基于小波控制的电动汽车稳定性研究（双语出版）

针对前轮独立驱动电动汽车,研究一种基于小波控制器的驱动稳定性控制系统。为提高车辆对开路面的行驶稳定性,根据驱动轮等转矩分配控制策略,提出基于神经网络PID的驱动轮滑移率相近为目标控制策略。针对矢量控制中的电流控制,提出基于离散小波变换的电流控制器。通过CarSim/Simulink建立前轮独立驱动电动汽车联合仿真平台,进行不同工况整车性能仿真与分析,并基于A&D5435快速原型开发平台进行实车试验。仿真与试验结果表明：基于小波控制器的驱动控制系统不仅提高了车辆对开路面行驶的稳定性,而且具有更平滑、更快速的转矩响应;对开路面工况下,提出的控制策略左侧、右侧驱动轮速度仿真结果与试验结果最大偏差分别为3.43%和3.56%;等转矩分配控制策略下,左侧、右侧驱动轮速度仿真结果与试验结果最大偏差分别为3.86%和3.25%,表明了试验与仿真的一致性;对开路面仿真工况下,相比于驱动轮等转矩分配控制策略,基于神经网络PID的驱动轮滑移率相近为目标控制策略的车辆峰值质心侧偏角降低了79.57%,侧向跑偏距离降低了73.39%。     

驱动轮角加速度与滑转率关系研究

通过对单轮车辆模型滑转的过程参数分析,定性研究了角加速度与滑转率的相瓦关系.并结合实车滑转试验,研究了车辆驱动轮附着系数、滑转率以及角加速度在试验过程时间中的变化情况.结果表明,在驱动轮滑转过程中滑转牢随着角加速度的增大而不断增大,这为采用驱动轮角加速度进行路面识别提供了可靠的理论依据.     

四轮独立驱动纯电动汽车驱动防滑控制

本文研究四轮独立驱动(4WID)纯电动汽车的驱动防滑(ASR),提出基于门限角加速度和滑转率的模糊滑转率控制方法。利用4WID电动汽车驱动力矩独立可控,转速和驱动力矩容易获得的特点,以实际角加速度与门限角加速度之差和实际滑转率作为模糊控制器输入,使得实际角加速度接近门限角加速度,控制各轮的驱动力矩实现驱动防滑。与PID控制进行对比,仿真结果表明,基于门限角加速度的模糊滑转率控制,能有效的降低滑转率,抑制驱动轮的滑转,提高了电动汽车在低附着路面加速行驶的稳定性和安全性。     

双电机独立驱动电动汽车的电子差速自调节功能的分析研究

双电机独立驱动方式的电动汽车,由于电机的特性,在不需要转向角信号的条件下,通过由于驱动轮转速的不同,使驱动电机的电流不同,从而引起了驱动轮的不同滑转率的分析,提出了在低速时,通过滑转率的不同而进行调节,实现电子差速的自调节功能;在高速区,由于工作在限流状态,使驱动转矩基本相同,实现了电子差速的自调节功能。由于控制器有限流作用,限制了单电机的输出力矩,使单电机不足以驱动整车,双电机的共同驱动,实现电子差速的自调节功能。     

双电机独立驱动电动汽车的电子差速自调节功能的分析研究

双电机独立驱动方式的电动汽车,由于电机的特性,在不需要转向角信号的条件下,通过由于驱动轮转速的不同,使驱动电机的电流不同,从而引起了驱动轮的不同滑转率的分析,提出了在低速时,通过滑转率的不同而进行调节,实现电子差速的自调节功能;在高速区,由于工作在限流状态,使驱动转矩基本相同,实现了电子差速的自调节功能。由于控制器有限流作用,限制了单电机的输出力矩,使单电机不足以驱动整车,双电机的共同驱动,实现电子差速的自调节功能。     

双电机独立驱动电动汽车的电子差速自调节功能的分析研究

双电机独立驱动方式的电动汽车,由于电机的特性,在不需要转向角信号的条件下,通过由于驱动轮转速的不同,使驱动电机的电流不同,从而引起了驱动轮的不同滑转率的分析,提出了在低速时,通过滑转率的不同而进行调节,实现电子差速的自调节功能;在高速区,由于工作在限流状态,使驱动转矩基本相同,实现了电子差速的自调节功能。由于控制器有限流作用,限制了单电机的输出力矩,使单电机不足以驱动整车,双电机的共同驱动．实现电子差速的自调节功能。     

