CN111806248A - Torque distribution control method and system for distributed drive vehicle - Google Patents

Torque distribution control method and system for distributed drive vehicle Download PDF

Info

Publication number
CN111806248A
CN111806248A CN202010544146.8A CN202010544146A CN111806248A CN 111806248 A CN111806248 A CN 111806248A CN 202010544146 A CN202010544146 A CN 202010544146A CN 111806248 A CN111806248 A CN 111806248A
Authority
CN
China
Prior art keywords
vehicle
driving
torque distribution
intention
acceleration
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202010544146.8A
Other languages
Chinese (zh)
Inventor
刘澄
赵景波
杭志成
朱梁鹏
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Jiangsu University of Technology
Original Assignee
Jiangsu University of Technology
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Jiangsu University of Technology filed Critical Jiangsu University of Technology
Priority to CN202010544146.8A priority Critical patent/CN111806248A/en
Publication of CN111806248A publication Critical patent/CN111806248A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention provides a torque distribution control method and a torque distribution control system for a distributed drive vehicle, wherein the control method comprises the following steps: acquiring driving information of a vehicle driver, driving information of a vehicle and road surface information of a driving road surface of the vehicle in real time; obtaining the driving intention of the driver of the vehicle according to the driving information; obtaining the running condition of the vehicle according to the driving intention; setting a control function of vehicle torque distribution corresponding to the running condition; and distributing the vehicle torque according to the control function, the driving information, the running information and the road surface information by adopting a particle swarm optimization algorithm so as to control the wheel driving motor of the vehicle. The invention can ensure that the optimal driving energy efficiency torque distribution control is achieved on the premise of stability of the vehicle, thereby improving the energy-saving performance of the distributed driving vehicle, being suitable for vehicles with driving motors with wheels of front and rear axles having different configurations, and having wider adaptability.

