WO2019174452A1 - Procédé de commande de direction de véhicule, dispositif, système et véhicule - Google Patents

Procédé de commande de direction de véhicule, dispositif, système et véhicule Download PDF

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Publication number
WO2019174452A1
WO2019174452A1 PCT/CN2019/075890 CN2019075890W WO2019174452A1 WO 2019174452 A1 WO2019174452 A1 WO 2019174452A1 CN 2019075890 W CN2019075890 W CN 2019075890W WO 2019174452 A1 WO2019174452 A1 WO 2019174452A1
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WO
WIPO (PCT)
Prior art keywords
front wheel
vehicle
torque
actual
angle information
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2019/075890
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English (en)
Chinese (zh)
Inventor
刘真通
张永生
王荣蓉
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nanjing Rongjun Technologies Co Ltd
Huawei Technologies Co Ltd
Original Assignee
Nanjing Rongjun Technologies Co Ltd
Huawei Technologies Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nanjing Rongjun Technologies Co Ltd, Huawei Technologies Co Ltd filed Critical Nanjing Rongjun Technologies Co Ltd
Publication of WO2019174452A1 publication Critical patent/WO2019174452A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • B60W30/045—Improving turning performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits

Definitions

  • the present invention relates to the field of vehicle technologies, and in particular, to a vehicle steering control method, apparatus, system, and vehicle.
  • the steering system used in the vehicle usually uses the steering motor to assist.
  • the steering motor directly drives the steering rod to steer the wheel.
  • the steering system fails, the steering system does not have a power assist function, which makes the steering of the vehicle difficult.
  • the steering system may include a steering wheel, a steering wheel angle detecting device, a steering controller, a steering motor, a steering rod, and two wheels of the front axle.
  • a steering wheel When the steering wheel is rotated by ⁇ sw , the steering wheel generates steering wheel torque T sw .
  • the steering wheel angle detecting means detects the steering wheel rotation ⁇ sw and the steering wheel torque T sw and sends it to the steering controller.
  • the steering controller controls the steering motor to pull the steering rod according to the received steering wheel rotation ⁇ sw and the steering wheel torque T sw , thereby controlling the torques ⁇ ds1 and ⁇ ds2 of the front and left wheels respectively to the main shaft , so that the two wheels of the front axle are wound.
  • the kingpin rotates to achieve steering control of the vehicle.
  • the differential steering mode can be used to realize the vehicle steering control.
  • the differential steering function of the vehicle is realized by feedback control in accordance with the difference between the desired yaw rate of the vehicle and the actual yaw rate.
  • the feedback control is slow in the actual operating environment of the vehicle, and the control accuracy is low.
  • the technical problem to be solved by the embodiments of the present invention is to overcome the failure of the steering system in the prior art, and the steering difficulty of the vehicle is provided.
  • the vehicle steering control method, system and vehicle are provided, and differential steering can be realized, and the response is fast.
  • an embodiment of the present invention provides a vehicle steering control method, including: acquiring a state parameter of a vehicle by the vehicle or a driving controller, and acquiring desired front wheel angle information, where the state parameter includes actual front wheel angle information; And the front wheel angle information is calculated to calculate the front wheel positive torque compensation, and the front wheel back positive torque compensation is the actual returning moment generated by the front tire and the front wheel angle of the vehicle when the front wheel angle information of the vehicle is the actual front wheel angle information
  • the information is the difference between the expected returning moments generated by the front tires when the front wheel angle information is desired; further, the desired front wheel two motor driving torque difference is calculated based on the front wheel back positive torque compensation, and the first front wheel for driving the vehicle is controlled.
  • the first front wheel drive machine outputs a first desired driving torque and controls a second front wheel drive machine for driving the second front wheel of the vehicle to output a second desired driving torque, a difference between the first desired driving torque and the second desired driving torque In order to expect the front wheel two motors to drive the torque difference.
  • the steering control amount of the vehicle can be compensated before the vehicle is turned, and the control precision and the response speed of the differential steering are improved.
  • the vehicle or the drive controller may also control the first front wheel drive of the vehicle to output the first desired drive torque and control the second front wheel drive of the vehicle to output the second desired drive torque.
  • the first desired going moment and the second desired going moment are determined according to the desired front wheel two motor driving torque difference and the front wheel total driving torque.
  • an embodiment of the vehicle or the drive controller calculating the desired driving torque difference between the two front wheels based on the front wheel positive torque compensation may be:
  • the vehicle or the drive controller calculates the feedforward control amount according to the front wheel returning positive torque compensation; the feedforward control amount is the sum of the steering system inertia compensation, the steering system friction force compensation, and the front wheel return positive torque compensation; and further, according to the feedforward control amount calculation It is expected that the front wheel and the two motors will drive the torque difference.
  • control precision and the response speed of the differential steering are improved by compensating for the steering inertia, the steering friction, the front wheel positive torque, and the like before the vehicle is turned.
  • the first desired driving torque is:
  • the second desired driving torque is:
  • T xfr is the first desired driving torque
  • T xfl is the second desired driving torque
  • T xfr -T xfl is the desired front wheel two motor driving torque difference
  • T 0 is the front wheel total driving torque of the vehicle
  • M FF is the front Feed control amount
  • G is the transmission ratio between the front wheel drive machine and the front wheel
  • R is the wheel rolling radius
  • r ⁇ is the lateral offset of the main pin.
  • the desired driving torques of the first front wheel and the second front wheel are balancedly set, and the stability of the vehicle motion is improved.
  • an embodiment of the vehicle or the drive controller calculating the desired driving torque difference between the two front wheels based on the front wheel positive torque compensation may be:
  • the vehicle or the drive controller calculates a feedforward control amount according to the front wheel returning positive torque compensation, and the feedforward control amount is a sum of the steering system inertia compensation, the steering system friction force compensation, and the front wheel return positive torque compensation;
  • the vehicle or the drive controller calculates a feedback control amount according to the state parameter and the desired front wheel angle information of the vehicle, and the feedback control amount is a control amount required to overcome the deviation between the actual motion state of the vehicle and the desired motion state, and the driving torque difference between the front wheels and the two motors. ;
  • the vehicle or the drive controller calculates the desired front wheel and two motor drive torque differences based on the feedforward control amount and the feedback control amount.
  • the feedforward control and the feedback control are combined to realize the steering control of the vehicle, and the control precision of the differential steering is further improved.
  • the first desired driving torque is:
  • the second desired driving torque is:
  • T xfr is the first desired driving torque
  • T xfl is the second desired driving torque
  • T xfr -T xfl is the desired front wheel two motor driving torque difference
  • T 0 is the front wheel total driving torque of the vehicle
  • M FF is the front Feed control amount
  • M FB is the feedback control amount
  • G is the reduction ratio between the front wheel drive machine and the front wheel
  • R is the wheel rolling radius
  • r ⁇ is the lateral offset of the main pin.
  • the desired driving torques of the first front wheel and the second front wheel are balancedly set, and the stability of the vehicle motion is improved.
  • the actual front wheel angle information includes an actual front wheel angle
  • the desired front wheel angle information includes a desired front wheel angle
  • M FF3 T a ( ⁇ , ⁇ f )-T a ( ⁇ , ⁇ f_des );
  • M FF M FF1 + M FF2 + M FF3 ;
  • M FF1 is the steering system inertia compensation
  • M FF2 is the steering system friction compensation
  • M FF3 is the front wheel positive torque compensation
  • M FF is the feedforward control amount
  • J eff is the steering system moment of inertia
  • ⁇ is the actual front wheel
  • b eff is the effective damping of the steering system
  • T f ( ⁇ ) is the actual friction torque of the steering system
  • T f ( ⁇ des ) is the desired friction torque of the steering system
  • ⁇ is the road surface attachment
  • ⁇ f is the actual front wheel side declination
  • ⁇ f_des is the desired front wheel side declination
  • T a ( ⁇ , ⁇ f ) is the actual front wheel positive moment
  • T a ( ⁇ , ⁇ f_des ) is the desired front wheel positive Torque.
  • the state parameter may further include an actual yaw rate of the vehicle; and an embodiment in which the vehicle or the drive controller calculates the feedback control amount according to the state parameter and the desired front wheel angle information of the vehicle.
