Journal of the Brazilian Society of Mechanical Sciences and Engineering (2019) 41:190

https://doi.org/10.1007/s40430-019-1692-0

TECHNICAL PAPER

Modeling and simulation of steering control strategy for dual‑motor

coupling drive tracked vehicle
Jianjun Hu1,2 · Junlong Tao2 · Wei Zhao2 · Yi Han2

Received: 1 August 2018 / Accepted: 16 March 2019

© The Brazilian Society of Mechanical Sciences and Engineering 2019

Abstract
Aiming at the problems of unsatisfied control consistency and slow steering response in the steering process of dual-motor
drive electric tracked vehicles (2METVs), a novel steering control strategy for the dual-motor coupling drive system is
proposed in this paper. By analyzing the motor torque and power required by dynamic steering for 2METVs, a permanent
magnet synchronous motor based on the space vector modulation is selected to make up the motor drive system module. This
paper employs the bond graph theory to obtain the state equations of transmission system, and then, the transmission system
modeling for a dual-motor coupling drive electric tracked vehicle (2MCETV) is completed. The dynamic module of the
tracked vehicle is set up according to the dynamics and kinematics theory of the tracked vehicle. A torque–speed integrated
steering control strategy is designed to achieve vehicle cornering ability enhancement. Then, models of the 2MCETV and
the proposed control strategy are established in MATLAB/Simulink to evaluate the control effect for the 2MCETV with
different steering radiuses. The simulation results show that the tracked vehicle with the designed strategy can achieve the
desired steering angular velocity response, and the steering maneuverability of the vehicle is also improved.

Keywords Tracked vehicle · Dual-motor coupling drive system · Steering control strategy · Simulation analysis

1 Introduction Currently, there are two main kinds of transmission sys-

In recent years, driven by the technological innovation of
electric vehicles and hybrid electric vehicles, the electric
drive has an increasing use in track armored vehicles so that
we are fully confident that electrification has become one of
the major development directions of tracked vehicles [1].
The flexibility of the steering response and the smoothness
of the steering trajectory directly affect the efficiency of
the tracked vehicle and the labor intensity of the driver [2].
Therefore, it is significant to improve the steering maneuver-
ability of dual-motor drive tracked vehicle, which has wide
applications in the tracked vehicle industry.
Technical Editor: Victor Juliano De Negri, D.Eng.
* Jianjun Hu
hujianjun@cqu.edu.cn
1
The State Key Laboratory of Mechanical Transmission,
Chongqing University, Chongqing 400044, China
2
School of Automotive Engineering, Chongqing University,
Chongqing 400044, China
tem schemes of electric tracked vehicles, which include
dual-motor independent drive or dual-motor coupling drive
[3, 4]. The existing researches of steering control for elec-
tric drive tracked vehicle are mainly focused on dual-motor
independent drive. Zhou [5, 6] designed a driving control
scheme and algorithm and then proposed a speed-regula-
tion and torque-regulation control strategy, respectively.
The feasibility and effectiveness of the two control strate-
gies were proved by results simulated in different working
conditions. References [7–10] proposed a turning control
strategy using fuzzy PID algorithm and BP neural network
to enhance the steer dynamic response ability. The driver’s
steering intention was interpreted as inner motor braking
torque. Reference [11] represented a steering compensa-
tion control strategy based on fuzzy control, which put the
signals of pedal, steering wheel and the rate of change as
input variables in order to improve steering sensitiveness.
Considering the variable steering resistance of electric
tracked vehicles, a steering strategy adopting the com-
pound adjustment of power and velocity to distribute the
torque to motors on both sides was proposed in Ref. [12].
In order to maintain the steering stability of the vehicle in