Description

Torque distribution control method and system for distributed drive vehicle
Technical Field
The invention relates to the technical field of vehicle control, in particular to a torque distribution control method and a torque distribution control system of a distributed driving vehicle.
Background
Nowadays, environmental problems and energy crisis are aggravated, electric automobiles integrating multiple high and new technologies have unprecedented opportunities for development. The short charging endurance mileage of the electric automobile is a main problem which restricts the development of the electric automobile, and the electric automobile is found to be in a steady-state steering working condition and a straight-line driving working condition in most of time in the driving process through investigation and statistics, so that the optimization of the energy efficiency of the electric automobile in the steady-state steering working condition and the straight-line driving working condition is an effective way for improving the endurance mileage.
At present, the torque of each driving wheel of the distributed driving electric automobile can be randomly distributed according to a control rule, so that the distributed driving electric automobile has greater potential in the aspect of improving the energy efficiency of the electric automobile. However, most of the existing torque distribution methods for the distributed drive electric vehicles are based on the premise that the hub motors mounted on each wheel are the same in configuration, and the influence of the vehicle speed change process on the energy-saving effect of the torque distribution method is not considered, so that the energy-saving potential of the distributed drive electric vehicles is not fully exerted.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the technical problems in the art described above. Therefore, an object of the present invention is to provide a torque distribution control method for a distributed driving vehicle, which can ensure that the vehicle achieves optimal driving energy efficiency torque distribution control on the premise of stability, so as to improve the energy saving performance of the distributed driving vehicle, and meanwhile, the method can be applied to vehicles with driving motors having different configurations for front and rear axle wheels, and has wider adaptability.
A second object of the present invention is to provide a torque distribution control system for a distributed drive vehicle.
In order to achieve the above object, an embodiment of a first aspect of the present invention provides a torque distribution control method for a distributed drive vehicle, including: acquiring driving information of a vehicle driver, driving information of the vehicle and road surface information of a driving road surface of the vehicle in real time; obtaining the driving intention of the vehicle driver according to the driving information; obtaining the driving condition of the vehicle according to the driving intention; setting a control function of the vehicle torque distribution corresponding to the running condition; and distributing the vehicle torque according to the control function, the driving information, the running information and the road surface information by adopting a particle swarm optimization algorithm so as to control a wheel driving motor of the vehicle.
According to the torque distribution control method of the distributed driving vehicle provided by the embodiment of the invention, the driving information of a vehicle driver, the driving information of the vehicle and the road surface information of a driving road surface of the vehicle are obtained in real time, the driving intention of the vehicle driver is obtained according to the driving information, the driving working condition of the vehicle is obtained according to the driving intention, in addition, a control function of vehicle torque distribution is set corresponding to the driving working condition, finally, the particle swarm optimization algorithm is adopted to distribute the vehicle torque according to the control function, the driving information and the road surface information so as to control the wheel driving motor of the vehicle, therefore, the optimal driving energy efficiency torque distribution control can be ensured on the premise of stability of the vehicle, the energy saving performance of the distributed driving vehicle can be improved, and the method is simultaneously suitable for the vehicles with driving motors with different configurations on front and rear, has wider adaptability.
In addition, the torque distribution control method of the distributed drive vehicle according to the above embodiment of the present invention may further have the following additional technical features:
according to one embodiment of the present invention, the driving information includes a steering wheel angle, an accelerator opening change rate, the running information includes an actual vehicle speed, an actual acceleration, an actual wheel speed, an actual yaw rate, and an actual centroid slip angle of the vehicle, and the road surface information includes a road surface attachment coefficient.
According to one embodiment of the invention, the driving intention comprises a steering intention and an acceleration intention, and the driving conditions comprise a steering driving condition, an acceleration straight driving condition and a constant speed straight driving condition.
Further, obtaining the driving intention of the driver of the vehicle according to the driving information, and obtaining the running condition of the vehicle according to the driving intention comprises: judging whether the vehicle driver has the steering intention or not according to the steering wheel rotating angle; if the driver of the vehicle has the steering intention, judging that the vehicle is in the steering running working condition; if the vehicle driver does not have the steering intention, judging whether the vehicle driver has the acceleration intention according to the accelerator opening and the accelerator opening change rate; if the vehicle driver has the acceleration intention, judging that the vehicle is in the acceleration straight line running working condition; and if the driver of the vehicle does not have the acceleration intention, judging that the vehicle is in the constant-speed straight-line running working condition.
Further, the control function of the vehicle torque distribution for the steering driving condition is as follows:
Figure BDA0002539959850000031
wherein, JsAnd JeRespectively the vehicle stability control function and the vehicle energy efficiency optimal control function, klAnd krTorque distribution coefficients of the left and right wheel motors of the front axle of the vehicle, d is the wheel track of the left and right wheels of the front axle of the vehicle, R is the radius of the wheels of the vehicle, and T isi(i ═ 1,2,3,4) are respectively the vehicle front left, front right, rear left and rear right wheel motor torques, Δ MZFor adding yaw moment, TtotTotal vehicle drive torque n required for longitudinal traveli(i ═ 1,2,3,4) are the front left, front right, rear left and rear right wheel motor speeds of the vehicle, μ is the road surface adhesion coefficient, Φi(i ═ 1,2,3,4) is the front left, front right, rear left and rear right wheel load factor of the vehicle, ηsIs the stability weighting factor.
Further, the control function of the vehicle torque distribution for the acceleration straight-driving condition is:
Figure BDA0002539959850000032
Figure BDA0002539959850000041
wherein, PoutFor the total power of the vehicle wheel motors,
Figure BDA0002539959850000042
ηi(i ═ 1,2,3,4) for the vehicle front left, front right, rear left and rear right wheel motor efficiencies, P is the acceleration path coefficient ρ and the torque distribution coefficient k for the vehicle front axle wheel motors when selectedoutIs only related to time t, amaxIs the maximum acceleration of the vehicle, amax＝min(aTmax,aμmax)，aTmaxMaximum acceleration of the motor of the wheel of the vehicle, aμmaxThe maximum acceleration that can be achieved by the vehicle on a road surface with a road adhesion coefficient mu.
Further, the control function of the vehicle torque distribution under the constant-speed straight-line running condition is as follows:
Figure BDA0002539959850000043
Figure BDA0002539959850000044
further, distributing the vehicle torque according to the control function, the driving information, the traveling information, and the road surface information by using a particle swarm optimization algorithm to control a wheel driving motor of the vehicle, comprising: obtaining a target speed of the vehicle according to the driving information; obtaining the whole vehicle driving torque of the vehicle running longitudinally according to the difference value between the target vehicle speed and the actual vehicle speed of the vehicle; obtaining an additional yaw moment of the vehicle steering according to the difference between the expected value and the actual value of the yaw velocity of the vehicle and the difference between the expected value and the actual value of the centroid side slip angle; when the vehicle is in the accelerating straight-line running working condition and the uniform speed straight-line running working condition, obtaining a corresponding vehicle torque distribution coefficient by adopting a particle swarm optimization algorithm according to a corresponding control function and the whole vehicle driving torque of the vehicle in longitudinal running so as to control a wheel driving motor of the vehicle; and when the vehicle is in the steering running working condition, obtaining a corresponding vehicle torque distribution coefficient by adopting a particle swarm optimization algorithm according to a corresponding control function, the whole vehicle driving torque of the longitudinal running of the vehicle and the additional yaw moment of the steering of the vehicle so as to control the wheel driving motors of the vehicle.
In order to achieve the above object, a second aspect of the present invention provides a torque distribution control system for a distributed drive vehicle, including: the vehicle sensor module is used for acquiring the driving information of a vehicle driver, the driving information of the vehicle and the road surface information of the driving road surface of the vehicle in real time; the driving intention recognition module is connected with the whole vehicle sensor module and is used for obtaining the driving intention of the vehicle driver according to the driving information; the driving condition judgment module is connected with the driving intention recognition module and is used for obtaining the driving condition of the vehicle according to the driving intention; the torque distribution control module is respectively connected with the whole vehicle sensor module, the driving intention identification module and the driving condition judgment module, sets a control function of vehicle torque distribution corresponding to the driving condition, and distributes the vehicle torque according to the control function, the driving information and the road surface information by adopting a particle swarm optimization algorithm so as to control a wheel driving motor of the vehicle.