  • the vehicle or the drive controller calculates the feedback control amount according to the state parameter and the desired front wheel angle information of the vehicle.
  • a vehicle or a drive controller calculates a desired yaw rate based on the desired angle information
  • the feedback control amount is:
  • M FB is the feedback control amount
  • K p and K I are feedback control parameters
  • r des is the desired yaw rate
  • r is the actual yaw rate
  • t is time.
  • the acquiring the state parameter of the vehicle by the vehicle or the driving controller comprises: acquiring the actual front wheel angle information of the vehicle, the moving speed, the acceleration, the front wheel driving torque, and the vehicle or the driving controller;
  • the driving controller estimates the road surface adhesion coefficient and the front wheel side declination according to the actual front wheel angle information, the moving speed, the acceleration, and the front wheel driving torque;
  • the state parameter may further include: the moving speed, the acceleration, the front wheel driving torque, the road surface Adhesion coefficient and front wheel side yaw angle;
  • An embodiment of the vehicle or the drive controller for calculating the front wheel positive torque compensation according to the state parameter and the desired front wheel angle information may be: the vehicle or the drive controller calculates the front wheel back positive torque model according to the road surface adhesion coefficient and the front wheel side angle Actual returning moment; calculating the desired front wheel side declination according to the desired front wheel angle information; calculating the desired returning moment by the front wheel backing positive moment model according to the road surface adhesion coefficient and the desired front wheel side declination; and further, according to the actual returning moment and It is expected that the positive moment will calculate the front wheel positive torque compensation.
  • the technical solution provides a method for calculating the front wheel returning positive torque compensation, that is, calculating the actual returning moment and the expected returning positive torque by the front wheel returning positive torque model, thereby obtaining the front wheel returning positive torque compensation.
  • an embodiment of the present invention further provides a driving controller, including:
  • An acquiring unit configured to acquire a state parameter of the vehicle and obtain desired front wheel angle information; the state parameter includes actual front wheel angle information;
  • a first calculating unit configured to calculate front wheel back positive torque compensation according to the state parameter and the desired front wheel angle information, wherein the front wheel back positive torque compensation is actual generated by the front tire when the front wheel angle information of the vehicle is the actual front wheel angle information The difference between the positive return torque and the expected positive return torque generated by the front tire when the front wheel angle information of the vehicle is the desired front wheel angle information;
  • a second calculating unit configured to calculate a driving torque difference between the two front wheels of the front wheel based on the front wheel positive torque compensation
  • control unit for controlling a first front wheel drive of the vehicle to output a first desired drive torque and a second front wheel drive output of the control vehicle to output a second desired drive torque, a difference between the first desired drive torque and the second desired drive torque In order to expect the front wheel two motors to drive the torque difference;
  • the first front wheel drive is for driving the first front wheel of the vehicle
  • the second front wheel drive is for driving the second front wheel of the vehicle.
  • the steering control amount of the vehicle can be compensated before the vehicle is turned, and the control precision and the response speed of the differential steering are improved.
  • the driving controller further includes:
  • a determining unit configured to determine a first desired going torque and a second desired going torque according to the desired front wheel two motor driving torque difference and the front wheel total driving torque.
  • the second computing unit is specifically configured to:
  • the feedforward control amount is calculated according to the positive torque compensation of the front wheel; the feedforward control amount is the sum of the steering inertia compensation, the steering friction compensation and the front wheel positive torque compensation;
  • control precision and the response speed of the differential steering are improved by compensating for the steering inertia, the steering friction, the front wheel positive torque, and the like before the vehicle is turned.
  • the first desired driving torque is:
  • the second desired driving torque is:
  • T xfr is the first desired driving torque
  • T xfl is the second desired driving torque
  • T xfr -T xfl is the desired front wheel two motor driving torque difference
  • T 0 is the front wheel total driving torque of the vehicle
  • M FF is the front Feed control amount
  • G is the transmission ratio between the front wheel drive machine and the front wheel
  • R is the wheel rolling radius
  • r ⁇ is the lateral offset of the main pin.
  • the desired driving torques of the first front wheel and the second front wheel are balancedly set, and the stability of the vehicle motion is improved.
  • the second computing unit is specifically configured to:
  • the feedforward control amount is calculated according to the positive torque compensation of the front wheel; the feedforward control amount is the sum of the steering inertia compensation, the steering friction compensation and the front wheel positive torque compensation;
  • the feedback control amount is a control amount required to overcome the deviation between the actual motion state of the vehicle and the desired motion state, and the driving torque difference between the front wheels and the two motors is required;
  • the driving torque difference between the two front wheels of the desired front wheel is calculated according to the feedforward control amount and the feedback control amount.
  • the feedforward control and the feedback control are combined to realize the steering control of the vehicle, and the control precision of the differential steering is further improved.
  • the first desired driving torque is:
  • the second desired driving torque is:
  • T xfr is the first desired driving torque
  • T xfl is the second desired driving torque
  • T xfr -T xfl is the desired front wheel two motor driving torque difference
  • T 0 is the front wheel total driving torque of the vehicle
  • M FF is the front Feed control amount
  • M FB is the feedback control amount
  • G is the reduction ratio between the front wheel drive machine and the front wheel
  • R is the wheel rolling radius
  • r ⁇ is the lateral offset of the main pin.
  • the desired driving torques of the first front wheel and the second front wheel are balancedly set, and the stability of the vehicle motion is improved.
  • the actual front wheel angle information includes an actual front wheel angle
  • the desired front wheel angle information includes a desired front wheel angle
  • M FF3 T a ( ⁇ , ⁇ f )-T a ( ⁇ , ⁇ f_des );
  • M FF M FF1 + M FF2 + M FF3 ;
  • M FF1 is the steering system inertia compensation
  • M FF2 is the steering system friction compensation
  • M FF3 is the front wheel positive torque compensation
  • M FF is the feedforward control amount
  • J eff is the steering system moment of inertia
  • ⁇ is the actual front wheel
  • b eff is the effective damping of the steering system
  • T f ( ⁇ ) is the actual friction torque of the steering system
  • T f ( ⁇ des ) is the desired friction torque of the steering system
  • ⁇ is the road surface attachment
  • ⁇ f is the actual front wheel side declination
  • ⁇ f_des is the desired front wheel side declination
  • T a ( ⁇ , ⁇ f ) is the actual front wheel positive moment
  • T a ( ⁇ , ⁇ f_des ) is the desired front wheel positive Torque.
  • the state parameter further includes an actual yaw rate of the vehicle;
  • the second calculating unit is configured to calculate the feedback control amount according to the state parameter and the desired front wheel angle information of the vehicle, and specifically includes:
  • the feedback control amount is:
  • M FB is the feedback control amount
  • K p and K I are feedback control parameters
  • r des is the desired yaw rate
  • r is the actual yaw rate
  • t is time.
  • the acquiring unit performs the acquiring the state parameter of the vehicle, specifically: acquiring actual front wheel angle information, motion speed, acceleration, front wheel driving torque of the vehicle; and, according to actual front wheel angle information, The moving speed, the acceleration, the front wheel driving torque, the road surface adhesion coefficient and the front wheel side declination; the state parameter may further include: a moving speed, an acceleration, a front wheel driving torque, a road surface adhesion coefficient, and a front wheel side declination;
  • the first calculation unit is specifically used to:
  • the front wheel positive torque compensation is calculated based on the actual returning moment and the expected returning moment.
  • the technical solution provides a method for calculating the front wheel returning positive torque compensation, that is, calculating the actual returning moment and the expected returning positive torque by the front wheel returning positive torque model, thereby obtaining the front wheel returning positive torque compensation.
  • an embodiment of the present invention further provides a driving controller, including: a processor and a memory, wherein the processor is connected to the memory, and the processor is configured to execute the program code stored in the memory to execute:
  • the state parameter includes actual front wheel angle information
  • the front wheel back positive torque compensation is calculated according to the state parameter and the desired front wheel angle information, and the front wheel back positive torque compensation is the actual returning moment generated by the front tire when the front wheel angle information of the vehicle is the actual front wheel angle information and the vehicle
  • the front wheel angle information is the difference between the expected returning moments generated by the front tires when the front wheel angle information is desired;
  • the second front wheel drive of the two front wheels outputs a second desired drive torque, and the difference between the first desired drive torque and the second desired drive torque is a difference between the desired front wheel and two motor drive torques.
