CN114368369A - 一种适应路面摩擦系数的底盘制动***集成控制方法 - Google Patents

一种适应路面摩擦系数的底盘制动***集成控制方法 Download PDF

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CN114368369A
CN114368369A CN202210279225.XA CN202210279225A CN114368369A CN 114368369 A CN114368369 A CN 114368369A CN 202210279225 A CN202210279225 A CN 202210279225A CN 114368369 A CN114368369 A CN 114368369A
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张辉
巨志扬
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Beihang University
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17Using electrical or electronic regulation means to control braking
    • B60T8/1755Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17551Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17Using electrical or electronic regulation means to control braking
    • B60T8/1755Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17554Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for enhancing stability around the vehicles longitudinal axle, i.e. roll-over prevention
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17Using electrical or electronic regulation means to control braking
    • B60T8/176Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1764Regulation during travel on surface with different coefficients of friction, e.g. between left and right sides, mu-split or between front and rear
    • YGENERAL 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
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    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/40Engine management systems

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Abstract

本发明公开了一种适应路面摩擦系数的底盘制动***集成控制方法,以制动***作为控制机构,集成了横向稳定性控制、制动防抱死控制和车身防侧翻控制,具体步骤如下:步骤一、以各轮胎制动力矩为输入,建立面向横向、侧倾及滑移率集成控制的车辆底盘动力学模型;步骤二、根据所建立的动力学模型,设计基于MPC的制动***集成控制器;步骤三、基于路面摩擦系数和***状态在线调整MPC控制器中的目标函数;步骤四、基于调整后参数和实时状态测量值,根据MPC控制算法计算控制输入,并由制动***实现制动力矩控制。本发明兼顾横向稳定、制动防抱死、防侧翻的控制目标,在路面附着状况变化的情况下仍然保持良好的车辆底盘集成控制性能。

Description

一种适应路面摩擦系数的底盘制动***集成控制方法
技术领域
本发明涉及汽车底盘控制技术领域,具体涉及在不同的路面附着条件下汽车智能底盘的集成控制方法。
