A stability control system and method for a wire-controlled chassis distributed drive vehicle

Abstract

The present invention provides a stability control system and method for a wire-controlled chassis distributed drive vehicle. The stability control system for a wire-controlled chassis distributed drive vehicle includes: a signal input layer, including vehicle sensors, CAN communication and signal acquisition modules, for collecting parameter information; an upper controller module, including a target yaw rate, a target sideslip angle, a target roll angle calculation module and an additional yaw moment and roll moment calculation module based on MPC, for calculating the additional yaw moment and roll moment required for vehicle steering; a lower controller module, including a wheel hub torque optimization distributor and an active suspension force optimization distributor, for distributing the additional yaw moment and roll moment calculated by the upper controller module to an actuator; an actuator layer, including four wheel hub motors and four active suspensions, for executing the torque distribution target of the lower controller module. The present invention solves the problem of poor stability control effect of wire-controlled chassis distributed drive vehicles in the prior art.

Description

Technical Field

[0001] The present invention relates to the technical field of electric vehicle stability control, and in particular to a stability control system and method for a wire-controlled chassis distributed drive vehicle. Background Art

[0002] When turning at high speed, vehicles usually cause dangerous situations such as skidding, tail swinging, and rollover, which seriously affect the safety and comfort of drivers and passengers. Therefore, the control of the vehicle's yaw stability and roll stability is particularly important for the drive-by-wire chassis control system. In the prior art, the vehicle's yaw and roll are integrated and controlled through wheel hub motor vector control, but the yaw torque generated by the wheel hub motor has limited effect on suppressing the vehicle's roll and is easy to affect the vehicle's dynamic performance. Summary of the invention

[0003] The present invention solves the problem that the stability control effect of a wire-controlled chassis distributed drive automobile in the prior art is poor.

[0004] In order to solve the above problems, the present invention provides a stability control system and method for a distributed drive vehicle with a controlled-by-wire chassis. A stability control system for a distributed drive vehicle with a controlled-by-wire chassis includes a signal input layer, an upper controller module, a lower controller module and an actuator layer. The signal input layer includes a vehicle sensor, a CAN communication and a signal acquisition module for collecting parameter information; the upper controller module includes a target yaw angular velocity, a target center of mass sideslip angle, a target roll angle calculation module and an MPC controller for calculating the additional yaw moment and additional roll moment required for vehicle steering; the lower controller module includes a wheel hub torque optimization distributor and an active suspension force optimization distributor for distributing the additional yaw moment and additional roll moment calculated by the upper controller module to the actuator; the actuator layer includes four wheel hub motors and four active suspensions to execute the torque distribution target of the lower controller module.

[0005] Compared with the prior art, the technical effect achieved by the technical scheme is as follows: the vehicle state parameter information collected by the signal input layer is input into the upper controller module, the target yaw angular velocity, target center of mass sideslip angle, and target roll angle calculation module realizes the calculation of the target yaw angular velocity, target center of mass sideslip angle, and target roll angle, and the calculated data is input into the MPC controller, the MPC controller can realize the calculation of the additional yaw moment and the additional roll moment, and then the lower controller module realizes the distribution calculation of the additional yaw moment and the additional roll moment, and the additional roll moment is distributed to the four active suspensions of the actuator layer to suppress the vehicle roll. Compared with the torque vector control system in the prior art, the technical scheme provided by the present application uses the active suspension system to suppress the roll, and while realizing the vehicle roll control, it also ensures the good dynamics of the whole vehicle and the high safety factor, and uses the MPC controller to optimize multiple yaw and roll targets simultaneously, and through the coordination of the wheel hub torque optimization distributor and the active suspension force optimization distributor, the stability control effect of the vehicle is better.

[0006] Furthermore, the vehicle sensor includes: a vehicle speed sensor, an accelerometer and an angle sensor; the vehicle speed is detected by the vehicle speed sensor, the accelerometer and the angle sensor. v x , steering wheel angle d , yaw rate oh act , Center of mass slip angle β act With roll angle f act , roll angle acceleration f' act , lateral acceleration a y .