  • the driving controller can compensate the steering control amount of the vehicle before the vehicle turns, and improve the control precision and the response speed of the differential steering.
  • the processor before the processor executes the first front wheel drive machine that controls the vehicle to output the first desired driving torque and the second front wheel drive machine that controls the vehicle outputs the second desired driving torque, the processor is further configured to: Execution: determining the first desired going torque and the second desired going moment according to the desired front wheel two motor driving torque difference and the front wheel total driving torque.
  • the processor performs a calculation of the difference between the driving torques of the two front wheels of the front wheel based on the front wheel positive torque compensation, which specifically includes:
  • the feedforward control amount is a sum of the steering system inertia compensation, the steering system friction force compensation, and the front wheel return positive torque compensation; and further, calculating according to the feedforward control amount It is expected that the front wheel and the two motors will drive the torque difference.
  • control precision and the response speed of the differential steering are improved by compensating for the steering inertia, the steering friction, the front wheel positive torque, and the like before the vehicle is turned.
  • the difference between the driving torques of the two front wheels of the desired front wheel is:
  • the first desired driving torque is:
  • the second desired driving torque is:
  • T xfr is the first desired driving torque
  • T xfl is the second desired driving torque
  • T xfr ⁇ T xfl is the desired front wheel two motor driving torque difference
  • T 0 is the front wheel of the vehicle.
  • the total driving torque, M FF is the feedforward control amount
  • G is the transmission ratio between the front wheel drive machine and the front wheel
  • R is the wheel rolling radius
  • r ⁇ is the lateral offset of the main pin.
  • the driving controller balances the desired driving torques of the first front wheel and the second front wheel to improve the stability of the vehicle motion.
  • the processor performs the calculation of the difference between the driving torques of the front wheels and the two motors based on the front wheel positive torque compensation, which specifically includes:
  • the feedforward control amount is a sum of a steering system inertia compensation, a steering system friction force compensation, and the front wheel back positive torque compensation;
  • Control volume Calculating a feedback control amount according to the state parameter and the desired front wheel angle information of the vehicle, where the feedback control amount is required to overcome the deviation between the actual motion state of the vehicle and the desired motion state, and the front wheel and the two motor driving torque differences are required.
  • the desired front wheel two motor driving torque difference is calculated according to the feedforward control amount and the feedback control amount.
  • the drive controller combines the feedforward control and the feedback control to realize the steering control of the vehicle, and further improves the control precision of the differential steering.
  • the first desired driving torque is:
  • the second desired driving torque is:
  • T xfr is the first desired driving torque
  • T xfl is the second desired driving torque
  • T xfr -T xfl is the desired front wheel two motor driving torque difference
  • T 0 is the front wheel total driving torque of the vehicle
  • M FF is the front Feed control amount
  • M FB is the feedback control amount
  • G is the reduction ratio between the front wheel drive machine and the front wheel
  • R is the wheel rolling radius
  • r ⁇ is the lateral offset of the main pin.
  • the desired driving torques of the first front wheel and the second front wheel are balancedly set, and the stability of the vehicle motion is improved.
  • the actual front wheel angle information includes an actual front wheel angle;
  • the desired front wheel angle information includes a desired front wheel angle;
  • M FF3 T a ( ⁇ , ⁇ f )-T a ( ⁇ , ⁇ f_des );
  • M FF M FF1 + M FF2 + M FF3 ;
  • M FF1 is the steering system inertia compensation
  • M FF2 is the steering system friction compensation
  • M FF3 is the front wheel positive torque compensation
  • M FF is the feedforward control amount
  • J eff is the steering system moment of inertia
  • ⁇ is the actual front wheel
  • b eff is the effective damping of the steering system
  • T f ( ⁇ ) is the actual friction torque of the steering system
  • T f ( ⁇ des ) is the desired friction torque of the steering system
  • ⁇ is the road surface attachment
  • ⁇ f is the actual front wheel side declination
  • ⁇ f_des is the desired front wheel side declination
  • T a ( ⁇ , ⁇ f ) is the actual front wheel positive moment
  • T a ( ⁇ , ⁇ f_des ) is the desired front wheel positive Torque.
  • the state parameter further includes an actual yaw rate of the vehicle;
  • the processor performs a calculation of the feedback control amount according to the state parameter and the desired front wheel angle information of the vehicle, and specifically includes:
  • the feedback control amount is:
  • M FB is the feedback control amount
  • K p and K I are feedback control parameters
  • r des is the desired yaw rate
  • r is the actual yaw rate
  • t is time.
  • the processor performs acquiring the state parameter of the vehicle, specifically: acquiring actual front wheel angle information, motion speed, acceleration, front wheel driving torque of the vehicle; and, according to actual front wheel angle information, The motion speed, the acceleration, the front wheel drive torque, the road surface adhesion coefficient, and the front wheel side declination; the state parameters further include: motion speed, acceleration, front wheel drive torque, road surface adhesion coefficient, and front wheel side declination;
  • the processor performs calculation of the front wheel back positive torque compensation according to the state parameter and the desired front wheel angle information, and specifically includes:
  • the front wheel positive torque compensation is calculated based on the actual returning moment and the expected returning moment.
  • the technical solution provides a method for calculating the front wheel returning positive torque compensation, that is, calculating the actual returning moment and the expected returning positive torque by the front wheel returning positive torque model, thereby obtaining the front wheel returning positive torque compensation.
  • an embodiment of the present invention further provides a driving controller, including: a processor and a memory, the processor is connected to a memory, and the processor is configured to invoke the program code stored in the memory to perform, as in the first aspect Any of the vehicle steering control methods described.
  • an embodiment of the present invention further provides a vehicle steering system, where the vehicle steering system includes: two front wheels, at least one rear wheel, and a first front wheel drive corresponding to the two front wheels respectively.
  • the first front wheel drive is for driving a first front wheel of the vehicle
  • the second front wheel drive is for driving a second front wheel of the vehicle
  • the drive controller is used to:
  • the difference in torque is the difference in driving torque between the two front wheels of the desired front wheel.
  • the driving controller controls a first front wheel drive machine that executes the vehicle to output a first desired driving torque and a second front wheel drive machine that controls the vehicle to output a second desired driving torque
  • the drive controller was also used to:
  • the driving controller performs the calculation of the difference between the driving torques of the front wheels and the two motors based on the front wheel positive torque compensation, which specifically includes:
  • the feedforward control amount is a sum of a steering system inertia compensation, a steering system friction force compensation, and the front wheel return positive torque compensation;
  • the difference between the driving torques of the two front wheels of the desired front wheel is:
  • the first desired driving torque is:
  • the second desired driving torque is:
  • T xfr is the first desired driving torque
  • T xfl is the second desired driving torque
  • T xfr ⁇ T xfl is the desired front wheel two motor driving torque difference
  • T 0 is the front wheel of the vehicle.
  • the total driving torque, M FF is the feedforward control amount
  • G is the transmission ratio between the front wheel drive machine and the front wheel
  • R is the wheel rolling radius
  • r ⁇ is the lateral offset of the main pin.
  • the driving controller performs the calculation of the difference between the driving torques of the front wheels and the two motors based on the front wheel positive torque compensation, which specifically includes:
  • the feedforward control amount is a sum of a steering system inertia compensation, a steering system friction force compensation, and the front wheel return positive torque compensation;
  • Control volume Calculating a feedback control amount according to the state parameter and the desired front wheel angle information of the vehicle, where the feedback control amount is required to overcome the deviation between the actual motion state of the vehicle and the desired motion state, and the front wheel and the two motor driving torque differences are required.
  • the difference between the driving torques of the two front wheels of the desired front wheel is:
  • the first desired driving torque is:
  • the second desired driving torque is:
  • T xfr is the first desired driving torque
  • T xfl is the second desired driving torque
  • T xfr ⁇ T xfl is the desired front wheel two motor driving torque difference
  • T 0 is the front wheel of the vehicle.
