CN112406854A - Method for controlling side-tipping stability of wheel hub motor-driven off-road vehicle - Google Patents
Method for controlling side-tipping stability of wheel hub motor-driven off-road vehicle Download PDFInfo
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- 238000005096 rolling process Methods 0.000 description 7
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/02—Control of vehicle driving stability
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/105—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/112—Roll movement
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
- B60W40/13—Load or weight
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Abstract
The invention discloses a method for controlling the roll stability of a wheel hub motor-driven off-road vehicle, which comprises the steps of obtaining vehicle operation parameters, and obtaining the predicted transverse load transfer rate at the next moment according to the transverse load transfer rate at the current moment and a transverse motion balance equation; determining a centroid target height according to the vehicle speed and the predicted transverse load transfer rate, obtaining a target roll angle through transverse acceleration, finally obtaining a target height of each suspension according to the centroid target height, the target roll angle and the target pitch angle, and adjusting the actual roll angle to reach the target roll angle by controlling the target height of each suspension. According to the invention, the predicted transverse load transfer rate at the next moment is obtained through the transverse load transfer rate at the current moment and the transverse motion balance equation, so that the risk of the roll stability can be judged in advance to control in advance, the target roll angle and the lateral acceleration are in positive correlation change and limited when the lateral acceleration is overlarge, and the roll stability is improved.
Description
Technical Field
The invention relates to the technical field of automobile stability control, in particular to a method for controlling the side-tipping stability of a cross-country vehicle driven by a hub motor.
Background
The active suspension system changes the damping force by adjusting the acting force of the suspensions on the left and right sides of the vehicle, namely, adjusting the damping coefficient or the suspension stiffness of the variable damping shock absorber, so that the generated roll moment directly acts on the vehicle body, and the roll motion of the vehicle is restrained. However, when a control strategy is designed, the control strategy is limited, and when the control strategy faces complicated and variable working conditions, the adaptability of the vehicle to the road and the working conditions is poor, so that the driving smoothness and the operation stability of the vehicle are influenced to a certain extent.
Disclosure of Invention
The present invention aims to overcome the defects of the prior art and provide a method for controlling the roll stability of an off-road vehicle driven by an in-wheel motor, which can improve the roll stability of the vehicle.
In order to achieve the purpose, the invention provides a method for controlling the roll stability of a wheel hub motor-driven off-road vehicle, which is characterized by comprising the following steps: obtaining vehicle operation parameters, and obtaining a predicted transverse load transfer rate at the next moment according to the transverse load transfer rate at the current moment and a transverse motion balance equation; determining a centroid target height according to the vehicle speed and the predicted transverse load transfer rate, obtaining a target roll angle through transverse acceleration, finally obtaining a target height of each suspension according to the centroid target height, the target roll angle and the target pitch angle, and adjusting the actual roll angle to reach the target roll angle by controlling the target height of each suspension.
Further, when the vehicle speed is less than the set vehicle speed, if the absolute value of the predicted transverse load transfer rate is less than a first safety threshold, the centroid target height is a first centroid height; and if the absolute value of the predicted transverse load transfer rate is greater than or equal to the first safety threshold, the centroid target height is a third centroid height.
Further, when the vehicle speed is greater than or equal to the set vehicle speed, if the absolute value of the predicted transverse load transfer rate is smaller than a second safety threshold, the centroid target height is a second centroid height; and if the absolute value of the predicted transverse load transfer rate is greater than or equal to the second safety threshold, the centroid target height is a third centroid height.
Further, the first safety threshold is greater than a second safety threshold.
Further, the first centroid height, the second centroid height and the third centroid height decrease in sequence.
Further, the predicted transverse load transfer rate PLTR is
Wherein LTR is a lateral load transfer rate, t0Is the current time, at is the calculation period.
Further, the lateral load transfer rate LTR is
Wherein h isgIs the vehicle center of mass height, twIs the track width of ayIs the vehicle lateral acceleration, g is the gravitational acceleration,
is the roll angle.