[0007] Compared with the prior art, the technical effect achieved by this technical solution is: collecting relevant information on the vehicle status.

[0008] Furthermore, the data detected by the vehicle sensor is input into the target yaw rate, target center of mass sideslip angle, and target roll angle calculation module to obtain the target yaw rate oh ref 、Target center of mass sideslip angle β ref and target roll angle f ref .

[0009] Compared with the prior art, the technical effect achieved by this technical solution is: obtaining the target yaw angular velocity oh ref 、Target center of mass sideslip angle β ref and target roll angle fref The data is used as the target data for the subsequent MPC controller to calculate the additional yaw moment and the additional roll moment.

[0010] Furthermore, the target yaw rate oh ref 、Target center of mass sideslip angle β ref and target roll angle f ref The additional yaw moment is obtained by inputting the MPC controller: M z and additional rolling moment M x 。

[0011] Compared with the prior art, the technical effect achieved by this technical solution is: using the MPC controller to simultaneously optimize the calculation of the vehicle's yaw and roll targets, which can meet the control requirements of both yaw and roll when the vehicle is turning.

[0012] Furthermore, in order to make the system state follow the target value, there is an optimization objective function; the optimization objective function is based on the deviation between the predicted state quantity and the reference value and the constraint definition of the control quantity, and the optimization objective function is solved by the quadratic programming method to obtain the additional yaw moment Mz and additional rolling moment Mx Optimal sequence.

[0013] Compared with the prior art, the technical effect achieved by this technical solution is: optimizing the additional yaw moment M z and additional rolling moment M x The calculation can obtain more accurate additional torque required to make the vehicle state close to the target value, so that the system can be stably controlled.

[0014] Furthermore, the wheel torque optimization distributor and the active suspension force optimization distributor use the ratio of the wheel longitudinal force to the adhesion as the objective function to calculate the additional yaw moment. M z and additional rolling moment M x Make an allocation.

[0015] Compared with the prior art, the technical effect achieved by this technical solution is: to make the additional yaw moment M z The distribution is reasonable and the vehicle's dynamics is ensured while controlling the vehicle's yaw.

[0016] A method for stabilizing a vehicle with a controlled-by-wire chassis and distributed drive, comprising the following steps:

[0017] Vehicle sensors obtain vehicle status parameters, including vehicle speed v x , steering wheel angle d , yaw rate oh act , Center of mass slip angle β act With roll angle f act , roll angle acceleration f' act , lateral acceleration a y ;

[0018] Construct the lateral, side and vertical dynamics model of the whole vehicle:

[0019] ;

[0020] in, β represents the sideslip angle of the center of mass, oh represents the yaw angular velocity, d represents the front wheel turning angle, f represents the roll angle, a y represents the lateral acceleration, v x represents the longitudinal speed, k f and k r Expressed as the equivalent front and rear wheel cornering stiffness, m Indicates the vehicle mass, m s Indicates the yellow load mass, I z represents the vehicle's moment of inertia around the z-axis, a represents the distance from the center of mass to the front axle, b represents the distance from the center of mass to the rear axle, I x represents the moment of inertia of the vehicle around the x-axis, h s It represents the height from the center of mass to the roll center. k φ Indicates the equivalent suspension side height. C φ represents the equivalent suspension damping coefficient;

[0021] Calculate the target yaw rate, target center of mass sideslip angle and target roll angle based on vehicle state parameters and vehicle dynamics model:

[0022] ;

[0023] in, ohref represents the target yaw rate, β ref display Target center of mass sideslip angle, f ref display Target roll angle, K represents the stability factor, and:

[0024] ;

[0025] Build a distributed drive yaw and roll MPC controller, input the target yaw angular velocity, target center of mass sideslip angle and target roll angle, and calculate the additional yaw moment M z and additional rolling moment M x Optimal sequence;

[0026] Additional yaw moment M z and additional rolling moment M x Make optimal allocation.

