of each part of the system is normal, there is no prompt;
- the signal processing unit receives the signals sent by each sensor and the signals sent by other vehicle status units in real time, obtains the current vehicle status signal through calculation, and transmits it to the steering decision unit;
- the steering decision unit performs the steering decision calculation on the above-mentioned current vehicle state signal according to the desired vehicle front wheel angle and the desired driving feel under each vehicle state stored in the steering database to obtain the desired vehicle front wheel angle at the next moment, and Calculate the displacement of the steering tie rod and the working position of the electromagnetic directional valve corresponding to the expected front wheel angle of the vehicle at the next moment; the steering decision unit also obtains the expected driving feel at the next moment, and calculates the expected driving route at the next moment The steering column torque corresponding to the sense;
- the electromagnetic directional valve drive unit controls the working position of the electromagnetic directional valve according to the output instruction of the steering decision unit; at the same time, the motor drive unit calculates the road sensor motor, the first booster motor, respectively according to the output instruction of the steering decision unit.
- the current required by the second booster motor drives the three motors to work.
- the signals of the sensors in step 2) include: a torque signal, a first speed signal, a second speed signal, a third speed signal, a displacement signal, a rotation angle signal; signals of other state units of the vehicle include: a vehicle speed signal , Yaw rate signal, lateral acceleration signal.
- the step 4) specifically includes: the motor driving unit has three working modes according to the desired front wheel angle command of the vehicle at the next moment output by the steering decision unit: the first one provides power for only the first assisted motor, the first Two types provide power for only the second power-assisted motor, and a third type provide power for both the first and second motors simultaneously; the diagnostic unit detects whether the system is working normally during the driving of the vehicle. If it is judged that the vehicle is driving normally, the third type is used Working mode; if the first motor module is judged to be faulty, the fault alarm unit is triggered and the second working mode is adopted.
- the one-way clutch of the first motor module is disconnected, and the displacement of the steering tie rod depends only on the second booster motor; If it is judged that the second motor module is faulty, the fault alarm unit is triggered and the first working mode is adopted. At this time, the electromagnetic directional valve is in the unloading state, and the displacement of the steering tie rod depends only on the first booster motor.
- the step 4) specifically further includes: the electromagnetic torque output by the road-sensing motor acts on the steering column, and the resulting torque of the steering column is transmitted to the steering wheel to provide the driver with a feeling of driving; the first assist motor output The electromagnetic torque of the first clutch acts on the screw rod and is converted into the displacement of the tie rod; the electromagnetic torque output by the second booster motor drives the hydraulic pump to work, so that a pressure difference is generated on both sides of the piston in the hydraulic cylinder.
- the acting force is transmitted to the steering tie rod through the piston and piston rod, and converted into the displacement of the axial tie rod; the displacement of the steering tie rod is superimposed by the first booster motor and the second booster motor, and output to the steering trapezoid and steering wheel , Converted to the front wheel corner at the next moment.
- step 4) specifically further includes: adopting generalized minimum variance self-correction control, which can correct the controller parameters in real time, and the specific steps are as follows:
- d is the sampling period.
- the displacement sensor samples the actual displacement of the steering tie rod at the current moment y r (k), and obtains the expected displacement of the steering tie rod at the next moment y r (k+d);
- A, B, C, E, F, and G are polynomials
- y(k) is the output control quantity at time k
- ⁇ (k) is the white noise with variance ⁇ 2
- u(k) is the input at time k Control the quantity and solve the above equations to get the polynomial coefficients E(z -1 ), G(z -1 ), F(z -1 ):
- u(k) is the control quantity at time k, which is controlled according to the generalized minimum variance control rate, the control rate is:
- the performance index Jv is:
- the invention designs a dual-motor wire-controlled composite steering system.
- the first motor is used for electric power assistance
- the second motor is used to drive a hydraulic pump to provide hydraulic power assistance.
- Both the two motors can realize composite steering and hardware safety backup, and can also At the same time, taking into account the rapidity, precision and energy saving of steering operation, it can be used not only for lighter-weight passenger cars but also for heavy-duty vehicles, and has high practicality.
- the present invention incorporates a hydraulic power steering function, which can output greater steering torque, and overcomes the defect that the existing dual-motor steer-by-wire steering system is difficult to apply to heavy vehicles; Compared with some hydraulic steering, the electric power steering function is integrated to make steering more precise and energy-saving.
- the present invention has a hardware safety redundancy function.
- any motor can work alone to ensure the driver's controllability of the vehicle's steering function, thereby completing the emergency steering operation To improve vehicle safety.
- the invention adopts an adaptive control method, which can automatically adjust the steering control parameters according to the actual driving situation, can better resist the uncertainty in the driving environment, have better robustness, and ensure the accuracy of steering execution and vehicle safety .
- FIG. 1 is a block diagram of the principle structure of the dual-motor wire-controlled compound steering system of the present invention
- FIG. 3 is a block diagram of the principle of the generalized minimum variance self-correcting control of the present invention.
- a dual-motor wire-controlled composite steering system of the present invention includes: a steering wheel, a steering column assembly, a road sensor assembly, a dual-motor steering actuator, and a steering control unit;
- the steering wheel is connected to the steering column assembly.
- the steering column assembly includes: a steering column 3, a torsion bar 6, a torque sensor 4, and a rotation angle sensor 2.