Further, the lateral motion balance equation is
Wherein beta is the centroid slip angle,
m is the vehicle mass, a is the distance from the center of mass to the front axle, and b is the center of massDistance to rear axle, kfIs the tire sidewall deflection stiffness, k, of the front wheelrIs the tire sidewall deflection stiffness, V, of the rear wheelxIs the longitudinal vehicle speed, γ is the yaw rate, and δ is the front wheel angle.
Further, the target roll angle
Is composed of
Wherein, ayIs the lateral acceleration of the vehicle, c1、c2、c3、c4Are all constant, and c1＝-c2，c3＝-c4。
The invention has the beneficial effects that: accurately predicting the risk of the roll stability, reasonably determining the target roll angle and improving the roll stability. According to the invention, the predicted transverse load transfer rate at the next moment is obtained through the transverse load transfer rate at the current moment and the transverse motion balance equation, so that the risk of the roll stability can be judged in advance to control in advance, the target roll angle and the lateral acceleration are in positive correlation change and limited when the lateral acceleration is overlarge, and the roll stability is improved.
Drawings
Fig. 1 is a flowchart of the yaw and roll stability integrated control method of the present invention.
Fig. 2 is a flow chart of a control method of the roll stability control system of the present invention.
FIG. 3 is a flow chart of the control method of the yaw stability control system of the present invention
FIG. 4 is a schematic diagram of a two-dimensional phase plane coordinate system according to the present invention.
Detailed Description
The following detailed description is provided to further explain the claimed embodiments of the present invention in order to make it clear for those skilled in the art to understand the claims. The scope of the invention is not limited to the following specific examples. It is intended that the scope of the invention be determined by those skilled in the art from the following detailed description, which includes claims that are directed to this invention.
An integrated control system for yaw and roll stability of an off-road vehicle driven by an in-wheel motor comprises a roll stability control system and a yaw stability control system, wherein the roll stability control system and the yaw stability control system can be independently controlled when not controlled by the integrated control system for yaw and roll stability.
As shown in fig. 2, the roll stability control system independent control process is:
firstly, obtaining each running parameter of the vehicle to obtain a transverse load transfer rate and a transverse motion balance equation.
In this embodiment, the lateral load transfer ratio LTR is
Wherein h isgIs the vehicle center of mass height, twIs the track width of ayIs the vehicle lateral acceleration, g is the gravitational acceleration,
is a roll angle, which is the angle between the vertical central axis of the vehicle and the ground.
In this embodiment, the equation for the equilibrium of the lateral motion is
Wherein,
beta is a centroid slip angle, is an included angle between the centroid speed direction and the locomotive direction, m is the whole vehicle mass, a is the distance from the centroid to the front axle, b is the distance from the centroid to the rear axle, and kfIs the tire sidewall deflection stiffness, k, of the front wheelrIs the tire sidewall deflection stiffness, V, of the rear wheelxIs the longitudinal vehicle speed, γ is the yaw rate, and δ is the front wheel angle.
Because the transverse load transfer rate can only reflect the state quantity of the transverse load transfer rate at the current moment and cannot reflect the dynamic change of the transverse load transfer rate, a predicted transverse load transfer rate is defined, the transverse load transfer rate at the next moment can be predicted according to the current transverse load transfer rate, and the predicted transverse load transfer rate PLTR is
Wherein LTR is a lateral load transfer rate, t0Is the current time, at is the calculation period.
Substituting the transverse motion balance equation into the transverse load transfer rate expression to finally obtain the predicted transverse load transfer rate PLTR
In the embodiment, when the vehicle speed is less than 40Km/h, the safety threshold for predicting the transverse load transfer rate is 0.8, and when the absolute value of the predicted transverse load transfer rate is less than 0.8, the vehicle is not in the risk of rolling at the moment, and the target height of the center of mass is maintained at 1060mm of the normal height; when the absolute value of the predicted lateral load transfer rate is greater than or equal to 0.8, indicating that the vehicle is at risk of rolling at the moment, the target height of the center of mass is reduced to 660mm, and the risk of rolling of the vehicle can be effectively reduced.
