Yaw stability control of distributed-drive electric vehicles based on road adhesion coefficient estimation

doi:10.3969/j.issn.1674-8484.2026.04.002

Abstract

Abstract:

A yaw stability control strategy based on road adhesion coefficient estimation was proposed to address the yaw instability of distributed-drive electric vehicles under low-adhesion, split-μ, and abrupt road adhesion variation conditions. Considering the differences in the observability of adhesion information under different driving conditions, an online road adhesion coefficient estimation method was developed based on dual-model parallel unscented Kalman filtering (UKF). The estimated adhesion coefficient was then introduced to modify the constraints of the reference yaw rate and vehicle sideslip angle, and to adaptively tune the switching gain of the sliding mode controller. Meanwhile, in the lower-layer torque allocation, an optimal four-wheel drive torque allocation strategy based on adhesion constraints was established. The results show that, compared with the conventional sliding mode control strategy, the proposed method reduces the peak yaw rate by 15.19% and the peak vehicle sideslip angle by 22.90% on average, indicating that the proposed strategy can adapt to road adhesion changes in real time and effectively improve vehicle handling stability under complex road conditions.

Key words: distributed drive, road adhesion coefficient, unscented Kalman filter (UKF), direct yaw moment control, sliding mode control, torque distribution

CLC Number:

U461.6

CHEN Shuo, ZHANG Fengqi, FU Yeyu, XIE Shaobo. Yaw stability control of distributed-drive electric vehicles based on road adhesion coefficient estimation[J]. Journal of Automotive Safety and Energy, 2026, 17(4): 438-449.

Figures/Tables 9

References 22

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整车质量，m	1 447.2 kg
横摆转动惯量，I_z	1 536.7 kg·m²
质心到前轴距离，a	1.015 m
质心到后轴距离，b	1.895 m
前轮侧偏刚度，C_f	-85 kN / rad
后轮侧偏刚度，C_r	-59 kN / rad
轮距，W_d	1.675 m
车轮半径，R	0.325 m

整车质量，m	1 447.2 kg
横摆转动惯量，I_z	1 536.7 kg·m²
质心到前轴距离，a	1.015 m
质心到后轴距离，b	1.895 m
前轮侧偏刚度，C_f	-85 kN / rad
后轮侧偏刚度，C_r	-59 kN / rad
轮距，W_d	1.675 m
车轮半径，R	0.325 m

	工况	β峰值降低率/ %	γ峰值降低率/ %
SMC相比 LQR	低速、低附着	15.26	11.03
	低速、对开	15.11	6.94
	低速、对接	15.64	7.53
	高速、低附着	34.51	28.41
	高速、对开	20.06	16.11
	高速、对接	27.24	17.20
基于μ的 SMC相比 SMC	低速、低附着	17.19	10.97
	低速、对开	8.34	4.52
	低速、对接	22.54	10.26
	高速、低附着	36.97	25.37
	高速、对开	25.04	16.90
	高速、对接	27.34	23.09

	工况	β峰值降低率/ %	γ峰值降低率/ %
SMC相比 LQR	低速、低附着	15.26	11.03
	低速、对开	15.11	6.94
	低速、对接	15.64	7.53
	高速、低附着	34.51	28.41
	高速、对开	20.06	16.11
	高速、对接	27.24	17.20
基于μ的 SMC相比 SMC	低速、低附着	17.19	10.97
	低速、对开	8.34	4.52
	低速、对接	22.54	10.26
	高速、低附着	36.97	25.37
	高速、对开	25.04	16.90
	高速、对接	27.34	23.09

控制算法	工况	RMSE (β) rad	RMSE (γ) (rad·s^-1)	a_y峰值 g
LQR	低速、低附着	0.006 84	0.013 83	0.285 2
	低速、对开	0.005 49	0.013 34	0.349 6
	低速、对接	0.005 91	0.012 99	0.322 6
	高速、低附着	0.005 62	0.014 43	0.348 9
	高速、对开	0.019 35	0.032 96	0.480 5
	高速、对接	0.009 35	0.021 81	0.412 7
SMC	低速、低附着	0.005 86	0.007 04	0.284 9
	低速、对开	0.004 90	0.008 58	0.332 4
	低速、对接	0.005 35	0.008 69	0.296 7
	高速、低附着	0.004 91	0.008 96	0.345 1
	高速、对开	0.016 24	0.027 09	0.435 1
	高速、对接	0.008 33	0.019 36	0.409 1
基于μ的SMC	低速、低附着	0.004 21	0.004 84	0.277 7
	低速、对开	0.004 15	0.007 12	0.324 0
	低速、对接	0.004 03	0.005 29	0.283 9
	高速、低附着	0.004 54	0.006 47	0.327 2
	高速、对开	0.004 90	0.005 44	0.361 1
	高速、对接	0.004 82	0.005 83	0.349 3