  • the total driving torque M FF is the feedforward control amount
  • M FB is the feedback control amount
  • G is the reduction ratio between the front wheel drive and the front wheel
  • R is the wheel rolling radius
  • r ⁇ is the lateral offset of the main pin.
  • the actual front wheel angle information includes an actual front wheel angle
  • the desired front wheel angle information includes a desired front wheel angle
  • M FF3 T a ( ⁇ , ⁇ f )-T a ( ⁇ , ⁇ f_des );
  • M FF M FF1 + M FF2 + M FF3 ;
  • M FF1 is the steering system inertia compensation
  • M FF2 is the steering system friction compensation
  • M FF3 is the front wheel positive torque compensation
  • M FF is a feedforward control amount
  • J eff is the steering system Moment of inertia
  • ⁇ is the actual front wheel angle
  • ⁇ des is the desired front wheel angle
  • b eff is the effective damping of the steering system
  • T f ( ⁇ ) is the actual friction torque of the steering system
  • T f ( ⁇ des ) is the desired friction torque of the steering system
  • ⁇ is the road surface adhesion coefficient
  • ⁇ f is the actual front wheel side declination
  • ⁇ f — des is the desired front wheel side declination
  • T a ( ⁇ , ⁇ f ) is the actual The front wheel positive moment
  • T a ( ⁇ , ⁇ f_des ) is the desired front wheel positive torque.
  • the state parameter further includes an actual yaw rate of the vehicle; the drive controller performs the calculation of the feedback based on the state parameter and the desired front wheel angle information of the vehicle The amount of control, including:
  • the feedback control amount is:
  • M FB is the feedback control amount
  • K p and K I are feedback control parameters
  • r des is the desired yaw rate
  • r is the actual yaw rate
  • t is time.
  • the obtaining the state parameters of the vehicle includes:
  • the state parameter further includes: the motion speed, the acceleration, the front wheel drive torque, the road surface adhesion coefficient, and the front wheel side yaw angle;
  • the driving controller performs the calculation of the front wheel back positive torque compensation according to the state parameter and the desired front wheel angle information, which specifically includes:
  • the front wheel positive torque compensation is calculated based on the actual return torque and the desired return positive torque.
  • an embodiment of the present invention further provides a vehicle steering system, where the vehicle steering system includes: two front wheels, at least one rear wheel, and a first front wheel drive corresponding to the two front wheels respectively.
  • the first front wheel drive is for driving a first front wheel of the vehicle
  • the second front wheel drive is for driving a second front wheel of the vehicle
  • the drive controller may be any one of the drive controllers of the second aspect or the third aspect.
  • an embodiment of the present invention further provides a vehicle, including: two front wheels, at least one rear wheel, a first front wheel drive machine corresponding to the two front wheels, and a second Front wheel drive machine and drive controller;
  • the first front wheel drive is for driving a first front wheel of the vehicle
  • the second front wheel drive is for driving a second front wheel of the vehicle
  • the drive controller may be any one of the drive controllers of the second aspect or the third aspect.
  • an embodiment of the present invention further provides a computer storage medium for computer software instructions, when executed by a computer, causing the computer to perform the first aspect A vehicle steering control method.
  • the embodiment of the present invention further provides a computer program, the computer program comprising computer software instructions, when executed by a computer, causing a computer to execute any one of the vehicle steering control methods described in the first aspect.
  • the embodiment of the present invention obtains the state parameter of the vehicle and acquires the desired front wheel angle information, the state parameter includes the actual front wheel angle information; and calculates the front wheel positive torque compensation according to the state parameter and the desired front wheel angle information.
  • the front wheel backing moment compensation is the actual returning moment generated by the front tire when the front wheel angle information of the vehicle is the actual front wheel angle information and the expectation of the front wheel tire when the front wheel angle information of the vehicle is the desired front wheel angle information.
  • the vehicle steering control amount can be compensated before the vehicle is turned, and the control precision and response speed of the differential steering can be improved.
  • FIG. 1 is a schematic explanatory diagram of a steer-by-wire steering system according to an embodiment of the present invention
  • FIG. 2 is a schematic structural diagram of a steering system according to an embodiment of the present invention.
  • FIG. 3 is a schematic diagram of a two-degree-of-freedom model of a vehicle according to an embodiment of the present invention.
  • FIG. 4 is a schematic flow chart of a vehicle steering control method according to an embodiment of the present invention.
  • FIG. 5 is a schematic diagram of a principle of vehicle steering control according to an embodiment of the present invention.
  • FIG. 6 is a schematic diagram of another principle of steering control of a vehicle according to an embodiment of the present invention.
  • FIG. 7 is a schematic structural diagram of a driving controller according to an embodiment of the present invention.
  • FIG. 8 is a schematic structural diagram of another driving controller according to an embodiment of the present invention.
  • Pavement adhesion coefficient ⁇ centroid longitudinal acceleration a x , centroid lateral (lateral) acceleration a y , front axle left wheel driving force F xfl , front axle right wheel driving force F xfr , steering wheel angle ⁇ sw , steering wheel torque T sw
  • the left wheel driving force F xfl of the front axle generates a moment ⁇ ds1 around the kingpin
  • the driving force F xfr of the right wheel of the front axle generates a moment ⁇ ds2 around the kingpin
  • the effective moment of inertia of the steering system J eff and the effective damping of the steering system b eff
  • front wheel angle ⁇ , desired front wheel angle ⁇ des desired front wheel left and right wheel drive torque difference M u
  • tire return torque T a steering system friction torque T f , front wheel tire side angle ⁇ f , Rear wheel tire side angle ⁇ r , vehicle longitudinal velocity v x , vehicle centroid lateral
  • the driving forces F xfl and F xfr of the left and right wheels of the front axle generate moments ⁇ ds1 and ⁇ ds2 around the kingpin.
  • FIG. 2 is a schematic structural diagram of a steering system according to an embodiment of the present invention.
  • the steering system may include two front wheels, at least one rear wheel, and a first front corresponding to the two front wheels respectively.
  • the steering system includes: 4 wheels, 4 motors corresponding to 4 wheels, a drive controller, a motion sensor, and the like.
  • the steering system may further include, but is not limited to, at least one of a steering controller, a steering wheel, a steering wheel angle detecting device, a steering motor, a braking device, and the like.
  • the four wheels include a front axle left wheel, a front axle right wheel, a rear axle left wheel, and a rear axle right wheel.
  • the motion sensor can obtain motion information of the vehicle and/or the wheel.
  • the motion sensor includes, but is not limited to, at least one of a speed sensor, an acceleration sensor, a corner sensor, a yaw angle sensor, a magnetic sensor, a radar, an image sensor such as a camera, and the like.
  • the motion information includes, but is not limited to, a moving speed, an acceleration, a direction of the vehicle, a yaw angle information of the wheel, a side yaw angle, and the like.
  • the speed sensor is used to obtain the speed of motion of the vehicle, which may include the longitudinal speed of the vehicle's center of mass, the lateral (lateral) speed, and the like.
  • the acceleration sensor user obtains centroid longitudinal acceleration, lateral (lateral) acceleration, etc., and may include an accelerometer or the like.
  • the angle sensor can be placed on the front wheel of the vehicle for obtaining the front wheel angle; the angle sensor can also be placed on the rear wheel or other position on the vehicle.
  • the corner sensor may include a gyroscope or the like.
  • the vehicle may also obtain motion information of the vehicle and/or the wheel by a combination of one or more of an accelerometer, a gyroscope, a magnetic sensor, a radar, or a camera.
  • the vehicle or the steering system can acquire the yaw angle information of the vehicle through a yaw angle sensor disposed on the vehicle body, and the yaw angle information may include a yaw rate and/or a yaw angle of the vehicle.
  • the yaw angle sensor is a yaw rate sensor, and the yaw rate of the vehicle is acquired by the yaw rate sensor.
  • the drive controller is used to control the drive torque or drive force of the four motor outputs.
  • the drive controller can be one or more.
  • the driving controller can also be disposed on the same chip as the steering controller, which is not limited in the present invention.
  • the drive controller is configured to execute the vehicle steering control method according to the embodiment of the present invention.