[0027] Compared with the existing technology, the technical effect achieved by this technical solution is: it can realize the integrated control of the vehicle's yaw stability and roll stability, effectively suppress the vehicle's yaw and rollover under extreme working conditions, and improve the vehicle's stability and safety.

[0028] Furthermore, the MPC controller for distributed drive yaw and roll includes:

[0029] The vehicle dynamics model when additional yaw moment and additional roll moment act, i.e., the prediction model, is obtained:

[0030] ;

[0031] The prediction model is discretized and integral is introduced to obtain the prediction time domain: p Step size and control time domain are m The prediction equation for step length is:

[0032] ;

[0033] in:

[0034] ;

[0035] d Front wheel angle d, In the prediction time domain, d is a fixed value;

[0036] Taking the target yaw rate, the target center of mass sideslip angle and the target roll angle as reference inputs, a reference value sequence can be defined:

[0037] .

[0038] Compared with the prior art, the technical effects achieved by this technical solution are: discretization of the prediction model, reduction of controller calculation amount, convenience for subsequent solution of optimization problems, improvement of control performance, and introduction of integration to reduce or eliminate static errors.

[0039] Furthermore, based on the deviation between the predicted state and the reference value and the constraints on the control quantity, there is an optimization objective function:

[0040] ;

[0041] Among them, Q and W are weight coefficient matrices:

[0042] ;

[0043] The defined reference sequence and the optimization objective function are solved by the quadratic programming method to obtain the optimal sequence of the additional yaw moment Mz and the additional roll moment Mx.

[0044] Furthermore, for the additional yaw moment M z and additional rolling moment M x Making an allocation involves:

[0045] Additional yaw moment M z Distribution, the inner and outer active suspensions generate the driving force to form additional roll moment M x , the optimized allocation function is:

[0046] ;

[0047] Among them, F s_fl is the power of the left front suspension, F s_fr is the power of the right front suspension, F s_rl is the power of the left rear suspension, F s_rr It is the power of right rear suspension;

[0048] Additional rolling moment M x The allocation is optimized with the lowest compliance rate of each tire as the goal. There is an allocation function:

[0049] ;

[0050] in, fl、fr、rl、rrRespectively represent the left front, right front, left rear and right rear wheels. r Indicates the tire rolling radius, T x Represents the total longitudinal torque required to maintain vehicle dynamics.

[0051] Compared with the prior art, the technical effect achieved by this technical solution is: additional roll moment M x The allocation function takes into account that the total driving force of the four wheel hub motors needs to meet the vehicle's dynamic requirements, and the torque difference generated by the inner and outer wheels is also used to calculate the additional yaw moment.

[0052] To sum up, the above-mentioned technical solutions of the present application can have one or more of the following advantages or beneficial effects: the additional yaw moment and additional roll moment required to maintain vehicle stability control can be obtained, and the additional roll moment can be distributed to the active suspension system through the quadratic programming method. At the same time, the objective function is designed using the minimum tire adhesion rate as a constraint condition to achieve the optimal distribution of the torque of the distributed drive hub motor of the wire-controlled chassis, and finally the coordinated control of the vehicle's yaw and roll stability can be achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] Figure 1 A structural diagram of the stability control system of a wire-controlled chassis distributed drive vehicle provided in this application;

[0054] Figure 2 Flowchart of the calculation method of the MPC controller.

[0055] Description of reference numerals:

[0056] 1-Signal input layer; 2-Upper controller module; 211-Target yaw rate calculation module; 212-Target center of mass sideslip angle calculation module; 213-Target roll angle calculation module; 22-MPC controller; 3-Lower controller module; 31-Wheel hub torque optimization distributor; 32-Active suspension force optimization distributor; 4-Actuator layer; 41-Wheel hub motor; 42-Active suspension. DETAILED DESCRIPTION

[0057] The purpose of the present invention is to provide a stability control system and method for a wire-controlled chassis distributed drive vehicle, which is used to achieve coordinated control of the vehicle's yaw and roll stability, so as to achieve better stability control of the wire-controlled chassis distributed drive vehicle.