According to the torque distribution control system of the distributed driving vehicle provided by the embodiment of the invention, the driving information of a vehicle driver, the driving information of the vehicle and the road surface information of the driving road surface of the vehicle are acquired in real time through the whole vehicle sensor module, the driving intention of the vehicle driver is obtained according to the driving information through the driving intention identification module, meanwhile, the driving condition judgment module obtains the driving condition of the vehicle according to the driving intention, in addition, a control function of vehicle torque distribution is set corresponding to the driving condition through the torque distribution control module, and the vehicle torque is distributed according to the control function, the driving information and the road surface information by adopting a particle swarm optimization algorithm to control the wheel driving motor of the vehicle, so that the optimal driving energy efficiency torque distribution control of the vehicle can be ensured on the premise of stability, and the energy saving performance of the distributed driving vehicle can be improved, meanwhile, the device can be suitable for vehicles with driving motors with different configurations on front and rear axle wheels, and has wide adaptability.
In addition, the torque distribution control system for a distributed drive vehicle according to the above embodiment of the present invention may further have the following additional technical features:
according to one embodiment of the invention, the driving intention comprises a steering intention and an acceleration intention, and the driving conditions comprise a steering driving condition, an acceleration straight driving condition and a constant speed straight driving condition.
Drawings
Fig. 1 is a flowchart of a torque distribution control method of a distributed drive vehicle according to an embodiment of the invention;
FIG. 2 is a schematic illustration of various acceleration paths of a vehicle accelerating from an actual vehicle to a desired vehicle speed in accordance with one embodiment of the present invention;
FIG. 3 is a flow chart of torque distribution during a steered driving condition of a vehicle according to an embodiment of the invention;
FIG. 4 is a flow chart of torque distribution when the vehicle is in an accelerating straight-line driving condition according to one embodiment of the present invention;
FIG. 5 is a block schematic diagram of a torque distribution control system for a distributed drive vehicle according to an embodiment of the present invention;
FIG. 6 is a block schematic diagram of a distributed drive vehicle torque distribution control system according to one embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 is a flowchart of a torque distribution control method of a distributed drive vehicle according to an embodiment of the present invention.
As shown in fig. 1, a torque distribution control method of a distributed drive vehicle according to an embodiment of the present invention includes the steps of:
and S1, acquiring the driving information of the driver of the vehicle, the running information of the vehicle and the road surface information of the running road surface of the vehicle in real time.
In one embodiment of the present invention, the driving information may include a steering wheel angle, an accelerator opening, and an accelerator opening change rate, the running information may include an actual vehicle speed, an actual acceleration, an actual yaw rate, and an actual center-of-mass slip angle of the vehicle, and the road surface information may include a road surface attachment coefficient.
Specifically, the driving information can be obtained in real time through a steering wheel angle sensor, an accelerator pedal sensor and an accelerator pedal opening change rate sensor, namely, the steering wheel angle, the accelerator pedal opening and the accelerator pedal opening change rate are correspondingly obtained; the running information can be obtained in real time through a vehicle speed sensor, an automobile acceleration sensor, a yaw angular velocity sensor and a mass center slip angle estimator, namely the actual vehicle speed, the actual acceleration, the actual yaw angular velocity and the actual mass center slip angle of the vehicle are correspondingly obtained; meanwhile, the road surface information can be acquired in real time through a road surface adhesion coefficient observer, namely the road surface adhesion coefficient is acquired.
And S2, obtaining the driving intention of the vehicle driver according to the driving information.
And S3, obtaining the running condition of the vehicle according to the driving intention.
In one embodiment of the present invention, the driving intention may include a steering intention and an acceleration intention, and the driving conditions may include a steering driving condition, an acceleration straight driving condition, and a constant speed straight driving condition.
Specifically, the steps S2 and S3 include: judging whether a vehicle driver has a steering intention or not according to the steering wheel angle; if the driver of the vehicle has the steering intention, judging that the vehicle is in a steering driving working condition; if the vehicle driver does not have the steering intention, judging whether the vehicle driver has the acceleration intention or not according to the opening degree of the accelerator pedal and the change rate of the opening degree of the accelerator pedal; if the driver of the vehicle has the intention of acceleration, judging that the vehicle is in the acceleration straight line running working condition; and if the driver of the vehicle does not intend to accelerate, judging that the vehicle is in a constant-speed straight-line running working condition.
When judging whether the vehicle is in the acceleration straight line running working condition, whether the vehicle is in the acceleration straight line running working condition can be judged by solving an acceleration intention coefficient of a vehicle driver through a fuzzy reasoning rule and a membership function preset by a fuzzy controller according to the opening degree of an accelerator pedal and the change rate of the opening degree of the accelerator pedal.
In one embodiment of the present invention, the desired vehicle speed may be obtained from the accelerator pedal opening according to the vehicle speed classification table shown in table 1, specifically, the accelerator pedal opening may be divided into 10 sections, and each of the accelerator pedal opening sections corresponds to a desired vehicle speed, for example, the accelerator pedal opening 0 to 5 may be set to "0" section, the accelerator pedal opening 6 to 15 may be set to "1" section, the desired vehicle speed may be 20, the accelerator pedal opening 16 to 25 may be set to "2" section, the desired vehicle speed may be 40, the accelerator pedal opening 26 to 35 may be set to "3" section, the desired vehicle speed may be 60, the accelerator pedal opening 36 to 45 may be set to "4" section, the desired vehicle speed may be 70, the accelerator pedal opening 46 to 55 may be set to "5" section, the desired vehicle speed may be 80, the accelerator pedal opening 56 to 65 may be set to "6" section, the desired vehicle speed may be 90, the accelerator opening 66 to 75 may be set to a "7" interval, the desired vehicle speed may be 100, the accelerator opening 76 to 85 may be set to an "8" interval, the desired vehicle speed may be 110, the accelerator opening 86 to 100 may be set to a "9" interval, and the desired vehicle speed may be 120, whereby the desired vehicle speed may be obtained according to the accelerator opening.
Figure BDA0002539959850000081
TABLE 1
Further, the fuzzy amount of the acceleration intention coefficient may be derived from the accelerator pedal opening and the accelerator pedal opening change rate according to the fuzzy rule table shown in table 2, and for example, the input and output may be set to 7 linguistic variables, that is, VS (minimum), LS (small), S (small), M (medium), B (large), LB (large), and VB (maximum), whereby fuzzy amounts of 7 kinds of acceleration intention coefficients, that is, VS (minimum), LS (small), S (small), M (medium), B (large), LB (large), and VB (maximum) may be output after the accelerator pedal opening and the accelerator pedal opening change rate are input to the fuzzy rule shown in table 2.
Figure BDA0002539959850000091
TABLE 2
Further, the fuzzy quantity of the acceleration intention coefficient can be processed by adopting a membership function to obtain an acceleration intention coefficient g (t), for example, the domains of the accelerator opening Acc (t) and the accelerator opening change rate Acc' (t) can be set to be [0,100] in% and%/s, respectively, the domain of the acceleration intention coefficient g (t) is [0,1] in 1, and finally the time required for the vehicle to accelerate from the current actual vehicle speed to the desired vehicle speed can be obtained by the following formula:
Δt＝Δtmax-(Δtmax-Δtmin)·G(t)
wherein, Δ tminFor the shortest acceleration time, Δ tmin＝(ue-ur)/amax，amaxAt maximum acceleration of the vehicle, amax＝min(aTmax,aμmax)，aTmaxMaximum acceleration of the motor of the wheel of the vehicle, aμmaxAt, the maximum acceleration that can be achieved by the vehicle on a road surface having a road adhesion coefficient mumaxFor the longest acceleration time, Δ tmax＝(ue-ur)/amin，aminFor minimum acceleration, the system may be cycled according to NDECThe ring operating mode is 0.35m/s2。
And S4, setting a control function of the vehicle torque distribution according to the running condition.
Specifically, the control function of the vehicle torque distribution may be set corresponding to the steering running condition, the acceleration straight running condition, and the uniform speed straight running condition, respectively.
When the vehicle is in a steering driving condition, a control function of the vehicle torque distribution can be set according to whether the vehicle is in a steady steering condition:
Figure BDA0002539959850000101
