CN114734983A - Distributed electric vehicle stability control method based on stable domain - Google Patents

Distributed electric vehicle stability control method based on stable domain Download PDF

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Publication number
CN114734983A
CN114734983A CN202210208522.5A CN202210208522A CN114734983A CN 114734983 A CN114734983 A CN 114734983A CN 202210208522 A CN202210208522 A CN 202210208522A CN 114734983 A CN114734983 A CN 114734983A
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vehicle
stability
yaw
yaw moment
stable region
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虞志浩
赵又群
林棻
林涛
张桂玉
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Nanjing University of Aeronautics and Astronautics
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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
    • 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
    • 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
    • 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

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

The invention discloses a stability domain-based distributed electric vehicle stability control method, and relates to the field of vehicle auxiliary driving. The method realizes the combined control of the yaw velocity and the mass center side slip angle, respectively obtains the target longitudinal force and the target yaw moment of the vehicle, obtains the weighted yaw moment by utilizing the weight P of the stable region distribution controller, and realizes the distribution of the additional yaw moment according to the vertical load dynamic change of the wheels, thereby improving the stability control of the vehicle. The stability control strategy can obviously improve the operation stability of the vehicle, has obvious beneficial effects compared with the prior art, and overcomes the defect of poor control effect of the prior art on the stability of the vehicle.

