车辆主动前轮转向与直接横摆力矩自适应控制  

Adaptive control of active front steering and direct yaw moment for vehicle

作　　者：桑楠[1,2] 魏民祥[1] 

机构地区：[1]南京航空航天大学能源与动力学院,江苏南京210016 [2]常州工学院机械与车辆工程学院,江苏常州213002

出　　处：《交通运输工程学报》2016年第3期91-99,共9页Journal of Traffic and Transportation Engineering

基　　金：国家自然科学基金项目(51375007)

摘　　要：基于Lyapunov理论提出车辆主动前轮转向与直接横摆力矩的集成控制方法,在二自由度车辆模型的基础上设计了自适应控制器,对轮胎刚度进行自适应估计以补偿轮胎侧向力的非线性,基于MATLAB和CarSim软件搭建了车辆闭环仿真模型,在路面上进行了正弦输入仿真试验。仿真结果表明:附着系数为0.8、车速为100km·h^(-1)时,前轴侧向力最大误差为210N,约占前轴实际侧向力的8.1%,后轴侧向力最大误差为296N,约占后轴实际侧向力的8.5%;附着系数为0.3、车速为80km·h^(-1)时,前轴侧向力最大误差为146N,约占前轴实际侧向力的8.5%,后轴侧向力最大误差为142N,约占后轴实际侧向力的9.8%。车辆主动前轮转向与直接横摆力矩集成控制的效果优于主动前轮转向和直接横摆力矩单独控制的效果。An integrated control method of active front steering and direct yaw moment for vehicle was proposed based on Lyapunov theory. An adaptive controller was designed based on the vehicle model with two degrees of freedom. The tire stiffness was adaptively estimated to compensate the nonlinear of tire lateral force. The closed-loop simulation model of vehicle was established based on MATLAB and CarSim software. The sinusoidal input simulation test was carried out on road. Simulation result shows that when adhesion coefficient is 0.8 and speed is 100 km ~ h^-1 , the maximum error of front axle lateral force is 210 N and about 8.1% of front axle actual lateral force, and the maximum error of back axle lateral force is 296 N and about 8.5% of back axle actual lateral force. When adhesion coefficient is 0.3 and speed is 80 km · h^-1 , the maximum error of front axle lateral force is 146 N and about 8.5% of front axle actual lateral force, and the maximum error of back axle lateral force is 142 N and about 9.8% of back axle actual lateral force. The integrated control effects of active front steering and direct yaw moment are better than the individually control effects of active front steering and direct yaw moment. 2 tabs, 13 figs, 27 refs.

关 键 词：汽车工程 集成控制 LYAPUNOV理论 自适应控制 主动前轮转向 直接横摆力矩 

分 类 号：U461.6[机械工程—车辆工程]