  • the steering wheel angle detecting device is configured to acquire steering wheel angle information, and the steering wheel angle information includes at least one of a steering wheel rotation angle, a steering wheel rotational angular velocity, a steering wheel torque, and the like.
  • the steering controller is used to achieve steer-by-wire steering of the vehicle.
  • the steering controller may receive the steering wheel rotation information such as the steering wheel rotation angular velocity, the steering wheel angle or the steering wheel torque transmitted by the steering wheel angle detecting device, and control the steering motor to pull the steering rod according to the steering wheel rotation information, thereby controlling the front and rear left and right wheels respectively.
  • the torque around the kingpin causes the two wheels of the front axle to rotate around the kingpin, thereby achieving steering control of the vehicle.
  • Braking devices are used to achieve deceleration of the vehicle or wheel.
  • the brake device may include four hydraulic brakes or other brake devices, which are not limited in the present invention.
  • the embodiment of the present invention is only described by taking the steering system including four wheels as an example. It can be understood that the steering system may further include 6, 7, or other numbers of wheels. Any of the above steering systems may be disposed in a vehicle, and based on the same inventive concept, the vehicle may implement the vehicle steering control method of the present invention.
  • the steering system can be disposed on the vehicle, and the steering control of the vehicle is realized by the vehicle steering control method according to the embodiment of the invention.
  • the front wheel lateral force and the front wheel return positive moment are estimated according to the acquired state parameters; the estimated front wheel lateral force and the estimated front wheel return positive torque pass parameters
  • the observer simultaneously estimates the road surface adhesion coefficient and the front wheel side yaw angle.
  • the state parameter may include actual front wheel angle information, front wheel drive torque, motion speed, acceleration, and the like.
  • any one of the controllers that can implement calculation in a vehicle such as a drive controller, a steering controller or a general controller of a vehicle can perform the estimation of the road surface adhesion coefficient and the front wheel lateral force according to the present invention. method.
  • FIG. 3 is a schematic diagram of a two degree of freedom model of a vehicle according to an embodiment of the present invention.
  • the front wheel side angle ⁇ f can be described as:
  • the rear wheel side angle ⁇ r can be described as:
  • ⁇ is the front wheel angle, which can be calculated from the motion parameters, or directly obtained by the angle sensor provided on the front wheel;
  • v x is the longitudinal velocity of the vehicle centroid, and
  • v y is the side of the known vehicle centroid To (lateral) speed;
  • a is the distance from the vehicle's center of mass to the front axle, b is the distance from the vehicle's center of mass to the rear axle;
  • r is the actual yaw rate of the vehicle, which can be obtained by the yaw angle sensor. It can be understood that a and b are inherent parameters of the vehicle and can be calibrated by means of measurement or the like.
  • the lateral force generated by the interaction between the wheel and the road surface and the positive torque of the front wheel are nonlinear functions of the road surface adhesion coefficient and the front wheel side declination. among them,
  • the lateral force model can be expressed as:
  • the front wheel positive torque model can be expressed as:
  • F yf ( ⁇ , ⁇ f ) represents the front wheel lateral force
  • F yr ( ⁇ , ⁇ r ) represents the rear wheel lateral force
  • F zf is the front wheel tire load
  • F zr is the rear wheel tire load
  • C p For the tire unit length, the lateral stiffness is one half of the tire grounding length.
  • lateral force model and the front wheel positive torque model may also adopt other models, which are not limited in the present invention.
  • the calculation of the road surface adhesion coefficient and the front wheel side yaw angle can be obtained by the following estimation methods:
  • I z is the effective yaw moment of inertia of the vehicle
  • m is the mass of the vehicle
  • ⁇ M is the yaw moment generated by the tire force of the left and right wheels of the front wheel
  • ⁇ M r is the yaw moment generated by the tire forces of the left and right wheels of the rear wheel.
  • the yaw moments ⁇ M and ⁇ M r can be calculated from the driving force or driving torque of the wheel of the vehicle, the braking force or the braking torque, the inherent parameters of the vehicle, and the like.
  • l 1 , l 2 , l 3 , l 4 are parameter observer gains, and the parameter observer gain needs to be guaranteed:
  • the estimated road surface adhesion coefficient can be used as the actual road surface adhesion coefficient
  • the estimated front wheel side angle can be used as the actual front wheel side angle.
  • the embodiment of the present invention uses feedforward control to calculate the control amount of the user's steering of the vehicle through the current actual returning moment of the vehicle and the expected positive return torque, and then calculate the driving torque of the two front wheels of the desired front wheel based on the control amount. Poor to achieve differential steering of the vehicle.
  • FIG. 4 is a schematic flow chart of a vehicle steering control method according to an embodiment of the present invention.
  • the vehicle steering control method can be applied to a vehicle or a steering system.
  • the steering control method includes all or part of the following steps:
  • Step S1 Acquire a state parameter of the vehicle and acquire desired front wheel angle information; the state parameter includes actual front wheel angle information.
  • the status parameters may include, but are not limited to, actual front wheel angle information, front wheel drive torque, motion speed, acceleration speed, road surface adhesion coefficient, front wheel side declination, and the like.
  • the actual front wheel angle information may be an actual front wheel angle and/or an actual front wheel angle; the actual front wheel angle may be obtained in real time by being disposed on a front wheel upper angle sensor, such as a gyroscope.
  • the actual front wheel angle and the actual front wheel angle can be derived from each other.
  • the front wheel drive torque includes the front axle left wheel drive torque and the front wheel right wheel drive torque.
  • the vehicle or drive controller can obtain the front wheel drive torque in real time. The difference between the front axle left wheel drive torque and the front wheel right wheel drive torque will drive the front wheel steering to cause the vehicle to steer.
  • the speed of movement refers to the speed of the vehicle's center of mass, and may include the lateral (lateral) speed of the vehicle center of mass and the longitudinal speed of the vehicle's center of mass.
  • the vehicle can obtain the speed of the vehicle's center of mass in real time through the speed sensor.
  • the acceleration refers to the acceleration of the vehicle centroid, and may include lateral (lateral) acceleration of the vehicle centroid and longitudinal acceleration of the vehicle centroid.
  • the vehicle can acquire the acceleration of the vehicle in real time through the acceleration sensor.
  • the road surface adhesion coefficient refers to the adhesion coefficient of the tire of the vehicle and the road surface it contacts, which is determined by the properties of the road surface and the tire.
  • the front wheel side declination refers to the front axle left wheel side declination and/or the front axle right wheel side declination.
  • the front axle left wheel side declination is equal to the front axle right wheel side declination.
  • the parameters such as the mass of the vehicle, the moment of inertia, the distance from the center of mass of the vehicle to the front or rear axle, the radius of the wheel, the width of the wheel, and the lateral stiffness of the tire are the inherent parameters of the vehicle, which can be obtained by testing or measuring in advance.
  • the desired front wheel angle information may include at least one of a desired front wheel angle, a desired front wheel angular velocity, a desired yaw angular velocity, a desired yaw angle, and the like.
  • the manner of obtaining the desired front wheel angle information may include, but is not limited to, the following two modes:
  • the driver manipulates the steering wheel so that the steering wheel rotates to produce the steering wheel angle ⁇ sw .
  • the yaw rate r des is:
  • L is the distance between the front axle and the rear axle; k is the dynamic parameter of the vehicle and is constant; v x is the longitudinal velocity of the vehicle centroid; ⁇ is the steering system transmission ratio.
  • the desired yaw rate of the vehicle can be calculated by the vehicle control system, for example:
  • e d is the lateral error of the actual position of the vehicle on the road and the desired position
  • e ⁇ is the heading angle error of the vehicle traveling
  • k 1 and l are the control parameters to be calibrated.
  • the desired front wheel angle can be calculated by the formula (12).
  • the desired yaw rate can be calculated by a controller such as a vehicle master controller, a drive controller, or a steering controller for an unmanned vehicle or a vehicle in a state of an autonomous vehicle, and a desired yaw rate is required.
  • a controller such as a vehicle master controller, a drive controller, or a steering controller for an unmanned vehicle or a vehicle in a state of an autonomous vehicle, and a desired yaw rate is required.
  • the invention is not limited.
