基于模糊滑模观测器与传感器信号积分可拓融合的车辆质心侧偏角估计

汪洪波; 徐世寒; 周道林; 王翔宇; 刘欣雨

doi:10.15918/j.tbit1001-0645.2021.300

基于模糊滑模观测器与传感器信号积分可拓融合的车辆质心侧偏角估计

doi: 10.15918/j.tbit1001-0645.2021.300

汪洪波^{1, 3,},
徐世寒^1,*, ,,
周道林²,
王翔宇²,
刘欣雨¹

1.
合肥工业大学汽车与交通工程学院，安徽，合肥　230009
2.
清华大学汽车安全与节能国家重点实验室，北京　100084
3.
安徽省智能汽车工程实验室，安徽，合肥　230009

基金项目: 国家重点研发计划项目（2021YFE0116600）；合肥工业大学省级大学生创新创业训练计划项目（S202110359272）

详细信息

作者简介:
汪洪波（1981—），男，副教授，硕士生导师，E-mail：bob.627@163.com

通讯作者:
徐世寒（1997—），男，硕士生，E-mail：hans_x9710@163.com

中图分类号: U461.1
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出版历程
- 收稿日期: 2021-11-05
- 刊出日期: 2022-08-17

Vehicle Mass-Centroid Sideslip Angle Estimation Based on Extension Fusion of Fuzzy Sliding-Mode Observer and Sensor Signal Integral

WANG Hongbo^{1, 3
,},
XU Shihan^{1,*
, ,},
ZHOU Daolin²,
WANG Xiangyu²,
LIU Xinyu¹

1.
School of Automotive and Transportation Engineering, Hefei University of Technology, Hefei, Anhui 230009, China
2.
State Key Laboratory of Automotive Safety and Energy, Tsinghua University, Beijing 100084, China
3.
Anhui Intelligent Vehicle Engineering Laboratory, Hefei, Anhui 230009, China

摘要

摘要: 车辆质心侧偏角对于车辆横向稳定状态判断具有重要作用，对质心侧偏角的高估或低估都会对稳定性控制系统产生影响. 针对目前质心侧偏角估计方法仍具有较大误差且实用性不强，提出了以降低观测误差及提高估计系统实用性为目标的方法，构建了鲁棒性较强的模糊二阶滑模观测器计算质心侧偏角观测值，同时采用惯性测量单元信号计算质心侧偏角积分值. 之后分析了两种估计方法的优缺点，对质心侧偏角观测估计值与传感器信号积分估计值进行可拓融合，以实现采用传感器信号估计对观测值进行修正. 最后通过Simulink/TruckSim仿真、硬件在环仿真，进行了质心侧偏角估计方法的验证. 在实车定圆加速测试工况中以控制效果论证了所提出方法的有效性. 研究表明所提出方法能够准确反映实际质心侧偏角状态，并且可靠性、实用性均较佳.
- 质心侧偏角 /
- 模糊逻辑 /
- 滑模观测器 /
- 可拓融合
Abstract: Vehicle mass-centroid sideslip angle plays an important role in the judgment of vehicle lateral stability. Overestimation or underestimation of the sideslip angle will affect the stability control system. At present, the estimation of sideslip angle still has a large error and has not been practically used in engineering. In order to reduce the observation error and improve the practicability of the estimation system, a robust fuzzy second-order sliding-mode observer was proposed to calculate the observed value of the sideslip angle, and the integral value of the sideslip angle was calculated by using the inertial measurement unit signal. Then, the advantages and disadvantages of the two estimation methods were analyzed, and the observation estimation value and the integral estimation value of the sideslip angle were extensively fused to realize the correction of the observation value with the sensor signal. Finally, the estimation method of sideslip angle was verified by Simulink/TruckSim simulation and hardware in the loop simulation. The effectiveness of the proposed method is proved based on the control effect in real vehicle test under the constant circular acceleration condition. The results show that the proposed method can accurately reflect the actual sideslip angle, and has good reliability and practicability.
- mass-centroid sideslip angle /
- fuzzy logic /
- sliding mode observer /
- extension fusion

HTML全文

图 1 车辆二自由度动力学模型

Figure 1. 2-DOF vehicle dynamics model

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图 2 质心侧偏角估计算法结构

Figure 2. Structure of mass-centroid sideslip angle estimation algorithm

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图 3 斜率$ \rho $对双曲正切函数的影响

Figure 3. Effect of slope $ \rho $ on hyperbolic tangent function

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图 4 不同车速下质心侧偏角观测误差对比

Figure 4. Comparison of observation errors of mass-centroid sideslip angle at different speeds

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图 5 输入量$ {e}_{\omega } $、$ {\dot{e}}_{\omega } $的隶属度函数

Figure 5. Membership functions of the inputs $ {e}_{\omega } $ and $ {\dot{e}}_{\omega } $

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图 6 输出量$ {\lambda }_{1} $、$ {\lambda }_{3} $的隶属度函数