When the vehicle speed is greater than or equal to 40Km/h, the risk of the vehicle rolling is increased, the safety threshold value for predicting the transverse load transfer rate is reduced to be 0.7, when the absolute value of the transverse load transfer rate is less than 0.7, the vehicle is indicated to have no risk of rolling at the moment, and the target height of the center of mass is 860 mm; when the absolute value of the predicted lateral load transfer rate is greater than or equal to 0.7, indicating that the vehicle is at risk of rolling at that time, the centroid target height is also reduced to 660 mm.
In this embodiment, the target roll angle is calculated according to the lateral acceleration of the vehicle
Is composed of
Wherein, ayIs the lateral acceleration of the vehicle, c1、c2、c3、c4Are all constant, and c1＝-c2，c3＝-c4. The target roll angle obtained by the method satisfies the following conditions: when lateral acceleration is less, the roll angle can be as little as possible, guarantees the travelling comfort, and when lateral acceleration crescent, the roll angle can suitably increase, guarantees that the driver obtains better feedback to when lateral acceleration reaches certain degree, the roll angle is restricted, prevents to take place danger.
And finally, the control target of the roll stability is realized by controlling the roll angle to reach a target roll angle, the target height of each suspension is obtained according to the calculated centroid target height, the target roll angle and the target pitch angle, and the actual roll angle is adjusted to reach the target roll angle by controlling the target height of each suspension.
As shown in fig. 3 to 4, the independent control process of the yaw stability control system is as follows:
firstly, a beta-gamma two-dimensional phase plane coordinate system is constructed by taking the yaw velocity as an abscissa and taking the centroid side slip angle as an ordinate, a parameter domain of each yaw stability working condition in the coordinate system and an activation function of each yaw stability working condition are determined, and when the activation functions meet the activation conditions of the yaw stability working conditions, the yaw stability working conditions are located.
In this embodiment, when the absolute value of the yaw angular velocity is smaller than the yaw angular velocity threshold and the absolute value of the centroid slip angle is smaller than the centroid slip angle threshold, the parameter domain is located in the region 1, and the yaw stability condition is a safe condition. When the absolute value of the yaw angular velocity is smaller than the yaw angular velocity threshold or the absolute value of the centroid slip angle is smaller than the centroid slip angle threshold, the parameter domain is located in the region 2, and the yaw stability working condition is an unstable working condition. When the absolute value of the yaw angular velocity is larger than or equal to the yaw angular velocity threshold and the absolute value of the centroid slip angle is larger than or equal to the centroid slip angle threshold, the parameter domain is located in the region 3, and the yaw stability working condition is the limit working condition. Because the yaw velocity threshold value and the centroid slip angle threshold value under different working conditions are uncertain, the judgment is difficult, and the yaw stability working condition can be judged by constructing an activation function of each parameter domain.
In this embodiment, when the yaw stability condition is the safe condition, the activation function h of the safe condition3(X) is
h3(X)＝H9(X)。
When the yaw stability working condition is an unstable working condition, the activation function h of the unstable working condition2(X) is
When the yaw stability working condition is the limit working condition, the activation function h of the limit working condition1(X) is
Wherein,
wherein X ═ β γ]TThe number L of the center points of the parameter domain of the working condition of the yaw stability is 9 and C is the coordinate of the current momentjThe coordinates of the central point of the jth parameter domain; σ is a shape parameter, representing the distance of a center point of the parameter domain from the boundary of the parameter domain. The smaller sigma, ηjThe smaller (X) the larger the activation function, the faster the activation function can be determined and compared to the threshold of the activation function, the faster the control; the smaller σ, the smoother the control process. The activation function can be clearly characterizedThe vehicle control state can be controlled quickly or smoothly by controlling sigma, the stability is improved, and the control strategy is prevented from being frequently intervened or quitted.
The center point coordinate of the area 3 is Ch1The coordinate of the center point of the area 2 is Ch2The coordinate of the center point of the area 1 is Ch3。
In this embodiment, the activation function h under safe conditions3(X) is less than the activation function h3And (X) when the threshold value is 0.126, the yaw stability working condition is a safe working condition, and the yaw velocity and the mass center slip angle do not need to be adjusted.