wherein, JsAnd JeRespectively a vehicle stability control function and a vehicle energy efficiency optimum control function, klAnd krTorque distribution coefficients of motors of left and right wheels of a front axle of the vehicle, d is the wheel track of the left and right wheels of the front axle of the vehicle, R is the radius of the wheels of the vehicle, and T is the torque distribution coefficient of the motors of the left and right wheels of the front axle of the vehiclei(i ═ 1,2,3,4) are vehicle front left, front right, rear left and rear right wheel motor torques, Δ MZFor adding yaw moment, TtotTotal vehicle drive torque n required for longitudinal travel of the vehiclei(i ═ 1,2,3,4) are the motor speeds of the front left, front right, rear left and rear right wheels of the vehicle, μ is the road surface adhesion coefficient, and Φ isi(i ═ 1,2,3,4) is the vehicle front left, front right, rear left and rear right wheel load factor, ηsIs the stability weighting factor.
Wherein the vehicle stability control function is:
Figure BDA0002539959850000102
the optimal control function of the vehicle energy efficiency is as follows:
Figure BDA0002539959850000103
the stability weight coefficient is:
Figure BDA0002539959850000104
wherein, γeIs an ideal yaw rate, gammarIs the actual yaw rate.
It should be noted that, when the vehicle is in the steering driving condition and there is no intention to accelerate, the vehicle driving torque T required for the longitudinal running of the vehicle is the whole vehicle driving torque TtotCan be a constant value; when the vehicle is in a steering driving condition and has an acceleration intention, the driving torque T of the whole vehicle required by the longitudinal driving of the vehicletotMay be a variable.
When the vehicle is in an acceleration straight-line running working condition, a control function of vehicle torque distribution can be set by taking the optimal vehicle energy efficiency as a target:
Figure BDA0002539959850000111
Figure BDA0002539959850000112
wherein, PoutIs the total power of the wheel motors of the vehicle,
Figure BDA0002539959850000113
ηi(i ═ 1,2,3,4) for vehicle front left, front right, rear left and rear right wheel motor efficiencies, P when the acceleration path coefficient ρ and the torque distribution coefficient k of the vehicle front axle wheel motor are selectedoutIs only related to time t; a ismaxAt maximum acceleration of the vehicle, amax＝min(aTmax,aμmax)，aTmaxIs the maximum acceleration of the vehicle, aμmaxThe maximum acceleration that can be achieved by the vehicle on a road surface with a road adhesion coefficient mu.
When the vehicle is in a constant-speed straight-line running working condition, setting a control function of vehicle torque distribution as follows:
Figure BDA0002539959850000114
Figure BDA0002539959850000115
and S5, distributing the vehicle torque according to the control function, the driving information, the running information and the road surface information by adopting a particle swarm optimization algorithm so as to control the wheel driving motor of the vehicle.
Specifically, the step S5 includes: obtaining a target speed of the vehicle according to the driving information; obtaining the whole vehicle driving torque of the vehicle running longitudinally according to the difference value between the target vehicle speed and the actual vehicle speed of the vehicle; obtaining an additional yaw moment of the vehicle steering according to the difference between the expected value and the actual value of the yaw velocity of the vehicle and the difference between the expected value and the actual value of the centroid sideslip angle; when the vehicle is in an acceleration straight-line running working condition and a constant speed straight-line running working condition, obtaining a corresponding vehicle torque distribution coefficient according to a corresponding control function and the whole vehicle driving torque of the longitudinal running of the vehicle so as to control a wheel driving motor of the vehicle; when the vehicle is in the steering running working condition, the corresponding vehicle torque distribution coefficient is obtained according to the corresponding control function, the whole vehicle driving torque of the longitudinal running of the vehicle and the additional yaw moment of the steering of the vehicle, so as to control the wheel driving motors of the vehicle.
More specifically, an acceleration path may be selected, and then a target speed of the vehicle may be obtained according to an acceleration path coefficient, a desired vehicle speed and an acceleration time, where the acceleration path coefficient is 1 when the vehicle is in a steering driving condition, and the target vehicle speed of the vehicle may be obtained by the following formula:
Figure BDA0002539959850000121
wherein, tsTo accelerate the start time, teTo accelerate the termination time, ueIs the desired vehicle speed.
In addition, when the vehicle is in the acceleration straight-line running condition, the vehicle starts from the acceleration starting time tsTo accelerated end time teFrom the actual vehicle speed urAccelerating to a desired vehicle speed ueMore than one acceleration path of (a), as shown in particular in figure 2, and all may beThe target vehicle speed of the vehicle is obtained by the following formula:
Figure BDA0002539959850000122
where ρ is an acceleration path coefficient, and ρ > 0.
Further, the target vehicle speed u and the actual vehicle speed u of the vehicle may be based onrThe real-time difference value between the driving torque and the driving torque is used for obtaining the driving torque T of the whole vehicle running longitudinallytot(ii) a While the desired value gamma of the yaw rate of the vehicleeAnd the actual value gammarDeviation therebetween and the expected value of the centroid slip angle β of the vehicleeAnd the actual value betarThe deviation therebetween results in an additional yaw moment M of the vehicle steeringZWherein the yaw rate of the vehicle is desired value gammaeAnd centroid slip angle desired value betaeCan be calculated according to the target vehicle speed u and the steering wheel angle through the front wheel steering angle converted by the transmission ratio of the steering mechanism, thereby obtaining the integral driving torque T of the longitudinal running of the vehicle when the vehicle is in the steering running working conditiontotAdditional yaw moment M with vehicle steeringZSubstituting the obtained values into the corresponding torque distribution control functions to obtain the corresponding torque distribution coefficients klAnd krFinally, the torque distribution coefficient k can be determinedlAnd krThe wheel driving motor of the vehicle, such as the hub motor, is controlled, and optimal driving energy efficiency torque distribution control of the vehicle is guaranteed on the premise of stability.
In addition, when the vehicle is in an accelerating straight-line running working condition and a uniform speed straight-line running working condition, the obtained vehicle longitudinal running whole driving torque T can be obtainedtotSubstituting the torque distribution control function into the corresponding torque distribution control function to solve a corresponding torque distribution coefficient k, and finally controlling a wheel driving motor of the vehicle, such as a hub motor, according to the torque distribution coefficient k, so as to ensure that the vehicle achieves optimal driving energy efficiency torque distribution control on the premise of stability.
The torque distribution process of the vehicle will be comprehensively explained with reference to the flowcharts shown in fig. 3 and 4, and as shown in fig. 3, the torque distribution process when the vehicle is in the steering driving condition includes:
s301, acquiring the actual speed U of the vehiclerThe target speed U and the front wheel rotation angle of the vehicle;
s302, constructing a reference model, and obtaining the expected value gamma of the yaw velocity through the reference modeleAnd expected value of centroid slip angle betae；
S303, obtaining an additional yaw moment M according to the deviation between the yaw velocity and the expected value and the actual value of the centroid sideslip anglezAnd simultaneously according to the actual speed U of the vehiclerDeviation from the target vehicle speed U results in the drive torque T of the vehicle in the longitudinal direction of the vehicletot；
S304, judging the actual value gamma of the yaw raterAnd the expected value gammaeIf the ratio is within the predetermined interval, executing step S305 if the ratio is within the predetermined interval, otherwise executing step S306;
s305, distributing the vehicle torque according to a torque distribution control function taking the optimal vehicle energy efficiency as a target;
and S306, distributing the vehicle torque according to the torque distribution control function taking the vehicle stability as the target.
Further, as shown in fig. 4, the torque distribution process when the vehicle is in the acceleration straight-driving condition includes:
s401, initializing PSO parameters: setting a population scale n, wherein the search space dimension D is 2, and the maximum iteration number MAX-num parameter; obtaining the actual speed U of the vehiclerTarget speed U and acceleration starting time tsA parameter;
s402, randomly generating initial particles and velocities: xi＝[Xip，Xik]、Vi＝[Vip，Vik]Wherein, i is 1,2,. and n;
s403, calculating each particle X according to the control objective functioniCorresponding individual fitness Ji；
S404, according to the individual fitness JiUpdating individual extremum PbestAnd global extreme GbestAnd recording the corresponding optimum particle Xbest；
S405, judging whether the iteration times Z exceed the maximum iteration times or the optimal particle XbestWhether the set precision is reached is judged, if yes, step S406 is executed, otherwise step S407 is executed;
s406, outputting Xbest＝[Xpbest，Xkbest]；
S407, updating the particle XiAnd velocity ViMeanwhile, the iteration number Z ═ Z +1 is updated, and the process returns to step S403.
It should be noted that, the vehicle torque distribution process under the steering driving condition and the vehicle torque distribution process under the constant-speed linear driving condition are similar to the vehicle torque distribution process under the acceleration linear driving condition shown in fig. 4, and the vehicle torque distribution system can be solved by using the particle swarm optimization algorithm, which is not described herein again to avoid repetition. By the method, the torque of the vehicle with the hub motors with the wheels with different efficiency characteristic curves on the front axle and the rear axle can be optimally distributed and controlled, so that a wider high efficiency range is obtained.