- the force input by the steering wheel 1 acts on the torsion bar through the steering column 3 6, the torque sensor 4 and the rotation angle sensor 2 are fixedly installed on the steering column 3;
- the road sensor assembly includes: a road sensor motor 26, a third speed sensor 27 and a worm gear 5; the output end of the road sensor motor 26 is connected to the turbine end of the turbine worm 5 through the third speed sensor 27, and the worm end of the worm gear 5 Acting on the steering column 3; the force output by the road-sensing motor 26 passes through the worm wheel 5 and the steering column 3 in turn, and is transmitted to the steering wheel 1;
- the dual-motor steering execution device includes: a first motor module, a second motor module, a steering tie rod 17, a steering trapezoid 20, and steering wheels 21;
- the first motor module includes: a first booster motor 24, a one-way clutch 22, a ball screw 19, and a first speed sensor 23;
- the output end of the first booster motor 24 is connected to the nut end of the ball screw 19 through the first rotation speed sensor 23 and the one-way clutch 22 in turn; the screw end of the ball screw interrupts the steering tie rod 17 and the ends of the screw and the steering cross
- the two ports where the tie rod 17 is interrupted are axially fixedly connected; when the one-way clutch 22 is engaged, the rotary motion output by the first booster motor 24 is converted into the displacement movement of the steering tie rod 17 via the ball screw 19;
- the second motor module includes: an oil tank 12, a hydraulic pump 9, a second booster motor 11, an electromagnetic directional valve 8, a hydraulic cylinder 16, a piston 15, a piston rod 14, a displacement sensor 13, and a second speed sensor 10;
- the piston rod 14 is located in the hydraulic cylinder 16, the piston 15 is fixedly mounted on the piston rod 14, the piston rod 14 interrupts the steering tie rod 17, the two ends of the piston rod 14 are fixedly connected to the two ports where the steering tie rod 17 is interrupted; the displacement sensor 13 is installed on the piston rod 14, the second speed sensor 10 is installed on the output end of the second booster motor 11; the hydraulic oil flows from the oil tank 12, the hydraulic pump 9 and the electromagnetic directional valve 8 through the hydraulic pressure in sequence under the action of the second booster motor On both sides of the piston 15 in the cylinder 16, the pressure difference between the two sides of the piston 15 generates an axial force, which is transmitted to the steering tie rod 17 via the piston 15 and the piston rod 14 and converted into displacement movement of the steering tie rod;
- the steering control unit includes: a controller 7 and other vehicle status units 25; the controller 7 is electrically connected to the above sensors to obtain torque and rotation angle signals on the steering column 3, a road-sensing motor, and first and second assist The speed signal of the motor and the displacement signal of the steering tie rod; the other vehicle state unit 25 provides the controller 7 with the vehicle speed signal, the yaw rate signal and the lateral acceleration signal in the current state of the vehicle.
- the steering tie rod 17 is fixedly connected to the piston rod 14 and the ball screw 19 as a whole, the displacements of the piston rod 14 and the ball screw 19 are superimposed on the steering tie rod, and the two ends of the steering tie rod 17 pass through the steering
- the trapezoid 20 is connected to the steering wheel 21 to convert the displacement motion of the steering tie rod into the steering angle of the steering wheel to complete the steering action of the vehicle.
- the controller 7 includes a signal processing unit, a steering decision unit, a steering database, a diagnostic unit, a fault alarm unit, a motor drive unit, and an electromagnetic directional valve drive unit; the signal processing unit is electrically connected to the above sensors to obtain real-time acquisition of each sensor At the same time, the signal processing unit is electrically connected to the above other vehicle status unit 25 to obtain other vehicle status signals; the steering decision unit receives the input signals of the signal processing unit, steering database and diagnostic unit through the on-board communication line, respectively The vehicle-mounted communication line transmits the drive signal to the motor drive unit and the electromagnetic directional valve drive unit; the motor drive unit outputs the road-sensing motor control signal L, the first booster motor control signal J and the second booster motor control signal Y, so that the above three The two motors respectively perform the output of electromagnetic torque; the electromagnetic directional valve drive unit outputs the electromagnetic directional valve control signal M, so that the electromagnetic directional valve performs the switching of the working position; the electromagnetic torque of the second booster motor corresponds to the electromagnetic directional valve The working
- an adaptive control method of a dual-motor on-line compound steering system is based on the above system and includes the following steps:
- the diagnostic unit detects the initial state of each part of the system. If there is an abnormal state, a fault alarm unit is triggered by the steering decision unit to remind the driver of the fault information; if the state of the system is normal, there is no prompt;
- the signal processing unit receives the signals sent by each sensor and the signals sent by other vehicle status units in real time, obtains the current vehicle status signal through calculation, and transmits it to the steering decision unit;
- the steering decision unit performs the steering decision calculation on the above-mentioned current vehicle state signal according to the desired vehicle front wheel angle and the desired driving feel under each vehicle state stored in the steering database to obtain the desired vehicle front wheel angle at the next moment, and Calculate the displacement of the steering tie rod and the working position of the electromagnetic directional valve corresponding to the expected front wheel angle of the vehicle at the next moment; the steering decision unit also obtains the expected driving feel at the next moment, and calculates the expected driving route at the next moment The steering column torque corresponding to the sense;
- the electromagnetic directional valve drive unit controls the working position of the electromagnetic directional valve according to the output instruction of the steering decision unit; at the same time, the motor drive unit calculates the road sensor motor, the first booster motor, respectively according to the output instruction of the steering decision unit.