Description

Distributed electric vehicle stability control method based on stable domain
Technical Field
The invention relates to the field of automobile auxiliary driving, in particular to a distributed electric automobile stability control method based on a stable region.
Background
When current distributed electric vehicles are turning, the braking force, typically generated by the brakes, generates the yaw moment required for vehicle motion, causing the vehicle actual yaw moment to track the reference yaw angular velocity. However, this control method impairs the vehicle longitudinal control effect and is effective in the case where the centroid slip angle is not large and is almost ineffective when the centroid slip angle is large. In order to effectively improve the stability of the vehicle, the yaw rate and the centroid slip angle of the vehicle need to be controlled jointly, but a nonlinear control method is not available in the field.
Disclosure of Invention
Aiming at the problems, the invention provides a stability control method of a distributed electric vehicle based on a stable domain, which realizes the combined control of yaw velocity and mass center lateral deviation angle, respectively obtains the target longitudinal force and target yaw moment of the vehicle, obtains the weighted yaw moment by utilizing the weight P of a controller distributed by the stable domain, and realizes the distribution of additional yaw moment according to the vertical load dynamic change of wheels, thereby improving the stability control of the vehicle.
The technical scheme of the invention is as follows:
step 1, obtaining a two-degree-of-freedom differential equation of the automobile based on a two-degree-of-freedom vehicle dynamics model.
Step 2, obtaining the expected yaw velocity omega and the centroid sideslip angle beta when the vehicle is in the ideal steady-state steering, and the maximum value | omega of the expected state parametermax|、|βmaxL, then the desired value ω of the control system is obtainedexp、βexp。
Step 3, adding a yaw moment M to the two-degree-of-freedom differential equation of the automobilezThen, respectively finishing the tracking error of the yaw velocity and the centroid slip angle and the design of the sliding mode surface, and obtaining an additional yaw moment delta M of the yaw velocity controller on the basiswAnd an additional yaw moment DeltaM of the centroid yaw angle controllerβ。
Step 4, expressing the two-degree-of-freedom differential equation of the automobile into a second-order autonomous system, giving different initial values to the second-order autonomous system after the longitudinal speed u, the front wheel corner delta and the ground adhesion coefficient mu are given according to actual conditions, and drawing a systemThe phase locus of the system is obtained
Figure BDA0003532082930000011
Phase plan view. In that
Figure BDA0003532082930000012
Determining a stable region in the phase plane diagram, and defining a stability S based on the stable regionβAnd a stability calculation model, wherein the controller weight P is reasonably distributed by utilizing a stability region to obtain the weighted yaw moment Delta M.
And 5, distributing the additional yaw moment according to the vertical load dynamic change of the wheels.
Compared with the prior art, the invention has the following technical effects:
the method provided by the invention designs a vehicle stability control strategy based on a layered control structure, defines a tracking error and designs a sliding mode surface based on a sliding mode control theory so as to determine the additional yaw moment of the yaw rate controller and the mass center side deviation controller, obtains a weighted yaw moment by utilizing a stable domain distribution controller weight P, and distributes the additional yaw moment based on the vertical load dynamic change of the wheels. The stability control strategy can obviously improve the operation stability of the vehicle, has obvious beneficial effects compared with the prior art, and overcomes the defect of poor control effect of the prior art on the stability of the vehicle.
Drawings
Fig. 1 is a work flow diagram of the present disclosure.
Fig. 2 is a schematic diagram of a two-degree-of-freedom vehicle dynamics model according to the present disclosure.
Detailed Description
In order to clearly explain the technical features of the present patent, the following detailed description of the present patent is provided in conjunction with the accompanying drawings.
The present invention may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.
As shown in fig. 1, the stability control method for a distributed electric vehicle based on a stable domain provided by the present invention specifically includes the following steps:
step 1, obtaining a two-degree-of-freedom differential equation of the automobile based on a two-degree-of-freedom vehicle dynamics model shown in fig. 2:
Figure BDA0003532082930000021
in the formula, Ccf、CcrThe cornering stiffness of the front and rear wheels, respectively; lf、lrThe distances from the center of mass to the front and rear axes, respectively; beta is the automobile mass center slip angle; omega is the mass center yaw angular velocity; u is the longitudinal velocity; v. of1Is the transverse velocity; delta is a front wheel corner; m is the mass of the whole vehicle; i iszIs the moment of inertia of the center of mass about the z-axis.
Step 2, writing the formula (1) into a matrix form according to the selected automobile dynamics model:
Figure BDA0003532082930000031
when the vehicle is in the desired steady-state steering,
Figure BDA0003532082930000032
and
Figure BDA0003532082930000033
are all 0. The desired yaw rate and centroid slip angle at this time are:
Figure BDA0003532082930000034
wherein l is the wheel base, K is the stability factor of the vehicle, and
Figure BDA0003532082930000035
during actual driving, the vehicle is limited by road adhesion conditions, so that the desired state parameters have a maximum value:
Figure BDA0003532082930000036
wherein μ is a ground adhesion coefficient.
In combination, the expected values for the available control systems are:
Figure BDA0003532082930000037
in the formula, when the δ is positive, the sgn (δ) takes 1; when delta is negative, sgn (delta) takes 1; when δ is zero, sgn (δ) takes 0.
Step 3, adding a yaw moment M to the two-degree-of-freedom differential equation of the automobilezThen, respectively finishing the tracking error of the yaw velocity and the centroid slip angle and the design of the sliding mode surface, and obtaining an additional yaw moment delta M of the yaw velocity controller on the basiswAnd an additional yaw moment DeltaM of the centroid yaw angle controllerβ。
Step 3.1, based on the sliding mode control theory, the yaw angular speed controller and the mass center lateral deviation controller can be respectively designed by utilizing the expected parameter values and the actual parameter values of the vehicle designed in the foregoing, and the yaw moment M is increased on the basis of the formula (2)z：
Figure BDA0003532082930000041
Step 3.2, defining the tracking error of the yaw angular velocity as follows:
ew＝ω-ωexp (8)
the slip form surface design of slip form control is:
Figure BDA0003532082930000042
in the formula, cw>0 is a weight coefficient between the yaw-rate error and its rate of change.
The approach law selects a constant-speed approach law to weaken the influence of the buffeting phenomenon on the sliding mode controller:
Figure BDA0003532082930000043
in the formula, KwIs a constant of this approach law.
In the case where equations (7), (8) and (10) are taken into equation (9), the additional yaw moment of the yaw rate controller can be obtained as follows:
Figure BDA0003532082930000044
step 3.3, defining the tracking error of the centroid slip angle as follows:
eβ＝β-βexp (12)
the design slip form surface is as follows:
Figure BDA0003532082930000045
in the formula, cβ>0 is the weight coefficient between the centroid slip angle error and its rate of change.
Selecting an equal-speed approach law:
Figure BDA0003532082930000046
in the formula, KβIs a constant of this approach law.
Substituting equations (7), (12) and (14) for equation (13) yields the additional yaw moment of the centroid yaw controller:
Figure BDA0003532082930000051
step 4, selecting and using
Figure BDA0003532082930000052
The phase plane is used as a criterion for judging whether the vehicle is unstable, and the formula (2) is expressed as a second-order autonomous system:
Figure BDA0003532082930000053
in equation (16), when the two equations are not equal to 0 at the same time after the initial state value is given, the solution on the state equation set is a phase trajectory starting from the initial point for any time t (t ≧ 0).
After the longitudinal speed u, the front wheel rotation angle delta and the ground adhesion coefficient mu are given according to actual conditions, different initial values are given to the centroid slip angle beta and the yaw angular speed omega in the formula (16), the phase locus of the system is drawn, and the longitudinal speed u, the front wheel rotation angle delta and the ground adhesion coefficient mu are obtained
Figure BDA0003532082930000054
Phase plan view.
Figure BDA0003532082930000055
