CN112706756A - Yaw stability control method for off-road vehicle driven by hub motor - Google Patents
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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
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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
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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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Abstract
The invention discloses a yaw stability control method of a wheel hub motor driven off-road vehicle, which comprises the steps of constructing a two-dimensional phase plane coordinate system according to yaw velocity and a mass center side deviation angle, determining a parameter area of each yaw stability working condition in the coordinate system, constructing an activation function of each yaw stability working condition, judging that the yaw stability working condition is located when the activation function meets the activation condition of the yaw stability working condition, and executing corresponding control action. A two-dimensional phase plane coordinate system is constructed through the centroid side slip angle and the yaw angular velocity, the yaw stability working condition of the vehicle is judged through the activation function, and whether the control action is executed or not is judged, so that the response is more accurate and rapid; the control target is realized by independently adjusting the driving torque of each in-wheel motor, and the track holding capacity of the vehicle and the steering response capacity of the vehicle are improved.
Description
Technical Field
The invention relates to the technical field of automobile stability control, in particular to a control method for yaw stability of a cross-country vehicle driven by a hub motor.
Background
In the Yaw stability Control of the vehicle, when the lateral acceleration of the vehicle is too large or the road surface adhesion condition is poor, the sideslip phenomenon is easy to occur, the vehicle cannot run according to the track expected by a driver, the lateral force of the tire is saturated at the moment, the longitudinal force of the tire has larger margin than the lateral force, an additional Yaw moment can be applied to the vehicle through the longitudinal force adjustment of the tire, the stability of the vehicle is ensured, and under the limit working condition, Direct Yaw moment Control (DYC) has a good Control effect. The DYC of the conventional vehicle is realized by a differential braking mode, influences the longitudinal speed of the vehicle and generates interference to a driver.
A distributed electric vehicle yaw stability control method comprises the steps of determining a centroid slip angle-centroid slip angular velocity phase plane diagram corresponding to a road where a vehicle is located according to a road adhesion coefficient; and determining a maximum stable region and a minimum stable region of the centroid side angle-centroid side angular velocity phase plane diagram by adopting a bilinear method, wherein the boundary of the maximum stable region is a maximum boundary, and the boundary of the minimum stable region is a minimum boundary. And determining the position of a phase track point of the vehicle in the current state in the phase plane diagram of the centroid yaw angle-centroid yaw angular velocity, determining a centroid yaw angular weight coefficient according to the current position, and further calculating an expected additional yaw moment according to the state data, the centroid yaw angular weight coefficient, the expected yaw angular acceleration and the expected centroid yaw angular velocity to realize yaw stability control.
The maximum stable region and the minimum stable region of the centroid slip angle-centroid slip angle velocity phase plane diagram are determined by a bilinear method, and then the centroid slip angle weight coefficient is determined to conduct the roll stability control judgment. The weight coefficient is selected singly, because the centroid slip angle is only an important index in stability analysis and control, all conditions of vehicle stability cannot be described visually, and the phase plane stable area is influenced by various factors such as steering wheel rotation angle, vehicle speed, control system action, road adhesion coefficient and the like from people, vehicles, control systems and environment, so that the representation of the vehicle stability of the centroid slip angle phase plane under different working conditions cannot be reflected. Meanwhile, under different forms of working conditions, the maximum stable area and the minimum stable area of the phase plane graph need to be determined, the control responsiveness is poor, the area division is complex, and the determination of the relative position of the vehicle phase track point through the area center point is simpler.
The integrated chassis control system is controlled by adopting a layered cooperative control structure and is particularly divided into three layers, wherein the upper layer comprises a driver control layer and a motion control layer, and the middle layer comprises a tire force distribution layer and a lower actuator control layer. Measurable quantities such as torque and rotating speed information of four wheels are utilized, a control instruction is given through a driver control layer, and then a model predictive control algorithm is adopted to design a motion controller to obtain the longitudinal and transverse vertical resultant forces and resultant torques expected by the vehicle. The middle layer mainly solves the distribution problem of resultant force and resultant moment, and comprises the formulation of a target function and the selection of constraint conditions. The lower layer converts the distributed tire force into wheel rotation angle, motor drive and active suspension force which can be identified by an actuator, so that the optimal tire force of the vehicle is obtained, and the maneuverability, stability and comfort of the vehicle are guaranteed.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provide a yaw stability control method of a cross-country vehicle driven by a hub motor.
In order to achieve the purpose, the invention provides a method for controlling the yaw stability of a wheel hub motor-driven off-road vehicle, which is characterized by comprising the following steps: and when the activation function meets the activation condition of the yaw stability working condition, judging that the yaw stability working condition is positioned, and executing a corresponding control action.
When the activation function meets the condition that the absolute value of the yaw angular velocity is smaller than the yaw angular velocity threshold and the absolute value of the centroid sideslip angle is smaller than the centroid sideslip angle threshold, the yaw stability working condition is a safe working condition, and the control action is not executed;
when the absolute value of the yaw angular velocity of the activation function is smaller than the yaw angular velocity threshold or the absolute value of the centroid yaw angle is smaller than the centroid yaw angular threshold, the yaw stability working condition is an unstable working condition, and the yaw angular velocity is controlled firstly;
when the absolute value of the yaw angular velocity of the activation function is larger than or equal to the yaw angular velocity threshold value and the absolute value of the mass center slip angle is larger than or equal to the mass center slip angle threshold value, the yaw stability working condition is a limit working condition, and the mass center slip angle is controlled firstly.
Further, the yaw stability control method includes controlling the yaw rate and the centroid slip angle by controlling the direct yaw moment.