基于ADVISOR纯电动汽车动力性能研究

分析汽车动力性能影响因素,通过参照某纯电动汽车基本相关参数为设计样本,分别理论计算驱动电机功率、转速、扭矩,选择合理动力电池模型。基于MATLAB运行ADVISOR软件进行模型仿真测试,选择典型的新欧洲行驶循环CYC_NEDC工况测试得出相应试验参数曲线和动力性指标数据。分析行驶工况数据,得出结论满足设计指标,可以证明选择的纯电动汽车相关电动机,蓄电池等参数的可行性。     

转向加速工况下汽车驱动防滑控制系统滑转率算法研究

汽车低速转弯加速时,用后轮轮速作为参考车速计算驱动轮滑转率会造成计算偏差,引起驱动防滑控制系统误干预,为此提出了驱动轮滑转率计算的修正算法.该修正算法不需要增加前轮转角传感器,而是采用两非驱动轮轮速估计车身横摆角速度和汽车前轮转角,进而计算出前轮参考轮速,并将前轮参考轮速代替车速对转弯工况的驱动轮滑转率计算进行修正.试验结果表明,该修正算法消除了滑转率计算误差,可防止汽车在高附着路面上转弯加速时驱动防滑控制系统的误干预.     

分布式驱动电动汽车电子差速仿真研究

文章针对前轮独立驱动电动汽车转向电子差速控制策略进行研究,建立了分布式驱动电动汽车低速转向时,驱动轮转速满足阿克曼转向原理为目标的电子差速策略。基于Matlab/Simulink和Carsim建立了分布式驱动电动汽车联合仿真实验平台。仿真分析验证了低速转向电子差速控制策略的有效性。     

混合动力汽车驱动电机控制系统建模与仿真

为使混合动力汽车电动机和发动机2种动力装置有机协调配合,更好地进行实际电机的控制。文章在Matlab/Simulink中,根据无刷直流电机(BLDCM)的数学模型,建立了该模型的仿真模型。模型采用的是转速和电流的双闭环控制方法:速度环采用PID控制,转速环采用电流滞环控制。在Matlab/Simulink中建立独立的功能模块,并与S函数结合,构建了无刷直流电机的控制系统仿真模型。得到的仿真曲线和理论分析一致,可以将PID调节的参数进行实际电机的控制,为电机的系统控制提供了依据。     

Integrated chassis control for a three-axle electric bus with distributed driving motors and active rear steering system

This paper describes an integrated chassis control framework for a novel three-axle electric bus with active rear steering (ARS) axle and four motors at the middle and rear wheels. The proposed integrated framework consists of four parts: (1) an active speed limiting controller is designed for anti-body slip control and rollover prevention; (2) an ARS controller is designed for coordinating the tyre wear between the driving wheels; (3) an inter-axle torque distribution controller is designed for optimal torque distribution between the axles, considering anti-wheel slip and battery power limitations and (4) a data acquisition and estimation module for collecting the measured and estimated vehicle states. To verify the performances, a simulation platform is established in Trucksim software combined with Simulink. Three test cases are particularly designed to show the performances. The proposed algorithm is compared with a simple even control algorithm. The test results show satisfactory lateral stability and rollover prevention performances under severe steering conditions. The desired tyre wear coordinating performance is also realised, and the wheel slip ratios are restricted within stable region during intensive driving and emergency braking with complicated road conditions.     

电子差速系统轮胎附着特性模拟仿真研究

电子差速系统相对于传统的机械式差速器可以实现转矩的精准分配,根据轮胎的纵向运动特性以及侧向运动特性,结合轮胎滑移率让内外侧车轮在过弯时拥有足够的附着力,减小整车的横摆角速度,提高过弯稳定性。采用后轮双电机的驱动方案,驱动电机采用直接转矩控制的方法,由整车控制器将指定的计算转矩信号发送给电机控制器完成动力分配,所需转矩根据驾驶员的加速踏板及方向盘转角,运用阿克曼转向模型计算得到。     

Direct yaw moment control and power consumption of in-wheel motor vehicle in steady-state turning

Driving force distribution control is one of the characteristic performance aspects of in-wheel motor vehicles and various methods have been developed to control direct yaw moment while turning. However, while these controls significantly enhance vehicle dynamic performance, the additional power required to control vehicle motion still remains to be clarified. This paper constructed new formulae of the mechanism by which direct yaw moment alters the cornering resistance and mechanical power of all wheels based on a simple bicycle model, including the electric loss of the motors and the inverters. These formulation results were validated by an actual test vehicle equipped with in-wheel motors in steady-state turning. The validated theory was also applied to a comparison of several different driving force distribution mechanisms from the standpoint of innate mechanical power.     

