基于四轮协调的电动轮车辆纵横向耦合动力学控制研究
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摘要
与内燃机汽车和单电机驱动电动汽车相比,轮毂电机驱动的电动轮车在动力源配置、底盘结构和车辆操控性等方面具有独特的技术特点和优势,是电动汽车发展的一个独特方向。轻量化、集成化、高性能的电动轮车是未来理想的一种清洁、节能、安全型电动汽车。本论文利用电动轮车各电动轮的转速和转矩可独立控制的特点,研究电动轮车纵横向动力学耦合关系及耦合控制,以提高电动轮车的操纵稳定性。
结合电动轮车各电动轮转矩可独立控制的特点,建立了涉及左右轮纵向力差的3自由度、4自由度线性车辆动力学模型和16自由度非线性车辆动力学模型,据此分析了左右轮纵向力差形成的横摆力矩影响车辆横摆角速度,从而间接影响车辆横向运动的间接纵横向动力学耦合,和左右前轮纵向力差形成的前轮绕主销转向力矩影响前轮转角,从而直接影响车辆横向运动的直接纵横向动力学耦合。将“魔术公式”经验轮胎模型,微分校正单点预瞄最优曲率驾驶员模型,根据能量宏表达方法建立的电驱动系统能量宏表达EMR和最大控制结构MCS模型,与16自由度非线性车辆动力学模型相结合形成电动轮车整车系统模型,可对电动轮车进行综合性能仿真。
电动轮车可利用各电动轮转速可独立控制的特点实现电子差速。在利用阿克曼转向模型对车辆转向时的四轮差速关系进行理论分析的基础上,提出了通过推行转向试验确定四轮差速关系的方法。将电机转速前馈控制和反馈增量式PID控制结合应用对轮边电机进行调速控制,通过四路并行的轮边电机调速控制,使各轮转速满足四轮差速关系。据此开发了应用于电动轮车实车的电子差速控制方法,多种工况的实车试验验证了所提出的基于推行转向试验确定四轮差速关系的电动轮车电子差速控制方法的有效性。
电动轮车可利用左右轮纵向力差实现直接横摆力矩控制。通过合理分配各轮转矩,利用左右轮纵向力差形成的地面对车辆的附加横摆力矩,以间接纵横向动力学耦合方式提高车辆操纵稳定性。在确定左右轮纵向力差的方法上,研究了基于前轮转角前馈的直接横摆力矩控制和基于横摆角速度反馈的直接横摆力矩控制,两者均可改善车辆操纵稳定性,但后者比前者具有更好的适应性和抗干扰性。通过实际电动轮车横摆力矩控制试验,验证了左右轮驱动力差形成的附加横摆力矩可影响车辆横摆角速度,从而影响车辆的转向性能。
电动轮车可利用左右前轮纵向力差实现差力主动转向。提出了差力主动转向的概念,即通过左右前轮纵向力差形成的前轮绕主销转向力矩使前轮主动转向。通过对转向电动轮和转向机构进行运动学和动力学分析,研究了电动轮车差力主动转向机理。通过合理分配左右前轮转矩,利用左右前轮纵向力差形成的前轮绕主销转向力矩影响前轮转角,以直接纵横向动力学耦合方式提高车辆操纵稳定性。在确定左右轮纵向力差的方法上,研究了基于线性二次型输出跟踪控制的差力主动转向与直接横摆力矩联合控制,可充分发挥两者优点,改善车辆操纵稳定性。通过实际电动轮车差力主动转向试验,验证了左右前轮差力驱动形成的前轮转向力矩可使前轮主动转向,从而影响车辆的转向性能。通过实际电动轮车差力主动转向和横摆力矩联合控制试验,验证了差力主动转向使前轮产生主动转角的同时,反向横摆力矩可削弱差力主动转向引起的整车横摆角速度,减少了差力主动转向时存在的过多转向趋势。
综上所述,本论文利用电动轮车各电动轮可独立控制的特点,对基于四轮协调的电动轮车纵横向耦合动力学及控制进行了理论研究和仿真分析,并通过实车试验验证了所述电动轮车电子差速控制、直接横摆力矩控制和差力主动转向控制的有效性,该研究成果对电动轮车研发具有参考和借鉴价值。
Compared with the internal combustion engine vehicle and the electric vehicle driven by a single motor, the motor-wheel driving electric vehicle with hub motor has, the unique technical characteristics and the advantage on drive unit configuration, chassis structure and vehicle handling stability, and then is a unique development direction of the electric vehicle. The lightweight, integrated and high performance motor-wheel driving electric vehicle will be a kind of clean, energy saving and safe ideal electric vehicle in the future. According to the feature that the speed and torque of each motor-wheel can be controlled independently, the longitudinal and lateral dynamic coupling relation and coupling control of the motor-wheel driving electric vehicle are researched in this dissertation in order to improve its handling stability.
