Stability control of distributed drive electric vehicles based on the nonsingular fast terminal sliding mode control (NFTSMC)

doi:10.3969/j.issn.1674-8484.2023.02.008

Abstract

Abstract:

A direct yaw moment control strategy with a three-layers structure was proposed to improve the stability of distributed drive electric vehicles for extreme conditions. The top controller was designed to resolve the desired driving state value of the driver. The additional yaw moment required of the vehicle was determined in the upper controller by utilizing the nonsingular fast terminal sliding mode control (NFTSMC). To maximize the vehicle stability margin, the low controller was designed to optimal assign torque to four wheels by using the weighted least square method, which synchronously considered the motor output capability, road adhesion limitation, and the coupling relationship between the longitudinal and lateral tire forces. The simulation experiments were carried out on the MATLAB/Simulink and Carsim platform. The results show that when the vehicle speed is 70 km/h, the maximum tracking error of side slip angle decreases by 66.7% and 45.8%, and the root mean square error decreases by 64.8% and 56.4%, respectively, compared with the sliding mode control, Which shows that this strategy can improve the expected state tracking accuracy and improve the stability of the vehicle in the extreme conditions.

Key words: distributed drive electric vehicle, direct yaw moment control, nonsingular fast terminal sliding mode control(NFTSMC), torque optimization distribution

CLC Number:

U461.6

ZHANG Yixi, ZHAO Xuan, MA Jian, WANG Xinglu, HU Yueqi. Stability control of distributed drive electric vehicles based on the nonsingular fast terminal sliding mode control (NFTSMC)[J]. Journal of Automotive Safety and Energy, 2023, 14(2): 212-223.

Figures/Tables 12

References 28

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侧向力	a₀	a₁	a₂	a₃	a₄	a₅	a₆	a₇	a₈
取值	1.30	-22.1	1 011	1 078	1.82	0.208	0	-0.354	0.707
纵向力	b₀	b₁	b₂	b₃	b₄	b₅	b₆	b₇	b₈
取值	1.65	-21.3	1 144	49.6	226	0.069	-0.006	0.056	0.486

侧向力	a₀	a₁	a₂	a₃	a₄	a₅	a₆	a₇	a₈
取值	1.30	-22.1	1 011	1 078	1.82	0.208	0	-0.354	0.707
纵向力	b₀	b₁	b₂	b₃	b₄	b₅	b₆	b₇	b₈
取值	1.65	-21.3	1 144	49.6	226	0.069	-0.006	0.056	0.486

整车质量, m	1.350 t
绕z轴的转动惯量, I_z	1 343 kg·m²
车轮转动惯量, J_ω	0.6 kg·m²
质心高度, h_g	0.54 m
质心到前轴的距离, a	1.04 m
质心到后轴的距离, b	1.56 m
轴距, l	2.6 m
轮胎有效滚动半径, R_e	29.8 cm
轮距, B_w	1.48 m
轮胎型号	185/65 R15
前轮侧偏刚度, C_f	58.07 kN·rad^-1
后轮侧偏刚度, C_r	58.07 kN·rad^-1

整车质量, m	1.350 t
绕z轴的转动惯量, I_z	1 343 kg·m²
车轮转动惯量, J_ω	0.6 kg·m²
质心高度, h_g	0.54 m
质心到前轴的距离, a	1.04 m
质心到后轴的距离, b	1.56 m
轴距, l	2.6 m
轮胎有效滚动半径, R_e	29.8 cm
轮距, B_w	1.48 m
轮胎型号	185/65 R15
前轮侧偏刚度, C_f	58.07 kN·rad^-1
后轮侧偏刚度, C_r	58.07 kN·rad^-1

r₁_β	5/3	ε_β	1 000
r₂_β	7/5	k_β	100
ξ₁_β	0.5	?	0.5
ξ₂_β	0.5	D_β	0.3