- the current required by the second booster motor drives the three motors to work.
- the signals of the sensors in the step 2) include: a torque signal N, a first speed signal T, a second speed signal V, a third speed signal S, a displacement signal U, a rotation angle signal W, other vehicle status units
- the signals include: vehicle speed signal X, yaw rate signal H, and lateral acceleration signal I.
- the step 4) specifically includes: the motor drive unit according to the desired front wheel angle command of the vehicle at the next moment output by the steering decision unit, has three working modes: the first provides power for only the first assist motor, the second One is to provide power for only the second assisted motor, and the third is to provide power for both the first and second motors simultaneously; the diagnostic unit detects whether the system is working normally while the vehicle is running. If the vehicle is judged to be running normally, the third kind of work is used. Mode; if it is judged that the first motor module is faulty, the fault alarm unit is triggered and the second working mode is adopted.
- the one-way clutch of the first motor module is disconnected, and the displacement of the steering tie rod depends only on the second booster motor; if When the second motor module is judged to be faulty, a fault alarm unit is triggered, and the first working mode is adopted. At this time, the electromagnetic directional valve is in the unloading state, and the displacement of the steering tie rod depends only on the first booster motor.
- the step 4) specifically further includes: the electromagnetic torque output by the road-sensing motor acts on the steering column, and the resulting torque of the steering column is transmitted to the steering wheel to provide the driver with a feeling of driving; the output of the first assist motor The electromagnetic torque acts on the screw rod through the first clutch, which is converted into the displacement of the tie rod; the electromagnetic torque output by the second booster motor drives the hydraulic pump to work, causing a pressure difference on both sides of the piston in the hydraulic cylinder to output the axial effect The force is transmitted to the steering tie rod through the piston and the piston rod, and is converted into the displacement of the axial tie rod; the first booster motor and the second booster motor superimpose the displacement of the steering tie rod and output it to the steering trapezoid and steering wheel. Convert to the front wheel corner at the next moment.