[0058] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, specific embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0059] like Figure 1As shown, the present invention provides a stability control system for a wire-controlled chassis distributed drive vehicle, comprising a signal input layer 1, an upper controller module 2, a lower controller module 3 and an actuator layer 4. The signal input layer 1 includes a vehicle sensor, a CAN communication and a signal acquisition module, which are used to collect parameter information; the upper controller module 2 includes a target yaw angular velocity calculation module 211, a target center of mass sideslip angle calculation module 212, a target roll angle calculation module 213 and an MPC controller 22, which are used to calculate the additional yaw moment and additional roll moment required when the vehicle is turning; the lower controller module 3 includes a wheel hub torque optimization distributor 31 and an active suspension force optimization distributor 32, which are used to distribute the additional yaw moment and additional roll moment calculated by the upper controller module 2 to the actuator; the actuator layer 4 includes four wheel hub motors 41 and four active suspensions 42, which execute the torque distribution target of the lower controller module 3.

[0060] The vehicle state parameter information collected by the signal input layer 1 is input into the upper controller module 2. The target yaw rate calculation module 211, the target center of mass sideslip angle calculation module 212, and the target roll angle calculation module 213 realize the calculation of the target yaw rate, the target center of mass sideslip angle, and the target roll angle, and the calculated data is input into the MPC controller 22. The MPC controller 22 can realize the calculation of the additional yaw moment and the additional roll moment, and then the lower controller module 3 realizes the distribution calculation of the additional yaw moment and the additional roll moment. The additional roll moment is distributed to the four active suspensions 42 of the actuator layer 4 to suppress the vehicle roll. Compared with the torque vector control system in the prior art, the technical solution provided by the present application uses an active suspension system to suppress the roll. While realizing the vehicle roll control, it also ensures that the vehicle has good dynamics and a high safety factor. The MPC controller 22 is used to simultaneously optimize multiple yaw and roll targets. The wheel hub torque optimization distributor 31 and the active suspension force optimization distributor 32 are coordinated to achieve a better vehicle stability control effect.

[0061] In this embodiment, the vehicle sensor specifically includes a vehicle speed sensor, an accelerometer and an angle sensor. The vehicle speed sensor, the accelerometer and the angle sensor are used to detect the vehicle speed. v x , steering wheel angle d , yaw rate oh act , Center of mass slip angle β act With roll angle f act , roll angle acceleration f' act , lateral acceleration a y, and then input the data into the target yaw angular velocity calculation module 211, the target center of mass sideslip angle calculation module 212, and the target roll angle calculation module 213, and the target yaw angular velocity is obtained. oh ref 、Target center of mass sideslip angle β ref and target roll angle f ref , which is used as the target data when the subsequent MPC controller 22 calculates the additional yaw moment and the additional roll moment.

[0062] The four wheel hub motors 41 are specifically a left front wheel hub motor, a left rear wheel hub motor, a right front wheel hub motor, and a right rear wheel hub motor.

[0063] The four active suspensions 42 are specifically a left front suspension, a left rear suspension, a right front suspension, and a right rear suspension.

[0064] In order to make the real-time state of the system close to the target value, there is an optimization objective function. The optimization objective function is based on the deviation between the predicted state and the reference value and the constraint definition of the control quantity. The optimization objective function is solved by the quadratic programming method to obtain the additional yaw moment Mz and additional rolling moment Mx The optimal sequence, the additional torque required to make the vehicle state close to the target value, enables the system to be stably controlled.

[0065] The active suspension force optimization distributor 32 uses the ratio of the wheel longitudinal force to the adhesion as the objective function to calculate the additional yaw moment. M z is distributed so that the additional yaw moment M z The distribution is reasonable and the vehicle's dynamics is ensured while controlling the vehicle's yaw.

[0066] As for the system disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and please refer to the description of the method part for the relevant parts.