The phase plane stability region boundary is determined by the boundary of the linear region and the nonlinear region of the tire cornering characteristic (i.e., the linear region and the nonlinear region of the vehicle yaw rate gain). The inside of a diamond region surrounded by the four boundary lines is a stable region, the outside is an unstable region, and the four boundary lines are called stable region boundaries.
In that
Figure BDA0003532082930000056
In the phase plan, the shortest distance from the vehicle state point in the stable region to the boundary of the stable region is defined as the stability Sβ. The stability can represent the stability degree of the vehicle, and the state point outside the stable region boundary is already in the instability state, and the stability degree is 0. The calculation model of the stability is:
Figure BDA0003532082930000057
in the formula (17), the compound represented by the formula (I),
Figure BDA0003532082930000061
4 boundary equations for the stability domain; a. theiIs the slope of the equation; b isiIs a constant term of the equation.
When stability control is performed and the centroid slip angle is large, the weight of the centroid slip angle controller should be increased, and the stability influenced by the longitudinal speed, the road adhesion coefficient and the front wheel steering angle can effectively represent the condition: in the vicinity of the diamond boundary, namely when the stability is low, one condition is that the centroid slip angle is large, and the weight of the centroid slip angle controller is large; the other condition is that the centroid slip angle is small, but the centroid slip angle speed is large, the vehicle is about to enter a state that the centroid slip angle is large, and the centroid slip angle controller should be weighted to be large. Therefore, the controller weight P can be reasonably distributed by using the stable domain, and the weighted yaw moment Δ M is obtained:
Figure BDA0003532082930000062
in the formula, H is the distance from a balance point on the phase diagram to a vehicle state point, the balance point is the central point of a diamond area, and the vehicle state point represents the point of the vehicle falling on the phase diagram under the instant working condition.
And 5, outputting a corresponding additional yaw moment by the upper layer beta-omega combined controller according to the control target, and distributing the additional yaw moment to each hub motor through a torque distribution model to achieve the purpose of stability control. The allocation strategy is as follows: when M is too small, the vehicle exhibits understeer, at which time the inboard wheel drive force is reduced, which may be made a braking force if necessary, and the outboard wheel drive force is increased; when M is too large the vehicle exhibits excessive steering, at which time the outside wheel drive force is reduced, it can be made a braking force if necessary, and the inside wheel drive force is increased. Considering that the vertical load of the vehicle can shift in the actual steering process, the vertical load on each wheel is different:
Figure BDA0003532082930000063
in the formula (19), Fz-ij(ij ═ fl, fr, rl, rr) is the vertical load to which each wheel is subjected; h isgIs the vehicle centroid height; a isyIs the lateral acceleration of the vehicle.
The maximum adhesion of a wheel is related to the road adhesion coefficient and the vertical load. In order to prevent the slipping phenomenon caused by excessive torque distributed by the wheels, a dynamic load distribution mode is adopted for design, namely, the additional yaw moment is distributed according to the dynamic change of the vertical load of the wheels:
Figure BDA0003532082930000071
in the formula (20), d represents the vehicle width, RWRepresenting the radius of the wheel, the torque allocated to each wheel should not exceed the maximum limit that can be provided by the motor.
Finally, the longitudinal speed u and the lateral acceleration a of the vehicle can be used during the driving processyAnd acquiring real-time vertical loads of all wheels, and combining the weighted yaw moment delta M to allocate the distributed torque of all wheels in real time.
It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
The above-mentioned embodiments, objects, technical solutions and advantages of the present invention are further described in detail, it should be understood that the above-mentioned embodiments are only illustrative of the present invention and are not intended to limit the present invention, and any modifications, equivalents, improvements and the like made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
While the invention has been described in terms of its preferred embodiments, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention.