In this embodiment, the activation function h under safe conditions3(X) is greater than or equal to the activation function h3Threshold value of 0.126 for (X), and activation function h for unstable conditions2(X) is less than the activation function h2When the threshold value of (X) is 0.415, the yaw stability condition is an unstable condition, and at this time, the control target of the yaw rate is satisfied first.
In this embodiment, the activation function h under safe conditions3(X) is greater than or equal to the activation function h3Threshold value of 0.126 for (X), and activation function h for unstable conditions2(X) is greater than or equal to the activation function h2When the threshold value of (X) is 0.415, the yaw stability condition is the limit condition, and at this time, the control target of the centroid slip angle is satisfied first.
In the embodiment, the yaw stability control method is to control the yaw rate and the mass center slip angle by independently adjusting the driving torque of each hub motor.
If the roll stability control system and the yaw stability control system are controlled independently, and both the two systems need to be controlled simultaneously under certain working conditions, such as when the yaw stability is in an unstable state and the roll stability is in danger, the priority of the control process cannot be determined, and the conflict between the two systems is easily caused, as shown in fig. 1, the roll stability control method of the wheel hub motor driven off-road vehicle determines the control mode of the yaw and roll integrated control system according to the predicted transverse load transfer rate and the yaw stability working condition, performs coordinated optimization on the control targets of the two systems, eliminates the conflict when the two subsystems are controlled independently, and performs coordinated control to ensure the safety of the vehicle.
In this embodiment, when the absolute value of the predicted lateral load transfer rate is smaller than the safety threshold and the yaw stability condition is the safety condition, the control action is not executed.
In this embodiment, when the absolute value of the predicted lateral load transfer rate is smaller than the safety threshold, and the yaw stability operating mode is an unstable operating mode, the system is in the steering drivability optimization mode, only yaw stability control is performed, the vehicle is steered at high speed and the yaw and roll motions are both in the stable region, and the drivability of the vehicle is optimized through direct yaw moment control.
In this embodiment, when the absolute value of the predicted lateral load transfer rate is smaller than the safety threshold and the yaw stability operating condition is the limit operating condition, the system is in the yaw stability control mode, and first meets the yaw stability control target and then meets the roll stability control target. The yaw motion of the vehicle breaks through a stable area, the side-rolling motion is in the stable area, the posture of the vehicle body is adjusted by using the oil-gas suspension on the basis that the direct yaw moment control system adjusts the driving force of the hub motor, the vertical load distribution of the inner and outer wheels of the vehicle is optimized, and the stability margin of the vehicle is improved.
In this embodiment, when the absolute value of the predicted lateral load transfer rate is greater than or equal to the safety threshold and the yaw stability operating condition is an unstable operating condition, the system is in the anti-roll control mode, and first meets the roll stability control target and then meets the yaw stability control target. The roll motion of the vehicle breaks through a stable area, the yaw motion is in the stable area, the roll stability control system controls the height of the mass center and the roll posture of the vehicle, and meanwhile, in order to prevent the fluctuation of the operation stability caused by the vertical load change of the wheels, the yaw stability control system of the vehicle works, and the neutral steering characteristic of the vehicle is guaranteed.
In this embodiment, when the absolute value of the predicted lateral load transfer rate is greater than or equal to the safety threshold and the yaw stability condition is the limit condition, the system is in the limit stability control mode. The yaw motion and the roll motion of the vehicle break through a stable area, the two subsystems are in working states, and due to the coupling relation of the transverse motion and the vertical motion of the vehicle, the adjustment of the oil-gas suspension can cause the fluctuation of a vertical load and influence the yaw stability; the adjustment of the direct yaw moment exacerbates the roll motion of the vehicle, and therefore the coupled coordinated control of the two subsystems first satisfies the roll stability control target and reduces the target yaw moment for yaw stability.