[0067] The present invention also provides a stability control method for a wire-controlled chassis distributed drive vehicle, comprising the following steps:

[0068] Vehicle sensors obtain vehicle status parameters, including vehicle speed v x , steering wheel angle d , yaw rate oh act , Center of mass slip angle β act With roll angle f act , roll angle acceleration f'act , lateral acceleration a y ;

[0069] Construct the lateral, side and vertical dynamics model of the whole vehicle:

[0070] ;

[0071] in, β represents the sideslip angle of the center of mass, oh represents the yaw angular velocity, d represents the front wheel turning angle, f represents the roll angle, a y represents the lateral acceleration, v x represents the longitudinal speed, k f and k r Expressed as the equivalent front and rear wheel cornering stiffness, m Indicates the vehicle mass, m s Indicates the yellow load mass, I z represents the vehicle's moment of inertia around the z-axis, a represents the distance from the center of mass to the front axle, b represents the distance from the center of mass to the rear axle, I x represents the moment of inertia of the vehicle around the x-axis, h s It represents the height from the center of mass to the roll center. k φ Indicates the equivalent suspension side height. C φ Represents the equivalent suspension damping coefficient.

[0072] Calculate the target yaw rate, target center of mass sideslip angle and target roll angle based on vehicle state parameters and vehicle dynamics model:

[0073] ;

[0074] in, oh ref represents the target yaw rate, β ref display Target center of mass sideslip angle, f ref display Target roll angle, K represents the stability factor, and:

[0075] ;

[0076] Due to the limitation of ground adhesion, the target yaw rate also needs to meet the following requirements:

[0077] ;

[0078] Where a is the safety factor, which is 0.85; μ is the road adhesion coefficient; g is the acceleration of gravity, which is 9.8. The center of mass slip angle limit is:

[0079] .

[0080] Build a distributed drive yaw and roll MPC controller, input the target yaw angular velocity, target center of mass sideslip angle and target roll angle, and calculate the additional yaw moment M z and additional rolling moment M x Optimal sequence;

[0081] like Figure 2 As shown, the MPC controller for distributed drive yaw and roll includes:

[0082] The vehicle dynamics model when additional yaw moment and additional roll moment act, i.e., the prediction model, is obtained:

[0083] ;

[0084] The prediction model is discretized, the discrete step length is set to T, and the higher-order terms above the second order are ignored. The discrete state space equation can be obtained. In the prediction time domain, d, that is, the front wheel steering angle δ, is considered to be a constant:

[0085] ;

[0086] By discretizing the prediction model and introducing integration, the input u of the system is changed to an increment Δu, and we can get:

[0087] ;

[0088] Here we define a new discrete system state variable ξ:

[0089] ;

[0090] in:

[0091]

[0092] ;

[0093] The predicted time domain is p Step size and control time domain are mThe prediction equation for step length is:

[0094] ;

[0095] in:

[0096] ;

[0097] In the prediction time domain, d is a fixed value;

[0098] Taking the target yaw rate, the target center of mass sideslip angle and the target roll angle as reference inputs, a reference value sequence can be defined:

[0099] .

[0100] Discretizing the prediction model can reduce the amount of controller calculations, facilitate subsequent optimization problem solving, and improve control performance. Introducing integration can reduce or eliminate static errors.

[0101] Based on the deviation between the predicted state and the reference value and the constraints on the control quantity, there is an optimization objective function:

[0102] ;

[0103] Among them, Q and W are weight coefficient matrices:

[0104] ;

[0105] The defined reference sequence and the optimization objective function are solved by the quadratic programming method to obtain the optimal sequence of the additional yaw moment Mz and the additional roll moment Mx, and the first element is output as the control variable of the control system.

[0106] Additional yaw moment M z and additional rolling moment M x Making the optimal allocation involves:

[0107] Additional yaw moment M z Distribution, the inner and outer active suspensions generate the driving force to form additional roll moment M x , the allocation function is:

[0108] ;

[0109] in, F s_fl is the power of the left front suspension, F s_fr is the power of the right front suspension, Fs_rl is the power of the left rear suspension, F s_rr It is the power of right rear suspension;

[0110] Additional rolling moment M x Distribution, with the ratio of wheel longitudinal force to adhesion as the optimization function:

[0111] ;

[0112] in:

[0113] ;

[0114] j =1, 2, 3, 4 represent the left front, right front, left rear, and right rear wheels respectively. r Indicates the rolling radius of the tire;

[0115] There is a final optimization function:

[0116] ;

[0117] Considering that the total driving force of the four wheel hub motors needs to meet the vehicle's dynamic requirements, and the torque difference generated by the inner and outer wheels also needs to be used to generate additional yaw torque, the four wheel hub motors need to meet the following relationship:

[0118] ;

[0119] in, T x Represents the total longitudinal torque required to maintain vehicle dynamics.

