Torque precision control method and device for intelligent chassis active roll bar

Abstract

The present application relates to the technical field of automobile chassis test, in particular to a torque accurate control method and device of an intelligent chassis active lateral stabilizer bar. The torque accurate control method triggers the anti-roll torque instruction generation accurately by presetting the target roll angle, collecting the multi-dimensional operation data of the vehicle and the motor in real time, dynamically correcting the torque instruction by the least square estimation algorithm to adapt to the roll angle response demand of the vehicle body, and then using the current closed-loop control of the three-ring nested architecture to realize the fast and accurate output of the permanent magnet synchronous motor torque, effectively decoupling the magnetizing current and the torque current, greatly improving the torque response speed and control accuracy, timely suppressing the roll risk of the vehicle body, significantly optimizing the driving stability and safety of the intelligent chassis, and adapting to the torque control demand under different working conditions, with strong anti-interference ability and high adaptability.

Description

Technical Field

[0001] This invention belongs to the field of automotive chassis testing technology, specifically relating to a method and device for precise torque control of an intelligent chassis active lateral stabilizer bar. Background Technology

[0002] As a core component of intelligent chassis suspension systems, active stabilizer bars actively apply anti-roll torque to suppress body roll during steering, lane changes, and other conditions, making them a key technology for improving vehicle stability and ride comfort. With the rapid development of automotive intelligence and electrification, higher demands are placed on the torque control performance of active stabilizer bars. They not only need rapid dynamic response capabilities but also must ensure control precision and anti-interference capabilities under complex conditions.

[0003] Existing active stabilizer bar torque control algorithms suffer from slow response speeds and low current loop bandwidths, making it difficult to cope with rapid changes in vehicle roll under dynamic conditions such as sudden steering, resulting in untimely roll suppression. They also lack control precision, failing to fully consider the dynamic response relationship between anti-roll torque and vehicle slip angle, and the torque command generation lacks an adaptive correction mechanism, leading to significant deviations between actual and target roll angles. Furthermore, existing algorithms exhibit weak anti-interference capabilities and poor adaptability, failing to effectively suppress factors such as sudden load changes, back EMF variations, and electromagnetic interference, thus affecting control stability. They also struggle to be compatible with different types of permanent magnet synchronous motors, failing to meet the efficient verification requirements of modern automotive MBD development processes. Summary of the Invention

[0004] In view of the above-mentioned problems existing in the prior art, the purpose of this invention is to provide a method and device for precise torque control of an active lateral stabilizer bar for intelligent chassis.

[0005] The technical solution adopted by this invention to solve its technical problem is: In a first aspect, the present invention provides a method for precise torque control of an active lateral stabilizer bar in an intelligent chassis. The precise torque control includes: Step S1: Preset the target roll angle of the vehicle's center of gravity; Step S2: Real-time acquisition of vehicle status data and motor operation data. The vehicle status data includes steering wheel angle, three-axis angular acceleration, and actual roll angle of the vehicle body center of gravity. The motor operation data includes three-phase stator current of the permanent magnet synchronous motor and motor rotor electrical angle acquired by the encoder. Step S3: When the actual roll angle is greater than a preset threshold, an anti-roll torque command is generated; Step S4: Estimate the response of the anti-roll torque command to the roll angle of the vehicle body center of gravity based on the least squares estimation algorithm, and dynamically correct the anti-roll torque command based on the estimation results; Step S5: Based on the anti-tilt torque command, the torque is accurately output through the current closed-loop control of the permanent magnet synchronous motor. The current closed-loop control adopts a three-ring nested architecture.

[0006] Preferably, the three-ring nested architecture in step S5 consists of a position ring or speed ring, a torque ring, and a current ring from the outside to the inside. In torque control mode, the outermost ring is the torque ring, which directly receives the anti-tilt torque command corrected in step S4 and outputs the corresponding current command.

[0007] Preferably, the current closed-loop control in step S5 includes coordinate transformation. The coordinate transformation is based on the three-phase stator current, first converted into a first current in a stationary two-phase coordinate system by Clark transformation, and then, combined with the motor rotor electrical angle, converted into an actual feedback current in a rotating dq coordinate system by Park transformation.