Figure 6. Membership functions of the outputs $ {\lambda }_{1} $ and $ {\lambda }_{3} $

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图 7 输入量$ {e}_{{a}_{y}} $、$ {\dot{e}}_{{a}_{y}} $的隶属度函数

Figure 7. Membership functions of the inputs $ {e}_{{a}_{y}} $ and $ {\dot{e}}_{{a}_{y}} $

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图 8 输出量$ {\lambda }_{2} $的隶属度函数

Figure 8. Membership functions of the outputs $ {\lambda }_{2} $

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图 9 二维可拓集合

Figure 9. Two dimensional extension set

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图 10 蛇行工况侧偏角估计结果对比

Figure 10. Comparison of estimation results of sideslip angle in S-Turn

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图 11 正弦停滞工况侧偏角估计结果对比

Figure 11. Comparison of estimation results of sideslip angle in SWD

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图 12 质心侧偏角融合值误差分析

Figure 12. Error analysis of mass-centroid sideslip angle fusion values

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图 13 硬件在环台架结构

Figure 13. Structure of hardware in the loop bench

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图 14 HIL双移线工况估计结果对比

Figure 14. Comparison of estimation results under DLC in HIL

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图 15 东风天龙重型半挂牵引车

Figure 15. Dongfeng Tianlong heavy semitrailer tractor

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图 16 定圆加速方向盘转角

Figure 16. Steering wheel angle under CCA

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图 17 定圆加速时四轮速度

Figure 17. Four-wheel velocity under CCA

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图 18 定圆加速工况下车辆侧偏角

Figure 18. Vehicle sideslip angle under CCA

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表 1 $ {\lambda }_{1} $为输出的模糊规则表

Table 1. Fuzzy rules of the output $ {\lambda }_{1} $

$ {\lambda }_{1} $	$ {\mathrm{N}\mathrm{B}}_{{\mathrm{e}}_{\mathrm{\omega }}} $	$ {\mathrm{N}\mathrm{M}}_{{\mathrm{e}}_{\mathrm{\omega }}} $	$ {\mathrm{Z}}_{{\mathrm{e}}_{\mathrm{\omega }}} $	$ {\mathrm{P}\mathrm{M}}_{{\mathrm{e}}_{\mathrm{\omega }}} $	$ {\mathrm{P}\mathrm{B}}_{{\mathrm{e}}_{\mathrm{\omega }}} $
$ {\mathrm{N}\mathrm{B}}_{{\dot{\mathrm{e}}}_{\mathrm{\omega }}} $	$ {\mathrm{M}\mathrm{I}}_{{\mathrm{\lambda }}_{1}} $	$ {\mathrm{M}\mathrm{I}}_{{\mathrm{\lambda }}_{1}} $	$ {\mathrm{M}\mathrm{I}}_{{\mathrm{\lambda }}_{1}} $	$ {\mathrm{M}}_{{\mathrm{\lambda }}_{1}} $	$ {\mathrm{M}}_{{\mathrm{\lambda }}_{1}} $
$ {\mathrm{N}\mathrm{M}}_{{\dot{\mathrm{e}}}_{\mathrm{\omega }}} $	$ {\mathrm{M}\mathrm{I}}_{{\mathrm{\lambda }}_{1}} $	$ {\mathrm{M}\mathrm{I}}_{{\mathrm{\lambda }}_{1}} $	$ {\mathrm{S}}_{{\mathrm{\lambda }}_{1}} $	$ {\mathrm{M}}_{{\mathrm{\lambda }}_{1}} $	$ {\mathrm{B}}_{{\mathrm{\lambda }}_{1}} $
$ {\mathrm{Z}}_{{\dot{\mathrm{e}}}_{\mathrm{\omega }}} $	$ {\mathrm{S}}_{{\mathrm{\lambda }}_{1}} $	$ {\mathrm{S}}_{{\mathrm{\lambda }}_{1}} $	$ {\mathrm{M}}_{{\mathrm{\lambda }}_{1}} $	$ {\mathrm{B}}_{{\mathrm{\lambda }}_{1}} $	$ {\mathrm{B}}_{{\mathrm{\lambda }}_{1}} $
$ {\mathrm{P}\mathrm{M}}_{{\dot{\mathrm{e}}}_{\mathrm{\omega }}} $	$ {\mathrm{S}}_{{\mathrm{\lambda }}_{1}} $	$ {\mathrm{M}}_{{\mathrm{\lambda }}_{1}} $	$ {\mathrm{B}}_{{\mathrm{\lambda }}_{1}} $	$ {\mathrm{M}\mathrm{A}}_{{\mathrm{\lambda }}_{1}} $	$ {\mathrm{M}\mathrm{A}}_{{\mathrm{\lambda }}_{1}} $
$ {\mathrm{P}\mathrm{B}}_{{\dot{\mathrm{e}}}_{\mathrm{\omega }}} $	$ {\mathrm{M}}_{{\mathrm{\lambda }}_{1}} $	$ {\mathrm{M}}_{{\mathrm{\lambda }}_{1}} $	$ {\mathrm{M}\mathrm{A}}_{{\mathrm{\lambda }}_{1}} $	$ {\mathrm{M}\mathrm{A}}_{{\mathrm{\lambda }}_{1}} $	$ {\mathrm{M}\mathrm{A}}_{{\mathrm{\lambda }}_{1}} $