背景技术
近年来,智能汽车尤其无人驾驶汽车受到越来越多的关注,与之对应的智能底盘控制技术也在快速发展。智能化的底盘能够实时监测车辆状态,对驾驶任务做出及时准确的响应,提高行车的安全性。
制动***作为汽车中不可缺少的部件对行车安全起着至关重要的作用。制动***通过对车辆减速可避免车辆横向失稳、避免车轮抱死并可以防止车辆侧翻。
在传统线控底盘控制中,制动***对于汽车***的影响分析及控制多通过解耦进行。制动***对于横向稳定性、制动防抱死和侧倾的影响多分别对于解耦子***进行研究。相应的,制动***的控制方法也多针对特定的子***进行单独设计。然而在实际的车辆行驶过程中,这些子***之间都是相互耦合的,考虑制动***对各不同子***影响的集成控制方法能得到更好的控制性能。
在制动***集成控制方法中基本都基于路面附着系数不变的假设进行,所设计的控制器在路面条件发生变化时往往控制性能变差,达不到预期的控制效果。为解决以上问题,本发明提出了一种考虑轮胎与路面摩擦系数变化的制动***集成控制方法,在综合考虑横向稳定控制、制动防抱死控制和防侧翻控制的同时能根据路面摩擦系数变化调整控制器参数并保持良好的底盘控制性能。
发明内容
本发明针对路面摩擦系数变化的情况及横向稳定性、制动防抱死和防侧翻的目标,提出了一种基于模型预测控制(MPC)的底盘制动***集成控制方法。旨在路面状况变化的情况下确保制动***对汽车良好的控制性能。本发明采用如下技术方案:
一种适应路面摩擦系数的底盘制动***集成控制方法,包括以下步骤:
步骤一、综合车辆的横向动力学、侧倾动力学及制动情况下各轮胎的动力学特性建立适用于制动***集成控制的车辆底盘动力学模型;
步骤二、针对横向稳定、制动防抱死和防侧倾的控制目标,基于所建立的车辆底盘动力学模型,设计基于MPC算法的制动***集成控制器;
步骤三、根据路面摩擦系数调整制动***集成控制器中的期望状态值实现控制算法对于路面摩擦系数的适应,根据车辆***实时状态调整制动***集成控制器中目标函数权重系数实现集成控制目标;
步骤四、根据调整后的期望状态值和目标函数权重系数、车辆***实时状态测量值求解制动***集成控制器对应的优化问题,得到制动***应作用于车轮的制动力矩并由制动***执行,重复步骤三和步骤四,实现实时反馈的集成控制。
进一步,所述车辆底盘动力学模型具体为:
Figure 695453DEST_PATH_IMAGE001
其中,
Figure 962618DEST_PATH_IMAGE002
Figure 537955DEST_PATH_IMAGE003
Figure 139838DEST_PATH_IMAGE004
Figure 724403DEST_PATH_IMAGE005
Figure 829762DEST_PATH_IMAGE006
Figure 90848DEST_PATH_IMAGE007
Figure 914448DEST_PATH_IMAGE008
Figure 37125DEST_PATH_IMAGE009
式中,i=flfrrlrr,其中flfrrlrr分别代表左前轮、右前轮、左后轮、右后轮;
Figure 262570DEST_PATH_IMAGE010
Figure 445289DEST_PATH_IMAGE011
分别为车辆的横向速度和纵向速度,
Figure 506917DEST_PATH_IMAGE012
为车身的横摆角速度,
Figure 433285DEST_PATH_IMAGE013
Figure 513236DEST_PATH_IMAGE014
分别为侧倾角和侧倾角速度,
Figure 866857DEST_PATH_IMAGE015
为轮胎滑移率,
Figure 399470DEST_PATH_IMAGE016
为单位矩阵,
Figure 378796DEST_PATH_IMAGE017
为离散模型的采样周期,
Figure 313254DEST_PATH_IMAGE018
Figure 837776DEST_PATH_IMAGE019
分别为簧载质量和簧载质量质心距侧倾中心的垂向距离,
Figure 123264DEST_PATH_IMAGE020
为重力加速度常数,
Figure 125855DEST_PATH_IMAGE021
Figure 931131DEST_PATH_IMAGE022
分别为悬架刚度系数和悬架阻尼系数,
Figure 626555DEST_PATH_IMAGE023
是整车质量,
Figure 399339DEST_PATH_IMAGE024
为簧载质量关于穿过簧载质量质心平行于x轴的转动惯量,
Figure 940042DEST_PATH_IMAGE025
