Search

CN-121973641-A - Double-motor rotating speed cooperative control method for drifting vehicle

CN121973641ACN 121973641 ACN121973641 ACN 121973641ACN-121973641-A

Abstract

The invention discloses a double-motor rotating speed cooperative control method and device for a drifting vehicle. The left front wheel and the right front wheel of the drifting vehicle are respectively driven by two independent motors, and the rear wheels are universal wheels. The method is characterized in that a special user drift control command signal is introduced to cooperate with a vehicle steering state and a user driving power command so as to determine a target rotating speed difference control strategy. The control strategy is embodied by a target rotational speed difference direction coefficient (K), the value of K being continuously variable in response to the drift control command signal. When the vehicle turns, the normal running mode, the drifting sideslip mode and the drifting round-fixing mode are easily realized by continuously transiting the K value between positive, zero and negative, and seamless and linear switching among multiple driving modes is realized. The invention enables the driver to intuitively and continuously adjust the yaw moment of the vehicle through a single control dimension, thereby greatly improving the pleasure and controllability of drift control.

Inventors

  • LI XINGHUI

Assignees

  • 李星辉

Dates

Publication Date
20260505
Application Date
20260203

Claims (10)

  1. 1. A dual motor rotational speed cooperative control method for a drift car having a frame, a front wheel steering assembly mounted to the frame, left and right front wheels mechanically independently driven by two independent motors, respectively, and at least one universal wheel rear wheel having no active steering function, the method comprising the steps of: The signal acquisition step is to acquire a vehicle steering state signal, a user driving power command signal and a user drift control command signal in real time; A control decision step of determining a target rotation speed difference control strategy based on the user drift control command signal; Synthesizing the target rotating speeds of the left front wheel and the right front wheel according to the vehicle steering state signal, the user driving power command signal and the target rotating speed difference control strategy, wherein the target rotating speed difference control strategy is used for defining the direction and magnitude relation of the difference between the target rotating speeds of the left front wheel and the right front wheel in cooperation with the vehicle steering state signal; And a driving execution step of controlling the two independent motors to respectively run at the corresponding target rotating speeds.
  2. 2. The method of claim 1, wherein the user drift control command signal is a continuously variable signal, and wherein the control decision step comprises continuously adjusting the target speed difference control strategy based on a real-time value of the user drift control command signal.
  3. 3. The method of claim 2, wherein the target speed differential control strategy is embodied by a target speed differential direction coefficient, wherein the sign of the target speed differential direction coefficient cooperates with the vehicle steering status signal to determine a target speed differential direction when the vehicle steering status signal indicates steering, the absolute magnitude of which is used to affect the magnitude of the target speed differential.
  4. 4. A method according to claim 3, wherein the user drift control command signal is derived from an opening signal of a dedicated drift control pedal, wherein the value of the target rotational speed difference direction coefficient is configured to continuously vary with the variation of the opening signal, and wherein the absolute value of the coefficient decreases with increasing opening in a first variation interval of the opening signal, and wherein the sign of the coefficient is reversed with respect to the first variation interval and the absolute value thereof increases with increasing opening in a second variation interval of the opening signal.
  5. 5. The method of claim 4, wherein the target speed difference direction coefficient is configured to cause a target speed of the outer front wheel to be higher than the inner front wheel when the vehicle steering status signal indicates steering during the first variation interval of the opening signal, and is configured to cause a target speed of the inner front wheel to be higher than the outer front wheel when the vehicle steering status signal indicates steering during the second variation interval of the opening signal, corresponding to a drift rounding mode.
  6. 6. The method of claim 5, wherein the intermediate value of the opening signal corresponds to a drift-side slip pattern, wherein the intermediate value is an intermediate numerical point or a narrow interval between the first and second variation intervals when the opening signal is within the first variation interval and the second variation interval throughout the variation range of the opening signal, and wherein the target rotational speed difference direction coefficient is configured such that the target rotational speed difference of the front left and right wheels is maintained within a range having an absolute value less than or equal to a preset threshold when the opening signal is within the numerical point or the narrow interval.
  7. 7. The method of claim 1, wherein the user drift control command signal is a multi-gear discrete signal comprising at least a first gear corresponding to a normal travel mode, a second gear corresponding to a drift side-slip mode, and a third gear corresponding to a drift rounding mode.
  8. 8. The method of claim 7, wherein in the first gear the target speed difference control strategy is configured to cause a target speed of the outside front wheel to be higher than the inside front wheel when the vehicle steering status signal indicates steering, wherein in the second gear the target speed difference control strategy is configured to maintain a target speed difference between the left front wheel and the right front wheel within a range having an absolute value less than or equal to a preset threshold when the vehicle steering status signal indicates steering, and wherein in the third gear the target speed difference control strategy is configured to cause a target speed of the inside front wheel to be higher than the outside front wheel when the vehicle steering status signal indicates steering.
  9. 9. The method of any one of claims 1 to 8, wherein the user-actuated power command signal is from an accelerator pedal, a speed knob, or a handle trigger.
  10. 10. A drift car characterized by comprising a frame, a front wheel steering assembly mounted to the frame, a left front wheel and a right front wheel rotatably mounted to the frame and mechanically driven independently by two independent motors, respectively, at least one rear wheel mounted to the rear of the frame and being a universal wheel without an active steering function, a vehicle status sensing module for acquiring a vehicle steering status signal, a user command input module for acquiring a user driving power command signal and a user drift control command signal, a control mechanism comprising a processor, a memory and a motor driver for driving the two independent motors, the memory storing a computer program, the processor being configured to execute the computer program to generate control commands and to control the operation of the two independent motors by the motor driver, wherein the control mechanism is in signal connection with the vehicle status sensing module, the user command input module, respectively, and is configured to perform a dual independent rotational speed control method as claimed in any one of the motors 1 to 9 based on signals from the vehicle status sensing module and the user command input module.

