Vehicle landing stability control method

Abstract

The invention provides a vehicle landing stability control method. The vehicle landing stability control method comprises the steps that S10, the displacement deviation between the real-time transverse displacement and the target transverse displacement of a vehicle is obtained; s20, according to the displacement deviation, the additional yawing moment for correcting the transverse displacement of the vehicle is obtained; and S30, according to the additional yawing moment, the vehicle is driven and corrected. According to the vehicle landing stability control method, the additional yawing moment is obtained based on the real-time transverse displacement of the vehicle, the vehicle is made to land after being lifted and corrected, and therefore it can be guaranteed that the vehicle can land stably, the safety performance of the vehicle can be improved, and passengers are effectively protected.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a method for controlling vehicle landing stability. Background Art

[0002] The vehicle landing stability control method in the existing solution will cause the vehicle to lose control after landing in the air, which will cause danger and fail to effectively protect the crew members. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention is to provide a vehicle landing stability control method, which can effectively protect passengers.

[0004] A vehicle landing stability control method according to an embodiment of the present invention includes: S10, obtaining a displacement deviation between a real-time lateral displacement of a vehicle and a target lateral displacement; S20, deriving an additional yaw moment for correcting the lateral displacement of the vehicle based on the displacement deviation; and S30, driving and correcting the vehicle based on the additional yaw moment.

[0005] According to the vehicle landing stability control method of the present invention, an additional yaw moment is obtained based on the real-time lateral displacement of the vehicle, so that the vehicle lands after being corrected after being airborne, thereby ensuring that the vehicle can land smoothly, thereby improving the safety performance of the vehicle and effectively protecting the occupants.

[0006] According to some embodiments of the present invention, step S20 includes:

[0007] S21, obtaining a target yaw angular velocity of the vehicle according to the displacement deviation;

[0008] S22, calculating the angular velocity deviation between the real-time yaw angular velocity of the vehicle and the target yaw angular velocity,

[0009] S23, converting the angular velocity deviation into the additional yaw moment.

[0010] According to some optional embodiments of the present invention, in step S21, the target yaw angular velocity is obtained according to a first expression, where the first expression is:

[0011] r des =K p *(Y des -Y act )+K i *∫(Y des -Y act )dt

[0012] Among them, K p is the proportionality coefficient, Ki is the proportionality coefficient, Y act is the real-time lateral displacement, Y des is the target lateral displacement.

[0013] According to some optional embodiments of the present invention, in step S23, the additional yaw moment is obtained according to a second expression, where the second expression is:

[0014] ΔM z =K p *(r des -r act )+K i *∫(r des -r act )dt

[0015] Among them, ΔM z is the additional yaw moment.

[0016] According to some embodiments of the present invention, step S30 includes:

[0017] S31, acquiring information parameters of each driving wheel assembly of the vehicle, the information parameters including: at least one of a basic torque of a driving motor, a load of a wheel, and an adhesion parameter of a wheel;

[0018] S32: Convert the additional yaw moment into actual driving torque of each driving wheel assembly according to the information parameters.

[0019] According to some optional embodiments of the present invention, each of the drive wheel assemblies includes a hub motor and a wheel, and the vehicle includes four drive wheel assemblies, and the wheels of the four drive wheel assemblies are: a left front wheel, a right front wheel, a left rear wheel and a right rear wheel.

[0020] In step S32, the actual driving torque is obtained according to a third expression, and the third expression is:

[0021]

[0022] Among them, FL is the left front wheel, FR is the right front wheel, RL is the left rear wheel, RR is the right rear wheel, μ ij is the road adhesion coefficient, F zij is the load of a single drive wheel assembly, T ij is the actual driving torque of each driving wheel assembly, and R is the wheel radius.

[0023] According to some optional embodiments of the present invention, the actual driving torque of the driving wheel assembly needs to satisfy a fourth expression, which is:

[0024]

[0025] Among them, b wheelbase is the wheel width between the left front wheel and the right front wheel or the wheel width between the left rear wheel and the right rear wheel, and R is the radius of the wheel.

[0026] According to some embodiments of the present invention, in step S31, obtaining the basic torque of the driving motor includes:

[0027] S311, obtaining a speed deviation between a current vehicle speed and a target vehicle speed;

[0028] S312, deriving a total driving torque required to achieve a target vehicle speed according to the speed deviation;

[0029] S313: Determine the basic torque of each drive motor according to the total drive torque, wherein the sum of the basic torques of each drive motor is equal to the total drive torque.