[0008] Preferably, the current closed-loop control in step S5 further includes torque command processing, wherein the torque command processing converts the modified anti-tilt torque command into a current reference value in the rotating dq coordinate system according to the type of the permanent magnet synchronous motor. The torque equation of the permanent magnet synchronous motor is: ; In the formula, For electromagnetic torque, This represents the number of pole pairs of the motor. It is a permanent magnet flux linkage. Let be the direct axis in the dq coordinate system. Let be the intersection axis in the dq coordinate system.

[0009] Preferably, the current closed-loop control in step S5 further includes current loop adjustment, wherein the current loop adjustment uses a PI regulator as the current loop controller, inputs the d-axis current reference value, the q-axis current reference value and the actual feedback current obtained by the coordinate transformation, calculates the current error and performs PI calculation, and outputs the voltage command in the dq coordinate system.

[0010] Preferably, the current closed-loop control in step S5 further includes inverse transformation and modulation, wherein the inverse transformation and modulation is as follows: the voltage command in the dq coordinate system is converted into a voltage signal in the stationary two-phase coordinate system through inverse Park transformation; the voltage signal is converted into a duty cycle signal for controlling the switching transistors of the inverter through the SVPWM module, and a target voltage vector is synthesized at the stator terminal of the permanent magnet synchronous motor.

[0011] Preferably, the current closed-loop control in step S5 further includes current sampling feedback, which is: acquiring the three-phase stator current of the permanent magnet synchronous motor in real time through a Hall sensor or sampling unit, and feeding the acquired current signal back to the coordinate transformation to form a complete current closed-loop feedback link.

[0012] Secondly, the present invention provides a torque precision control device for an intelligent chassis active lateral stabilizer bar. The torque precision control device includes: The roll angle preset module is used to preset the target roll angle of the vehicle's center of gravity; The data acquisition module is used to collect vehicle status data and motor operation data in real time. The vehicle status data includes steering wheel angle, three-axis angular acceleration, and actual roll angle of the vehicle body center of gravity. The motor operation data includes three-phase stator current of permanent magnet synchronous motor and motor rotor electrical angle collected by encoder. The torque command generation module is used to generate an anti-roll torque command when the actual roll angle is greater than a preset threshold. The torque command correction module is used to estimate the response of the anti-roll torque command to the roll angle of the vehicle body center of gravity based on the least squares estimation algorithm, and dynamically correct the anti-roll torque command based on the estimation results; The current closed-loop control module is used to achieve precise torque output through the current closed-loop control of the permanent magnet synchronous motor based on the anti-tilt torque command. The current closed-loop control adopts a three-loop nested architecture.

[0013] Thirdly, the present invention also provides a network-side server, characterized in that it includes: At least one processor; and, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform the torque precision control method for the intelligent chassis active lateral stabilizer bar as described in the first aspect.

[0014] Fourthly, the present invention provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the torque precision control method for the intelligent chassis active lateral stabilizer bar as described in any one of the first aspects.

[0015] The beneficial effects of this invention are as follows: This invention provides a method and device for precise torque control of an active lateral stabilizer bar in an intelligent chassis. This precise torque control method uses a preset target roll angle and real-time acquisition of multi-dimensional operating data from the vehicle and motor to precisely trigger the generation of anti-roll torque commands. It then dynamically corrects the torque commands using a least-squares estimation algorithm to adapt to the vehicle's roll angle response requirements. Furthermore, it utilizes a three-ring nested architecture for current closed-loop control to achieve rapid and precise torque output from the permanent magnet synchronous motor, effectively decoupling the excitation current and torque current, significantly improving torque response speed and control accuracy. This allows for timely suppression of vehicle roll risks, significantly optimizing the driving stability and safety of the intelligent chassis. Simultaneously, it adapts to torque control requirements under different operating conditions, possessing strong anti-interference capabilities and high adaptability. Attached Figure Description

[0016] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0017] Figure 1 This is a schematic flowchart of the torque precision control method according to Embodiment 1 of the present invention; Figure 2 This is a schematic diagram of the torque precision control device according to Embodiment 2 of the present invention; Figure 3 This is a schematic diagram of the network-side server provided in Embodiment 3 of the present invention. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] Example 1 like Figure 1 As shown, this embodiment provides a method for precise torque control of an active lateral stabilizer bar in an intelligent chassis. This precise torque control method includes: Step S1: Preset the target roll angle of the vehicle body center of gravity.