是整车质量关于z轴的转动惯量,
Figure 114671DEST_PATH_IMAGE026
Figure 230263DEST_PATH_IMAGE027
为施加在相应车轮的制动力矩,
Figure 224764DEST_PATH_IMAGE028
为相应车轮的制动力矩的变化量,
Figure 834737DEST_PATH_IMAGE029
为转矩,
Figure 598294DEST_PATH_IMAGE030
为横向力,
Figure 901099DEST_PATH_IMAGE031
为车辆横向加速度,
Figure 133628DEST_PATH_IMAGE032
为轮胎半径,
Figure 281713DEST_PATH_IMAGE033
表示轮胎纵轴方向轮胎力,
Figure 899776DEST_PATH_IMAGE034
表示轮胎横轴方向轮胎力,
Figure 373483DEST_PATH_IMAGE035
为单个车轮绕过车轮中心轴的转动惯量,
Figure 342576DEST_PATH_IMAGE036
Figure 28772DEST_PATH_IMAGE037
Figure 281768DEST_PATH_IMAGE038
分别为与车辆自身尺寸结构有关的常量矩阵,代表车辆横向力、纵向力、绕z轴转动惯量的变化量与制动力矩变化量之间的转换关系。
进一步,所述基于MPC算法的制动***集成控制器具体为:
Figure 660797DEST_PATH_IMAGE039
Figure 117186DEST_PATH_IMAGE040
其中,
Figure 872652DEST_PATH_IMAGE041
Figure 199728DEST_PATH_IMAGE042
Figure 765970DEST_PATH_IMAGE043
Figure 709655DEST_PATH_IMAGE044
Figure 3233DEST_PATH_IMAGE045
Figure 715974DEST_PATH_IMAGE046
为状态期望值;
Figure 171226DEST_PATH_IMAGE047
Figure 874913DEST_PATH_IMAGE048
Figure 706603DEST_PATH_IMAGE049
Figure 539429DEST_PATH_IMAGE050
分别为关于横向速度、横摆角速度、侧倾角和侧倾角速度、轮胎滑移率的惩罚权重;
Figure 431162DEST_PATH_IMAGE051
为模型预测控制的滚动时域窗口长度;
Figure 83860DEST_PATH_IMAGE052
为制动***对单个车轮可施加的最小力矩;
Figure 735553DEST_PATH_IMAGE053
为制动***对单个车轮可施加的最大力矩。
进一步,所述根据路面摩擦系数调整控制器中的期望状态值具体为:
由前轮转角和路面状况确定的期望横摆角速度为:
Figure 891727DEST_PATH_IMAGE054
,
Figure 219941DEST_PATH_IMAGE055
其中,
Figure 359935DEST_PATH_IMAGE056
是输入转角,
Figure 799006DEST_PATH_IMAGE057
为轴距,
Figure 590114DEST_PATH_IMAGE058
为期望不足转向系数,
Figure 823649DEST_PATH_IMAGE059
为轮胎与地面摩擦系数;
根据Dugoff轮胎模型,轮胎的最佳滑移率
Figure 450939DEST_PATH_IMAGE060
由如下公式确定
Figure 693702DEST_PATH_IMAGE061
Figure 824469DEST_PATH_IMAGE062
其中,
Figure 245217DEST_PATH_IMAGE063
Figure 94225DEST_PATH_IMAGE064
为轮胎纵向刚度和侧偏刚度,
Figure 875099DEST_PATH_IMAGE065
为轮胎侧偏角,
Figure 391531DEST_PATH_IMAGE066
为Dugoff模型中路面附着系数折算因子;
各轮胎期望滑移率根据路面摩擦系数确定为:
Figure 966869DEST_PATH_IMAGE067
其中,
Figure 83598DEST_PATH_IMAGE068
是时间常数,
Figure 668163DEST_PATH_IMAGE069
为ABS开始作用的滑移率阈值,
Figure 39102DEST_PATH_IMAGE070
为达到阈值的时刻,
Figure 785341DEST_PATH_IMAGE071