[0030] According to some optional embodiments of the present invention, in step S312, the total driving torque is obtained according to a fifth expression, and the fifth expression is:

[0031] T base =K p *(V des -V act )+K i *∫(V des -V act )dt

[0032] Among them, T base is the total driving torque, V des is the target vehicle speed, V act is the current vehicle speed.

[0033] According to some embodiments of the present invention, in step S32, the actual driving torque of each driving wheel assembly needs to satisfy a sixth expression, which is:

[0034] T min ≤T ij ≤T max

[0035] Among them, T min is the minimum torque of the hub motor, T max is the maximum value of the wheel hub motor torque.

[0036] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1is a flow chart of a vehicle landing stability control method according to an embodiment of the present invention;

[0038] Figure 2 yes Figure 1 Flow chart of the specific steps of step S20 shown in;

[0039] Figure 3 yes Figure 1 Flow chart of the specific steps of step S30 shown in;

[0040] Figure 4 yes Figure 3 Flow chart of specific steps of step S31 shown in . DETAILED DESCRIPTION

[0041] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0042] Please refer to the following Figure 1-4 A vehicle landing stability control method according to an embodiment of the present invention is described.

[0043] Reference Figure 1 , according to an embodiment of the present invention, a vehicle landing stability control method includes:

[0044] S10, obtaining a displacement deviation between a real-time lateral displacement of the vehicle and a target lateral displacement;

[0045] S20, obtaining an additional yaw moment for correcting the lateral displacement of the vehicle according to the displacement deviation;

[0046] S30: driving and correcting the vehicle according to the additional yaw moment.

[0047] The vehicle landing stability control method of the present invention obtains an additional yaw moment based on the real-time lateral displacement of the vehicle, so that the vehicle lands after being corrected after being airborne, thereby ensuring that the vehicle can land smoothly, thereby improving the safety performance of the vehicle and effectively protecting the occupants.

[0048] According to some embodiments of the present invention, referring to Figure 2 , step S20 comprises:

[0049] S21, obtaining a target yaw angular velocity of the vehicle according to the displacement deviation;

[0050] S22, calculating the angular velocity deviation between the real-time yaw angular velocity of the vehicle and the target yaw angular velocity,

[0051] S23, converting the angular velocity deviation into an additional yaw moment.

[0052] According to some embodiments of the present invention, referring to Figure 2 In step S21, the target yaw rate is obtained according to the first expression, which is:

[0053] r des =K p *(Y des -Y act )+K i *∫(Y des -Y act )dt

[0054] Among them, K p is the proportionality coefficient, K i is the proportionality coefficient, r des is the target yaw rate, Y act is the real-time lateral displacement, Y des is the target lateral displacement.

[0055] In this way, the PI (Proportional-Integral controller) algorithm is adopted to use the proportional term and integral term of the displacement deviation to obtain the target value of the target yaw angular velocity of the system. This algorithm can ensure the accuracy of the calculation.

[0056] According to some optional embodiments of the present invention, referring to Figure 2 In step S23, the additional yaw moment is obtained according to the second expression, and the second expression is:

[0057] ΔM z =K p *(r des -r act )+K i *∫(r des -r act )dt

[0058] Among them, ΔM z is the additional yaw moment, r act is the real-time yaw rate.

[0059] In this way, the PI algorithm is adopted to use the proportional term and integral term of the angular velocity deviation to obtain the additional yaw torque of the system. This algorithm can ensure the accuracy of the calculation.

[0060] According to some embodiments of the present invention, referring to Figure 3 , step S30 comprises:

[0061] S31, acquiring information parameters of each driving wheel assembly of the vehicle, the information parameters including: at least one of a basic torque of a driving motor, a load of a wheel, and an adhesion parameter of the wheel;

[0062] S32: Convert the additional yaw moment into an actual driving torque of each driving wheel assembly according to the information parameters.

[0063] According to some optional embodiments of the present invention, referring to Figure 3 Each drive wheel assembly includes a hub motor and a wheel. The vehicle includes four drive wheel assemblies. The wheels of the four drive wheel assemblies are: a left front wheel, a right front wheel, a left rear wheel and a right rear wheel.