[0120] Substitute the final optimization function into the above relational constraint formula and use the quadratic programming method to solve it and obtain the additional roll moment M x Allocation function:

[0121] .

[0122] According to the above model predictive control method, the additional yaw moment and additional roll moment required to maintain vehicle stability control can be obtained, and the additional roll moment can be distributed to the active suspension system through a rule-based method. At the same time, the objective function is designed using the minimum tire adhesion rate as a constraint condition to achieve the optimal distribution of the torque of the distributed drive hub motor of the wire-controlled chassis, ultimately achieving coordinated control of the vehicle's yaw and roll stability.

[0123] Although the present invention is disclosed as above, the present invention is not limited thereto. Any person skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the scope defined by the claims.

Claims

1. A stability control method for a wire-controlled chassis distributed drive vehicle, characterized in that: The steps include: The vehicle sensor obtains vehicle state parameters, which include v x represents the longitudinal speed, v y Indicates lateral vehicle speed and front wheel angle δ , yaw rate ω act , Center of mass slip angle β act With roll angle φ act , roll angle acceleration φ' act , lateral acceleration a y ; Construct the lateral, side and vertical dynamics model of the whole vehicle: ； in, β represents the sideslip angle of the center of mass, ω represents the yaw angular velocity, δ represents the front wheel turning angle, φ represents the roll angle, a y represents the lateral acceleration, v x represents the longitudinal speed, v y Indicates the lateral speed. k f and k r Expressed as the equivalent front and rear wheel cornering stiffness, m Indicates the vehicle mass, m s Indicates the yellow load mass, I z represents the vehicle's moment of inertia around the z-axis, a represents the distance from the center of mass to the front axle, b represents the distance from the center of mass to the rear axle, I x represents the moment of inertia of the vehicle around the x-axis, h s It represents the height from the center of mass to the roll center. k φ Indicates the equivalent suspension side height. C φ represents the equivalent suspension damping coefficient; Calculate the target yaw rate, target center of mass sideslip angle and target roll angle based on the vehicle state parameters and the lateral, lateral and vertical dynamics models of the whole vehicle: ； in, ω ref represents the target yaw rate, β ref represents the sideslip angle of the target center of mass, φ ref represents the target roll angle, K represents the stability factor, L is the vehicle wheelbase, and: ； Build a distributed drive yaw and roll MPC controller, input the target yaw angular velocity, the target center of mass sideslip angle and the target roll angle, and calculate the additional yaw moment M z and additional rolling moment M x Optimal sequence; Additional yaw moment M z and additional rolling moment M x Make optimal allocation; The MPC controller for building a distributed drive yaw and roll includes: The vehicle dynamics model when additional yaw moment and additional roll moment act, i.e., the prediction model, is obtained: ； The prediction model is discretized and integral is introduced to obtain the prediction time domain: p Step size and control time domain are m The prediction equation for step length is: ； in: ； d Front wheel angle δ, In the prediction time domain, d is a fixed value; Taking the target yaw rate, the target center of mass sideslip angle and the target roll angle as reference inputs, a reference value sequence can be defined: 。 2. The stability control method of a wire-controlled chassis distributed drive vehicle according to claim 1, characterized in that: Based on the deviation between the predicted state and the reference value and the constraints on the control quantity, there is an optimization objective function: ； Among them, Q and W are weight coefficient matrices: ； The defined parameter sequence and the optimization objective function are solved by quadratic programming to obtain the additional yaw moment: M z and additional rolling moment M x Optimal sequence.