According to the feature that the torque of each motor-wheel can be controlled independently, three degree of freedom, four degree of freedom vehicle linear dynamic model and sixteen degree of freedom vehicle nonlinear dynamic model involving the longitudinal force difference between left and right wheels are built. In terms of these models, this dissertation researches the longitudinal and lateral dynamic indirect coupling relation that the longitudinal force difference between left and right wheels forms the yaw moment to affect the vehicle yaw rate and then indirectly affects the vehicle lateral motion, and the longitudinal and lateral dynamic direct coupling relation that the longitudinal force difference between left and right front-wheels forms the steering torque to rotate the front-wheel round its king pin and to change the front-wheel steering angle and then directly affects the vehicle lateral motion. The "Magic Formula" empirical tyre model, the differential adjusting single point preview optimal curvature driver model, the electric drive system EMR (Energetic Macroscopic Representation) and MCS (Maximum Control Structure) model and the sixteen degree of freedom vehicle nonlinear dynamic model are integrated into the system model of the motor-wheel driving electric vehicle to simulate its comprehensive performance.
According to the feature that the speed of each motor-wheel can be controlled independently, the motor-wheel driving electric vehicle can realize the electronic differential. The differential relationship among four wheels is analyzed according to the Ackerman steer model, and then the method for determining the differential relationship through the push and steer test is proposed. The feedforward control and the incremental PID feedback control are combined to regulate the motor speed. Each motor speed can meet the differential relationship through four parallel control of motor speed regulation. Hereby, the electronic differential control method applied to the real motor-wheel driving electric vehicle is developed. This electronic differential control based on the differential relationship determined through the push and steer test for the in-wheel motor drive electric vehicle is validated through the road tests of different conditions.
The motor-wheel driving electric vehicle can realize the direct yaw-moment control by means of the longitudinal force difference between left and right wheels. Through the reasonable torque distribution among four motor-wheels, the longitudinal force difference between left and right wheels forms the additional yaw moment applied to the vehicle by the ground to improve the vehicle handling stability in the mode of the longitudinal and lateral dynamic indirect coupling. In order to determine the reasonable longitudinal force difference between left and right wheels, the direct yaw-moment control based on the feedforward of the front-wheel steering angle or the feedback of the vehicle yaw rate is researched. These two methods can improve the vehicle handling stability, but the latter is better than the former on the adaptability and the anti interference performance. The yaw-moment control test of the real motor-wheel driving electric vehicle validates that the longitudinal force difference between left and right wheels can form the additional yaw moment to affect the vehicle yaw rate and the vehicle steering performance.
The motor-wheel driving electric vehicle can realize the differential drive active steering by means of the longitudinal force difference between left and right front-wheels. This dissertation puts forward the concept of the differential drive active steering that the longitudinal force difference between left and right front-wheels forms the steering torque to rotate the front-wheel round its king pin and to make the front-wheel steer actively. The mechanism of the differential drive active steering is researched through the kinematic and dynamic analysis of the steering motor-wheel and the steering mechanism. Through the reasonable torque distribution between left and right front-wheels, the longitudinal force difference between left and right front-wheels forms the steering torque to rotate the front-wheel round its king pin and to change the front-wheel steering angle in order to improve the vehicle handling stability in the mode of the longitudinal and lateral dynamic direct coupling. In order to determine the reasonable longitudinal force difference between left and right wheels, the combined control of the differential drive active steering and the direct yaw-moment control based on the linear quadratic output tracking control is researched. This combined control can fully exert each advantage to improve the vehicle handling stability. The differential drive active steering test of the real motor-wheel driving electric vehicle validates that the longitudinal force difference between left and right front-wheels can form the steering torque to make the front-wheel steer actively and then affect the vehicle steering performance. The combined control test of the differential drive active steering and the direct yaw-moment control of the real motor-wheel driving electric vehicle validates that when the longitudinal force difference between left and right front-wheels makes the front-wheel steer actively, the reverse yaw-moment can weaken the vehicle yaw rate caused by the differential drive active steering so that the trend of oversteering during the differential drive active steering is reduced.