According to the torque distribution control method of the distributed driving vehicle provided by the embodiment of the invention, the driving information of a vehicle driver, the driving information of the vehicle and the road surface information of a driving road surface of the vehicle are obtained in real time, the driving intention of the vehicle driver is obtained according to the driving information, the driving working condition of the vehicle is obtained according to the driving intention, in addition, a control function of vehicle torque distribution is set corresponding to the driving working condition, finally, the particle swarm optimization algorithm is adopted to distribute the vehicle torque according to the control function, the driving information and the road surface information so as to control the wheel driving motor of the vehicle, therefore, the optimal driving energy efficiency torque distribution control can be ensured on the premise of stability of the vehicle, the energy saving performance of the distributed driving vehicle can be improved, and the method is simultaneously suitable for the vehicles with driving motors with different configurations on front and rear, has wider adaptability.
The invention further provides a torque distribution control system of the distributed driving vehicle, which corresponds to the torque distribution control method of the distributed driving vehicle provided by the embodiment.
As shown in fig. 5, the torque distribution control system of the distributed drive vehicle according to the embodiment of the present invention includes a vehicle sensor module 10, a driving intention recognition module 20, a driving condition determination module 30, and a torque distribution control module 40. The whole vehicle sensor module is used for acquiring the driving information of a vehicle driver, the driving information of a vehicle and the road surface information of a driving road surface of the vehicle in real time; the driving intention recognition module is connected with the whole vehicle sensor module and is used for obtaining the driving intention of a vehicle driver according to the driving information; the driving condition judgment module is connected with the driving intention recognition module and is used for obtaining the driving condition of the vehicle according to the driving intention; the torque distribution control module is respectively connected with the whole vehicle sensor module, the driving intention identification module and the driving condition judgment module, sets a control function of vehicle torque distribution corresponding to the driving condition, and distributes the vehicle torque according to the control function, the driving information and the road surface information by adopting a particle swarm optimization algorithm so as to control a wheel driving motor of the vehicle.
In one embodiment of the present invention, the vehicle sensor module 10 may include a steering wheel angle sensor, an accelerator pedal opening change rate sensor, a vehicle speed sensor, a vehicle acceleration sensor, a yaw rate sensor, a centroid slip angle estimator, and a road adhesion coefficient observer. The system comprises a steering wheel angle sensor, an accelerator pedal sensor and an accelerator pedal opening change rate sensor, wherein the steering wheel angle sensor, the accelerator pedal sensor and the accelerator pedal opening change rate sensor can be used for acquiring driving information in real time, namely a steering wheel angle, an accelerator pedal opening and an accelerator pedal opening change rate; the vehicle speed sensor, the automobile acceleration sensor, the yaw angular velocity sensor and the centroid slip angle estimator can be used for acquiring running information in real time, namely the actual vehicle speed, the actual acceleration, the actual yaw angular velocity and the actual centroid slip angle of the vehicle; the road surface adhesion coefficient observer can be used for acquiring road surface information, namely a road surface adhesion coefficient in real time.
In one embodiment of the present invention, as shown in fig. 6, the driving intention recognition module 20 may include a steering intention recognition unit 201 and an acceleration intention recognition unit 202. The steering intention recognition unit 201 may determine whether the driver of the vehicle has a steering intention according to the steering wheel angle, and the acceleration intention recognition unit 202 may determine whether the driver has an acceleration intention according to the accelerator pedal opening and the accelerator pedal opening rate.
Further, when the steering intention recognition unit 201 determines that the driver of the vehicle has a steering intention, the driving condition determination module 30 may determine that the vehicle is in a steering driving condition; when the steering intention recognition unit 201 determines that the vehicle driver has no steering intention but the acceleration intention recognition unit 202 determines that the vehicle driver has an acceleration intention, the driving condition determination module 30 may determine that the vehicle is in an acceleration straight driving condition; when the steering intention identifying unit 201 determines that the driver of the vehicle does not have a steering intention and the acceleration intention identifying unit 202 determines that the driver of the vehicle does not have an acceleration intention, the driving condition determining module 30 may determine that the vehicle is in a constant-speed straight driving condition.
When the vehicle is in an acceleration straight-line running condition, the acceleration intention recognition unit 202 can calculate an acceleration intention coefficient of a driver of the vehicle according to an accelerator pedal opening and an accelerator pedal opening change rate through a fuzzy inference rule and a membership function preset by a fuzzy controller, can obtain an expected vehicle speed according to the accelerator pedal opening, and can finally calculate a vehicle acceleration process according to the acceleration intention coefficient, an actual vehicle speed and the expected vehicle speed, namely, the time required for accelerating the vehicle from the current vehicle speed to the expected vehicle speed.
Specifically, the acceleration intention identifying unit 202 may derive the desired vehicle speed from the accelerator pedal opening degree according to the vehicle speed classification table shown in table 1, for example, the accelerator pedal opening degree may be divided into 10 sections, and each of the accelerator pedal opening degree sections corresponds to a desired vehicle speed, wherein the accelerator pedal opening degree 0-5 may be set to "0" section, the accelerator pedal opening degree 6-15 may be set to "1" section, the desired vehicle speed may be 20, the accelerator pedal opening degree 16-25 may be set to "2" section, the desired vehicle speed may be 40, the accelerator pedal opening degree 26-35 may be set to "3" section, the desired vehicle speed may be 60, the accelerator pedal opening degree 36-45 may be set to "4" section, the desired vehicle speed may be 70, the accelerator pedal opening degree 46-55 may be set to "5" section, the desired vehicle speed may be 80, the accelerator pedal opening degree 56-65 may be set to "6" section, the desired vehicle speed may be 90, the accelerator opening 66 to 75 may be set to a "7" interval, the desired vehicle speed may be 100, the accelerator opening 76 to 85 may be set to an "8" interval, the desired vehicle speed may be 110, the accelerator opening 86 to 100 may be set to a "9" interval, and the desired vehicle speed may be 120, whereby the desired vehicle speed may be obtained according to the accelerator opening.
Figure BDA0002539959850000171
TABLE 1
Further, the acceleration intention identifying unit 202 may derive the blur amount of the acceleration intention coefficient from the accelerator pedal opening and the accelerator pedal opening change rate according to the blur rule table shown in table 2, for example, may set the input and output to 7 linguistic variables, that is, VS (minimum), LS (small), S (small), M (medium), B (large), LB (large), VB (maximum), whereby the blur amounts of 7 types of acceleration intention coefficients, that is, VS (minimum), LS (small), S (small), M (medium), B (large), LB (large), VB (maximum) may be output after inputting the accelerator pedal opening and the accelerator pedal opening change rate to the blur rule shown in table 2.
Figure BDA0002539959850000172
TABLE 2
Further, the acceleration intention identifying unit 202 may process the fuzzy amount of the acceleration intention coefficient by using the membership function to obtain an acceleration intention coefficient g (t), for example, the domains of the accelerator opening Acc (t) and the accelerator opening change rate Acc' (t) may be set to [0,100], the units are% and%/s, respectively, the domain of the acceleration intention coefficient g (t) is [0,1], the unit is 1, and finally the time required for the vehicle to accelerate from the current actual vehicle speed to the desired vehicle speed may be obtained by the following formula:
Δt＝Δtmax-(Δtmax-Δtmin)·G(t)
wherein, Δ tminFor the shortest acceleration time, Δ tmin＝(ue-ur)/amax，amaxAt maximum acceleration of the vehicle, amax＝min(aTmax,aμmax)，aTmaxMaximum acceleration of the motor of the wheel of the vehicle, aμmaxAt, the maximum acceleration that can be achieved by the vehicle on a road surface having a road adhesion coefficient mumaxFor the longest acceleration time, Δ tmax＝(ue-ur)/amin，aminThe minimum acceleration can be 0.35m/s according to NDEC cycle working condition2。
In one embodiment of the present invention, as shown in fig. 6, the torque distribution control module 40 may include an acceleration mode selection unit 401, a generalized control torque decision unit 402, and a torque distribution unit 403. Among them, the acceleration manner selection unit 401 may obtain the target vehicle speed of the vehicle according to the driving information, and specifically, the acceleration manner selection unit 401 may be configured to select an acceleration path and then obtain the target speed of the vehicle according to the acceleration path coefficient, the desired vehicle speed, and the acceleration time.
When the vehicle is in a steering driving condition, the acceleration path coefficient is 1, and the acceleration mode selection unit 401 may obtain the target speed of the vehicle according to the following formula:
Figure BDA0002539959850000181
wherein, tsTo accelerate the start time, teTo accelerate the termination time, ueIs the desired speed of the vehicle.