[0020] In this embodiment, based on vehicle dynamics characteristics, driving safety standards, and user driving comfort requirements, and combined with the SUV's suspension stiffness, track width, and center of gravity height, the target roll angle is determined through ADAMS multibody dynamics simulation and real-vehicle road testing. scope.

[0021] Step S2: Real-time acquisition of vehicle status data and motor operation data. Vehicle status data includes steering wheel angle data, three-axis angular acceleration data, and actual roll angle of the vehicle body center of gravity. Motor operation data includes the three-phase stator current of the permanent magnet synchronous motor and the motor rotor electrical angle acquired by the encoder.

[0022] In this embodiment, a steering wheel angle sensor is installed below the steering column, with a sampling frequency of 100Hz, to collect steering wheel angle data in real time; a three-axis angular acceleration sensor is installed at the vehicle's center of gravity, specifically below the center of the driver's seat rail, with a sampling frequency of 200Hz, to collect three-axis angular acceleration data; a direct measurement and dynamic fusion method using an IMU (Inertial Measurement Unit) is employed. The IMU directly outputs the raw roll angle data, which is combined with the lateral acceleration sensor data, and a Kalman filter algorithm is used to eliminate vibration interference, outputting the fused actual roll angle. A closed-loop Hall current sensor, installed on the connection line between the inverter output and the motor stator windings, with a sampling frequency of 1kHz, is used to collect the three-phase stator current in real time. An incremental photoelectric encoder, installed at the end of the output shaft of the permanent magnet synchronous motor, with a sampling frequency of 5kHz, outputs the rotor position signal to the motor controller through a quadrature encoding interface, and calculates the rotor electrical angle. .

[0023] Step S3: When the actual roll angle is greater than the preset threshold, generate an anti-roll torque command.

[0024] In this embodiment, based on the roll angle deviation and the vehicle dynamics model, the initial anti-roll torque command T_ref0 is calculated using the following formula: ; In the formula, This is the proportionality coefficient. These are the differential coefficients. This represents the actual rate of change of roll angle.

[0025] Step S4: Estimate the response of the anti-roll torque command to the roll angle of the vehicle body center of gravity based on the least squares estimation algorithm, and dynamically correct the anti-roll torque command based on the estimation results.

[0026] In this embodiment, step S4 specifically estimates the relationship between the anti-roll torque command and the body roll angle by establishing a linear relationship model. The expression for the linear relationship model is as follows: ; In the formula, The response value of the anti-roll torque command to the roll angle. To prevent tilting torque command, For the response coefficient, This is the offset. and All of these are parameters to be estimated.

[0027] Based on the least squares principle, construct the objective function: By taking the derivative and minimizing the objective function, we can obtain the optimal solution for parameters a and b.

[0028] As an optional embodiment, the initial anti-roll torque command generated in step S3 is substituted into the prediction model to obtain the predicted value of the body center roll angle corresponding to the initial command. Then, the deviation between the predicted roll angle value and the target roll angle of the body center preset in step S1 is calculated to clarify the gap between the roll response corresponding to the current torque command and the target requirement. Next, based on the response coefficient, the above roll angle deviation is converted into the corresponding torque correction amount. When the deviation is positive, the torque command needs to be increased to further suppress roll, and when the deviation is negative, the torque command needs to be decreased to avoid over-control. After that, the initial anti-roll torque command is superimposed with the torque correction amount to obtain the pre-corrected anti-roll torque command. Finally, the pre-corrected command is subject to boundary constraints to ensure that it is within the range of the maximum and minimum output torque of the permanent magnet synchronous motor to avoid exceeding the motor's working capacity. At the same time, the above process of prediction, deviation calculation, correction, and boundary verification is repeated in each control cycle to realize real-time dynamic correction of the torque command and ensure that the roll angle response continuously meets the target requirement.