- the step 4) specifically further includes: using generalized minimum variance self-correction control, which can correct the controller parameters in real time, the specific steps are as follows
- d is the sampling period.
- the displacement sensor samples the actual displacement of the vehicle's steering tie rod at the current moment y r (k), and obtains the expected displacement of the steering tie rod at the next moment y r (k+d);
- A, B, C, E, F, and G are polynomials
- y(k) is the output control quantity at time k
- ⁇ (k) is the white noise with variance ⁇ 2
- u(k) is the input at time k Control the quantity and solve the above equations to get the polynomial coefficients E(z -1 ), G(z -1 ), F(z -1 ):
- u(k) is the control quantity at time k, which is controlled according to the generalized minimum variance control rate, the control rate is:
- the performance index Jv is:
- the invention designs a dual-motor wire-controlled composite steering system.
- the first motor is used for electric power assistance
- the second motor is used to drive a hydraulic pump to provide hydraulic power assistance.
- Both the two motors can realize composite steering and hardware safety backup, and can also At the same time, taking into account the rapidity, precision and energy saving of steering operation, it can be used not only for lighter-weight passenger cars but also for heavy-duty vehicles, and has high practicality.
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Abstract
一种双电机线控复合转向系统及其控制方法，其中双电机线控复合转向系统包括方向盘(1)，转向管柱总成、路感总成、双电机转向执行装置、转向控制单元，通过自适应控制方法完成对该系统的转向控制；该系统可以实现较大的转向力矩，较低的能耗、较快的响应速度等转向性能的融合统一，该控制方法根据驾驶实际情况自动地调节转向控制参数，能够较好的抵抗行驶环境中的不确定性，保证转向精度和车辆安全性。
Description
本发明属于汽车转向系统技术领域，具体指代一种双电机线控复合转向系统及其控制方法。
随着汽车智能化程度越来越高，汽车各个执行模块也趋向于线控化。其中线控转向系统能够自由设计传动比，改善主动安全性能，节省布置空间，且更容易与线控制动、线控油门等进行配合，是当前研究的热点。现有的线控转向系统的实现方式主要有以下几类：单电机线控转向、双电机线控转向、四轮转向等。单电机线控转向结构简单，但采用的电机功率较大；双电机转向能够在一个电机故障时，利用另一个电机进行转向，安全性更强；四轮转向可以实现四个车轮独立控制，但结构复杂，控制难度大。
由于安装空间及成本限制，用于线控转向系统的电机往往功率较小，提供的转向力矩较小，因此现有的线控转向系统大多数面向前轴质量较轻的乘用车进行设计。对于前轴质量较重的商用、矿用、农用等车辆，则一般采用提供液压系统提供较大的转向力矩，但液压系统存在能耗较大且响应速度不如电机等缺点。
发明内容
针对于上述现有技术难以实现线控转向较大的转向力矩，较低的能耗、较快的响应速度等性能的融合统一的问题，本发明的目的在于提供一种双电机线控复合转向系统及其控制方法，以克服现有技术中存在的问题。
为达到上述目的，本发明采用的技术方案如下：
本发明的一种双电机线控复合转向系统，包括：方向盘，转向管柱总成、路感总成、双电机转向执行装置、转向控制单元；