In addition, when the vehicle is in the acceleration straight-line driving condition, the acceleration mode selection unit 401 may select the vehicle from the acceleration start time tsTo accelerated end time teFrom the actual vehicle speed urAccelerating to a desired vehicle speed ueMore than one acceleration path, as shown in fig. 2, and the target vehicle speed of the vehicle can be obtained by the following formula:
Figure BDA0002539959850000191
where ρ is an acceleration path coefficient, and ρ > 0.
Further, the generalized control torque decision unit 402 can be used to determine the target vehicle speed u and the actual vehicle speed u according to the vehiclerThe real-time difference value between the driving torque and the driving torque is used for obtaining the driving torque T of the whole vehicle running longitudinallytot(ii) a Meanwhile, the generalized control moment decision unit 402 can be used for determining the expected value gamma of the yaw velocity of the vehicleeAnd the actual value gammarDeviation therebetween and the expected value of the centroid slip angle β of the vehicleeAnd the actual value betarThe deviation therebetween results in an additional yaw moment M of the vehicle steeringZWherein the yaw rate of the vehicle is desired value gammaeAnd centroid slip angle desired value betaeThe steering angle of the front wheel after the conversion of the transmission ratio of the steering mechanism can be calculated according to the target vehicle speed u and the steering wheel angle.
Further, as shown in fig. 6, when the vehicle is in the steering driving mode, the torque distribution subunit 4031 in the torque distribution unit 403 may distribute the driving torque T of the whole vehicle according to the steering driving mode, which is obtained by the torque distribution subunit 4031 in the steering driving modetotAdditional yaw moment M with vehicle steeringZSolving the corresponding torque distribution coefficient klAnd krFinally, the torque distribution coefficient k can be determinedlAnd krControlling a wheel driving motor of a vehicle, such as a wheel hub motor; in addition, when the vehicle is in the acceleration straight-line driving condition and the uniform speed straight-line driving condition, the torque distribution subunit 4032 and the torque distribution subunit 4033 in the torque distribution subunit 403 may be respectively used to obtain the vehicle driving torque T for the vehicle to longitudinally drive according to the obtained vehicle driving torque TtotAnd solving a corresponding torque distribution coefficient k, and finally controlling a wheel driving motor of the vehicle, such as a hub motor, according to the torque distribution coefficient k, so that the optimal driving energy efficiency torque distribution control of the vehicle can be ensured on the premise of stability.
More specifically, the steering driving condition torque distribution subunit 4031 can solve the coefficient k of the corresponding torque distribution by the following formulalAnd kr：
minJ(kr,kl)＝ηsJs+(1-ηs)Je
Figure BDA0002539959850000201
Wherein, JsAnd JeRespectively a vehicle stability control function and a vehicle energy efficiency optimum control function, klAnd krTorque distribution coefficients of motors of left and right wheels of a front axle of the vehicle, d is the wheel track of the left and right wheels of the front axle of the vehicle, R is the radius of the wheels of the vehicle, and T is the torque distribution coefficient of the motors of the left and right wheels of the front axle of the vehiclei(i ═ 1,2,3,4) are vehicle front left, front right, rear left and rear right wheel motor torques, Δ MZFor adding yaw moment, TtotTotal vehicle drive torque n required for longitudinal travel of the vehiclei(i ═ 1,2,3,4) are the motor speeds of the front left, front right, rear left and rear right wheels of the vehicle, μ is the road surface adhesion coefficient, and Φ isi(i ═ 1,2,3,4) is the vehicle front left, front right, rear left and rear right wheel load factor, ηsIs the stability weighting factor.
Wherein the vehicle stability control function is:
Figure BDA0002539959850000202
the optimal control function of the vehicle energy efficiency is as follows:
Figure BDA0002539959850000203
the stability weight coefficient is:
Figure BDA0002539959850000204
wherein, γeIs an ideal yaw rate, gammarIs the actual yaw rate.
It should be noted that, when the vehicle is in the steering driving condition and there is no intention to accelerate, the vehicle driving torque T required for the longitudinal running of the vehicle is the whole vehicle driving torque TtotCan be a constant value; when the vehicle is in a steering driving condition and has an acceleration intention, the driving torque T of the whole vehicle required by the longitudinal driving of the vehicletotMay be a variable.
More specifically, the acceleration straight-line running condition torque distribution subunit 4032 may solve the torque distribution coefficient k when the vehicle energy efficiency is optimal by the following equation:
Figure BDA0002539959850000211
Figure BDA0002539959850000212
wherein, PoutIs the total power of the wheel motors of the vehicle,
Figure BDA0002539959850000213
ηi(i ═ 1,2,3,4) for vehicle front left, front right, rear left and rear right wheel motor efficiencies, P when the acceleration path coefficient ρ and the torque distribution coefficient k of the vehicle front axle wheel motor are selectedoutIs only related to time t; a ismaxAt maximum acceleration of the vehicle, amax＝min(aTmax,aμmax)，aTmaxIs the maximum acceleration of the vehicle, aμmaxThe maximum acceleration that can be achieved by the vehicle on a road surface with a road adhesion coefficient mu.
More specifically, the torque distribution subunit 4033 under the constant-speed linear driving condition can solve the torque distribution coefficient k when the vehicle energy efficiency is optimal through the following formula:
Figure BDA0002539959850000214
Figure BDA0002539959850000215
the torque distribution process of the vehicle will be comprehensively explained with reference to the flowcharts shown in fig. 3 and 4, and as shown in fig. 3, the torque distribution process when the vehicle is in the steering driving condition includes:
s301, acquiring the actual speed U of the vehiclerThe target speed U and the front wheel rotation angle of the vehicle;
s302, constructing a reference model, and obtaining a yaw velocity gamma through the reference modeleAnd centroid slip angle betaeThe expected value of (d);
s303, according to the yaw rate gammaeAnd centroid slip angle betaeObtaining an additional yaw moment M by a deviation of the expected value and the actual value ofzAnd simultaneously according to the actual speed U of the vehiclerDeviation from the target vehicle speed U results in the drive torque T of the vehicle in the longitudinal direction of the vehicletot；
S304, judging the yaw rate gammaeIf the ratio between the actual value and the expected value is within the set interval, if yes, step S305 is executed, otherwise, step S306 is executed;
s305, distributing the vehicle torque according to a torque distribution control function taking the optimal vehicle energy efficiency as a target;
and S306, distributing the vehicle torque according to the torque distribution control function taking the vehicle stability as the target.
Further, as shown in fig. 4, the torque distribution process when the vehicle is in the acceleration straight-driving condition includes:
s401, initializing PSO parameters: setting a population scale n, wherein the search space dimension D is 2, and the maximum iteration number MAX-num parameter; obtaining the actual speed U of the vehiclerTarget speed U and acceleration starting time tsA parameter;
s402, randomly generating initial particles and velocities: xi＝[Xip，Xik]、Vi＝[Vip，Vik]Wherein, i is 1,2,. and n;
s403, calculating each particle X according to the control objective functioniCorresponding individual fitness Ji；
S404, according to the individual fitness JiUpdating individual extremum PbestAnd global extreme GbestAnd recording the corresponding optimum particle Xbest；
S405, judgingWhether the number of interrupted iterations Z exceeds the maximum number of iterations or the optimum particle XbestWhether the set precision is reached is judged, if yes, step S406 is executed, otherwise step S407 is executed;
s406, outputting Xbest＝[Xpbest，Xkbest]；
S407, updating the particle XiAnd velocity ViMeanwhile, the iteration number Z ═ Z +1 is updated, and the process returns to step S403.
It should be noted that, the vehicle torque distribution process under the steering driving condition and the vehicle torque distribution process under the constant-speed linear driving condition are similar to the vehicle torque distribution process under the acceleration linear driving condition shown in fig. 4, and the vehicle torque distribution system can be solved by using the particle swarm optimization algorithm, which is not described herein again to avoid repetition. Through the system, the torque of the vehicle with the hub motors with the wheels with different efficiency characteristic curves on the front axle and the rear axle can be optimally distributed and controlled, so that a wider high efficiency range is obtained.
According to the torque distribution control system of the distributed driving vehicle provided by the embodiment of the invention, the driving information of a vehicle driver, the driving information of the vehicle and the road surface information of the driving road surface of the vehicle are acquired in real time through the whole vehicle sensor module, the driving intention of the vehicle driver is obtained according to the driving information through the driving intention identification module, meanwhile, the driving condition judgment module obtains the driving condition of the vehicle according to the driving intention, in addition, a control function of vehicle torque distribution is set corresponding to the driving condition through the torque distribution control module, and the vehicle torque is distributed according to the control function, the driving information and the road surface information by adopting a particle swarm optimization algorithm to control the wheel driving motor of the vehicle, so that the optimal driving energy efficiency torque distribution control of the vehicle can be ensured on the premise of stability, and the energy saving performance of the distributed driving vehicle can be improved, meanwhile, the device can be suitable for vehicles with driving motors with different configurations on front and rear axle wheels, and has wide adaptability.
In the present invention, unless otherwise expressly specified or limited, the term "coupled" is to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral part; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.