[0029] Step S5: Based on the anti-tilt torque command, the torque is accurately output through the current closed-loop control of the permanent magnet synchronous motor. The current closed-loop control adopts a three-loop nested architecture.

[0030] In this embodiment, the three-ring nested architecture consists of a position ring or speed ring, a torque ring, and a current ring, from the outside in. In torque control mode, the outermost ring is the torque ring, which directly receives the corrected anti-tilt torque command and outputs the corresponding current command.

[0031] As an optional embodiment, the current closed-loop control includes coordinate transformation. The coordinate transformation is based on the three-phase stator current. First, it is converted into the first current in the stationary two-phase coordinate system by Clark transformation. Then, combined with the motor rotor electrical angle, the first current is converted into the actual feedback current in the rotating dq coordinate system by Park transformation.

[0032] As an optional embodiment, the current closed-loop control also includes torque command processing, which converts the modified anti-tilt torque command into a current reference value in the rotating dq coordinate system according to the type of permanent magnet synchronous motor; the torque equation of the permanent magnet synchronous motor is: ; In the formula, For electromagnetic torque, This represents the number of pole pairs of the motor. It is a permanent magnet flux linkage. Let be the direct axis in the dq coordinate system. Let be the intersection axis in the dq coordinate system.

[0033] As an optional embodiment, the current closed-loop control also includes current loop regulation, which uses a PI regulator as the current loop controller. The d-axis current reference value, the q-axis current reference value, and the actual feedback current obtained by coordinate transformation are input. The current error is calculated and PI calculation is performed. The voltage command in the dq coordinate system is output.

[0034] As an optional embodiment, the current closed-loop control also includes inverse transformation and modulation, which involves converting the voltage command in the dq coordinate system into a voltage signal in the stationary two-phase coordinate system through inverse Park transformation; converting the voltage signal into a duty cycle signal for controlling the switching transistors of the inverter through the SVPWM module; and synthesizing the target voltage vector at the stator of the permanent magnet synchronous motor.

[0035] As an optional embodiment, the current closed-loop control also includes current sampling feedback, which involves: acquiring the three-phase stator current of the permanent magnet synchronous motor in real time through a Hall sensor or sampling unit, and feeding the acquired current signal back to the coordinate transformation to form a complete current closed-loop feedback link.

[0036] This embodiment provides a precise torque control method for an active lateral stabilizer bar in an intelligent chassis. This precise torque control method uses a preset target roll angle and real-time acquisition of multi-dimensional operating data of the vehicle and motor to accurately trigger the generation of anti-roll torque commands. It then uses a least squares estimation algorithm to dynamically correct the torque commands to adapt to the vehicle roll angle response requirements. Finally, it utilizes a three-ring nested architecture for current closed-loop control to achieve rapid and precise torque output from the permanent magnet synchronous motor, effectively decoupling the excitation current and torque current, significantly improving torque response speed and control accuracy. This method can promptly suppress vehicle roll risks, significantly optimize the driving stability and safety of the intelligent chassis, and adapt to torque control requirements under different operating conditions, possessing strong anti-interference capabilities and high adaptability.

[0037] Example 2 like Figure 2 As shown, this embodiment provides a torque precision control device for an intelligent chassis active lateral stabilizer bar. This torque precision control device includes: a roll angle preset module 11, a data acquisition module 12, a torque command generation module 13, a torque command correction module 14, and... The roll angle preset module 11 is used to preset the target roll angle of the vehicle body center of gravity.

[0038] The data acquisition module 12 is used to collect vehicle status data and motor operation data in real time. The vehicle status data includes steering wheel angle, three-axis angular acceleration, and actual roll angle of the vehicle body center of gravity. The motor operation data includes the three-phase stator current of the permanent magnet synchronous motor and the motor rotor electrical angle collected by the encoder.