[0064] In step S32, the actual driving torque is obtained according to the third expression, which is:

[0065]

[0066] Among them, FL is the left front wheel, FR is the right front wheel, RL is the left rear wheel, RR is the right rear wheel, μ ij is the road adhesion coefficient, F zij is the load of a single drive wheel assembly, T ij is the actual driving torque of each driving wheel assembly, and R is the radius of the wheel.

[0067] The third expression is actually the cost function of the optimization calculation, J is the cost value, and by continuously optimizing T FL , T FR , T RL and T RR The actual driving torque of these four wheel hub motors minimizes the value of J.

[0068] According to some optional embodiments of the present invention, referring to Figure 3 , the actual driving torque of the driving wheel assembly needs to satisfy the fourth expression, which is:

[0069]

[0070] Among them, T FL is the actual driving torque of the left front wheel, T FR is the actual driving torque of the right front wheel, T RL is the actual driving torque of the left rear wheel, T RR is the actual driving torque of the right rear wheel, b wheelbase It is the wheel width between the left front wheel and the right front wheel or the wheel width between the left rear wheel and the right rear wheel.

[0071] According to some embodiments of the present invention, referring to Figure 4 In step S31, obtaining the basic torque of the driving motor includes:

[0072] S311, obtaining a speed deviation between a current vehicle speed and a target vehicle speed;

[0073] S312, deriving a total driving torque for achieving a target vehicle speed according to the speed deviation;

[0074] S313: Determine the basic torque of each drive motor according to the total drive torque, wherein the sum of the basic torques of each drive motor is equal to the total drive torque.

[0075] According to some optional embodiments of the present invention, referring to Figure 4 In step S312, the total driving torque is obtained according to the fifth expression, which is:

[0076] T base =K p *(V des -V act )+K i *∫(V des -V act )dt

[0077] Among them, T base is the total driving torque, V des is the target vehicle speed, V act is the current vehicle speed.

[0078] In this way, the PI algorithm is adopted to use the proportional term and integral term of the speed deviation to obtain the total driving torque of the system. This algorithm can ensure the accuracy of the calculation.

[0079] According to some embodiments of the present invention, referring to Figure 4 In step S32, the actual driving torque of each driving wheel assembly needs to satisfy the sixth expression, which is:

[0080] T min ≤T ij ≤T max

[0081] Among them, T min is the minimum torque of the hub motor, T max is the maximum value of the wheel hub motor torque.

[0082] Furthermore, if Figure 4 As shown, the sum of the basic torques of the driving motors is equal to the total driving torque, which satisfies the seventh expression:

[0083] T FL +T FR +T RL +T TR =T base

[0084] Among them, T FL is the actual driving torque of the left front wheel, T FR is the actual driving torque of the right front wheel, T RL is the actual driving torque of the left rear wheel, T RR is the actual driving torque of the right rear wheel.

[0085] Please refer to the following Figure 1-4 A vehicle landing stability control method according to an embodiment of the present invention is described.

[0086] According to the vehicle landing stability control method of the embodiment of the present invention, Figure 1 As shown, the vehicle is provided with: an inertial control unit, a lateral deviation controller, a vehicle speed-based torque controller, a yaw rate controller, a torque coordination module and four drive wheel assemblies. The drive wheel assembly includes wheels and hub motors. The inertial control unit is used to obtain the real-time lateral displacement of the vehicle, and the torque coordination module is used to coordinate the actual driving torque of the hub motors.

[0087] After the vehicle is airborne, the inertial control unit executes S10 to obtain the real-time lateral displacement of the vehicle, and calculates the displacement deviation between the real-time lateral displacement of the vehicle and the target lateral displacement. The lateral deviation controller executes S21 to calculate the target yaw velocity of the vehicle through the displacement deviation using the PI algorithm. Then, S22 is executed to calculate the angular velocity deviation between the real-time yaw velocity of the vehicle and the target yaw velocity. Then, S23 is executed to calculate the additional yaw moment of the vehicle through the angular velocity deviation using the PI algorithm. Then, the torque coordination module executes S31 to obtain information parameters of each drive wheel assembly of the vehicle. The information parameters include: the basic torque of the drive motor, the load of the wheel and the adhesion parameters of the wheel. Then, S32 is executed to convert the additional yaw moment into the actual driving torque of each drive wheel assembly according to the information parameters. The actual driving torque is limited by the peak torque of each wheel hub motor.