  • an embodiment in which the vehicle may be based on the acquired road surface adhesion coefficient and the front wheel side declination may be: by establishing a front wheel lateral force model and a front wheel returning positive torque model, according to the obtained
  • a state parameter estimates the front wheel lateral force and the front wheel back positive moment; the road surface adhesion coefficient and the front wheel side declination are simultaneously estimated by the parameter observer based on the estimated front wheel lateral force and the estimated front wheel return positive moment.
  • the state parameter includes a first state parameter, and the first state parameter may include actual front wheel angle information, front wheel driving torque, motion speed, acceleration, and the like.
  • the vehicle may also obtain the road surface adhesion coefficient and the front wheel side yaw angle by other methods or methods.
  • the road surface adhesion coefficient sensor directly obtains the road surface adhesion coefficient, which is not limited in the present invention.
  • Step S2 calculating front wheel positive torque compensation according to the state parameter and the desired front wheel angle information, wherein the front wheel back positive torque compensation is before the front wheel angle information of the vehicle is the actual front wheel angle information The difference between the actual returning moment generated by the wheel tire and the desired returning moment generated by the front wheel tire when the front wheel angle information of the vehicle is the desired front wheel angle information.
  • Step S3 Calculate the difference between the driving torques of the two front wheels of the desired front wheel based on the front wheel returning positive torque compensation.
  • Step S4 controlling a first front wheel drive machine of the vehicle to output a first desired driving torque and controlling a second front wheel drive machine of the vehicle to output a second desired driving torque, the first desired driving torque and the first
  • the difference between the desired driving torques is the difference between the two motor driving torques.
  • the first front wheel drive is for driving a first front wheel of the vehicle
  • the second front wheel drive is for driving a second front wheel of the vehicle.
  • the first front wheel can be a front axle left/right wheel
  • the second front wheel can be a front axle right/left wheel, which is determined according to the desired corner information, the first desired driving torque and the second desired driving torque.
  • the first front wheel may be a front axle left wheel
  • the first front wheel drive machine may be a front axle left wheel drive machine
  • the second front wheel may be a front axle right wheel
  • the second front wheel drive may be a front axle right wheel
  • the driving machine when the desired corner information is desired to turn to the right first angle, the first desired driving torque is greater than the second driving torque, and the driving torque difference of the front and left wheels of the front axle causes the front wheel of the vehicle to rotate to the left.
  • the vehicle may calculate a feedforward control amount according to the front wheel returning positive torque compensation; the feedforward control amount is a sum of the steering system inertia compensation, the steering system friction force compensation, and the front wheel return positive torque compensation, and further, calculating the expectation according to the feedforward control amount
  • the front wheel and two motors drive the torque difference.
  • the dynamic equation of the steering system can be expressed as:
  • J eff is the moment of inertia of the steering system
  • ⁇ is the actual front wheel angle
  • ⁇ des is the desired front wheel angle
  • b eff is the effective damping of the steering system
  • T f ( ⁇ ) is the actual friction torque of the steering system
  • T f ( ⁇ des ) is the desired friction torque of the steering system
  • ⁇ is the road surface adhesion coefficient
  • ⁇ f is the actual front wheel side declination
  • ⁇ f_des is the desired front wheel side deviation
  • T a ( ⁇ , ⁇ f ) is the actual front cycle positive moment
  • T a ( ⁇ , ⁇ f_des ) is the desired front cycle positive moment.
  • the obtained road surface adhesion coefficient ⁇ , the actual front wheel side declination angle ⁇ f can be brought into the formula (4) to calculate the actual front wheel back positive torque T a ( ⁇ , ⁇ f ).
  • the obtained road surface adhesion coefficient ⁇ , the desired front wheel side declination angle ⁇ f — des is brought into the formula (4) to calculate the desired front wheel back positive moment T a ( ⁇ , ⁇ f — des ).
  • the front wheel side angle ⁇ f_des is:
  • v y_des is the desired centroid longitudinal velocity
  • ⁇ f is the actual front wheel yaw angle, which may be the front wheel side yaw estimated by the parametric observer.
  • Equations (14) and (15) are available:
  • the feedforward control amount can be expressed as:
  • M FF1 is the steering system inertia compensation
  • M FF2 is the steering system friction compensation
  • M FF3 is the front wheel positive torque compensation
  • M FF is the feedforward control amount.
  • M FF1 and M FF2 can be obtained by experimental measurement methods, or can be calculated based on state parameters and desired state parameters.
  • the desired state parameter may include a desired centroid velocity, a desired centroid acceleration, and the like.
  • M u is the difference between the driving torque of the two front wheels of the desired front wheel, which can be described as:
  • F xfl and F xfr are the driving forces of the left and right wheels of the desired front axle, respectively, and r ⁇ is the distance between the projection point of the kingpin on the road surface and the center plane of the front wheel (as shown in FIG. 1 ), therefore,
  • G is the reduction ratio between the front wheel drive machine and the front wheel driven by the front wheel drive machine
  • R is the wheel rolling radius
  • r ⁇ is the lateral offset of the main pin.
  • T xfr is the first desired driving torque
  • T xfl is the second desired driving torque
  • ⁇ T xf is the desired front wheel two motor driving torque difference.
  • the vehicle can calculate the feedforward control amount according to the front wheel returning positive torque compensation; the feedforward control amount is the sum of the steering system inertia compensation, the steering system friction force compensation and the front wheel return positive torque compensation; and is calculated according to the state parameter and the desired front wheel angle information of the vehicle.
  • the feedback control amount is further calculated; further, the driving torque difference between the two front wheels of the desired front wheel is calculated according to the feedforward control amount and the feedback control amount.
  • the feedback control amount is a control amount required to overcome the deviation between the actual motion state of the vehicle and the desired motion state, and the difference between the driving torques of the front wheels and the two motors.
  • the actual motion state of the vehicle may include, but is not limited to, actual yaw rate, actual yaw angle, etc.
  • the desired motion state of the vehicle includes, but is not limited to, a desired yaw rate, a desired yaw angle, and the like.
  • the calculation of the feedback control amount may be a PI controller, a synovial controller, an adaptive controller, or the like in the prior art, which is not limited by the present invention.
  • the PI controller is taken as an example to calculate the feedback control amount.
  • the desired yaw rate r des can be calculated by equation (11) or (13), and the feedback control amount can be calculated from the difference between the vehicle yaw rate and the actual yaw rate:
  • r is the actual yaw rate.
  • the vehicle can obtain the actual yaw rate of the vehicle in real time through the yaw rate sensor.
  • the actual yaw rate of the vehicle can also be calculated according to other state parameters obtained; K p , K I is the feedback control parameter.
  • the first desired drive torque can be achieved by the first front wheel drive and the second desired drive torque can be achieved by the second front wheel drive.
  • the front wheel drive machine (such as the first front wheel drive machine or the second front wheel drive machine) may include an engine and a brake.
  • the engine is used to provide driving force;
  • the brake is used to provide braking force to decelerate the wheel.
  • the driving torque (such as the first desired driving torque or the second desired driving torque) is a combined torque generated by the resultant force of the driving force and the braking force.
  • the first desired driving torque is:
  • the second desired driving torque is:
  • the difference between the first desired driving torque and the second desired driving torque is the difference between the driving torques of the front wheels and the two motors
  • the first desired driving torque and the second desired driving torque may be other values.
  • the invention is not limited.
  • the state parameter includes the actual front wheel angle information by acquiring the state parameter of the vehicle and the desired front wheel angle information; and calculating the front wheel back moment compensation according to the state parameter and the desired front wheel angle information, the front wheel returning positive torque
  • the compensation is the actual returning moment generated by the front tire when the front wheel angle information of the vehicle is the actual front wheel angle information and the expected returning moment generated by the front tire when the front wheel angle information of the vehicle is the desired front wheel angle information.
  • the vehicle steering control amount can be compensated before the vehicle is turned, and the control precision and response speed of the differential steering can be improved.
  • FIG. 7 is a schematic structural diagram of a driving controller according to an embodiment of the present invention.
  • the driving controller 70 may include an obtaining unit 710, a first calculating unit 720, a second calculating unit 730, and a control unit 740. Among them, the detailed description of each unit is as follows.