所述方向盘连接转向管柱总成，转向管柱总成包括：转向管柱、扭杆、转矩传感器、转角传感器；方向盘输入的作用力经过转向管柱作用于扭杆上，转向管柱上分别固定安装转矩传感器、转角传感器；
所述路感总成包括：路感电机、第三转速传感器及蜗轮蜗杆；路感电机输出端通过第三转速传感器与涡轮蜗杆的涡轮端连接，蜗轮蜗杆的蜗杆端作用在转向管柱上；路感电机输出的作用力依次经过蜗轮蜗杆、转向管柱，传递至方向盘；
所述双电机转向执行装置包括：第一电机模块、第二电机模块、转向横拉杆、转向梯形、转向车轮；
第一电机模块包括：第一助力电机、单向离合器、滚珠丝杆、第一转速传感器；
第一助力电机输出端依次通过第一转速传感器、单向离合器连接滚珠丝杆的螺母端；滚珠丝杆的丝杆端将转向横拉杆打断，丝杆两端与转向横拉杆被打断的两个端口轴向固定连接；单向离合器接合时，第一助力电机输出的旋转运动经滚珠丝杆转换为转向横拉杆的位移运动；
第二电机模块包括：油箱，液压泵、第二助力电机、电磁换向阀、液压缸、活塞、活塞杆、位移传感器、第二转速传感器；
活塞杆位于液压缸内，活塞杆上固定安装活塞，活塞杠将转向横拉杆打断，活塞杆两端与转向横拉杆被打断的两端口固定连接；位移传感器安装在活塞杆上，第二转速传感器安装在第二助力电机输出端；液压油在第二助力电机作用下，依次从油箱、液压泵、电磁换向阀流经液压缸内的活塞两侧，活塞两侧的压力差产生轴向作用力，经活塞、活塞杆传递至转向横拉杆，转换为转向横拉杆的位移运动；
所述转向控制单元包括：控制器、车辆状态单元；控制器与上述各传感器电气连接，获取转向管柱上的转矩、转角信号，路感电机、第一及第二助力电机的转速信号，转向横拉杆位移信号；车辆状态单元为控制器提供车辆当前状态下的车速信号、横摆角速度信号、侧向加速度信号。
进一步地，所述转向横拉杆与活塞杆、滚珠丝杆固定连接为一个整体，活塞杆和滚珠丝杆的位移在转向横拉杆上进行叠加，转向横拉杆两端分别通过转向梯形连接转向车轮，实现将转向横拉杆的位移运动转化为转向车轮的转向角，完成车辆转向动作。
进一步地，所述控制器包括信号处理单元、转向决策单元、转向数据库、诊断单元、故障报警单元、电机驱动单元和电磁换向阀驱动单元；信号处理单元与上述各传感器电气连接，获取各传感器实时采集的信号，同时信号处理单元与上述车辆状态单元电气连接，获取车辆的其他状态信号；转向决策单元分别通过车载通讯线路接收信号处理单元、转向数据库和诊断单元的输入信号，经过计算通过车载通讯线路分别输出路感电机、第一助力电机及第二助力电机、电磁换向阀的控制信号，完成转向动作的控制过程。
本发明的一种双电机线控复合转向系统的自适应控制方法，其基于上述系统，包括以下步骤：
1)车辆启动，诊断单元检测系统各部分初始状态，若存在异常状态则通过转向决策单元触发故障报警单元，提醒驾驶员故障信息；若系统各部分状态正常，则无任何提 示；
2)信号处理单元实时接收各传感器发送的信号和车辆其他状态单元发送的信号，通过计算得到当前车辆状态信号，并传输给转向决策单元；
3)转向决策单元根据转向数据库中存储的各个车辆状态下期望的车辆前轮转角和期望的驾驶路感对上述当前车辆状态信号进行转向决策计算，得到下一时刻期望的车辆前轮转角，并计算出下一时刻期望的车辆前轮转角对应的转向横拉杆位移和电磁换向阀工作位置；转向决策单元同时还得到下一时刻期望的驾驶路感，并计算出下一时刻期望的驾驶路感对应的转向管柱力矩；
4)电磁换向阀驱动单元根据转向决策单元的输出指令，控制电磁换向阀所处的工作位置；同时电机驱动单元根据转向决策单元的输出指令，分别计算路感电机、第一助力电机、第二助力电机所需要电流大小并驱动所述三个电机工作。
进一步地，所述步骤2)中各传感器的信号包括：转矩信号、第一转速信号、第二转速信号、第三转速信号、位移信号、转角信号；车辆其他状态单元的信号包括：车速信号、横摆角速度信号、侧向加速度信号。
进一步地，所述步骤4)具体包括：电机驱动单元根据转向决策单元输出的下一时刻期望的车辆前轮转角指令，具有三种工作模式：第一种为仅第一助力电机提供助力，第二种为仅第二助力电机提供助力、第三种为第一和第二电机同时提供助力；诊断单元在车辆行驶过程中，检测系统是否正常工作，若判断车辆正常行驶，则采用第三种工作模式；若判断第一电机模块故障，则触发故障报警单元，同时采用第二种工作模式，此时第一电机模块的单向离合器断开，转向横拉杆位移仅取决于第二助力电机；若判断第二电机模块故障，则触发故障报警单元，同时采用第一种工作模式，此时电磁换向阀处于卸荷状态，转向横拉杆位移仅取决于第一助力电机。
进一步地，所述步骤4)具体还包括：路感电机输出的电磁转矩作用在转向管柱上，形成的转向管柱力矩传递至方向盘，给驾驶员提供驾驶路感；第一助力电机输出的电磁转矩经第一离合器作用在丝杆上，转化为转向横拉杆的位移；第二助力电机输出的电磁转矩驱动液压泵工作，使液压缸内的活塞两侧产生压力差输出轴向作用力，经活塞、活塞杆传递至转向横拉杆，转换为轴向横拉杆的位移；第一助力电机和第二助力电机对转向横拉杆作用的位移进行叠加，并向转向梯形和转向车轮输出，转换为下一时刻的前轮转角。
进一步地，所述步骤4)具体还包括：采用广义最小方差自校正控制，能实时校正控制器参数，具体步骤如下：
1)向控制器输入初始数据，设置实际输出加权多项式P(z
-1)，期望输出加权多项式R(z
-1)，控制量加权多项式Q(z
-1)；
2)在车辆行驶过程中，d为采样周期，位移传感器采样当前时刻车辆转向横拉杆实际位移y
r(k)，并获取下一时刻期望的转向横拉杆位移y
r(k+d)；
3)被控对象转向横拉杆位移模型满足方程：
A(z
-1)y(k)＝z
-dB(z
-1)u(k)+C(z
-1)ξ(k)
C(z
-1)＝A(z
-1)E(z
-1)+z
-dG(z
-1)
F(z
-1)＝B(z
-1)E(z
-1)
其中
式中，A、B、C、E、F、G为多项式，y(k)为k时刻的输出控制量，ξ(k)为方差σ