Further, when the yaw stability working condition is a safe working condition, the activation function h of the safe working 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 the content of the first and second substances,
wherein X ═ β γ]TIs at presentThe coordinate of time, L is the number of the center points of the parameter domain of the yaw stability working condition is 9, CjThe coordinates of the central point of the jth parameter domain; σ is a shape parameter, which represents the distance of the center point of the parameter domain from the boundary of the parameter domain.
Further, an activation function h when in safe operating mode3(X) is less than the activation function h3Threshold value h of (X)3(X)thAnd in the meantime, the yaw stability working condition is a safety working condition.
Further, an activation function h when in safe operating mode3(X) is greater than or equal to the activation function h3Threshold value h of (X)3(X)thTime and unsteady regime of the activation function h2(X) is less than the activation function h2Threshold value h of (X)2(X)thIn time, the yaw stability condition is an unstable condition.
Further, an activation function h when in safe operating mode3(X) is greater than or equal to the activation function h3Threshold value h of (X)3(X)thTime and unsteady regime of the activation function h2(X) is greater than or equal to the activation function h2Threshold value h of (X)2(X)thAnd in time, the working condition of yaw stability is a limit working condition.
The invention has the beneficial effects that: the working condition of the yaw stability is judged quickly and effectively, and the yaw stability of the vehicle is improved. The different yaw stability working conditions of the vehicle are judged through a two-dimensional phase plane coordinate system constructed by the mass center side slip angle-yaw angular velocity, the relative position of the vehicle phase track point is represented by an activation function, whether a control action is executed or not is judged, the driving torque of each hub motor is independently adjusted, the response is more accurate and rapid, and the track holding capacity of the vehicle and the response capacity of the steering of the vehicle are 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 the content of the first and second substances,
beta is a barycenter slip angle which is an included angle between a barycenter speed direction and a vehicle head direction, m is the vehicle mass, a is the distance from the barycenter to a front shaft, b is the distance from the barycenter to a rear shaft, and k isfIs 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 that time, the centroid target height is reduced to 660mm, which can effectively reduce the risk of rolling of the vehicle.
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 increases gradually, 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 value or the absolute value of the centroid slip angle is smaller than the centroid slip angle threshold value, 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 value and the absolute value of the centroid slip angle is larger than or equal to the centroid slip angle threshold value, 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 and the centroid slip angle threshold are uncertain under different working conditions, 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 the content of the first and second substances,
wherein X ═ β γ]TIs the current timeScale coordinate, L is the number of the center points of the parameter domain of the yaw stability working condition is 9, CjThe coordinates of the central point of the jth parameter domain; σ is a shape parameter, which represents the distance of the center point of the parameter domain from the boundary of the parameter domain. The smaller sigma, ηjThe smaller (X) the greater the activation function, the faster the activation function can be determined and compared to the threshold of the activation function, and the faster the control; the smaller σ, the smoother the control process. The activation function can clearly represent the control state of the vehicle, and meanwhile, the control strategy can be controlled quickly or smoothly by controlling sigma, so that 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 sideslip 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 the yaw rate control target 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 h2Threshold value of (X) 0.415And the yaw stability working condition is a limit working condition, and at the moment, the control target of the centroid slip angle is firstly met.
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 risk, 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 yaw stability control method for the cross-country vehicle driven by the hub motor 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 attitude 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 roll 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 operating mode is the limit operating mode, 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 meets the roll stability control target and reduces the target yaw moment for yaw stability.
Claims (6)
1. A method for controlling the yaw stability of a wheel hub motor-driven off-road vehicle is characterized by comprising the following steps: constructing a two-dimensional phase plane coordinate system according to the yaw angular velocity and the centroid side slip angle, determining a parameter domain of each yaw stability working condition in the coordinate system, and constructing an activation function of each yaw stability working condition;
when the activation function meets the condition that 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 yaw stability working condition is a safety working condition, and the control action is not executed;
when the absolute value of the yaw angular velocity of the activation function 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 yaw stability working condition is an unstable working condition, and the yaw angular velocity is controlled firstly;
when the absolute value of the yaw angular velocity of the activation function 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 yaw stability working condition is a limit working condition, and the centroid slip angle is controlled firstly.
2. A yaw stability control method of an in-wheel motor driven off-road vehicle according to any one of claims 1, wherein: the yaw stability control method includes controlling a yaw rate and a centroid yaw angle by controlling a direct yaw moment.
3. The yaw stability control method of the in-wheel motor-driven off-road vehicle according to claim 1, wherein: when the yaw stability working condition is a safe working condition, the activation function h of the safe working 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 the content of the first and second substances,
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.
4. The yaw stability control method of the in-wheel motor-driven off-road vehicle according to claim 3, wherein: activating function h under safe working condition3(X) is less than the activation function h3Threshold value h of (X)3(X)thAnd in the meantime, the yaw stability working condition is a safety working condition.
5. The yaw stability control method of the in-wheel motor-driven off-road vehicle according to claim 3, wherein: activating function h under safe working condition3(X) is greater than or equal to the activation function h3Threshold value h of (X)3(X)thTime and unsteady regime of the activation function h2(X) is less than the activation function h2Threshold value h of (X)2(X)thIn time, the yaw stability condition is an unstable condition.
6. The yaw stability control method of the in-wheel motor-driven off-road vehicle according to claim 3, wherein: activating function h under safe working condition3(X) is greater than or equal to the activation function h3Threshold value h of (X)3(X)thTime and unsteady regime of the activation function h2(X) is greater than or equal to the activation function h2Threshold value h of (X)2(X)thAnd in time, the working condition of yaw stability is a limit working condition.
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