Description

Double-motor rotating speed cooperative control method for drifting vehicle Technical Field The invention relates to the technical field of vehicle control, in particular to a drifting vehicle with a special driving structure and a double-motor rotating speed cooperative control method thereof. Background Existing remote control vehicles, toy vehicles or small electric vehicles generally rely on mechanical steering mechanisms for front wheels, and most of the existing remote control vehicles, toy vehicles or small electric vehicles are driven by a single motor through a differential mechanism to drive two rear wheels or front wheels. When the vehicle turns, the differential automatically adjusts the speed of the inner wheel and the outer wheel so as to realize stable ackerman steering. However, such conventional arrangements do not allow for active, controllable drift actions. Some high-end models or experimental vehicles adopt the layout of dual motors for independently driving front wheels or rear wheels, but the control strategies are mostly focused on improving the tracking performance or realizing tank steering (in-situ turning), and a special control method capable of allowing users to perform seamless and continuous switching among various driving modes such as normal steering, stable sideslip, aggressive rounding and the like is lacking. Particularly, in the structure that the front wheels are driven and the rear wheels are free universal wheels, how to continuously control the yaw moment of the vehicle through an intuitive user command (such as a single pedal) is not yet known in the prior art. Further, as disclosed in chinese patent CN213292546U, a drift car adopts a structure in which the front wheel is independently driven by two motors and the rear wheel is swingable, but its driving control method reveals the core limitation of the prior art. According to the scheme, three discrete and mode-fixed instructions of left turning differential speed, same-speed forward speed and right turning differential speed are respectively sent correspondingly through three independent foot pedals of left, middle and right. The design purpose is that when the vehicle turns, the motor is controlled to generate the traditional ' Ackerman ' differential speed which enables the rotation speed of the outer side wheel to be higher than that of the inner side wheel, so as to assist the stable turning and prevent the vehicle from turning on one's side. This control is essentially passive differential logic that serves "steady running". The driver can only switch between preset discrete states by selecting different pedals, and continuous, linear and stepless fine adjustment of the yaw moment for actively controlling the yaw attitude of the vehicle cannot be performed at all. Therefore, the scheme is difficult to realize smooth transition from normal driving to active drift (especially aggressive rounding drift), and a driver cannot intuitively and continuously control the drift process, so that the intuitiveness, the fun and the controllability of the control are basically insufficient. Disclosure of Invention The invention aims to overcome the defects of the prior art, and provides a drifting vehicle and a double-motor rotating speed cooperative control method thereof, which can be controlled by a special, continuously adjustable user instruction, when the vehicle runs forward, accurate, continuous and seamless control of the vehicle among various driving modes such as normal running, drifting sideslip, drifting rounding and the like is realized. In order to achieve the above purpose, the invention adopts the following technical scheme: In a first aspect, the present invention provides a dual-motor rotation speed cooperative control method for a drift vehicle, where the drift vehicle has a frame, a front wheel steering assembly mounted on the frame, a left front wheel and a right front wheel mechanically driven by two independent motors respectively, and at least one universal wheel rear wheel without an active steering function, the left front wheel and the right front wheel are mechanically independent at a driving layer, i.e. there is no mechanical differential or a shared driving shaft between the two, and each wheel is driven by a corresponding independent motor through a dedicated driving path. The method comprises the following steps: The signal acquisition step is to acquire a vehicle steering state signal, a user driving power command signal and a user drift control command signal in real time; A control decision step of determining a target rotation speed difference control strategy based on the user drift control command signal; Synthesizing the target rotating speeds of the left front wheel and the right front wheel according to the vehicle steering state signal, the user driving power command signal and the target rotating speed difference control strategy, wherein the target rotating speed difference con