2的白噪声，u(k)为k时刻的输入控制量，求解上述方程，分别得到多项式系数E(z
-1)，G(z
-1)，F(z
-1)：
4)u(k)为k时刻的控制量，根据广义最小方差控制率进行控制，控制率为：
性能指标Jv为：
式中y
*(k+d|k)为(k+d)时刻期望的车辆转向横拉杆位移的最优预测估计，Ev为 误差方差函数；
5)令k＝k+1,返回步骤2，继续循环控制，完成车辆转向动作。
本发明设计一种双电机线控复合转向系统，第一电机用于电动助力，第二电机用于驱动液压泵提供液压助力，既能够通过两套电机实现复合转向和硬件的安全备份，又能够同时兼顾转向操作的快速性、精准性、节能性，既能够用于质量较轻的乘用车，又能够用于重型车辆，具有较高的实用性。
本发明的有益效果：
本发明与现有的双电机线控转向系统相比，融合了液压助力转向功能，能够输出更大的转向力矩，克服了现有双电机线控转向系统难以应用于重型车的缺陷；与现有的液压线控转向相比，融合了电动助力转向功能，转向更加精确、节能。
本发明具备硬件安全冗余功能，在第一电机或第二电机发生故障导致失效的情况下，可以由任一电机单独工作，确保驾驶员对车辆转向功能的可控性，从而完成应急转向操作，提高车辆安全性。
本发明采用自适应控制方法，能够根据驾驶实际情况自动地调节转向控制参数，能够较好的抵抗行驶环境中的不确定性，具有较好的鲁棒性，保证转向执行的精度和车辆安全性。
图1为本发明双电机线控复合转向系统原理结构框图；
图2为本发明控制方法流程图；
图3是本发明广义最小方差自校正控制原理框图；
图中，1-方向盘，2-转角传感器，3-转向管柱，4-转矩传感器，5-蜗轮蜗杆，6-扭杆，7-控制器，8-电磁换向阀，9-液压泵，10-第二转速传感器，11-第二助力电机，12-油箱，13-位移传感器，14-活塞杆，15-活塞，16-液压缸，17-转向横拉杆，18-螺母，19-滚珠丝杆，20-转向梯形，21-转向车轮，22-单向离合器，23-第一转速传感器，24-第一助力电机，25-车辆其他状态单元，26-路感电机，27-第三转速传感器；
N-转矩信号，S-第三转速信号，T-第一转速信号，U-位移信号，V-第二转速信号，W-转角信号，X-车速信号，H-横摆角速度信号，I-侧向加速度信号，J-第一助力电机控制信号，Y-第二助力电机控制信号，L-路感电机控制信号，M-电磁换向阀控制信号。
为了便于本领域技术人员的理解，下面结合实施例与附图对本发明作进一步的说 明，实施方式提及的内容并非对本发明的限定。
参照图1所示，本发明的一种双电机线控复合转向系统，包括：方向盘，转向管柱总成、路感总成、双电机转向执行装置、转向控制单元；
所述方向盘连接转向管柱总成，转向管柱总成包括：转向管柱3、扭杆6、转矩传感器4、转角传感器2；方向盘1输入的作用力经过转向管柱3作用于扭杆6上，转向管柱3上分别固定安装转矩传感器4、转角传感器2；
所述路感总成包括：路感电机26、第三转速传感器27及蜗轮蜗杆5；路感电机26输出端通过第三转速传感器27与涡轮蜗杆5的涡轮端连接，蜗轮蜗杆5的蜗杆端作用在转向管柱3上；路感电机26输出的作用力依次经过蜗轮蜗杆5、转向管柱3，传递至方向盘1；
所述双电机转向执行装置包括：第一电机模块、第二电机模块、转向横拉杆17、转向梯形20、转向车轮21；
第一电机模块包括：第一助力电机24、单向离合器22、滚珠丝杆19、第一转速传感器23；
第一助力电机24输出端依次通过第一转速传感器23、单向离合器22连接滚珠丝杆19的螺母端；滚珠丝杆的丝杆端将转向横拉杆17打断，丝杆两端与转向横拉杆17被打断的两个端口轴向固定连接；单向离合器22接合时，第一助力电机24输出的旋转运动经滚珠丝杆19转换为转向横拉杆17的位移运动；
第二电机模块包括：油箱12，液压泵9、第二助力电机11、电磁换向阀8、液压缸16、活塞15、活塞杆14、位移传感器13、第二转速传感器10；
活塞杆14位于液压缸16内，活塞杆14上固定安装活塞15，活塞杠14将转向横拉杆17打断，活塞杆14两端与转向横拉杆17被打断的两端口固定连接；位移传感器13安装在活塞杆14上，第二转速传感器10安装在第二助力电机11输出端；液压油在第二助力电机作用下，依次从油箱12、液压泵9、电磁换向阀8流经液压缸16内的活塞15两侧，活塞15两侧的压力差产生轴向作用力，经活塞15、活塞杆14传递至转向横拉杆17，转换为转向横拉杆的位移运动；
所述转向控制单元包括：控制器7、车辆其他状态单元25；控制器7与上述各传感器电气连接，获取转向管柱3上的转矩、转角信号，路感电机、第一及第二助力电机的转速信号，转向横拉杆位移信号；车辆其他状态单元25为控制器7提供车辆当前状态 下的车速信号、横摆角速度信号、侧向加速度信号。
其中，所述转向横拉杆17与活塞杆14、滚珠丝杆19固定连接为一个整体，活塞杆14和滚珠丝杆19的位移在转向横拉杆上进行叠加，转向横拉杆17两端分别通过转向梯形20连接转向车轮21，实现将转向横拉杆的位移运动转化为转向车轮的转向角，完成车辆转向动作。
所述控制器7包括信号处理单元、转向决策单元、转向数据库、诊断单元、故障报警单元、电机驱动单元和电磁换向阀驱动单元；信号处理单元与上述各传感器电气连接，获取各传感器实时采集的信号，同时信号处理单元与上述车辆其他状态单元25电气连接，获取车辆的其他状态信号；转向决策单元分别通过车载通讯线路接收信号处理单元、转向数据库和诊断单元的输入信号，经过计算分别通过车载通讯线路将驱动信号传输给电机驱动单元和电磁换向阀驱动单元；电机驱动单元分别输出路感电机控制信号L、第一助力电机控制信号J及第二助力电机控制信号Y，使上述三个电机分别执行电磁转矩的输出；电磁换向阀驱动单元输出电磁换向阀控制信号M，使电磁换向阀执行工作位置的转换；第二助力电机的电磁转矩在对应电磁换向阀工作位置下转化为液压缸输出位移，并与第二助力电机的电磁转矩产生的丝杠输出位移共同传递至转向横拉杆，完成转向动作的控制过程。