Optimal power distribution of front and rear motors for minimizing energy consumption of 4-wheel-drive electric vehicles

In this paper, the optimal power distribution of the front and rear motors for minimizing energy consumption of a 4WD EV is investigated. An optimal power distribution control is developed based on the mathematical energy consumption model of an EV. The objective function is defined while ignoring time. And, the time effect is applied by considering the objective function for every single driving point which consists of the vehicle driving force and velocity. From the optimization problem, the optimal torque distribution maps of the front and rear motors can be obtained for all vehicle driving force and velocity ranges. These maps can be expressed using a 3-dimensional map. If the vehicle driving force and velocity are determined, the optimal front and rear motor torques can be determined using these maps. These maps can distribute the front and rear motor torques for the entire velocity range. Thus, these maps can perform the optimal power (torque times speed) distribution of the front and rear motors for minimizing the energy consumption of the 4WD EV. The performance of the optimal power distribution is evaluated by comparing the energy consumption to that of simple power distribution control. For obtaining the energy consumption, a vehicle driving simulation is performed. For the simulation, the driving cycle is required, and the NEDC (New European Driving Cycle) is used. From the simulation results, it is found that the energy consumption of simple power distribution is 4.8 % larger than the optimal one. Thus, the optimal power distribution can minimize the 4WD EV energy consumption as the optimization objective function.     

基于BP神经网络的电动车电子差速器设计

针对双电机独立轮式驱动电动汽车,介绍了一种汽车行驶数据测量系统;考虑汽车转向行驶时内、外侧车轮转速与转向角和车体速度之间的非线性关系,提出了一种新型结构的基于BP神经网络原理的电子差速方案;设计了训练和在线计算算法,并编写了C语言计算机程序;仿真验证了该差速器的可行性。     

双电机独立驱动电动车电子差速技术

针对双电机独立驱动电动车电子差速问题进行了研究,根据ACKERMANN汽车转向模型和电机的特性及双电机独立驱动的特点,提出了以2个驱动轮的相对滑转率（6）为控制变量进行调速控制的方法,并确定了6的临界值,在6≤2％时,采用自适应调节的电子差速模式,实现电子差速功能;在占〉2％时,采用闭环有差反馈式调压系统调节,使占≤2％,实现电子差速的自调节功能。仿真模拟结果表明,此电子差速控制策略能够保证电动车在直线和转向行驶达到差速目的,并能以最佳的驱动力行驶。     

汽车动力传动系实时动力学仿真模型

将动力传动系视为刚体系统,建立适用于开发型驾驶模拟器的动力传动系4自由度实时动力学仿真模型,输入驾驶员的点火开关信号、油门踏板信号、离合器踏板信号及挡位信号,在一定的传动系各部件及驱动轮的运动状态下,传动系模型可向整车动力学模型输出驱动轮上的驱动力矩,从而完成车辆的实时动力学仿真,并进一步向驾驶模拟器输送整车的实时运动状态。仿真与动力性试验的对比结果表明,该模型不但具有实时性,而且可通过整车模型使开发型驾驶模拟器为驾驶员提供逼真的整车运动响应。     

Coordinated vehicle traction control based on engine torque and brake pressure under complicated road conditions

Vehicle traction control system has been developed to enhance the traction capability and the direction stability of the driving wheels through the tyre slip ratio regulation. Under normal situations, if the tyre slip ratio exceeds a certain threshold, the slip ratio of the driving wheel is regulated by the coupled interaction of the engine torque and the active brake pressure. In order to obtain the best driving performance on a road under complicated friction conditions, the driving torque and the active brake pressure, need to be decoupled and adjusted to avoid penalisation of each other. In this paper, a coordinated cascade control method with two sliding-mode variable structure controllers is presented. In this control method, the driving wheel slip ratio is regulated by adjusting the engine torque and the wheel brake pressure. Through the sliding-mode controller, the engine torque is tuned to achieve the maximum driving acceleration and then the active brake pressure is applied to the slipped wheel for further modification of the wheel slip ratio. The advantage of this control method is that through proper regulation, the conflict between the two control inputs could be avoided. Finally, the simulation results validate the effectiveness of the proposed method.     

电动轮驱动电动汽车差速技术研究

提出了电动轮旋转动力学方程和对驱动电机采用转矩指令控制及车轮转速随动的方法,实现电动轮系统的自适应差速。进行了转向行驶、路面不平及不同车轮半径等工况的道路试验,试验结果表明:电动轮汽车在各种工况下都能保持良好的差速性能,具有自适应差速特性。