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the full-speed range, a yaw rate control law was designed
so that the system response speed has been improved [13].
References [14–16] analyzed the kinematics and dynam-
ics characteristics of the vehicle under dynamic steering
conditions and proposed a control strategy for dual electric
tracked vehicle based on yaw velocity negative feedback.
This strategy put motors’ maximum torque as the initial
values to improve dynamic response capability. Also, refer-
ences [17–19] made some simulations and experiments to
analyze the steering characteristic.
From the above, the steering performance and steering
control strategy of the dual-motor independent drive tracked
vehicle have been studied deeply. However, this type of
transmission has obvious disadvantages in the utilization of
motor power [20]. Compared with the independent driving
of the motors on both sides, the coupling of the motors on
both sides can mechanically return the power of the low-
speed side motor to the high-speed side motor during the
steering process.
Based on the dual-motor coupling drive system scheme,
a few scholars carried out research on the steering control of
tracked vehicles. References [21, 22] proposed an average
torque direct distribution control strategy to control the driv-
ing torque or regenerative braking torque of two propulsion
motors. In references [23, 24], a motor-speed-based control
strategy of dynamic steering is designed to achieve vehicle
lateral stability enhancement.
Neither the speed-regulating control strategy nor the
torque control strategy can meet the requirements of tracked
vehicle under all kinds of working conditions. In the course
of cross-country driving, the tracked vehicle has the charac-
teristic of large range of load change and nonlinear, which
leads to the poor control consistency and poor feeling of
driver when using speed control strategy at different speeds.
At the same time, the driving motor cannot achieve the target
speed in a short time under a large resistance drive condi-
tion, which requires higher requirements for the whole con-
trol loop.
Therefore, a torque–speed integrated steering control
strategy is proposed, in this paper, based on a dual-motor
coupling drive transmission scheme. Theory analysis and
computer simulations are made to observe the steering
effect.
2 Dual‑motor coupling drive transmission
system
The tracked vehicle transmission system studied in this
paper adopts the dual-motor coupling drive structure
scheme. The system mainly consists of an engine, a speed
increase box, a generator, a motor controller, a battery,
two driving motors and a power coupling mechanism, as
13
(2019) 41:190
Engine Speed increase box Generator
Battey Motor controller
Drive motor Drive motor
Coupling
mechanism
Side drive Side drive
Sprocket 1 Sprocket 2
Fig. 1  Transmission system diagram of electric driving tracked vehi-
cle
Power coupling mechanism
P1 P10 P20 P2
P01 P02
M M
LT RT
Fig. 2  Mechanical transmission system diagram of tracked vehicle
shown in Fig. 1. The engine drives the generator to gener-
ate electricity through the speed increase box. The current
generated by the generator and battery provides energy to
the drive motors on both sides through the motor controller.
Then, the torque generated by motors is distributed to the
left and right wheels after being coupled through the power
coupling mechanism.
During the steering process of a tracked vehicle, the
velocity of the inner sprocket is much lower than that of
the outer sprocket. This velocity difference between the
two sides will become more pronounced as the steering
radius decreases [25]. There is no mechanical connec-
tion between sprockets on both sides for a dual-motor
independent drive electric tracked vehicle (2MIETV).
Therefore, when the tracked vehicle is turning, the regen-
erative power of the inner sprocket can only be recovered
through inner motor, which leads to a relatively low rate
of energy recovery in low-speed side and large power
requirement in high-speed side. Compared to a 2MIETV,
the power coupling mechanism is added to the output end
of the drive motor in a 2MCETV to realize coupling of
the output power of two driving motors. Then, the cou-
pled power is diverted to the output shaft on both sides,
as shown in Fig. 2. The steering process will be realized
through the speed difference between the driving motors
on both sides. In the meantime, the regenerative power
of the inner sprocket is refluxed to outer sprocket in the
form of mechanical power, which can reduce the demand
Journal of the Brazilian Society of Mechanical Sciences and Engineering (2019) 41:190 Page 3 of 11 190