代表所考虑的轮胎;
基于以上设计,
Figure 359673DEST_PATH_IMAGE072
设计为:
Figure 482349DEST_PATH_IMAGE073
进一步,所述根据车辆***实时状态调整制动***集成控制器中目标函数权重系数具体为:
权重系数
Figure 707794DEST_PATH_IMAGE074
调整规则为:
Figure 890514DEST_PATH_IMAGE075
其中,
Figure 716256DEST_PATH_IMAGE076
Figure 377045DEST_PATH_IMAGE077
Figure 456996DEST_PATH_IMAGE078
Figure 76197DEST_PATH_IMAGE079
是非簧载质量,
Figure 608809DEST_PATH_IMAGE080
为非簧载质量质心距地面高度,
Figure 89600DEST_PATH_IMAGE081
为侧倾中心到地面高度;
权重系数
Figure 758479DEST_PATH_IMAGE082
调整规则为:
Figure 548580DEST_PATH_IMAGE083
本发明的优点在于:
(1)本发明建立了一种面向制动***的横向稳定控制、制动防抱死控制和防侧翻控制的汽车底盘动力学集成控制模型。
(2)本发明设计了一种适应路面摩擦系数变化的制动***MPC集成控制算法,根据路面附着系数调整MPC控制器中***状态期望值,使车辆在不同路面状况下能保持良好的控制性能。
(3)本发明设计的MPC控制算法可根据车辆状态值实时调整MPC中的权重系数矩阵实现横向稳定、制动防抱死和防侧翻的集成控制。
附图说明
图1为本发明所述的适应路面摩擦系数变化的横向稳定、制动防抱死及防侧翻底盘集成控制方法的设计流程示意图;
图2为本发明所述的适应路面摩擦系数变化的横向稳定、制动防抱死及防侧翻底盘集成控制方法的结构示意图;
图3为本发明所述的车辆底盘横向动力学模型结构示意图;
图4为本发明所述的车辆侧倾动力学模型结构示意图。
具体实施方式
下面将结合附图对本发明作进一步的详细说明,总体的设计流程如图1所示,总体的结构如图2所示。
步骤一、建立面向横向、侧倾及滑移率集成控制的车辆底盘动力学模型;
对于单个轮胎,如图3所示,沿轮胎纵轴和横轴方向的轮胎力
Figure 568489DEST_PATH_IMAGE084
表示为:
Figure 836659DEST_PATH_IMAGE085
(1)
其中flfrrlrr分别代表左前轮、右前轮、左后轮、右后轮。
Figure 625624DEST_PATH_IMAGE086
表示轮胎纵轴方向轮胎力,
Figure 835894DEST_PATH_IMAGE087
表示轮胎横轴方向轮胎力。那么沿车身纵轴、横轴方向的力
Figure 77519DEST_PATH_IMAGE088
Figure 149381DEST_PATH_IMAGE089
以及关于垂直方向的转矩
Figure 324010DEST_PATH_IMAGE090
可表示为:
Figure 924756DEST_PATH_IMAGE091
(2)
Figure 935568DEST_PATH_IMAGE092
,
Figure 545541DEST_PATH_IMAGE093
,
Figure 309098DEST_PATH_IMAGE094
其中
Figure 346324DEST_PATH_IMAGE095
为相应车轮的转角,
Figure 828121DEST_PATH_IMAGE096
代表轮距,
Figure 491052DEST_PATH_IMAGE097
Figure 374695DEST_PATH_IMAGE098
分别为前后轮到车辆质心的距离。对于制动***,控制输入为制动力矩
Figure 582822DEST_PATH_IMAGE099
,在小滑移率假设下,以制动力的变化量
Figure 551915DEST_PATH_IMAGE100
作为控制***输入,因此纵向力增量
Figure 238111DEST_PATH_IMAGE101
,横向力增量
Figure 992572DEST_PATH_IMAGE102
,转矩增量
Figure 106021DEST_PATH_IMAGE103
可进一步表示为:
Figure 562410DEST_PATH_IMAGE104
(3)
Figure 52298DEST_PATH_IMAGE105
其中
Figure 910532DEST_PATH_IMAGE106
为轮胎半径。以此增量作为输入,参考图3和图4,考虑横向及滚转的车辆动力学模型为:
Figure 709730DEST_PATH_IMAGE107
(4)
Figure 653415DEST_PATH_IMAGE108
(5)
Figure 946993DEST_PATH_IMAGE109
(6)
Figure 394155DEST_PATH_IMAGE110
(7)
其中
Figure 380566DEST_PATH_IMAGE010
Figure 296700DEST_PATH_IMAGE011
分别为车辆的横向速度和纵向速度,
Figure 393969DEST_PATH_IMAGE012
为车身的横摆角速度,
Figure 695637DEST_PATH_IMAGE111
Figure 852949DEST_PATH_IMAGE112
分别为侧倾角和侧倾角速度,
Figure 505647DEST_PATH_IMAGE113
Figure 390296DEST_PATH_IMAGE019
分别为簧载质量和簧载质量质心距侧倾中心的垂向距离,
Figure 812050DEST_PATH_IMAGE020
为重力加速度常数,
Figure 140263DEST_PATH_IMAGE114
Figure 14678DEST_PATH_IMAGE022
分别为悬架刚度系数和悬架阻尼系数,
Figure 719329DEST_PATH_IMAGE023
是整车质量,
Figure 11901DEST_PATH_IMAGE115
为簧载质量关于穿过簧载质量质心平行于x轴的转动惯量,
Figure 245436DEST_PATH_IMAGE116
是整车质量关于z轴的转动惯量,
Figure 872727DEST_PATH_IMAGE117
。在本发明中ABS***的控制目标为追踪给定的滑移率
Figure 584331DEST_PATH_IMAGE118
,在车轮转角为小角度的假设下,轮胎滑移率动力学模型为:
Figure 246256DEST_PATH_IMAGE119
(8)
其中
Figure 165540DEST_PATH_IMAGE120
为车辆横向加速度,
Figure 14547DEST_PATH_IMAGE011
为车辆纵向速度,
Figure 795421DEST_PATH_IMAGE035
为车轮关于过车轮中心轴的转动惯量,
Figure 46274DEST_PATH_IMAGE027
为作用在相应车轮的制动力矩。
在模型(4)(5)(6)(7)(8)的基础上,底盘的离散动力学模型为:
Figure 887191DEST_PATH_IMAGE121
(9)
其中
Figure 239806DEST_PATH_IMAGE016
为单位矩阵,
Figure 558792DEST_PATH_IMAGE122
为离散模型的采样周期,
Figure 664151DEST_PATH_IMAGE123
Figure 675969DEST_PATH_IMAGE003
Figure 499569DEST_PATH_IMAGE124
Figure 622246DEST_PATH_IMAGE125
Figure 96958DEST_PATH_IMAGE126
Figure 14099DEST_PATH_IMAGE127
Figure 590574DEST_PATH_IMAGE128
Figure 516941DEST_PATH_IMAGE009
步骤二、根据所建立的动力学模型,设计基于MPC算法的制动***集成控制器。
基于底盘动力模型(9),在制动***制动力约束条件下设计控制器使得***状态能尽可能好的跟踪其期望值,MPC集成控制器设计如下:
Figure 331314DEST_PATH_IMAGE039
Figure 701246DEST_PATH_IMAGE129
(10)
其中,
Figure 233859DEST_PATH_IMAGE130
Figure 698338DEST_PATH_IMAGE131
Figure 898375DEST_PATH_IMAGE132
Figure 422897DEST_PATH_IMAGE133
Figure 692074DEST_PATH_IMAGE134
Figure 960244DEST_PATH_IMAGE135
为MPC控制算法的滚动时域窗口的长度,
Figure 14788DEST_PATH_IMAGE136
,
Figure 444632DEST_PATH_IMAGE137
为可施加在车轮上的最小和最大力矩。上式中各权重参数Q为对各对应状态偏离期望值的惩罚程度。在此MPC控制器算法中,成本函数第一部分的目标是使***状态值跟踪期望状态值并尽量减少控制器的能量输入,第二部分目标是尽量使***终态达到期望值。通过最小化过程成本和终态成本,使***状态能较好跟踪期望值并尽量减少控制器作用的能量。为适应不同的路面状况,状态期望值