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表 2 $ {\lambda }_{2} $为输出的模糊规则表

Table 2. Fuzzy rules of the output $ {\lambda }_{2} $

$ {\lambda }_{2} $	$ {\mathrm{N}\mathrm{B}}_{{\mathrm{e}}_{{\mathrm{a}}_{\mathrm{y}}}} $	$ {\mathrm{Z}}_{{\mathrm{e}}_{{\mathrm{a}}_{\mathrm{y}}}} $	$ {\mathrm{P}\mathrm{B}}_{{\mathrm{e}}_{{\mathrm{a}}_{\mathrm{y}}}} $
${\mathrm{N}\mathrm{B} }_{ {\dot{e } }_{ {a }_{y } } }$	$ {\mathrm{M}\mathrm{I}}_{{\mathrm{\lambda }}_{2}} $	$ {\mathrm{M}\mathrm{I}}_{{\mathrm{\lambda }}_{2}} $	$ {\mathrm{M}}_{{\mathrm{\lambda }}_{2}} $
${\mathrm{Z} }_{ {\dot{e } }_{ {a }_{y } } }$	$ {\mathrm{M}\mathrm{I}}_{{\mathrm{\lambda }}_{2}} $	$ {\mathrm{M}}_{{\mathrm{\lambda }}_{2}} $	$ {\mathrm{M}\mathrm{A}}_{{\mathrm{\lambda }}_{2}} $
${\mathrm{P}\mathrm{B} }_{ {\dot{e } }_{ {a }_{y } } }$	$ {\mathrm{M}}_{{\mathrm{\lambda }}_{2}} $	$ {\mathrm{M}\mathrm{A}}_{{\mathrm{\lambda }}_{2}} $	$ {\mathrm{M}\mathrm{A}}_{{\mathrm{\lambda }}_{2}} $

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表 3 模糊调节与可拓集合相关参数

Table 3. Parameters used in fuzzy regulation and extension set

参数	数值	单位
$ {\lambda }_{1}^{\mathrm{m}\mathrm{i}\mathrm{n}} $	0.08	-
$ {\lambda }_{1}^{\mathrm{m}\mathrm{a}\mathrm{x}} $	0.13	-
$ {\lambda }_{2}^{\mathrm{m}\mathrm{i}\mathrm{n}} $	−0.18	-
$ {\lambda }_{2}^{\mathrm{m}\mathrm{a}\mathrm{x}} $	−0.10	-
$ {\lambda }_{3}^{\mathrm{m}\mathrm{i}\mathrm{n}} $	−0.01	-
$ {\lambda }_{3}^{\mathrm{m}\mathrm{a}\mathrm{x}} $	−0.005	-
$ {a}_{1} $	2	$ \mathrm{m}/{\mathrm{s}}^{2} $
$ {a}_{2} $	3	$ \mathrm{m}/{\mathrm{s}}^{2} $
$ {a}_{3} $	7	$ \mathrm{m}/{\mathrm{s}}^{2} $
$ {V}_{1} $	25	$ \mathrm{k}\mathrm{m}/\mathrm{h} $
$ {V}_{2} $	80	$ \mathrm{k}\mathrm{m}/\mathrm{h} $

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表 4 TruckSim仿真车辆参数

Table 4. Simulation vehicle parameters in TruckSim

参数	释义	数值	单位
${m}_{{\rm{s}}}$	簧上质量	4457	$ \mathrm{k}\mathrm{g} $
${m}_{{\rm{u}}}$	簧下质量	1305	$ \mathrm{k}\mathrm{g} $
$ m $	整车总质量	5762	$ \mathrm{k}\mathrm{g} $
${h}_{{\rm{g}}}$	质心高度	1173	$ \mathrm{m}\mathrm{m} $
$ a $	质心到前轴距离	1113	$ \mathrm{m}\mathrm{m} $
$ b $	质心到后轴距离	2787	$ \mathrm{m}\mathrm{m} $
${I}_{\textit{z}}$	簧上质量绕z轴转动惯量	34818.2	$\mathrm{k}\mathrm{g}\cdot{\mathrm{m} }^{2}$
${C}_{{\rm{f}}}$	前轴侧偏刚度	−160000	$ \mathrm{N}/\mathrm{r}\mathrm{a}\mathrm{d} $
${C}_{{\rm{r}}}$	后轴侧偏刚度	−400000	$ \mathrm{N}/\mathrm{r}\mathrm{a}\mathrm{d} $

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