3. The stability control method of a wire-controlled chassis distributed drive vehicle according to claim 2, characterized in that: The additional yaw moment M z and additional rolling moment M x Make an allocation include: Additional yaw moment M z Distribution, the inner and outer active suspensions generate the driving force to form additional roll moment M x , the allocation function is: ； in, F s_fl is the power of the left front suspension, F s_fr is the power of the right front suspension, F s_rl is the power of the left rear suspension, F s_rr It is the power of right rear suspension; Additional yaw moment M z Allocation, there is an allocation function: ； in, T fl is the left front wheel driving torque, T fr is the right front wheel driving torque, T rl is the left rear wheel driving torque, T rr is the right rear wheel driving torque, F zfl is the vertical force on the left front wheel, F zfr is the vertical force on the right front wheel, F zrl is the vertical force on the left rear wheel, F zrr is the vertical force on the right rear wheel, μ fl is the road adhesion coefficient at the left front wheel, μ fr is the road adhesion coefficient at the right front wheel, μ rl is the road adhesion coefficient at the left rear wheel, μ rr is the road adhesion coefficient at the right rear wheel, fl、fr、rl、rr Respectively represent the left front, right front, left rear and right rear wheels. r Indicates the tire rolling radius, T x Represents the total longitudinal torque required to maintain vehicle dynamics.

4. A stability control system for a wire-controlled chassis distributed drive vehicle, characterized in that: The method for realizing the stability control of a wire-controlled chassis distributed drive vehicle according to any one of claims 1 to 3, wherein the stability control system of the wire-controlled chassis distributed drive vehicle comprises: The signal input layer includes vehicle sensors, CAN communication and signal acquisition modules, and the signal input layer is used to collect parameter information; An upper controller module, including a target yaw angular velocity, a target center of mass sideslip angle, a target roll angle calculation module and an MPC controller, wherein the upper controller module is used to calculate an additional yaw moment and an additional roll moment required when the vehicle is turning; A lower controller module, comprising a wheel torque optimization distributor and an active suspension force optimization distributor, wherein the lower controller module is used to distribute the additional yaw moment and the additional roll moment calculated by the upper controller module to the actuator; The actuator layer includes four wheel hub motors and four active suspensions, and the actuator layer executes the torque distribution target of the lower controller module.

5. The stability control system of a wire-controlled chassis distributed drive vehicle according to claim 4, characterized in that: The vehicle sensors include: a vehicle speed sensor, an accelerometer and an angle sensor; The vehicle speed is detected by the vehicle speed sensor, the accelerometer and the angle sensor. v x , steering wheel angle δ , yaw rate ω act , Center of mass slip angle β act With roll angle φ act , roll angle acceleration φ' act , lateral acceleration a y .

6. The stability control system of a wire-controlled chassis distributed drive vehicle according to claim 5, characterized in that: The data detected by the vehicle sensor is input into the target yaw rate, target center of mass sideslip angle, and target roll angle calculation module to obtain the target yaw rate. ω ref , Target center of mass sideslip angle β ref and target roll angle φ ref .

7. The stability control system of a wire-controlled chassis distributed drive vehicle according to claim 6, characterized in that: The target yaw rate ω ref , Target center of mass sideslip angle β ref and target roll angle φ ref The additional yaw moment is obtained by inputting the MPC controller: M z and additional rolling moment M x 。 8. The stability control system of a wire-controlled chassis distributed drive vehicle according to claim 7, characterized in that: In order to make the system state follow the target value, there is an optimization objective function; The optimization objective function is based on the deviation between the predicted state quantity and the reference value and the constraint definition of the control quantity. The optimization objective function is solved by the quadratic programming method to obtain the additional yaw moment. Mz and additional rolling moment Mx Optimal sequence.

9. The stability control system of a wire-controlled chassis distributed drive vehicle according to claim 8, characterized in that: The wheel torque optimization distributor and the active suspension force optimization distributor use the ratio of the wheel longitudinal force to the adhesion as the objective function to calculate the additional yaw moment. M z and additional rolling moment M x Make an allocation.

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