[0088] When obtaining the basic torque of the drive motor, the vehicle speed basic torque controller first executes S311 to obtain the speed deviation between the current vehicle speed and the target speed, and then executes S312 to calculate the total driving torque of the vehicle's drive motor through the speed deviation using the PI algorithm, and then executes S313 to determine the basic torque of each drive motor based on the total driving torque, wherein the sum of the basic torques of each drive motor is equal to the total driving torque.

[0089] According to the vehicle landing stability control method of an embodiment of the present invention, an additional yaw moment is obtained based on the real-time lateral displacement of the vehicle, so that the vehicle lands after being corrected after being airborne, thereby ensuring that the vehicle can land smoothly, thereby improving the safety performance of the vehicle and effectively protecting the occupants.

[0090] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0091] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0092] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or a communication; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0093] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0094] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A vehicle landing stability control method, characterized in that: include: S10, obtaining a displacement deviation between a real-time lateral displacement of the vehicle and a target lateral displacement; S20, obtaining an additional yaw moment for correcting the lateral displacement of the vehicle according to the displacement deviation; S30: driving and correcting the vehicle according to the additional yaw moment.

2. The vehicle landing stability control method according to claim 1, characterized in that: The step S20 comprises: S21, obtaining a target yaw angular velocity of the vehicle according to the displacement deviation; S22, calculating the angular velocity deviation between the real-time yaw angular velocity of the vehicle and the target yaw angular velocity, S23, converting the angular velocity deviation into the additional yaw moment.

3. The vehicle landing stability control method according to claim 2, characterized in that: In step S21, the target yaw rate is obtained according to a first expression, wherein the first expression is: r des =K p *(Y des -Y act )+K i *∫(Y des -Y act )dt Among them, K p is the proportionality coefficient, K i is the proportionality coefficient, Y act is the real-time lateral displacement, Y des is the target lateral displacement.

4. The vehicle landing stability control method according to claim 3, characterized in that: In step S23, the additional yaw moment is obtained according to a second expression, wherein the second expression is: ΔM z =K o *(r des -r act )+K i *∫(r des -r act )dt Among them, ΔM z is the additional yaw moment.

5. The vehicle landing stability control method according to any one of claims 1 to 4, characterized in that: Step S30 includes: S31, acquiring information parameters of each driving wheel assembly of the vehicle, the information parameters including: at least one of a basic torque of a driving motor, a load of a wheel, and an adhesion parameter of a wheel; S32: Convert the additional yaw moment into actual driving torque of each driving wheel assembly according to the information parameters.

6. The vehicle landing stability control method according to claim 5, characterized in that: Each of the driving wheel assemblies includes a hub motor and a wheel. The vehicle includes four driving wheel assemblies. The wheels of the four driving wheel assemblies are: a left front wheel, a right front wheel, a left rear wheel and a right rear wheel. In step S32, the actual driving torque is obtained according to a third expression, and the third expression is: Among them, FL is the left front wheel, FR is the right front wheel, RL is the left rear wheel, RR is the right rear wheel, μ ij is the road adhesion coefficient, F zij is the load of a single drive wheel assembly, T ij is the actual driving torque of each driving wheel assembly, and R is the wheel radius.

7. The vehicle landing stability control method according to claim 6, characterized in that: The actual driving torque of the driving wheel assembly needs to satisfy the fourth expression, which is: Among them, b wheelbase is the wheel width between the left front wheel and the right front wheel or the wheel width between the left rear wheel and the right rear wheel, and R is the radius of the wheel.

8. The vehicle landing stability control method according to claim 5, characterized in that: In the step S31, obtaining the basic torque of the driving motor includes: S311, obtaining a speed deviation between a current vehicle speed and a target vehicle speed; S312, deriving a total driving torque required to achieve a target vehicle speed according to the speed deviation; S313: Determine the basic torque of each drive motor according to the total drive torque, wherein the sum of the basic torques of each drive motor is equal to the total drive torque.

9. The vehicle landing stability control method according to claim 8, characterized in that: In step S312, the total driving torque is obtained according to the fifth expression, and the fifth expression is: T base =K p *(V des -V act )+K i *∫(V des -V act )dt Among them, T base is the total driving torque, V des is the target vehicle speed, V act is the current vehicle speed.

10. The vehicle landing stability control method according to claim 5, characterized in that: In step S32, the actual driving torque of each driving wheel assembly needs to satisfy the sixth expression, which is: T min ≤T ij ≤T max Among them, T min is the minimum torque of the hub motor, T max is the maximum value of the wheel hub motor torque.

Images