Claims (7)

1. A stability control method of a distributed electric vehicle based on a stable domain is characterized by comprising the following steps:
step 1, obtaining a two-degree-of-freedom differential equation of an automobile based on a two-degree-of-freedom vehicle dynamics model;
step 2, obtaining the expected yaw velocity omega and the centroid slip angle beta when the vehicle is in an ideal steady-state steering by utilizing the two-degree-of-freedom differential equation of the vehicle, and the maximum value | omega of the expected state parametermax|、|βmaxL, then the desired value ω of the control system is obtainedexp、βexp；
Step 3, adding a yaw moment M to the two-degree-of-freedom differential equation of the automobilezThen, respectively finishing the tracking error of the yaw angular velocity and the centroid side slip angle and the design of the sliding mode surface, and obtaining an additional yaw moment delta M of the yaw angular velocity controller on the basiswAnd an additional yaw moment DeltaM of the centroid yaw angle controllerβ；
Step 4, expressing the two-degree-of-freedom differential equation of the automobile into a second-order autonomous system, giving different initial values to the second-order autonomous system after the longitudinal speed u, the front wheel corner delta and the ground adhesion coefficient mu are given according to actual conditions, and drawing the phase track of the system to obtain the phase track of the system
Figure FDA0003532082920000011
A phase plane diagram; in that
Figure FDA0003532082920000012
Determining a stable region in the phase plane diagram, and defining a stability S based on the stable regionβA stability calculation model, wherein the controller weight P is reasonably distributed by utilizing a stability region to obtain a weighted yaw moment Delta M;
and 5, distributing the additional yaw moment according to the vertical load dynamic change of the wheels.
2. The stability control method of the distributed electric vehicle based on the stable region according to claim 1, wherein the two-degree-of-freedom differential equation of the vehicle obtained in the step 1 is as follows:
Figure FDA0003532082920000013
in the formula, Ccf、CcrThe cornering stiffness of the front and rear wheels, respectively; l. thef、lrThe distances from the center of mass to the front and rear axes, respectively; beta is the automobile mass center slip angle; omega is the mass center yaw angular velocity; u is the longitudinal velocity; v. of1Is the transverse velocity; delta is the front wheel corner; m is the mass of the whole vehicle; i iszIs the moment of inertia of the center of mass about the z-axis.
3. The stability control method of the distributed electric vehicle based on the stable region according to claim 2, wherein the desired yaw rate ω and the centroid slip angle β when the vehicle is in the ideal steady-state steering in step 2 are:
Figure FDA0003532082920000021
wherein l is the wheel base, K is the stability factor of the vehicle, and
Figure FDA0003532082920000022
desired stateMaximum value | ω of parametermax|、|βmaxL is:
Figure FDA0003532082920000023
in combination, the expected values for the available control systems are:
Figure FDA0003532082920000024
wherein beta is the automobile mass center slip angle; omega is the mass center yaw angular velocity; delta is a front wheel corner; mu is the adhesion coefficient of the ground.
4. The stability control method of the distributed electric vehicle based on the stable region according to claim 3, wherein the additional yaw moment of the yaw rate controller in the step 3 is:
Figure FDA0003532082920000025
wherein the tracking error defining the yaw rate is:
ew＝ω-ωexp
the slip form surface design of slip form control is:
Figure FDA0003532082920000026
in the formula, cw>0 is a weight coefficient between the yaw rate error and the rate of change thereof;
the approach law selects a constant-speed approach law to weaken the influence of the buffeting phenomenon on the sliding mode controller:
Figure FDA0003532082920000031
in the formula, KwIs a constant of this approach law.
5. The stability control method of the stable region-based distributed electric vehicle according to claim 3, wherein the additional yaw moment of the centroid yaw controller is:
Figure FDA0003532082920000032
wherein, the centroid slip angle tracking error is defined as:
eβ＝β-βexp
the design slip form surface is:
Figure FDA0003532082920000033
in the formula, cβ>0 is the weight coefficient between the centroid slip angle error and its rate of change.
Selecting an equal-speed approach law:
Figure FDA0003532082920000034
in the formula, KβIs a constant of this approach law.
6. The stability control method for the distributed electric vehicle based on the stable region as claimed in claim 2, wherein step 4 is performed
Figure FDA0003532082920000035
In the phase plan, the shortest distance from the vehicle state point in the stable region to the boundary of the stable region is defined as the stability Sβ(ii) a The calculation model of the stability is:
Figure FDA0003532082920000036
in the formula (I), the compound is shown in the specification,
Figure FDA0003532082920000037
4 boundary equations for the stability domain; a. theiIs the slope of the equation; biIs a constant term of the equation;
reasonably distributing the weight P of the controller by using a stable domain to further obtain a weighted yaw moment delta M:
Figure FDA0003532082920000041
in the formula, H is the distance from a balance point on the phase diagram to a vehicle state point, the balance point is the central point of a diamond area, and the vehicle state point represents the point of the vehicle falling on the phase diagram under the instant working condition.
7. The stability control method of the distributed electric vehicle based on the stable region according to claim 1, wherein the vertical loads on the wheels in the step 5 are different, and are respectively as follows:
Figure FDA0003532082920000042
wherein, Fz-ij(ij ═ fl, fr, rl, rr) is the vertical load to which each wheel is subjected; h isgIs the vehicle centroid height; a isyIs the lateral acceleration of the vehicle;
the additional yaw moment is allocated according to the following formula:
Figure FDA0003532082920000043
wherein d represents the vehicle width, RWRepresenting the radius of the wheel.
CN202210208522.5A 2022-03-04 2022-03-04 Distributed electric vehicle stability control method based on stable domain Pending CN114734983A (en)

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WO2024114037A1 (en) * 2022-11-29 2024-06-06 长安大学 Path tracking control method and apparatus for intelligent electric vehicle

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Publication number Priority date Publication date Assignee Title
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CN112644457A (en) * 2021-01-08 2021-04-13 江苏大学 Distributed driving vehicle steering stability control system and control method thereof
CN113401113A (en) * 2021-06-25 2021-09-17 江苏大学 Unmanned vehicle direct yaw moment control method and controller based on vehicle stable envelope line

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Publication number Priority date Publication date Assignee Title
DE102006050215A1 (en) * 2005-11-22 2007-06-14 Continental Teves Ag & Co. Ohg Method for stabilizing vehicle, involves determination of yawing moment on vehicle whereby driving road performance of vehicle is controlled depending on deviation between reference yaw rate and actual yaw rate
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