Journal of Jilin University(Engineering and Technology Edition) ›› 2024, Vol. 54 ›› Issue (9): 2414-2422.doi: 10.13229/j.cnki.jdxbgxb.20221440

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Steering four-wheel distributed integrated control method based on LQR

Liang WU1(),Yi-fan GU1,Biao XING1,Fang-wu MA1,Li-wei NI1,2,Wei-wei JIA3()   

  1. 1.National Key Laboratory of Automotive Chassis Integration and Bionics，Jilin University，Changchun 130022，China
    2.School of Mechanical Engineering，Henan Institute of Engineering，Zhengzhou 451191，China
    3.School of Management Science and Information Engineering，Jilin University of Finance and Economics，Changchun 130117，China
  • Received:2022-11-12 Online:2024-09-01 Published:2024-10-28
  • Contact: Wei-wei JIA E-mail:astdwxg@jlu.edu.cn;119063@jlufe.edu.cn

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Abstract:

A vehicle stability controller is designed based on a linear quadratic regulator with integrated four-wheel steering and direct yaw moment control providing new collaborative control strategies. The control system adopts a hierarchical structure， with the upper layer being the linear quadratic regulator-based yaw moment decision layer and the lower layer being the drive force distribution layer. The upper layer controller uses an iterative method to solve the Riccati equation in real time to obtain the rear wheel turning angle and the additional yaw moment to complete the optimization of the side-slip angle of the vehicle and the yaw rate； the lower layer controller uses two distribution methods， namely， average distribution and sequential quadratic programming， to distribute the longitudinal force and the additional yaw moment to the four wheels. In order to verify the effectiveness of the controller， it is simulated and tested in real vehicles using two operating conditions： front wheel stepping angle and sine angle. The results show that the controller can make the side-slip angle of vehicle and yaw rate track the ideal value better， and the vehicle stability is improved； meanwhile， the sequential quadratic programming method reduces the tire loading rate better and increases the service life of the motor controller.

Key words: vehicle engineering, integrated control, LQR control, four-wheel steering, distributed driving

CLC Number: 

  • U461.6

Fig.1

Vehicle coordinate system"

Table 1

Intelligent chassis partial parameters"

参数数值
整车质量/kg720
车身尺寸 长×宽/mm3 250×1 675
轴距/mm2 000
最大载荷/kg1 000
最高车速/（km·h-1）60
最大爬坡度/%20
最小转弯半径/mm3 500

Fig.2

Vehicle two degrees of freedom model"

Fig.3

Real vehicle test"

Fig.4

Curve of simulation results in corner step condition-1"

Fig.5

Curve of simulation results in corner step condition -2"

Table 2

Stability evaluation parameters of angular step condition"

驱动力分配方法性能指标绝对值最大值Max/abs均方根值RMS
无控制LQR改善比例/%无控制LQR改善比例/%
平均分配法质心侧偏角误差/rad0.025 20.007 171.80.018 70.006 167.4
横摆角速度误差/rad0.124 10.022 681.80.087 00.008 490.3
车速误差/（m·s-1）0.224 90.129 542.40.157 30.098 037.7
轮胎负荷率0.164 70.090 445.1———
序列二次规划法质心侧偏角误差/rad0.025 20.006 972.60.018 70.004 568.5
横摆角速度误差/rad0.124 10.021 083.10.087 00.008 792.4
车速误差/（m·s-1）0.224 90.129 742.30.157 30.091 937.4
轮胎负荷率0.164 70.072 256.2———

Fig.6

Curve of test results in angular step condition"

Fig.7

Curve of simulation results in angular sine condition -1"

Fig.8

Curve of simulation results in angular sinusoidal condition -2"

Table 3

Stability evaluation parameters in angular sine conditions"

驱动力分配方法性能指标绝对值最大值Max/abs均方根值RMS
无控制LQR改善比例/%无控制LQR改善比例/%
平均分配法质心侧偏角误差/rad0.024 10.006 672.60.015 70.004 571.3
横摆角速度误差/rad0.115 70.014 987.10.080 20.008 789.2
车速误差/（m·s-1）0.218 70.139 836.10.130 00.091 929.3
轮胎负荷率0.139 10.084 339.4---
序列二次规划法质心侧偏角误差/rad0.024 10.006 473.40.015 70.004 472.0
横摆角速度误差/rad0.115 70.014 287.70.080 20.008 589.4
车速误差/（m·s-1）0.218 70.140 036.00.130 00.092 129.2
轮胎负荷率0.139 10.067 251.7---

Fig.9

Curve of test results in angular sine condition"

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