Stability control of vehicles powered by non-pneumatic wheels based on robust optimal sliding mode
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摘要:
机械弹性电动轮是一种新式非充气轮胎，具有防爆、防胎刺等优点，文章中基于匹配该电动轮的分布式汽车，提出了一种鲁棒最优滑模(ROSM)控制策略，以便提高车辆转向时的横摆稳定性。针对线性二自由度模型，为实现最优控制采用线性二自由度调节器(LQR)，输出初始的附加横摆力矩；考虑到实际行驶中车辆状态是复杂的非线性系统，建立包含不确定参数的车辆动力学模型，并在初始最优控制量的基础上设计一种鲁棒积分滑模控制器，该控制器对不确定参数与外部干扰具有良好的鲁棒性，且仍能实现最优控制；通过MATLAB/Simulink和Carsim联合仿真，对控制方法进行仿真验证，结果表明：双移线工况中，ROSM控制下横摆角速度的平均绝对误差(MAE)、均方根误差(RMSE)与LQR控制相比分别下降了63.83%、65.33%；蛇形工况中，其分别降低了58.38%、60.02%。
Abstract:Mechanical elastic electric wheel is a new type of non-pneumatic tire, which has the advantages of explosion-proof, anti-puncture, etc. In this paper, based on the distributed vehicle matching with the electric wheel, a robust optimal sliding mode (ROSM) control strategy is proposed to improve the yaw stability of the vehicle. Firstly, the initial additional yaw moment is calculated using a linear 2-DOF regulator (LQR) control rule for the linear 2-DOF model. Secondly, considering the complex nonlinearity of the actual vehicle system, a vehicle dynamics model with uncertain parameters is established. And a robust integral sliding mode controller is designed on the basis of the initial optimal control law. The improved controller has good robustness to uncertain parameters and external disturbances, which could still achieve optimal control effectiveness. Finally, the control scheme is verified by co-simulations of MATLAB/Simulink and Carsim. The findings demonstrate that, in the simulation of double lane change, the mean absolute error (MAE) and root mean square error (RMSE) of the yaw rate under ROSM control are decreased by 63.83% and 65.33%, respectively, in comparison to LQR control. As for the serpentine condition, they respectively decreased by 58.38% and 60.02%.
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Key words:
- non-pneumatic wheels /
- direct yaw moment /
- LQR /
- robust optimal control /
- sliding mode control
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图 9 四轮转矩变化（鲁棒最优滑模控制）
Figure 9. Four -wheel torque variation (robust optimal sliding mode control)
图 11 “质心侧偏角-质心侧偏角速度”相图
Figure 11. ‘Centre-of-mass lateral deflection angle - centre-of-mass lateral deflection angular velocity’ phase Diagrams
图 14 四轮转矩变化（鲁棒最优滑模控制）
Figure 14. Four -wheel torque variation (robust optimal sliding mode control)
图 16 “质心侧偏角-质心侧偏角速度”相图
Figure 16. ‘Centre-of-mass lateral deflection angle - centre-of-mass lateral deflection angular velocity’ phase Diagrams
表 1 MEEW参数拟合结果
Table 1. Parameter fitting results
Fz/kN Bx Cx Dx Ex By Cy Dy Ey 10 4.9477 1.7216 6795.14 0.4541 0.1364 1.2682 8150 − 0.0988 15 3.9323 2.1252 10103.66 0.8742 0.1271 1.2682 12200 − 0.0952 20 4.8070 1.7390 13495.56 0.4411 0.1116 1.2682 16310 − 0.0914 
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表 2 车辆参数
Table 2. Vehicle parameters
参数 数值 车辆质量 m/kg 1610 转动惯量 Iz/(kg·m2 ) 2059.2 质心到前轴距离 a/m 1.05 质心到后轴距离 b/m 1.61 轮距 d/m 1.565 轮胎滚动半径 R/m 0.35 前轮等效刚度 kf /(N·rad−1 ) − 87002 后轮等效刚度 kr /(N·rad−1 ) − 79240
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表 3 评估指标对比
Table 3. Comparison of evaluation indicators
工况 $\omega $δMAE $\omega $δRSME $\beta $δMAE $\beta $δRSME 双移线LQR 1.0161 1.8285 1.0270 1.7139 双移线ROSM 0.3675 0.6339 0.7070 1.1663 蛇形LQR 1.4944 2.2791 1.2446 1.7863 蛇形ROSM 0.6220 0.9111 0.9732 1.3679
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