[0039] The torque command generation module 13 is used to generate an anti-roll torque command when the actual roll angle is greater than a preset threshold.

[0040] The torque command correction module 14 is used to estimate the response of the anti-roll torque command to the roll angle of the vehicle body center of gravity based on the least squares estimation algorithm, and to dynamically correct the anti-roll torque command based on the estimation results.

[0041] The current closed-loop control module 15 is used to achieve precise torque output through the current closed-loop control of the permanent magnet synchronous motor based on the anti-tilt torque command. The current closed-loop control adopts a three-ring nested architecture.

[0042] This embodiment provides a torque precision control device for an active lateral stabilizer bar of an intelligent chassis. This torque precision control device is based on the torque precision control method for an active lateral stabilizer bar of an intelligent chassis provided in Embodiment 1 above, and the specific details will not be repeated. This torque precision control device accurately triggers the generation of anti-roll torque commands by preset target roll angle and real-time collection of multi-dimensional operating data of the vehicle and motor. It dynamically corrects the torque commands by combining the least squares estimation algorithm to adapt to the roll angle response requirements of the vehicle body. Then, it uses a three-ring nested architecture current closed-loop control to achieve fast and accurate torque output of the permanent magnet synchronous motor, effectively decoupling the excitation current and torque current, greatly improving the torque response speed and control accuracy, timely suppressing the risk of vehicle body roll, significantly optimizing the driving stability and safety of the intelligent chassis, and adapting to the torque control requirements under different operating conditions. It has strong anti-interference ability and high adaptability.

[0043] Example 3 This embodiment relates to a network-side server, such as... Figure 3 As shown, it includes at least one processor 301; and a memory 302 communicatively connected to at least one processor 301; wherein the memory 302 stores commands that can be executed by at least one processor 301, and the instructions are executed by at least one processor 301 to enable at least one processor 301 to execute the torque precision control method of the intelligent chassis active lateral stabilizer bar of the above embodiment 1.

[0044] The memory 302 and processor 301 are connected via a bus, which can include any number of interconnecting buses and bridges. The bus connects various circuits of one or more processors 301 and memory 302 together. The bus can also connect various other circuits, such as peripheral devices, voltage regulators, and power management circuits, which are well known in the art and therefore will not be described further herein. A bus interface provides an interface between the bus and the transceiver. The transceiver can be a single element or multiple elements, such as multiple receivers and transmitters, providing a unit for communicating with various other devices over a transmission medium. Data processed by processor 301 is transmitted over a wireless medium via an antenna, which further receives data and transmits it to processor 301.

[0045] Processor 301 is responsible for managing the bus and general processing, and can also provide various functions, including timing, peripheral interfaces, voltage regulation, power management, and other control functions. Memory 302 can be used to store data used by processor 301 during operation.

[0046] Example 4 This embodiment relates to a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it implements the torque precision control method for the intelligent chassis active lateral stabilizer bar described in Embodiment 1 above.

[0047] That is, those skilled in the art will understand that all or part of the steps in the methods of the above embodiments can be implemented by a program instructing related hardware. This program is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0048] Based on the above-described preferred embodiments of the present invention, and through the foregoing description, those skilled in the art can make various changes and modifications without departing from the scope of the present invention. The technical scope of this invention is not limited to the contents of the specification, but must be determined according to the scope of the claims.

