60吨铰接式电动轮自卸车差速控制策略研究

发布时间：2018-04-20 12:49

本文选题：电动轮自卸车 + 差速控制　；参考：《华南理工大学》2016年硕士论文

【摘要】：60吨铰接式电动轮自卸车由于六轮独立、精准可控,具有传统机械传动自卸车无可比拟的优越性,已经成为了露天煤矿行业的主要运输工具。然而,电动轮驱动拥有更多控制自由度的同时,也带来了六轮差速控制问题。针对现有的差速控制策略只是简单地实现差速,但由于忽略整车横摆控制和驱动防滑控制而导致整车动力学性能较差的难题,从整车控制层面出发研究简单可行的差速控制策略,实现不同工况下六轮协调工作。首先,对电传动系统、转向系统和悬架系统的组成、原理和特性进行分析;推导并分析左右转向液压缸的运动学关系,计算最大转向角、进油压力、回油压力等参数;推导并计算前车体油气悬架刚度及阻尼相关参数。其次,分析前后车体的速度、加速度及受力关系,基于拉格朗日方程法推导包含整车纵向、侧向、横摆及前车身侧倾自由度的整车动力学数学模型;建立Gim理论轮胎模型及车轮法向载荷、轮胎动坐标速度、轮胎侧偏角、车轮旋转动力学和路面输入等辅助计算模型;搭建整车Simulink模型并验证模型的正确性。另外,基于Ackermann转向理论推导各轮的转向运动学关系;分别对等转矩控制和等滑移率控制两种常见差速控制策略的原理进行概述,建立相关控制模型,离线仿真结果表明两者均能实现差速,但都存在不足之处。提出由总驱动功率及横摆控制功率决策层、差动驱动分配层和驱动防滑稳定层组成的驱动力分层控制差速控制策略,其中决策层基于线性驾驶风格来确定总驱动功率,运用自抗扰控制算法来计算纠正转向角偏差所需的横摆控制功率;分配层将总驱动功率按轴荷进行分配,将所需的横摆控制功率进行差动驱动分配;稳定层设计车轮工作状态及最优滑移率识别算法对各轮驱动功率进行修正;通过离线仿真验证该识别算法及差速控制策略的有效性。最后,基于Adams多体动力学软件建立整车虚拟样机模型,并以Matlab/Simulink为主仿真环境建立整车联合仿真模型;分别对以上三种差速控制策略在相同工况下进行联合仿真实验,将实验结果与离线仿真结果进行对比,进一步验证等转矩控制和等滑移率控制的不足以及驱动力分层控制策略的可行性及优越性。
[Abstract]:The 60 ton articulated electric wheel dump truck has become the main transport tool in the opencast coal mine because of its six wheel independence, precise controllability and unparalleled superiority of the traditional mechanical drive dump truck. However, the electric wheel drive has more control freedoms and six wheel differential control problems. The strategy is simply to realize the difference speed, but because of neglecting the whole vehicle yaw control and driving anti-skid control and the problem of poor dynamic performance of the whole vehicle, the simple and feasible differential control strategy is studied from the whole vehicle control level, and six rounds of coordination work are realized under different working conditions. First, electric drive system, steering system and suspension system The kinematic relationship between the left and right steering cylinders is deduced and analyzed, and the parameters of the maximum steering angle, oil inlet pressure and oil recovery pressure are calculated. The stiffness and damping parameters of the front car body suspension are derived and calculated. Secondly, the relationship between the velocity, acceleration and the force of the body before and after the analysis is based on the Lagrange equation. The dynamic mathematical model of the whole vehicle is derived from the longitudinal, lateral, yaw and side tilt free degrees of the vehicle, and the Gim theory tire model and the wheel normal load, the tire dynamic coordinate speed, the tire side angle, the wheel rotation dynamics and the pavement input are established, and the Simulink model of the whole vehicle is built and the correctness of the model is verified. In addition, the steering kinematics relationship of each wheel is derived based on the Ackermann steering theory, and the principle of two common differential control strategies with equal torque control and equal slip rate control are summarized, and the related control model is set up. The off-line simulation results show that both of them can achieve differential speed, but both are inadequacies. The pendulum control the power decision layer, the differential drive distribution layer and the driving antiskid stable layer to control the differential speed control strategy, in which the decision layer determines the total driving power based on the linear driving style, and uses the self disturbance rejection control algorithm to calculate the yaw control power required to correct the steering angle deviation; the distribution layer makes the total driving power according to the total driving power. The axis load is allocated, the required yaw control power is distributed in differential drive, and the stability layer designs the working state of the wheel and the optimal slip rate recognition algorithm to correct the driving power of each wheel. The effectiveness of the recognition algorithm and the difference speed control strategy is verified by off-line simulation. The last one is based on the Adams multi-body dynamics software to establish the whole vehicle virtual system. The simulation model of the whole vehicle is set up with the simulation environment of Matlab/Simulink as the main simulation environment. The combined simulation experiments are carried out on the three different speed control strategies under the same working conditions. The experimental results are compared with the off-line simulation results, and the shortage of equal torque control and equal slip rate control and the driving force stratification are further verified. The feasibility and superiority of the control strategy.

【学位授予单位】：华南理工大学
【学位级别】：硕士
【学位授予年份】：2016
【分类号】：U469.4

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