参照图2所示，本发明的一种双电机线控复合转向系统的自适应控制方法，其基于上述系统，包括以下步骤：
1)车辆启动，诊断单元检测系统各部分初始状态，若存在异常状态则通过转向决策单元触发故障报警单元，提醒驾驶员故障信息；若系统各部分状态正常，则无任何提示；
2)信号处理单元实时接收各传感器发送的信号和车辆其他状态单元发送的信号，通过计算得到当前车辆状态信号，并传输给转向决策单元；
3)转向决策单元根据转向数据库中存储的各个车辆状态下期望的车辆前轮转角和期望的驾驶路感对上述当前车辆状态信号进行转向决策计算，得到下一时刻期望的车辆前轮转角，并计算出下一时刻期望的车辆前轮转角对应的转向横拉杆位移和电磁换向阀工作位置；转向决策单元同时还得到下一时刻期望的驾驶路感，并计算出下一时刻期望的驾驶路感对应的转向管柱力矩；
4)电磁换向阀驱动单元根据转向决策单元的输出指令，控制电磁换向阀所处的工 作位置；同时电机驱动单元根据转向决策单元的输出指令，分别计算路感电机、第一助力电机、第二助力电机所需要电流大小并驱动所述三个电机工作。
其中，所述步骤2)中各传感器的信号包括：转矩信号N、第一转速信号T、第二转速信号V、第三转速信号S、位移信号U、转角信号W，车辆其他状态单元的信号包括：车速信号X、横摆角速度信号H、侧向加速度信号I。
其中，所述步骤4)具体包括：电机驱动单元根据转向决策单元输出的下一时刻期望的车辆前轮转角指令，具有三种工作模式：第一种为仅第一助力电机提供助力，第二种为仅第二助力电机提供助力、第三种为第一和第二电机同时提供助力；诊断单元在车辆行驶过程中，检测系统是否正常工作，若判断车辆正常行驶，则采用第三种工作模式；若判断第一电机模块故障，则触发故障报警单元，同时采用第二种工作模式，此时第一电机模块的单向离合器断开，转向横拉杆位移仅取决于第二助力电机；若判断第二电机模块故障，则触发故障报警单元，同时采用第一种工作模式，此时电磁换向阀处于卸荷状态，转向横拉杆位移仅取决于第一助力电机。
其中，所述步骤4)具体还包括：路感电机输出的电磁转矩作用在转向管柱上，形成的转向管柱力矩传递至方向盘，给驾驶员提供驾驶路感；第一助力电机输出的电磁转矩经第一离合器作用在丝杆上，转化为转向横拉杆的位移；第二助力电机输出的电磁转矩驱动液压泵工作，使液压缸内的活塞两侧产生压力差输出轴向作用力，经活塞、活塞杆传递至转向横拉杆，转换为轴向横拉杆的位移；第一助力电机和第二助力电机对转向横拉杆作用的位移进行叠加，并向转向梯形和转向车轮输出，转换为下一时刻的前轮转角。
其中，所述步骤4)具体还包括：采用广义最小方差自校正控制，能实时校正控制器参数，具体步骤如下
1.向控制器输入初始数据，设置实际输出加权多项式P(z
-1)，期望输出加权多项式R(z
-1)，控制量加权多项式Q(z
-1)；
2.在车辆行驶过程中，d为采样周期，位移传感器采样当前时刻车辆转向横拉杆实际位移y
r(k)，并获取下一时刻期望的转向横拉杆位移y
r(k+d)；
3.被控对象转向横拉杆位移模型满足方程：
A(z
-1)y(k)＝z
-dB(z
-1)u(k)+C(z
-1)ξ(k)
C(z
-1)＝A(z
-1)E(z
-1)+z
-dG(z
-1)
F(z
-1)＝B(z
-1)E(z
-1)
其中
式中，A、B、C、E、F、G为多项式，y(k)为k时刻的输出控制量，ξ(k)为方差σ
2的白噪声，u(k)为k时刻的输入控制量，求解上述方程，分别得到多项式系数E(z
-1)，G(z
-1)，F(z
-1)：
4.u(k)为k时刻的控制量，根据广义最小方差控制率进行控制，控制率为：
性能指标Jv为：
式中y
*(k+d|k)为(k+d)时刻期望的车辆转向横拉杆位移的最优预测估计，Ev为误差方差函数；
5.令k＝k+1,返回步骤2，继续循环控制，完成车辆转向动作。
本发明设计一种双电机线控复合转向系统，第一电机用于电动助力，第二电机用于驱动液压泵提供液压助力，既能够通过两套电机实现复合转向和硬件的安全备份，又能够同时兼顾转向操作的快速性、精准性、节能性，既能够用于质量较轻的乘用车，又能够用于重型车辆，具有较高的实用性。
本发明具体应用途径很多，以上所述仅是本发明的优选实施方式，应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以作出若干改进，这些改进也应视为本发明的保护范围。
Claims (8)
- 一种双电机线控复合转向系统，其特征在于，包括：方向盘，转向管柱总成、路感总成、双电机转向执行装置、转向控制单元；所述方向盘连接转向管柱总成，转向管柱总成包括：转向管柱、扭杆、转矩传感器、转角传感器；方向盘输入的作用力经过转向管柱作用于扭杆上，转向管柱上分别固定安装转矩传感器、转角传感器；所述路感总成包括：路感电机、第三转速传感器及蜗轮蜗杆；路感电机输出端通过第三转速传感器与涡轮蜗杆的涡轮端连接，蜗轮蜗杆的蜗杆端作用在转向管柱上；路感电机输出的作用力依次经过蜗轮蜗杆、转向管柱，传递至方向盘；所述双电机转向执行装置包括：第一电机模块、第二电机模块、转向横拉杆、转向梯形、转向车轮；第一电机模块包括：第一助力电机、单向离合器、滚珠丝杆、第一转速传感器；第一助力电机输出端依次通过第一转速传感器、单向离合器连接滚珠丝杆的螺母端；滚珠丝杆的丝杆端将转向横拉杆打断，丝杆两端与转向横拉杆被打断的两个端口轴向固定连接；单向离合器接合时，第一助力电机输出的旋转运动经滚珠丝杆转换为转向横拉杆的位移运动；第二电机模块包括：油箱，液压泵、第二助力电机、电磁换向阀、液压缸、活塞、活塞杆、位移传感器、第二转速传感器；活塞杆位于液压缸内，活塞杆上固定安装活塞，活塞杠将转向横拉杆打断，活塞杆两端与转向横拉杆被打断的两端口固定连接；位移传感器安装在活塞杆上，第二转速传感器安装在第二助力电机输出端；液压油在第二助力电机作用下，依次从油箱、液压泵、电磁换向阀流经液压缸内的活塞两侧，活塞两侧的压力差产生轴向作用力，经活塞、活塞杆传递至转向横拉杆，转换为转向横拉杆的位移运动；所述转向控制单元包括：控制器、车辆状态单元；控制器与上述各传感器电气连接，获取转向管柱上的转矩、转角信号，路感电机、第一及第二助力电机的转速信号，转向横拉杆位移信号；车辆状态单元为控制器提供车辆当前状态下的车速信号、横摆角速度信号、侧向加速度信号。