Claims (9)
1. A method for controlling the side-tipping stability of a wheel hub motor-driven off-road vehicle is characterized by comprising the following steps: obtaining vehicle operation parameters, and obtaining a predicted transverse load transfer rate at the next moment according to the transverse load transfer rate at the current moment and a transverse motion balance equation; determining a centroid target height according to the vehicle speed and the predicted transverse load transfer rate, obtaining a target roll angle through transverse acceleration, finally obtaining a target height of each suspension according to the centroid target height, the target roll angle and the target pitch angle, and adjusting the actual roll angle to reach the target roll angle by controlling the target height of each suspension.
2. The in-wheel motor driven off-road vehicle roll stability control method of claim 1, wherein: when the vehicle speed is lower than the set vehicle speed, if the absolute value of the predicted transverse load transfer rate is lower than a first safety threshold value, the centroid target height is a first centroid height; and if the absolute value of the predicted transverse load transfer rate is greater than or equal to the first safety threshold, the centroid target height is a third centroid height.
3. The in-wheel motor driven off-road vehicle roll stability control method of claim 2, wherein: when the vehicle speed is greater than or equal to the set vehicle speed, if the absolute value of the predicted transverse load transfer rate is smaller than a second safety threshold, the centroid target height is a second centroid height; and if the absolute value of the predicted transverse load transfer rate is greater than or equal to the second safety threshold, the centroid target height is a third centroid height.
4. The in-wheel motor driven off-road vehicle roll stability control method of claim 3, wherein: the first safety threshold is greater than a second safety threshold.
5. The in-wheel motor driven off-road vehicle roll stability control method of claim 3, wherein: the first centroid height, the second centroid height and the third centroid height decrease in sequence.
6. The method for controlling the roll stability of the in-wheel motor driven off-road vehicle according to any one of claims 1 to 3, wherein: the predicted transverse load transfer rate PLTR is
Wherein LTR is a lateral load transfer rate, t0Is the current time, at is the calculation period.
7. The in-wheel motor driven off-road vehicle roll stability control method of claim 6, wherein: the transverse load transfer rate LTR is
Wherein h isgIs the vehicle center of mass height, twIs the track width of ayIs the vehicle lateral acceleration, g is the gravitational acceleration,
is the roll angle.
8. The in-wheel motor driven off-road vehicle roll stability control method of claim 1, wherein: the transverse motion balance equation is
Wherein beta is the centroid slip angle,
m is the vehicle mass, a is the distance from the center of mass to the front axle, b is the distance from the center of mass to the rear axle, kfIs the tire sidewall deflection stiffness, k, of the front wheelrIs the tire sidewall deflection stiffness, V, of the rear wheelxIs the longitudinal vehicle speed, γ is the yaw rate, and δ is the front wheel angle.
9. The in-wheel motor driven off-road vehicle roll stability control method of claim 1, wherein: the target roll angle
Is composed of
Wherein, ayIs the lateral acceleration of the vehicle, c1、c2、c3、c4Are all constant, and c1＝-c2，c3＝-c4。
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| CN113879282A (en) * | 2021-11-09 | 2022-01-04 | 杭州云栖智能汽车创新中心 | Automatic-driving vehicle rollover prevention control method |
| CN113978196A (en) * | 2021-12-27 | 2022-01-28 | 北京理工大学深圳汽车研究院(电动车辆国家工程实验室深圳研究院) | Suspension roll restraining method and system for unmanned vehicle |
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| CN113375636A (en) * | 2021-05-18 | 2021-09-10 | 东风柳州汽车有限公司 | Automobile side-tipping testing method |
| CN113879282A (en) * | 2021-11-09 | 2022-01-04 | 杭州云栖智能汽车创新中心 | Automatic-driving vehicle rollover prevention control method |
| CN113978196A (en) * | 2021-12-27 | 2022-01-28 | 北京理工大学深圳汽车研究院(电动车辆国家工程实验室深圳研究院) | Suspension roll restraining method and system for unmanned vehicle |
| CN113978196B (en) * | 2021-12-27 | 2022-05-10 | 北京理工大学深圳汽车研究院(电动车辆国家工程实验室深圳研究院) | Suspension roll restraining method and system for unmanned vehicle |
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