In short, according to the feature that each motor-wheel can be controlled independently, the longitudinal and lateral coupling dynamic and its control of the motor-wheel driving electric vehicle based on the coordination of four wheels are researched and analyzed, and the proposed electronic differential control, direct yaw-moment control and differential drive active steering control are validated through the test of the real motor-wheel driving electric vehicle. These research results can be used as reference for the research and development of the motor-wheel driving electric vehicle.
结合电动轮车各电动轮转矩可独立控制的特点,建立了涉及左右轮纵向力差的3自由度、4自由度线性车辆动力学模型和16自由度非线性车辆动力学模型,据此分析了左右轮纵向力差形成的横摆力矩影响车辆横摆角速度,从而间接影响车辆横向运动的间接纵横向动力学耦合,和左右前轮纵向力差形成的前轮绕主销转向力矩影响前轮转角,从而直接影响车辆横向运动的直接纵横向动力学耦合。将“魔术公式”经验轮胎模型,微分校正单点预瞄最优曲率驾驶员模型,根据能量宏表达方法建立的电驱动系统能量宏表达EMR和最大控制结构MCS模型,与16自由度非线性车辆动力学模型相结合形成电动轮车整车系统模型,可对电动轮车进行综合性能仿真。
电动轮车可利用各电动轮转速可独立控制的特点实现电子差速。在利用阿克曼转向模型对车辆转向时的四轮差速关系进行理论分析的基础上,提出了通过推行转向试验确定四轮差速关系的方法。将电机转速前馈控制和反馈增量式PID控制结合应用对轮边电机进行调速控制,通过四路并行的轮边电机调速控制,使各轮转速满足四轮差速关系。据此开发了应用于电动轮车实车的电子差速控制方法,多种工况的实车试验验证了所提出的基于推行转向试验确定四轮差速关系的电动轮车电子差速控制方法的有效性。
电动轮车可利用左右轮纵向力差实现直接横摆力矩控制。通过合理分配各轮转矩,利用左右轮纵向力差形成的地面对车辆的附加横摆力矩,以间接纵横向动力学耦合方式提高车辆操纵稳定性。在确定左右轮纵向力差的方法上,研究了基于前轮转角前馈的直接横摆力矩控制和基于横摆角速度反馈的直接横摆力矩控制,两者均可改善车辆操纵稳定性,但后者比前者具有更好的适应性和抗干扰性。通过实际电动轮车横摆力矩控制试验,验证了左右轮驱动力差形成的附加横摆力矩可影响车辆横摆角速度,从而影响车辆的转向性能。
电动轮车可利用左右前轮纵向力差实现差力主动转向。提出了差力主动转向的概念,即通过左右前轮纵向力差形成的前轮绕主销转向力矩使前轮主动转向。通过对转向电动轮和转向机构进行运动学和动力学分析,研究了电动轮车差力主动转向机理。通过合理分配左右前轮转矩,利用左右前轮纵向力差形成的前轮绕主销转向力矩影响前轮转角,以直接纵横向动力学耦合方式提高车辆操纵稳定性。在确定左右轮纵向力差的方法上,研究了基于线性二次型输出跟踪控制的差力主动转向与直接横摆力矩联合控制,可充分发挥两者优点,改善车辆操纵稳定性。通过实际电动轮车差力主动转向试验,验证了左右前轮差力驱动形成的前轮转向力矩可使前轮主动转向,从而影响车辆的转向性能。通过实际电动轮车差力主动转向和横摆力矩联合控制试验,验证了差力主动转向使前轮产生主动转角的同时,反向横摆力矩可削弱差力主动转向引起的整车横摆角速度,减少了差力主动转向时存在的过多转向趋势。
综上所述,本论文利用电动轮车各电动轮可独立控制的特点,对基于四轮协调的电动轮车纵横向耦合动力学及控制进行了理论研究和仿真分析,并通过实车试验验证了所述电动轮车电子差速控制、直接横摆力矩控制和差力主动转向控制的有效性,该研究成果对电动轮车研发具有参考和借鉴价值。
Compared with the internal combustion engine vehicle and the electric vehicle driven by a single motor, the motor-wheel driving electric vehicle with hub motor has, the unique technical characteristics and the advantage on drive unit configuration, chassis structure and vehicle handling stability, and then is a unique development direction of the electric vehicle. The lightweight, integrated and high performance motor-wheel driving electric vehicle will be a kind of clean, energy saving and safe ideal electric vehicle in the future. According to the feature that the speed and torque of each motor-wheel can be controlled independently, the longitudinal and lateral dynamic coupling relation and coupling control of the motor-wheel driving electric vehicle are researched in this dissertation in order to improve its handling stability.
