CN-122018362-A - HIL-based distributed drive chassis control method

CN122018362ACN 122018362 ACN122018362 ACN 122018362ACN-122018362-A

Abstract

The invention belongs to the technical field of chassis driving control and discloses a distributed driving chassis control method based on HIL, which comprises the steps of obtaining pedal input signals and steering wheel angle signals, inputting driving force and yaw moment fusion distribution models after mapping and smoothing treatment, obtaining target torque of each wheel and issuing the target torque to a real vehicle chassis test board, and controlling a vehicle-mounted motor to output corresponding actual torque and actual vehicle speed; the method comprises the steps of calculating target angular speeds to be tracked of load motors of all wheels through a vehicle dynamics and kinematics model, dynamically adjusting torque instructions of the vehicle-mounted motors according to the difference value between the actual angular speeds of the vehicle-mounted motors and the target angular speeds of the load motors, calculating external resistance loss and internal torque loss through a vehicle speed and angular speed synthesis module and a vehicle environment model, and feeding back the external resistance loss and the internal torque loss to the vehicle dynamics model. The software and hardware closed-loop coupling and the torque and driving control closed-loop verification are realized, and the simulation precision of the HIL simulation system is remarkably improved.

Inventors

SHEN SHUIWEN
ZHANG SHUBAO
YU KE
LIN TENG
WANG GUOHONG
ZHANG LEI
Janatur Naeem

Assignees

厦门理工学院

Dates

Publication Date: 20260512
Application Date: 20260410

Claims (10)