Claims

1. A method for precise torque control of an active lateral stabilizer bar in an intelligent chassis, characterized in that, The precise torque control method includes: Step S1: Preset the target roll angle of the vehicle's center of gravity; Step S2: Real-time acquisition of vehicle status data and motor operation data. The vehicle status data includes steering wheel angle, three-axis angular acceleration, and actual roll angle of the vehicle body center of gravity. The motor operation data includes three-phase stator current of the permanent magnet synchronous motor and motor rotor electrical angle acquired by the encoder. Step S3: When the actual roll angle is greater than a preset threshold, an anti-roll torque command is generated; Step S4: Estimate the response of the anti-roll torque command to the roll angle of the vehicle body center of gravity based on the least squares estimation algorithm, and dynamically correct the anti-roll torque command based on the estimation results; Step S5: Based on the anti-tilt torque command, the torque is accurately output through the current closed-loop control of the permanent magnet synchronous motor. The current closed-loop control adopts a three-ring nested architecture. The three-ring nested architecture in step S5 consists of a position ring or speed ring, a torque ring, and a current ring from the outside to the inside. In torque control mode, the outermost ring is the torque ring, which directly receives the anti-tilt torque command corrected in step S4 and outputs the corresponding current command. The current closed-loop control in step S5 includes coordinate transformation. The coordinate transformation is based on the three-phase stator current. First, it is converted into the first current in the stationary two-phase coordinate system by Clark transformation. Then, combined with the electric angle of the motor rotor, the first current is converted into the actual feedback current in the rotating dq coordinate system by Park transformation. The current closed-loop control in step S5 also includes torque command processing, which involves converting the corrected anti-tilt torque command into a current reference value in the rotating dq coordinate system according to the type of the permanent magnet synchronous motor. The torque equation of the permanent magnet synchronous motor is: ; In the formula, For electromagnetic torque, This represents the number of pole pairs of the motor. It is a permanent magnet flux linkage. Let be the direct axis in the rotated dq coordinate system. Let x be the intersection axis in the rotated dq coordinate system; The current closed-loop control in step S5 further includes current loop adjustment. The current loop adjustment uses a PI regulator as the current loop controller, inputs the d-axis current reference value, the q-axis current reference value and the actual feedback current obtained by the coordinate transformation, calculates the current error and performs PI calculation, and outputs the voltage command in the rotated dq coordinate system.

2. The method for precise torque control of the intelligent chassis active lateral stabilizer bar according to claim 1, characterized in that, The current closed-loop control in step S5 further includes inverse transformation and modulation, wherein the inverse transformation and modulation are as follows: the voltage command in the rotating dq coordinate system is converted into a voltage signal in the stationary two-phase coordinate system through inverse Park transformation; the voltage signal is converted into a duty cycle signal for controlling the switching transistors of the inverter through the SVPWM module, and a target voltage vector is synthesized at the stator end of the permanent magnet synchronous motor.

3. The method for precise torque control of the intelligent chassis active lateral stabilizer bar according to claim 1, characterized in that, The current closed-loop control in step S5 further includes current sampling feedback, which is: real-time acquisition of the three-phase stator current of the permanent magnet synchronous motor through a Hall sensor or sampling unit, and feedback of the acquired current signal to the coordinate transformation to form a complete current closed-loop feedback link.

4. A precise torque control device for an intelligent chassis active lateral stabilizer bar, implemented using the precise torque control method for an intelligent chassis active lateral stabilizer bar as described in any one of claims 1-3, characterized in that, The torque precision control device includes: The roll angle preset module is used to preset the target roll angle of the vehicle's center of gravity; The data acquisition module is used to collect vehicle status data and motor operation data in real time. The vehicle status data includes steering wheel angle, three-axis angular acceleration, and actual roll angle of the vehicle body center of gravity. The motor operation data includes three-phase stator current of permanent magnet synchronous motor and motor rotor electrical angle collected by encoder. The torque command generation module is used to generate an anti-roll torque command when the actual roll angle is greater than a preset threshold. The torque command correction module is used to estimate the response of the anti-roll torque command to the roll angle of the vehicle body center of gravity based on the least squares estimation algorithm, and dynamically correct the anti-roll torque command based on the estimation results; The current closed-loop control module is used to achieve precise torque output through the current closed-loop control of the permanent magnet synchronous motor based on the anti-tilt torque command. The current closed-loop control adopts a three-loop nested architecture.

5. A network-side server, characterized in that, include: At least one processor; as well as, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, which, when executed by the at least one processor, enables the at least one processor to perform the torque precision control method for the intelligent chassis active lateral stabilizer bar as described in any one of claims 1-3.

6. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the torque precision control method of the intelligent chassis active lateral stabilizer bar as described in any one of claims 1-3.

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