According to the feature that the torque of each motor-wheel can be controlled independently, three degree of freedom, four degree of freedom vehicle linear dynamic model and sixteen degree of freedom vehicle nonlinear dynamic model involving the longitudinal force difference between left and right wheels are built. In terms of these models, this dissertation researches the longitudinal and lateral dynamic indirect coupling relation that the longitudinal force difference between left and right wheels forms the yaw moment to affect the vehicle yaw rate and then indirectly affects the vehicle lateral motion, and the longitudinal and lateral dynamic direct coupling relation that the longitudinal force difference between left and right front-wheels forms the steering torque to rotate the front-wheel round its king pin and to change the front-wheel steering angle and then directly affects the vehicle lateral motion. The "Magic Formula" empirical tyre model, the differential adjusting single point preview optimal curvature driver model, the electric drive system EMR (Energetic Macroscopic Representation) and MCS (Maximum Control Structure) model and the sixteen degree of freedom vehicle nonlinear dynamic model are integrated into the system model of the motor-wheel driving electric vehicle to simulate its comprehensive performance.
According to the feature that the speed of each motor-wheel can be controlled independently, the motor-wheel driving electric vehicle can realize the electronic differential. The differential relationship among four wheels is analyzed according to the Ackerman steer model, and then the method for determining the differential relationship through the push and steer test is proposed. The feedforward control and the incremental PID feedback control are combined to regulate the motor speed. Each motor speed can meet the differential relationship through four parallel control of motor speed regulation. Hereby, the electronic differential control method applied to the real motor-wheel driving electric vehicle is developed. This electronic differential control based on the differential relationship determined through the push and steer test for the in-wheel motor drive electric vehicle is validated through the road tests of different conditions.
The motor-wheel driving electric vehicle can realize the direct yaw-moment control by means of the longitudinal force difference between left and right wheels. Through the reasonable torque distribution among four motor-wheels, the longitudinal force difference between left and right wheels forms the additional yaw moment applied to the vehicle by the ground to improve the vehicle handling stability in the mode of the longitudinal and lateral dynamic indirect coupling. In order to determine the reasonable longitudinal force difference between left and right wheels, the direct yaw-moment control based on the feedforward of the front-wheel steering angle or the feedback of the vehicle yaw rate is researched. These two methods can improve the vehicle handling stability, but the latter is better than the former on the adaptability and the anti interference performance. The yaw-moment control test of the real motor-wheel driving electric vehicle validates that the longitudinal force difference between left and right wheels can form the additional yaw moment to affect the vehicle yaw rate and the vehicle steering performance.
The motor-wheel driving electric vehicle can realize the differential drive active steering by means of the longitudinal force difference between left and right front-wheels. This dissertation puts forward the concept of the differential drive active steering that the longitudinal force difference between left and right front-wheels forms the steering torque to rotate the front-wheel round its king pin and to make the front-wheel steer actively. The mechanism of the differential drive active steering is researched through the kinematic and dynamic analysis of the steering motor-wheel and the steering mechanism. Through the reasonable torque distribution between left and right front-wheels, the longitudinal force difference between left and right front-wheels forms the steering torque to rotate the front-wheel round its king pin and to change the front-wheel steering angle in order to improve the vehicle handling stability in the mode of the longitudinal and lateral dynamic direct coupling. In order to determine the reasonable longitudinal force difference between left and right wheels, the combined control of the differential drive active steering and the direct yaw-moment control based on the linear quadratic output tracking control is researched. This combined control can fully exert each advantage to improve the vehicle handling stability. The differential drive active steering test of the real motor-wheel driving electric vehicle validates that the longitudinal force difference between left and right front-wheels can form the steering torque to make the front-wheel steer actively and then affect the vehicle steering performance. The combined control test of the differential drive active steering and the direct yaw-moment control of the real motor-wheel driving electric vehicle validates that when the longitudinal force difference between left and right front-wheels makes the front-wheel steer actively, the reverse yaw-moment can weaken the vehicle yaw rate caused by the differential drive active steering so that the trend of oversteering during the differential drive active steering is reduced.
In short, according to the feature that each motor-wheel can be controlled independently, the longitudinal and lateral coupling dynamic and its control of the motor-wheel driving electric vehicle based on the coordination of four wheels are researched and analyzed, and the proposed electronic differential control, direct yaw-moment control and differential drive active steering control are validated through the test of the real motor-wheel driving electric vehicle. These research results can be used as reference for the research and development of the motor-wheel driving electric vehicle.
引文
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