1. A HIL-based distributed drive chassis control method, comprising: Acquiring pedal input signals and steering wheel angle signals, and performing mapping and filtering smoothing treatment to obtain a smooth driving moment and a smooth yaw moment of the whole vehicle; Distributing the smooth driving moment and the smooth yaw moment to four wheels based on a driving force and yaw moment fusion distribution model to obtain target torque of each wheel; The method comprises the steps of transmitting target torque of each wheel to a real vehicle chassis test board through an HIL real-time communication bus, controlling each vehicle-mounted motor to output corresponding actual torque and actual vehicle speed after the real vehicle chassis test board receives the target torque, and calculating corresponding actual angular velocity based on the actual vehicle speed of each wheel; Based on the actual torque of each wheel, generating target angular velocities which are required to be tracked by four load motors and correspond to each wheel through calculation of vehicle dynamics and kinematic models, and transmitting the target angular velocities of the load motors to a real vehicle chassis test board through an HIL real-time communication bus to control the load motors to track the corresponding target angular velocities respectively; according to the difference value between the actual angular speed of the vehicle-mounted motor corresponding to each wheel and the target angular speed of the load motor corresponding to the wheel, dynamically adjusting the torque command of the vehicle-mounted motor corresponding to the wheel, and realizing the linkage balance of the vehicle-mounted motor and the load motor on four wheels; The method comprises the steps of inputting the actual vehicle speed of each vehicle-mounted motor into a vehicle speed and angular speed synthesis module to obtain the actual longitudinal speed of the whole vehicle and the actual yaw rate of the whole vehicle, inputting a vehicle environment model to calculate external resistance loss and internal torque loss, and feeding back the external resistance loss and the internal torque loss to a vehicle dynamics model to form system-level closed-loop control.
2. The method of claim 1, wherein dynamically adjusting the torque command of the on-board motor for each wheel based on a difference between the actual angular velocity of the on-board motor for that wheel and the target angular velocity of the load motor for that wheel comprises: For each wheel, adaptively adjusting a gain coefficient according to a difference value between an actual angular speed of a vehicle-mounted motor corresponding to the wheel and a target angular speed of a load motor corresponding to the wheel, and calculating an adjusted torque instruction of the wheel based on the gain coefficient, the difference value and the target torque of the wheel; wherein when the actual angular velocity is smaller than the target angular velocity, the gain coefficient is increased to increase the torque command; reducing the gain factor to reduce torque command when the actual angular velocity is greater than the target angular velocity; When the actual angular velocity is equal to the target angular velocity, a current torque command is maintained.
3. The method of claim 1, wherein obtaining the pedal input signal and the steering wheel angle signal, and performing a mapping and filtering smoothing process to obtain a smoothed driving moment and a smoothed yaw moment of the whole vehicle, comprises: Based on a curve mapping relation table of driving moment and pedal opening degree and a curve mapping relation table of yaw moment and steering wheel angle, mapping the pedal input signal and the steering wheel angle signal into an initial driving moment requirement and an initial yaw moment requirement respectively through curve table lookup and interpolation; and carrying out smooth filtering treatment on the initial driving moment requirement and the initial yaw moment requirement through a first-order low-pass filter to obtain a smooth driving moment and a smooth yaw moment.
4. The method according to claim 1, characterized in that the smooth driving moment and the smooth yaw moment are distributed to four wheels based on a driving force and yaw moment fusion distribution model, and the target torque of each wheel is obtained by the following constraint conditions: the sum of the longitudinal forces of the four wheels is equal to the smooth driving torque; Subtracting the sum of the longitudinal forces of the left front wheel and the right rear wheel from the sum of the longitudinal forces of the right front wheel and the left rear wheel, wherein the obtained difference is in direct proportion to the smooth yaw moment, and the proportionality coefficient is the reciprocal of the left wheel track and the right wheel track of the vehicle; And after the longitudinal force of each wheel is distributed under the constraint condition, dividing the longitudinal force by the radius of the wheel to obtain the target torque of the corresponding wheel.
5. The method of claim 1, wherein the vehicle dynamics and kinematics model comprises a vehicle dynamics model and a vehicle kinematics model, wherein the generating the target angular speeds corresponding to each wheel, which are required to be tracked by the four load motors, based on the actual torque of each wheel through calculation of the vehicle dynamics and kinematics model comprises: according to the actual torque of each wheel, synthesizing to obtain the actual whole vehicle driving moment and the actual whole vehicle yaw moment acting on the vehicle; Inputting an actual whole vehicle driving moment and an actual whole vehicle yaw moment into a vehicle dynamics model so that the vehicle dynamics model is based on vehicle mass and moment of inertia parameters, and calculating longitudinal acceleration and yaw angular acceleration of the vehicle by combining external resistance loss and internal torque loss fed back by a vehicle environment model; integrating the calculated longitudinal acceleration and yaw acceleration to obtain the longitudinal speed and yaw speed of the vehicle; And the longitudinal speed and the yaw rate are input into a vehicle kinematic model, so that the vehicle kinematic model synthesizes the longitudinal speed and the yaw rate into target speeds of four wheels according to left and right wheel tracks of the vehicle, and respectively converts the target speeds of the four wheels into corresponding target angular speeds of a load motor.
6. The method of claim 1, wherein inputting the actual vehicle speed of each vehicle-mounted motor to the vehicle speed and angular speed synthesizing module to obtain the actual vehicle longitudinal speed and the actual vehicle yaw rate comprises: converting the actual vehicle speed of each vehicle-mounted motor into the actual angular speed of the corresponding wheel; Inputting the actual angular velocity of each wheel into a vehicle velocity and angular velocity synthesizing module, so that the vehicle velocity and angular velocity synthesizing module synthesizes the actual longitudinal velocity of the whole vehicle and the actual yaw velocity of the whole vehicle based on the actual angular velocity of each wheel, the radius of each wheel and the left and right wheel tracks of the vehicle; the actual longitudinal speed of the whole vehicle is an average value of linear speeds corresponding to the actual angular speeds of four wheels; the actual yaw rate of the whole vehicle is in direct proportion to the difference value of the actual angular rates of the left wheel and the right wheel of the front axle, and the proportionality coefficient is the ratio of the radius of the wheels to the left wheel distance and the right wheel distance of the vehicle.
7. The method of claim 1, wherein the vehicle environment model determines the external resistance loss and internal torque loss, comprising: calculating air resistance according to the actual longitudinal speed of the whole vehicle, a preset air resistance coefficient, the windward area of the vehicle and the air density; calculating gradient resistance and rolling resistance according to the actual longitudinal speed of the whole vehicle, the corresponding road gradient angle, the vehicle mass and the gravity acceleration; the external resistance loss is obtained by summing the air resistance, gradient resistance and rolling resistance: and calculating the internal torque loss according to the whole vehicle required torque and the preset transmission system efficiency, wherein the whole vehicle required torque is the sum of the target torques of all wheels.
8. A HIL-based distributed drive chassis control apparatus, comprising: The signal input and preprocessing module is used for obtaining pedal input signals and steering wheel angle signals, and the signals are subjected to mapping and filtering smoothing processing to obtain a smooth driving moment and a smooth yaw moment of the whole vehicle; the torque distribution module is used for distributing the smooth driving moment and the smooth yaw moment to four wheels based on a driving force and yaw moment fusion distribution model to obtain target torque of each wheel; The vehicle-mounted motor control module is used for transmitting the target torque of each wheel to the real vehicle chassis test board through the HIL real-time communication bus, so that the real vehicle chassis test board receives the target torque, controls each vehicle-mounted motor to output corresponding actual torque and actual vehicle speed, and calculates corresponding actual angular velocity based on the actual vehicle speed of each wheel; the load motor control module is used for generating target angular velocities which are required to be tracked by the four load motors and correspond to the wheels through calculation of vehicle dynamics and kinematic models based on the actual torque of the wheels, transmitting the target angular velocities of the load motors to the real vehicle chassis test board through the HIL real-time communication bus, and controlling the load motors to track the corresponding target angular velocities respectively; The vehicle-mounted motor feedback module is used for dynamically adjusting the torque command of the vehicle-mounted motor corresponding to each wheel according to the difference between the actual angular speed of the vehicle-mounted motor corresponding to each wheel and the target angular speed of the load motor corresponding to the wheel, so as to realize linkage balance of the vehicle-mounted motor and the load motor on four wheels; The load motor feedback module is used for inputting the actual vehicle speed of each vehicle-mounted motor to the vehicle speed and angular speed synthesis module to obtain the actual longitudinal speed of the whole vehicle and the actual yaw rate of the whole vehicle, inputting a vehicle environment model to calculate external resistance loss and internal torque loss, and feeding back the external resistance loss and the internal torque loss to the vehicle dynamics model to form a system-level closed-loop control.
9. The device of claim 8, wherein the chassis driving control device comprises a vehicle controller, an upper computer controller, a real vehicle chassis test stand and a distributed driving executing mechanism; The real vehicle chassis test board comprises a mechanical rack, a vehicle-mounted motor control unit, a load motor and a load motor control unit; the distributed driving executing mechanism at least comprises two independently driven hub motors and control units thereof, a vehicle-mounted encoder, a load encoder and a torque sensor, and is mechanically arranged on the real vehicle chassis test bench and used for simulating real wheels; The upper computer controller runs the HIL simulation model, and the vehicle-mounted controller sends a control instruction to the real vehicle chassis test table through the HIL real-time communication interface unit in a fixed simulation step length; The HIL real-time communication interface unit is respectively in communication connection with the upper computer controller and the distributed driving executing mechanism.
10. An electronic device is characterized by comprising a processor, a memory, a communication interface and a communication bus, The processor, the memory and the communication interface complete communication with each other through the communication bus; the memory is configured to hold at least one executable instruction that causes the processor to perform the operations of the chassis control method according to any one of claims 1 to 7.