  • the acquiring unit 710 is configured to acquire a state parameter of the vehicle and obtain desired front wheel angle information; the state parameter includes actual front wheel angle information;
  • a first calculating unit 720 configured to calculate a front wheel back positive torque compensation according to the state parameter and the desired front wheel angle information, wherein the front wheel back positive torque compensation is before the front wheel angle information of the vehicle is the actual The difference between the actual returning moment generated by the front tire when the wheel angle information is generated and the desired returning moment generated by the front tire when the front wheel angle information of the vehicle is the desired front wheel angle information;
  • a second calculating unit 730 configured to calculate a desired front wheel two motor driving torque difference based on the front wheel positive torque compensation
  • control unit 740 configured to control a first front wheel drive of the vehicle to output a first desired driving torque and a second front wheel drive to control a second desired driving torque of the vehicle, the first desired driving torque and The difference between the second desired driving torque is the difference between the driving torques of the two front wheels of the desired front wheel;
  • first front wheel drive is for driving a first front wheel of the vehicle
  • second front wheel drive is for driving a second front wheel of the vehicle
  • the second calculating unit 730 is specifically configured to:
  • the feedforward control amount is a sum of a steering system inertia compensation, a steering system friction force compensation, and the front wheel back positive torque compensation;
  • the difference between the driving torques of the two front wheels of the desired front wheel is:
  • the first desired driving torque is:
  • the second desired driving torque is:
  • T xfr is the first desired driving torque
  • T xfl is the second desired driving torque
  • T xfr ⁇ T xfl is the desired front wheel two motor driving torque difference
  • T 0 is the front wheel of the vehicle.
  • the total driving torque, M FF is the feedforward control amount
  • G is the transmission ratio between the front wheel drive machine and the front wheel
  • R is the wheel rolling radius
  • r ⁇ is the lateral offset of the main pin.
  • the second calculating unit 730 is specifically configured to:
  • the feedforward control amount is a sum of a steering system inertia compensation, a steering system friction force compensation, and the front wheel back positive torque compensation;
  • Control volume Calculating a feedback control amount according to the state parameter and the desired front wheel angle information of the vehicle, where the feedback control amount is required to overcome the deviation between the actual motion state of the vehicle and the desired motion state, and the front wheel and the two motor driving torque differences are required.
  • the difference between the driving torques of the two front wheels of the desired front wheel is:
  • the first desired driving torque is:
  • the second desired driving torque is:
  • T xfr is the first desired driving torque
  • T xfl is the second desired driving torque
  • T xfr ⁇ T xfl is the desired front wheel two motor driving torque difference
  • T 0 is the front wheel of the vehicle.
  • the total driving torque M FF is the feedforward control amount
  • M FB is the feedback control amount
  • G is the reduction ratio between the front wheel drive and the front wheel
  • R is the wheel rolling radius
  • r ⁇ is the lateral offset of the main pin.
  • the actual front wheel angle information includes an actual front wheel angle
  • the desired front wheel angle information includes a desired front wheel angle
  • M FF3 T a ( ⁇ , ⁇ f )-T a ( ⁇ , ⁇ f_des );
  • M FF M FF1 + M FF2 + M FF3 ;
  • M FF1 is the steering system inertia compensation
  • M FF2 is the steering system friction compensation
  • M FF3 is the front wheel positive torque compensation
  • M FF is a feedforward control amount
  • J eff is the steering system Moment of inertia
  • ⁇ is the actual front wheel angle
  • ⁇ des is the desired front wheel angle
  • b eff is the effective damping of the steering system
  • T f ( ⁇ ) is the actual friction torque of the steering system
  • T f ( ⁇ des ) is the desired friction torque of the steering system
  • ⁇ is the road surface adhesion coefficient
  • ⁇ f is the actual front wheel side declination
  • ⁇ f — des is the desired front wheel side declination
  • T a ( ⁇ , ⁇ f ) is the actual The front wheel positive moment
  • T a ( ⁇ , ⁇ f_des ) is the desired front wheel positive torque.
  • the state parameter further includes an actual yaw rate of the vehicle
  • the second calculating unit is configured to calculate a feedback control amount according to the state parameter and the desired front wheel angle information of the vehicle, and specifically includes:
  • the feedback control amount is:
  • M FB is the feedback control amount
  • K p and K I are feedback control parameters
  • r des is the desired yaw rate
  • r is the actual yaw rate
  • t is time.
  • the acquiring unit 710 when performing the acquiring the state parameter of the vehicle, specifically includes: acquiring the actual front wheel angle information, the motion speed, the acceleration, and the front wheel driving torque of the vehicle; And estimating a road surface adhesion coefficient and a front wheel side declination according to the actual front wheel angle information, the motion speed, the acceleration, and the front wheel driving torque; the state parameter further includes: the motion speed, the The acceleration, the front wheel drive torque, the road surface adhesion coefficient, and the front wheel side yaw angle;
  • the first calculating unit 720 is specifically configured to:
  • the front wheel positive torque compensation is calculated based on the actual return torque and the desired return positive torque.
  • each unit may also correspond to the corresponding description of the method embodiment shown in FIG. 4 .
  • FIG. 8 is a schematic structural diagram of another driving controller according to an embodiment of the present invention.
  • the driving controller 80 includes a processor 810, a memory 820, and a communication bus 830.
  • Communication bus 830 is used to implement connection communication between various components in drive controller 80.
  • Memory 820 can include read only memory and random access memory and provides instructions and data to processor 810. A portion of the memory 820 may also include non-volatile random access memory (NVRAM).
  • NVRAM non-volatile random access memory
  • the drive controller 830 may further include at least one user interface, which may include a display (eg, a touch screen, LCD, CRT, Holographic or Projector, etc.), a keyboard or a pointing device (eg, a mouse, a trackball, a touchpad or a touch screen, etc., for example, the drive controller includes a user interface and the user interface includes a display and a touch screen for displaying information to the output of the drive controller or a user interaction interface The touch screen is used to obtain human-computer interaction information and the like.
  • a display eg, a touch screen, LCD, CRT, Holographic or Projector, etc.
  • a keyboard or a pointing device eg, a mouse, a trackball, a touchpad or a touch screen, etc.
  • the drive controller includes a user interface and the user interface includes a display and a touch screen for displaying information to the output of the drive controller or a user interaction interface
  • the touch screen is used to obtain human-computer interaction information and the
  • the drive controller 830 may further include at least one communication interface for implementing data exchange between the drive controller and other devices, terminals, servers, or other devices.
  • the drive controller 830 may include a speed sensor, an acceleration sensor, a corner sensor, a yaw angle sensor, an image sensor, and the like.
  • the sensor can also be placed separately on the vehicle.
  • the driving controller can be connected to the sensor to obtain the data collected by the sensor, which is not limited by the present invention.
  • the processor 810 may be a central processing unit (CPU), and the processor may be another general-purpose processor, a digital signal processor (DSP), or an application specific integrated circuit (ASIC). , Field-Programmable Gate Array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.
  • the general purpose processor may be a microprocessor or the processor or any conventional processor or the like.
  • the processor 810 is configured to invoke the program code stored by the memory 820 to execute:
  • the difference in torque is the difference between the driving torques of the two front wheels of the desired front wheel
  • first front wheel drive is for driving a first front wheel of the vehicle
  • second front wheel drive is for driving a second front wheel of the vehicle
  • the processor 810 performs the calculation of the difference between the driving torques of the front wheel and the two motors based on the front wheel positive torque compensation, which specifically includes:
  • the feedforward control amount is a sum of a steering system inertia compensation, a steering system friction force compensation, and the front wheel back positive torque compensation;
  • the difference between the driving torques of the two front wheels of the desired front wheel is:
  • the first desired driving torque is:
  • the second desired driving torque is:
  • T xfr is the first desired driving torque
  • T xfl is the second desired driving torque
  • T xfr ⁇ T xfl is the desired front wheel two motor driving torque difference
  • T 0 is the front wheel of the vehicle.
  • the total driving torque, M FF is the feedforward control amount
  • G is the transmission ratio between the front wheel drive machine and the front wheel
  • R is the wheel rolling radius
  • r ⁇ is the lateral offset of the main pin.