Figure 217416DEST_PATH_IMAGE138
需要根据路面摩擦系数进行在线调整。为达到集成控制目标,权重
Figure 774430DEST_PATH_IMAGE139
Figure 683480DEST_PATH_IMAGE140
需要根据车辆的制动和侧倾状态进行在线调整,其他权重系数
Figure 549805DEST_PATH_IMAGE141
Figure 544306DEST_PATH_IMAGE142
为常值。
步骤三:基于路面摩擦系数和***状态在线调整MPC控制器中的目标函数。由前轮转角和路面状况确定的期望横摆角速度为:
Figure 419858DEST_PATH_IMAGE054
,
Figure 432682DEST_PATH_IMAGE055
(11)
其中
Figure 469909DEST_PATH_IMAGE056
是输入转角,
Figure 951706DEST_PATH_IMAGE057
为轴距,
Figure 365369DEST_PATH_IMAGE058
为期望不足转向系数,
Figure 249012DEST_PATH_IMAGE059
为轮胎与地面摩擦系数。下面根据路面状况调整期望轮胎滑移率。根据Dugoff轮胎模型,轮胎的最佳滑移率
Figure 942292DEST_PATH_IMAGE060
由如下公式确定
Figure 911385DEST_PATH_IMAGE061
Figure 863161DEST_PATH_IMAGE143
(12)
其中,
Figure 601310DEST_PATH_IMAGE063
Figure 980338DEST_PATH_IMAGE144
为轮胎纵向刚度和侧偏刚度,
Figure 685995DEST_PATH_IMAGE065
为轮胎侧偏角,
Figure 175882DEST_PATH_IMAGE066
为Dugoff模型中路面附着系数折算因子。进一步的,各轮胎期望滑移率可根据路面摩擦系数确定为:
Figure 34117DEST_PATH_IMAGE145
(13)
其中
Figure 584047DEST_PATH_IMAGE068
是时间常数,可取20,
Figure 262153DEST_PATH_IMAGE146
为ABS开始作用的滑移率阈值,一般取0.1到0.2之间的数值,
Figure 555731DEST_PATH_IMAGE147
为达到阈值的时刻,
Figure 19205DEST_PATH_IMAGE149
代表所考虑的轮胎。基于以上设计,
Figure 5615DEST_PATH_IMAGE150
设计为:
Figure 171017DEST_PATH_IMAGE151
(14)
权重系数
Figure 268286DEST_PATH_IMAGE152
调整规则为:
Figure 569955DEST_PATH_IMAGE153
(15)
其中,
Figure 976534DEST_PATH_IMAGE076
Figure 363653DEST_PATH_IMAGE154
Figure 264613DEST_PATH_IMAGE078
Figure 686367DEST_PATH_IMAGE155
是非簧载质量,
Figure 14580DEST_PATH_IMAGE080
为非簧载质量质心距地面高度,
Figure 639728DEST_PATH_IMAGE081
为侧倾中心到地面高度。权重系数
Figure 78799DEST_PATH_IMAGE156
调整规则为:
Figure 620639DEST_PATH_IMAGE157
(16)。
步骤四:基于调整后的期望状态值和目标函数权重系数和车辆***实时状态测量值,求解制动***集成控制器对应的优化问题(10),得到实时的制动力矩输入。将求解的制动力矩通过执行器(底盘制动***)作用于各车轮,并重复步骤三和四,实现实时反馈的集成控制目标。
本发明兼顾横向稳定、制动防抱死、防侧翻的控制目标,基于路面摩擦系数估计值和***状态值,设计了适应路面摩擦系数变化的底盘集成控制方法。
以上所述仅为本发明的优选实施例而已,并不用于限制本发明,对于本领域的技术人员来说,本发明可以有各种更改和变化。凡在本发明的精神和原则之内,所作的任何修改、等同替换、改进等,均应包含在本发明的保护范围之内。

Claims (5)

1.一种适应路面摩擦系数的底盘制动***集成控制方法,其特征在于,包括以下步骤:
步骤一、综合车辆的横向动力学、侧倾动力学及制动情况下各轮胎的动力学特性建立适用于制动***集成控制的车辆底盘动力学模型;