Description

HIL-based distributed drive chassis control method Technical Field The invention relates to the technical field of chassis driving control, in particular to a distributed driving chassis control method based on HIL. Background With the rapid development of new energy automobile technology, higher requirements are put forward on test verification of key components such as an electric drive system, a whole vehicle controller and a battery management system of a vehicle, an HIL Simulation system (Hardware-in-Loop Simulation, a real chassis Hardware in Loop test bench) is generated, a Hardware platform, a Simulation model and a software platform are integrated, a real motor, a motor controller and other Hardware are connected into a virtual vehicle environment constructed by a high-precision model, a vehicle control instruction is sent to an actuator on the vehicle through the controller, the vehicle performs corresponding actions according to the control instruction, and vehicle state information is monitored by using a sensor on the vehicle and fed back to the controller. The distributed driving system of the vehicle consists of a plurality of motors, a steering device, a braking system, a control system and the like, and the driving motors are directly arranged near the wheels or integrated in the hubs to realize independent control of the wheel torque. However, the changes of the running working condition, the running mode, the structural parameters and the like of the distributed driving automobile can have great influence on the dynamic characteristics of the automobile, and the lack of coordinated control of all coupled subsystems in the chassis of the automobile can lead to the deterioration of the comprehensive performance of the automobile under certain complex running working conditions. In the distributed driving system test of the existing HIL simulation system, the mapping of the vehicle driving input to the vehicle chassis control is not smooth, deviation exists between the control distribution results of the software algorithm to the driving moment and the yaw moment and the response of the real vehicle chassis, and the existing vehicle speed control model does not consider the real loading characteristic, so that the simulation precision is insufficient in the test stage. Disclosure of Invention The invention aims to solve the technical problem of insufficient simulation precision in the existing distributed driving type HIL simulation system, and provides a mapping smooth and control coordination method to match real hardware, and the method realizes closed-loop coupling between software and hardware in a virtual environment. In a first aspect, an embodiment of the present invention provides a driving control method for an adaptive distributed driving chassis, where the method includes: Acquiring pedal input signals and steering wheel angle signals, and performing mapping and filtering smoothing treatment to obtain a smooth driving moment and a smooth yaw moment of the whole vehicle; Distributing the smooth driving moment and the smooth yaw moment to four wheels based on a driving force and yaw moment fusion distribution model to obtain target torque of each wheel; The method comprises the steps of transmitting target torque of each wheel to a real vehicle chassis test board through an HIL real-time communication bus, controlling each vehicle-mounted motor to output corresponding actual torque and actual vehicle speed after the real vehicle chassis test board receives the target torque, and calculating corresponding actual angular velocity based on the actual vehicle speed of each wheel; Based on the actual torque of each wheel, generating target angular velocities which are required to be tracked by four load motors and correspond to each wheel through calculation of vehicle dynamics and kinematic models, and transmitting the target angular velocities of the load motors to a real-vehicle chassis test board through the HIL real-time communication bus to control the load motors to track the corresponding target angular velocities respectively; according to the difference value between the actual angular speed of the vehicle-mounted motor corresponding to each wheel and the target angular speed of the load motor corresponding to the wheel, dynamically adjusting the torque command of the vehicle-mounted motor corresponding to the wheel, and realizing the linkage balance of the vehicle-mounted motor and the load motor on four wheels; The method comprises the steps of inputting the actual vehicle speed of each vehicle-mounted motor into a vehicle speed and angular speed synthesis module to obtain the actual longitudinal speed of the whole vehicle and the actual yaw rate of the whole vehicle, inputting a vehicle environment model to calculate external resistance loss and internal torque loss, and feeding back the external resistance loss and the internal torque loss to a vehicle dynamics model to fo