- 根据权利要求1述的双电机线控复合转向系统，其特征在于，所述转向横拉杆与活塞杆、滚珠丝杆固定连接为一个整体，活塞杆和滚珠丝杆的位移在转向横拉杆上进行叠加，转向横拉杆两端分别通过转向梯形连接转向车轮，实现将转向横拉杆的位移运动 转化为转向车轮的转向角，完成车辆转向动作。
- 根据权利要求1述的双电机线控复合转向系统，其特征在于，所述控制器包括信号处理单元、转向决策单元、转向数据库、诊断单元、故障报警单元、电机驱动单元和电磁换向阀驱动单元；信号处理单元与上述各传感器电气连接，获取各传感器实时采集的信号，同时信号处理单元与上述车辆状态单元电气连接，获取车辆的其他状态信号；转向决策单元分别通过车载通讯线路接收信号处理单元、转向数据库和诊断单元的输入信号，经过计算通过车载通讯线路分别输出路感电机、第一助力电机及第二助力电机、电磁换向阀的控制信号，完成转向动作的控制过程。
- 一种双电机线控复合转向系统的自适应控制方法，其特征在于，基于上述权利要求3所述的系统，包括以下步骤：1)车辆启动，诊断单元检测系统各部分初始状态，若存在异常状态则通过转向决策单元触发故障报警单元，提醒驾驶员故障信息；若系统各部分状态正常，则无任何提示；2)信号处理单元实时接收各传感器发送的信号和车辆其他状态单元发送的信号，通过计算得到当前车辆状态信号，并传输给转向决策单元；3)转向决策单元根据转向数据库中存储的各个车辆状态下期望的车辆前轮转角和期望的驾驶路感对上述当前车辆状态信号进行转向决策计算，得到下一时刻期望的车辆前轮转角，并计算出下一时刻期望的车辆前轮转角对应的转向横拉杆位移和电磁换向阀工作位置；转向决策单元同时还得到下一时刻期望的驾驶路感，并计算出下一时刻期望的驾驶路感对应的转向管柱力矩；4)电磁换向阀驱动单元根据转向决策单元的输出指令，控制电磁换向阀所处的工作位置；同时电机驱动单元根据转向决策单元的输出指令，分别计算路感电机、第一助力电机、第二助力电机所需要电流大小并驱动所述三个电机工作。
- 根据权利要求4述的双电机线控复合转向系统的自适应控制方法，其特征在于，所述步骤2)中各传感器的信号包括：转矩信号、第一转速信号、第二转速信号、第三转速信号、位移信号、转角信号；车辆其他状态单元的信号包括：车速信号、横摆角速度信号、侧向加速度信号。
- 根据权利要求4述的双电机线控复合转向系统的自适应控制方法，其特征在于，所述步骤4)具体包括：电机驱动单元根据转向决策单元输出的下一时刻期望的车辆前 轮转角指令，具有三种工作模式：第一种为仅第一助力电机提供助力，第二种为仅第二助力电机提供助力、第三种为第一和第二电机同时提供助力；诊断单元在车辆行驶过程中，检测系统是否正常工作，若判断车辆正常行驶，则采用第三种工作模式；若判断第一电机模块故障，则触发故障报警单元，同时采用第二种工作模式，此时第一电机模块的单向离合器断开，转向横拉杆位移仅取决于第二助力电机；若判断第二电机模块故障，则触发故障报警单元，同时采用第一种工作模式，此时电磁换向阀处于卸荷状态，转向横拉杆位移仅取决于第一助力电机。
- 根据权利要求4述的双电机线控复合转向系统的自适应控制方法，其特征在于，所述步骤4)具体还包括：路感电机输出的电磁转矩作用在转向管柱上，形成的转向管柱力矩传递至方向盘，给驾驶员提供驾驶路感；第一助力电机输出的电磁转矩经第一离合器作用在丝杆上，转化为转向横拉杆的位移；第二助力电机输出的电磁转矩驱动液压泵工作，使液压缸内的活塞两侧产生压力差输出轴向作用力，经活塞、活塞杆传递至转向横拉杆，转换为轴向横拉杆的位移；第一助力电机和第二助力电机对转向横拉杆作用的位移进行叠加，并向转向梯形和转向车轮输出，转换为下一时刻的前轮转角。
- 根据权利要求4述的双电机线控复合转向系统的自适应控制方法，其特征在于，所述步骤4)具体还包括：采用广义最小方差自校正控制，能实时校正控制器参数，具体步骤如下：1)向控制器输入初始数据，设置实际输出加权多项式P(z -1)，期望输出加权多项式R(z -1)，控制量加权多项式Q(z -1)；2)在车辆行驶过程中，d为采样周期，位移传感器采样当前时刻车辆转向横拉杆实际位移y r(k)，并获取下一时刻期望的转向横拉杆位移y r(k+d)；3)被控对象转向横拉杆位移模型满足方程：A(z -1)y(k)＝z -dB(z -1)u(k)+C(z -1)ξ(k)C(z -1)＝A(z -1)E(z -1)+z -dG(z -1)F(z -1)＝B(z -1)E(z -1)其中
式中，A、B、C、E、F、G为多项式，y(k)为k时刻的输出控制量，ξ(k)为方差σ 2的白噪声，u(k)为k时刻的输入控制量，求解上述方程，分别得到多项式系数E(z -1)，G(z -1)，F(z -1)：
4)u(k)为k时刻的控制量，根据广义最小方差控制率进行控制，控制率为：
性能指标Jv为：
式中y *(k+d|k)为(k+d)时刻期望的车辆转向横拉杆位移的最优预测估计，Ev为误差方差函数；5)令k＝k+1,返回步骤2，继续循环控制，完成车辆转向动作。
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