Claims (10)

1. A torque distribution control method of a distributed drive vehicle, characterized by comprising the steps of:
acquiring driving information of a vehicle driver, driving information of the vehicle and road surface information of a driving road surface of the vehicle in real time;
obtaining the driving intention of the vehicle driver according to the driving information;
obtaining the driving condition of the vehicle according to the driving intention;
setting a control function of the vehicle torque distribution corresponding to the running condition;
and distributing the vehicle torque according to the control function, the driving information, the running information and the road surface information by adopting a particle swarm optimization algorithm so as to control a wheel driving motor of the vehicle.
2. The torque distribution control method of a distributed-drive vehicle according to claim 1, wherein the driving information includes a steering wheel angle, an accelerator opening degree change rate, the running information includes an actual vehicle speed, an actual acceleration, an actual wheel speed, an actual yaw rate, and an actual center-of-mass yaw angle of the vehicle, and the road surface information includes a road surface adhesion coefficient.
3. The torque distribution control method for the distributed drive vehicle according to claim 2, wherein the driving intention includes a steering intention and an acceleration intention, and the running condition includes a steering running condition, an acceleration straight running condition, and a constant speed straight running condition.
4. The torque distribution control method of a distributed drive vehicle according to claim 3, wherein obtaining a driving intention of the vehicle driver from the driving information, and obtaining a running condition of the vehicle from the driving intention, comprises:
judging whether the vehicle driver has the steering intention or not according to the steering wheel rotating angle;
if the driver of the vehicle has the steering intention, judging that the vehicle is in the steering running working condition;
if the vehicle driver does not have the steering intention, judging whether the vehicle driver has the acceleration intention according to the accelerator opening and the accelerator opening change rate;
if the vehicle driver has the acceleration intention, judging that the vehicle is in the acceleration straight line running working condition;
and if the driver of the vehicle does not have the acceleration intention, judging that the vehicle is in the constant-speed straight-line running working condition.
5. The torque distribution control method for a distributed drive vehicle according to claim 4, wherein the control function of the vehicle torque distribution for the steering operation condition is:
minJ(kr,kl)＝ηsJs+(1-ηs)Je
Figure FDA0002539959840000021
wherein, JsAnd JeRespectively the vehicle stability control function and the vehicle energy efficiency optimal control function, klAnd krTorque distribution coefficients of the left and right wheel motors of the front axle of the vehicle, d is the wheel track of the left and right wheels of the front axle of the vehicle, R is the radius of the wheels of the vehicle, and T isi(i ═ 1,2,3,4) are respectively the vehicle front left, front right, rear left and rear right wheel motor torques, Δ MZFor adding yaw moment, TtotTotal vehicle drive torque n required for longitudinal traveli(i ═ 1,2,3,4) are the front left, front right, rear left and rear right wheel motor speeds of the vehicle, μ is the road surface adhesion coefficient, Φi(i ═ 1,2,3,4) is the front left, front right, rear left and rear right wheel load factor of the vehicle, ηsIs the stability weighting factor.
6. The torque distribution control method for a distributed drive vehicle according to claim 5, wherein the control function of the vehicle torque distribution for the acceleration straight-driving condition is:
Figure FDA0002539959840000022
Figure FDA0002539959840000031
wherein, PoutFor the total power of the vehicle wheel motors,
Figure FDA0002539959840000032
ηi(i ═ 1,2,3,4) for the vehicle front left, front right, rear left and rear right wheel motor efficiencies, P is the acceleration path coefficient ρ and the torque distribution coefficient k for the vehicle front axle wheel motors when selectedoutIs only related to time t, amaxIs the maximum acceleration of the vehicle, amax＝min(aTmax,aμmax)，aTmaxMaximum acceleration of the motor of the wheel of the vehicle, aμmaxThe maximum acceleration that can be achieved by the vehicle on a road surface with a road adhesion coefficient mu.
7. The torque distribution control method for the distributed drive vehicle according to claim 6, wherein the control function of the vehicle torque distribution for the constant-speed straight-driving condition is:
Figure FDA0002539959840000033
Figure FDA0002539959840000034
8. the torque distribution control method of a distributed drive vehicle according to claim 7, wherein distributing the vehicle torque according to the control function, the driving information, the running information, and the road surface information using a particle swarm optimization algorithm to control wheel drive motors of the vehicle comprises:
obtaining a target speed of the vehicle according to the driving information;
obtaining the whole vehicle driving torque of the vehicle running longitudinally according to the difference value between the target vehicle speed and the actual vehicle speed of the vehicle;
obtaining an additional yaw moment of the vehicle steering according to the difference between the expected value and the actual value of the yaw velocity of the vehicle and the difference between the expected value and the actual value of the centroid side slip angle;
when the vehicle is in the accelerating straight-line running working condition and the uniform speed straight-line running working condition, obtaining a corresponding vehicle torque distribution coefficient by adopting a particle swarm optimization algorithm according to a corresponding control function and the whole vehicle driving torque of the vehicle in longitudinal running so as to control a wheel driving motor of the vehicle;
and when the vehicle is in the steering running working condition, obtaining a corresponding vehicle torque distribution coefficient by adopting a particle swarm optimization algorithm according to a corresponding control function, the whole vehicle driving torque of the longitudinal running of the vehicle and the additional yaw moment of the steering of the vehicle so as to control the wheel driving motors of the vehicle.
9. A torque distribution control system for a distributed drive vehicle, comprising:
the vehicle sensor module is used for acquiring the driving information of a vehicle driver, the driving information of the vehicle and the road surface information of the driving road surface of the vehicle in real time;
the driving intention recognition module is connected with the whole vehicle sensor module and is used for obtaining the driving intention of the vehicle driver according to the driving information;
the driving condition judgment module is connected with the driving intention recognition module and is used for obtaining the driving condition of the vehicle according to the driving intention;
the torque distribution control module is respectively connected with the whole vehicle sensor module, the driving intention identification module and the driving condition judgment module, sets a control function of vehicle torque distribution corresponding to the driving condition, and distributes the vehicle torque according to the control function, the driving information and the road surface information by adopting a particle swarm optimization algorithm so as to control a wheel driving motor of the vehicle.
10. The torque distribution control system for a distributed drive vehicle according to claim 9, wherein the driving intention includes a steering intention and an acceleration intention, and the driving conditions include a steering driving condition, an acceleration straight driving condition, and a constant speed straight driving condition.
CN202010544146.8A 2020-06-15 2020-06-15 Torque distribution control method and system for distributed drive vehicle Pending CN111806248A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202010544146.8A CN111806248A (en) 2020-06-15 2020-06-15 Torque distribution control method and system for distributed drive vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202010544146.8A CN111806248A (en) 2020-06-15 2020-06-15 Torque distribution control method and system for distributed drive vehicle