  • the processor 810 performs the calculation of the desired front wheel two-motor driving torque difference based on the front wheel positive torque compensation, which specifically includes:
  • the feedforward control amount is a sum of a steering system inertia compensation, a steering system friction force compensation, and the front wheel back positive torque compensation;
  • the difference between the driving torques of the two front wheels of the desired front wheel is:
  • the first desired driving torque is:
  • the second desired driving torque is:
  • T xfr is the first desired driving torque
  • T xfl is the second desired driving torque
  • T xfr ⁇ T xfl is the desired front wheel two motor driving torque difference
  • T 0 is the front wheel of the vehicle.
  • the total driving torque M FF is the feedforward control amount
  • M FB is the feedback control amount
  • G is the reduction ratio between the front wheel drive and the front wheel
  • R is the wheel rolling radius
  • r ⁇ is the lateral offset of the main pin.
  • the actual front wheel angle information includes an actual front wheel angle
  • the desired front wheel angle information includes a desired front wheel angle
  • M FF3 T a ( ⁇ , ⁇ f )-T a ( ⁇ , ⁇ f_des );
  • M FF M FF1 + M FF2 + M FF3 ;
  • M FF1 is the steering system inertia compensation
  • M FF2 is the steering system friction compensation
  • M FF3 is the front wheel positive torque compensation
  • M FF is a feedforward control amount
  • J eff is the steering system Moment of inertia
  • ⁇ is the actual front wheel angle
  • ⁇ des is the desired front wheel angle
  • b eff is the effective damping of the steering system
  • T f ( ⁇ ) is the actual friction torque of the steering system
  • T f ( ⁇ des ) is the desired friction torque of the steering system
  • ⁇ is the road surface adhesion coefficient
  • ⁇ f is the actual front wheel side declination
  • ⁇ f — des is the desired front wheel side declination
  • T a ( ⁇ , ⁇ f ) is the actual The front wheel positive moment
  • T a ( ⁇ , ⁇ f_des ) is the desired front wheel positive torque.
  • the state parameter further includes an actual yaw rate of the vehicle
  • the processor is further configured to: calculate a desired yaw rate according to the desired corner information
  • the feedback control amount is:
  • M FB is the feedback control amount
  • K p and K I are feedback control parameters
  • r des is the desired yaw rate
  • r is the actual yaw rate
  • t is time.
  • the performing, by the processor 810, the acquiring a state parameter of the vehicle specifically: acquiring the actual front wheel angle information, the motion speed, the acceleration, and the front wheel driving torque of the vehicle; And estimating a road surface adhesion coefficient and a front wheel side declination according to the actual front wheel angle information, the motion speed, the acceleration, and the front wheel driving torque; the state parameter further includes: the motion speed, the The acceleration, the front wheel drive torque, the road surface adhesion coefficient, and the front wheel side yaw angle.
  • the processor 810 performs the calculation of the front wheel returning positive torque compensation according to the state parameter and the desired front wheel angle information, which specifically includes:
  • the front wheel positive torque compensation is calculated based on the actual return torque and the desired return positive torque.
  • each unit may also correspond to the corresponding description of the method embodiment shown in FIG. 4 .
  • the embodiment of the present invention obtains the state parameter of the vehicle and acquires the desired front wheel angle information, the state parameter includes the actual front wheel angle information; and calculates the front wheel back positive torque compensation according to the state parameter and the desired front wheel angle information.
  • the cycle positive torque compensation is an actual return torque generated by the front tire when the front wheel angle information of the vehicle is the actual front wheel angle information and an expected return generated by the front tire when the front wheel angle information of the vehicle is the desired front wheel angle information.
  • the difference between the positive moments further calculating the desired front wheel two motor driving torque difference based on the front wheel back positive torque compensation, controlling the first front wheel drive machine for driving the first front wheel of the vehicle to output the first desired driving torque and controlling the driving of the vehicle
  • the second front wheel drive of the second front wheel outputs a second desired drive torque
  • the difference between the first desired drive torque and the second desired drive torque is a difference between the desired front wheel and two motor drive torques.
  • the program can be stored in a computer readable storage medium, when the program is executed
  • the flow of the method embodiments as described above may be included.
  • the foregoing storage medium includes various media that can store program codes, such as a ROM or a random access memory RAM, a magnetic disk, or an optical disk.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

La présente invention concerne un procédé de commande de direction de véhicule, un dispositif de commande d'entraînement, un système de direction et un véhicule. Le procédé de commande consiste à acquérir des paramètres d'état d'un véhicule et à acquérir des informations d'angle de direction de roue avant souhaité, les paramètres d'état comprenant des informations d'angle de direction de roue avant réel (S1) ; calculer une compensation de couple de retour de roue avant en fonction des paramètres d'état et des informations d'angle de direction de roue avant souhaité, la compensation de couple de retour de roue avant étant une différence entre un couple de retour réel généré par un pneu de roue avant et un couple de retour souhaité lorsque les informations d'angle de direction de roue avant du véhicule sont des informations d'angle de direction de roue avant réel et des informations d'angle de direction de roue avant souhaité, respectivement (S2) ; calculer une différence de couple d'entraînement de deux moteurs de roue avant souhaité sur la base de la compensation de couple de retour de roue avant (S3) ; commander un premier entraînement de roue avant et un second entraînement de roue avant pour entraîner les deux roues avant du véhicule pour fournir la différence de couple d'entraînement de deux moteurs de roue avant souhaitée, de façon à réaliser une direction différentielle du véhicule (S4). Le procédé de commande peut compenser une quantité de commande de direction de véhicule avant la direction du véhicule, ce qui améliore la précision de commande et la vitesse de réponse de la direction différentielle.
PCT/CN2019/075890 2018-03-16 2019-02-22 Procédé de commande de direction de véhicule, dispositif, système et véhicule Ceased WO2019174452A1 (fr)

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WO2022037510A1 (fr) * 2020-08-18 2022-02-24 华为技术有限公司 Procédé d'identification de raideur en virage de pneu de véhicule et appareil associé
US20220306197A1 (en) * 2021-03-25 2022-09-29 Ford Global Technologies, Llc Friction compensation for vehicle system control
CN116161012A (zh) * 2023-03-28 2023-05-26 上汽大众汽车有限公司 智能驾驶横向控制的自适应调参方法
CN116400685A (zh) * 2023-03-14 2023-07-07 广州科语机器人有限公司 车式移动机器人轨迹跟踪控制方法
CN117068259A (zh) * 2023-09-22 2023-11-17 重庆长安汽车股份有限公司 一种路感模拟系统及控制方法
US20250113768A1 (en) * 2023-10-05 2025-04-10 Textron Inc. Automatic calibration of individual wheel hub motor speed in traction systems

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CN112026911B (zh) * 2020-08-28 2022-04-29 北京汽车股份有限公司 转向助力的补偿方法、补偿装置和车辆
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CN110949499A (zh) * 2019-11-26 2020-04-03 江苏大学 一种商用车无人驾驶转角补偿系统及其控制方法
WO2022037510A1 (fr) * 2020-08-18 2022-02-24 华为技术有限公司 Procédé d'identification de raideur en virage de pneu de véhicule et appareil associé
US20220306197A1 (en) * 2021-03-25 2022-09-29 Ford Global Technologies, Llc Friction compensation for vehicle system control
US11731700B2 (en) * 2021-03-25 2023-08-22 Ford Global Technologies, Llc Friction compensation for vehicle system control
CN116400685A (zh) * 2023-03-14 2023-07-07 广州科语机器人有限公司 车式移动机器人轨迹跟踪控制方法
CN116161012A (zh) * 2023-03-28 2023-05-26 上汽大众汽车有限公司 智能驾驶横向控制的自适应调参方法
CN117068259A (zh) * 2023-09-22 2023-11-17 重庆长安汽车股份有限公司 一种路感模拟系统及控制方法
CN117068259B (zh) * 2023-09-22 2026-04-17 重庆长安汽车股份有限公司 一种路感模拟系统及控制方法
US20250113768A1 (en) * 2023-10-05 2025-04-10 Textron Inc. Automatic calibration of individual wheel hub motor speed in traction systems

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