步骤二、针对横向稳定、制动防抱死和防侧倾的控制目标,基于所建立的车辆底盘动力学模型,设计基于MPC算法的制动***集成控制器;
步骤三、根据路面摩擦系数调整制动***集成控制器中的期望状态值实现控制算法对于路面摩擦系数的适应,根据车辆***实时状态调整制动***集成控制器中目标函数权重系数实现集成控制目标;
步骤四、根据调整后的期望状态值和目标函数权重系数、车辆***实时状态测量值求解制动***集成控制器对应的优化问题,得到制动***应作用于车轮的制动力矩并由制动***执行,重复步骤三和步骤四,实现实时反馈的集成控制。
2.根据权利要求1所述的适应路面摩擦系数的底盘制动***集成控制方法,其特征在于,所述车辆底盘动力学模型具体为:
Figure 228113DEST_PATH_IMAGE001
其中,
Figure 214523DEST_PATH_IMAGE002
Figure 645505DEST_PATH_IMAGE003
Figure 742774DEST_PATH_IMAGE004
Figure 60754DEST_PATH_IMAGE005
Figure 952486DEST_PATH_IMAGE006
Figure 605184DEST_PATH_IMAGE007
Figure 240565DEST_PATH_IMAGE008
Figure 927898DEST_PATH_IMAGE009
式中,i=flfrrlrr,其中flfrrlrr分别代表左前轮、右前轮、左后轮、右后轮;
Figure 990532DEST_PATH_IMAGE010
Figure 379794DEST_PATH_IMAGE011
分别为车辆的横向速度和纵向速度,
Figure 818866DEST_PATH_IMAGE012
为车身的横摆角速度,
Figure 95126DEST_PATH_IMAGE013
Figure 328662DEST_PATH_IMAGE014
分别为侧倾角和侧倾角速度,
Figure 955952DEST_PATH_IMAGE015
为轮胎滑移率,
Figure 949447DEST_PATH_IMAGE016
为单位矩阵,
Figure 345793DEST_PATH_IMAGE017
为离散模型的采样周期,
Figure 15809DEST_PATH_IMAGE018
Figure 864816DEST_PATH_IMAGE019
分别为簧载质量和簧载质量质心距侧倾中心的垂向距离,
Figure 645690DEST_PATH_IMAGE020
为重力加速度常数,
Figure 411390DEST_PATH_IMAGE021
Figure 986728DEST_PATH_IMAGE022
分别为悬架刚度系数和悬架阻尼系数,
Figure 323031DEST_PATH_IMAGE023
是整车质量,
Figure 642017DEST_PATH_IMAGE024
为簧载质量关于穿过簧载质量质心平行于x轴的转动惯量,
Figure 12956DEST_PATH_IMAGE025
是整车质量关于z轴的转动惯量,
Figure 775506DEST_PATH_IMAGE026
Figure 599106DEST_PATH_IMAGE027
为施加在相应车轮的制动力矩,
Figure 721783DEST_PATH_IMAGE028
为相应车轮的制动力矩的变化量,
Figure 947228DEST_PATH_IMAGE029
为转矩,
Figure 129947DEST_PATH_IMAGE030
为横向力,
Figure 690111DEST_PATH_IMAGE031
为车辆横向加速度,
Figure 350899DEST_PATH_IMAGE032
为轮胎半径,
Figure 696430DEST_PATH_IMAGE033
表示轮胎纵轴方向轮胎力,
Figure 784471DEST_PATH_IMAGE034
表示轮胎横轴方向轮胎力,
Figure 582663DEST_PATH_IMAGE035
为单个车轮绕过车轮中心轴的转动惯量,
Figure 797875DEST_PATH_IMAGE036
Figure 997912DEST_PATH_IMAGE037
Figure 522434DEST_PATH_IMAGE038
分别为与车辆自身尺寸结构有关的常量矩阵,代表车辆横向力、纵向力、绕z轴转动惯量的变化量与制动力矩变化量之间的转换关系。
3.根据权利要求2所述的适应路面摩擦系数的底盘制动***集成控制方法,其特征在于,所述基于MPC算法的制动***集成控制器具体为:
Figure 542343DEST_PATH_IMAGE039
Figure 76092DEST_PATH_IMAGE040
其中,
Figure 114325DEST_PATH_IMAGE041
Figure 809748DEST_PATH_IMAGE042
Figure 316953DEST_PATH_IMAGE043
Figure 388814DEST_PATH_IMAGE044
Figure 297864DEST_PATH_IMAGE045
Figure 914921DEST_PATH_IMAGE046
为状态期望值;
Figure 643843DEST_PATH_IMAGE047
Figure 519395DEST_PATH_IMAGE048
Figure 282952DEST_PATH_IMAGE049
Figure 320178DEST_PATH_IMAGE050
分别为关于横向速度、横摆角速度、侧倾角和侧倾角速度、轮胎滑移率的惩罚权重;
Figure 51242DEST_PATH_IMAGE051
为模型预测控制的滚动时域窗口长度;
Figure 464906DEST_PATH_IMAGE052
为制动***对单个车轮可施加的最小力矩;
Figure 82969DEST_PATH_IMAGE053
为制动***对单个车轮可施加的最大力矩。
4.根据权利要求3所述的适应路面摩擦系数的底盘制动***集成控制方法,其特征在于,所述根据路面摩擦系数调整控制器中的期望状态值具体为:
由前轮转角和路面状况确定的期望横摆角速度为:
Figure 291097DEST_PATH_IMAGE054
,
Figure 260190DEST_PATH_IMAGE055
其中,
Figure 211965DEST_PATH_IMAGE056
是输入转角,
Figure 700847DEST_PATH_IMAGE057
为轴距,
Figure 79875DEST_PATH_IMAGE058
为期望不足转向系数,
Figure 536264DEST_PATH_IMAGE059
为轮胎与地面摩擦系数;
根据Dugoff轮胎模型,轮胎的最佳滑移率
Figure 291731DEST_PATH_IMAGE060
由如下公式确定
Figure 884386DEST_PATH_IMAGE061
Figure 683584DEST_PATH_IMAGE062
其中,
Figure 627269DEST_PATH_IMAGE063
Figure 920847DEST_PATH_IMAGE064
为轮胎纵向刚度和侧偏刚度,
Figure 633588DEST_PATH_IMAGE065
为轮胎侧偏角,
Figure 354420DEST_PATH_IMAGE066
为Dugoff模型中路面附着系数折算因子;
各轮胎期望滑移率根据路面摩擦系数确定为:
Figure 270554DEST_PATH_IMAGE067
其中,
Figure 102244DEST_PATH_IMAGE068
是时间常数,
Figure 935071DEST_PATH_IMAGE069
为ABS开始作用的滑移率阈值,
Figure 826803DEST_PATH_IMAGE070
为达到阈值的时刻,
Figure 479502DEST_PATH_IMAGE071
代表所考虑的轮胎;
基于以上设计,
Figure 653167DEST_PATH_IMAGE072
设计为:
Figure 340500DEST_PATH_IMAGE073
5.根据权利要求4所述的适应路面摩擦系数的底盘制动***集成控制方法,其特征在于,所述根据车辆***实时状态调整制动***集成控制器中目标函数权重系数具体为:
权重系数
Figure 403134DEST_PATH_IMAGE074
调整规则为:
Figure 277549DEST_PATH_IMAGE075
其中,
Figure 716620DEST_PATH_IMAGE076
Figure 9193DEST_PATH_IMAGE077
Figure 242728DEST_PATH_IMAGE078
Figure 870018DEST_PATH_IMAGE079
是非簧载质量,
Figure 112781DEST_PATH_IMAGE080
为非簧载质量质心距地面高度,
Figure 243548DEST_PATH_IMAGE081
为侧倾中心到地面高度;
权重系数
Figure 162831DEST_PATH_IMAGE082
调整规则为:
Figure 11838DEST_PATH_IMAGE083
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