Publications (1)

Publication Number Publication Date
CN111806248A true CN111806248A (en) 2020-10-23

Family

ID=72844987

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202010544146.8A Pending CN111806248A (en) 2020-06-15 2020-06-15 Torque distribution control method and system for distributed drive vehicle

Country Status (1)

Country Link
CN (1) CN111806248A (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112752691A (en) * 2020-12-30 2021-05-04 华为技术有限公司 Vehicle front and rear driving torque distribution method and device and vehicle
CN114083995A (en) * 2021-11-12 2022-02-25 东风越野车有限公司 Method, system and medium for torque distribution of in-wheel motor vehicle

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104210383A (en) * 2014-09-18 2014-12-17 上海工程技术大学 Four-wheel independently driven electric vehicle torque distribution control method and system
CN107953801A (en) * 2017-11-29 2018-04-24 吉林大学 A kind of driving force control method of full wheel-hub motor driven vehicle
CN109263716A (en) * 2018-10-10 2019-01-25 北京理工大学 A kind of control method that four wheel hubs motor-driven vehicle turns to
CN208789510U (en) * 2018-07-24 2019-04-26 上汽通用汽车有限公司 Independent drive vehicles intelligence torque allocation unit and vehicle
CN110929335A (en) * 2019-11-11 2020-03-27 常熟理工学院 Distributed driving automobile energy efficiency control method of adaptive asynchronous particle swarm

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104210383A (en) * 2014-09-18 2014-12-17 上海工程技术大学 Four-wheel independently driven electric vehicle torque distribution control method and system
CN107953801A (en) * 2017-11-29 2018-04-24 吉林大学 A kind of driving force control method of full wheel-hub motor driven vehicle
CN208789510U (en) * 2018-07-24 2019-04-26 上汽通用汽车有限公司 Independent drive vehicles intelligence torque allocation unit and vehicle
CN109263716A (en) * 2018-10-10 2019-01-25 北京理工大学 A kind of control method that four wheel hubs motor-driven vehicle turns to
CN110929335A (en) * 2019-11-11 2020-03-27 常熟理工学院 Distributed driving automobile energy efficiency control method of adaptive asynchronous particle swarm

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
张振宇: "分布式驱动电动汽车转矩优化分配策略研究", 《中国优秀硕博士学位论文全文数据库（硕士） 工程科技Ⅱ辑》 *

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112752691A (en) * 2020-12-30 2021-05-04 华为技术有限公司 Vehicle front and rear driving torque distribution method and device and vehicle
CN112752691B (en) * 2020-12-30 2022-04-26 华为技术有限公司 Vehicle front and rear driving torque distribution method and device and vehicle
WO2022141323A1 (en) * 2020-12-30 2022-07-07 华为技术有限公司 Vehicle front and rear drive torque distribution method and apparatus, and vehicle
US20230339456A1 (en) * 2020-12-30 2023-10-26 Huawei Technologies Co., Ltd. Method and apparatus for front and rear driving torque distribution of vehicle, and vehicle
US12017642B2 (en) * 2020-12-30 2024-06-25 Huawei Technologies Co., Ltd. Method and apparatus for front and rear driving torque distribution of vehicle, and vehicle
CN114083995A (en) * 2021-11-12 2022-02-25 东风越野车有限公司 Method, system and medium for torque distribution of in-wheel motor vehicle

Similar Documents

Publication Publication Date Title
CN110539647B (en) Four-wheel independent drive electric vehicle torque real-time optimization distribution control method facing straight line running working condition
CN110936824B (en) Electric automobile double-motor control method based on self-adaptive dynamic planning
Zhang et al. An analytical approach to improve vehicle maneuverability via torque vectoring control: theoretical study and experimental validation
CN108674254B (en) A kind of multiaxis driving electric vehicle wheel torque distribution method based on driving energy on-line optimization
Hori et al. Traction control of electric vehicle: basic experimental results using the test EV" UOT electric march"
CN107117073A (en) A kind of four-wheel wheel hub method for controlling traction of electric vehicle
DE102014214763A1 (en) REAL-TIME FUEL ECONOMY ESTIMATES
CN112537307B (en) Self-optimizing drive anti-skid control method and system for four-wheel hub motor
CN110161854B (en) Method for controlling longitudinal driving of highway heavy trucks in formation
CN111806248A (en) Torque distribution control method and system for distributed drive vehicle
CN113829891B (en) Electric automobile and distributed torque distribution method and device thereof
CN113635879A (en) Vehicle braking force distribution method
CN111746304B (en) Distributed driving electric vehicle driving system control method based on failure state
Ferraris et al. All-wheel drive electric vehicle performance optimization: from modelling to subjective evaluation on a static simulator
Nasri et al. Fuzzy-sliding mode speed control for two wheels electric vehicle drive
Barman et al. Energy efficient torque allocation design emphasis on payload in a light-duty distributed drive electric vehicle
CN111055694B (en) Rule-based four-wheel distributed driving torque distribution method
Zhang et al. The acceleration slip regulation control for two-wheel independent driving electric vehicle based on dynamic torque distribution
CN115723590A (en) Energy-saving torque vector control method for hub motor driven automobile
JP2011188561A (en) System and method for controlling extension of distance-to-empty by low-loss turn
CN114604244A (en) Hybrid vehicle curve running control method
Guo et al. Fuzzy-sliding mode control based yaw stability control algorithm for four-in-wheel-motor drive electric vehicle
Li et al. Hierarchical Control for Distributed Drive Electric Vehicles Considering Handling Stability and Energy Efficiency
Sami et al. Improvement of in-wheel motorized electric vehicle stability through yaw motion control
Pusca et al. Fuzzy logic based control for electric vehicle with four separate traction drives

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
RJ01 Rejection of invention patent application after publication

Application publication date: 20201023

RJ01 Rejection of invention patent application after publication