power and the overload coefficient of outer motor and B ωr

improve the power utilization ratio of the motors. d
q C’
The coupling mechanism which is a crucial fraction of
the dual-motor coupling drive system consists of two 2K-H
planetary gear trains. As shown in Fig. 2, the planet carrier B A
in the first set connects to the ring gear in the second set, N
while the planet carrier in the second set connects to the ring
gear in the first set. The multiple-input and multiple-output A
symmetrical coupling mechanism is formed in which the s
two sun gears are the input side and the two planet carriers A’ B’
are the output side.
The advantages of the dual-motor coupling drive system
are listed as follows: C
C
1. There is no direct mechanical connection between the
internal combustion engine (ICE) and the driving wheel, Fig. 3  Principle of permanent magnet synchronous motor
which enables the ICE to work in a very high-efficiency
area. Thus, it can reduce fuel consumption and enlarge
the operational zone. Fig. 3. Simulating the torque control mode of DC motor, the
2. Compared with the traditional transmission system, the excitation current and the torque current are independently
mechanical transmission part has a simple structure and controlled [26].
flexible spatial arrangement. Voltage equation of permanent magnet synchronous
3. It has good steering maneuverability by controlling the motor in DQ coordinates is:
driving motors to realize arbitrary steering radius. In the {
ud = Rs id + Ld pid − 𝜔r Lq iq
course of the steering, the power of the inner sprocket (1)
uq = Rs iq + Lq piq + 𝜔r Ld id + 𝜔r 𝜓f
can be recirculated to the outer sprocket by the coupling
mechanism. The stator flux linkage equation is:
{
𝜓d = Ld id + 𝜓f
(2)
3 Key system modeling of the tracked 𝜓q = Lq iq
vehicle The electromagnetic torque equation is:
In this paper, the key research focus is the rear power chain [ ( ) ]
Te = pn 𝜓f iq − Ld − Lq id iq (3)
part of the dual-motor coupling drive system, while the
dynamic characteristics of the engine, the generator and the where ud and uq represent the armature voltage in d-axis and
battery are neglected. The coordinated control strategy dur- q-axis, respectively. Rs denotes stator winding resistance. id
ing the steering process for a 2MCETV is analyzed. The and iq are the armature current in d-axis and q-axis, respec-
model of drive motor and its control system, the dynamics tively. Ld and Lq stand for the armature inductance in d-axis
model of the transmission system and the dynamics model and q-axis, respectively. p is the differential operator, and
of tracked vehicle are established, respectively. 𝜔r represents the rotational angular velocity of the d/q coor-
dinate system. 𝜓f is the rotor flux, and 𝜓d and 𝜓q denote the
3.1 Model of drive motor and its control system stator linkage in d-axis and q-axis, respectively. Te is output
electromagnetic torque of motor, and Pn is the number of
Due to the high performance requirements of the driving motor pole pairs.
motor during the steering of the tracked vehicle, the three-
phase AC permanent magnet synchronous motor is selected
for its merit of four-quadrant characteristic, fast torque 3.2 Dynamic model of transmission system
response, small fluctuation and higher peak torque [19].
A space vector control algorithm is adopted by drive sys- The input of the dual-motor coupling drive transmission sys-
tem of permanent magnet synchronous motor. The stator tem that contains a multistage planetary gear is two drive
current is transformed into DQ coordinates and divided into motors, and the output is the sprockets on both sides. To
two parts: excitation current and torque current, as shown in

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190 Page 4 of 11 Journal of the Brazilian Society of Mechanical Sciences and Engineering (2019) 41:190

establish the dynamic model of the transmission system, the inertia equivalent to right track drive wheel from carrier and
state equations are required to list. The bond graph model sun gear of planetary row P02. C represents the capacitive
can describe the connections between components and element. C4 represents the flexibility of the carrier of plan-
power flow situation clearly and establish the state equation etary row P1, C9 represents the flexibility of the carrier of
of the system conveniently. planetary row P2, C18 represents the flexibility of the carrier
The bond graph theory used for modeling dynamical of planetary row P10, and C28 represents the flexibility of the
multi-port systems of a multi-disciplinary nature was created carrier of planetary row P20.
in 1959 by Professor Heney Paynter [27]. Based on energy Based on the bond graph representation, the transmis-
conservation and power flow, this method models the system sion efficiency of the system is analyzed. In the process
according to the physical interaction of actual components. of motor drive steering, motor brake steering and large
When analyzing multi-input and multi-output planetary gear radius steering, the coupling mechanism has circulating
trains, it is easier to obtain the rotational speed–torque rela-
tionship of each component in the system and analyze the
power flow direction when applying the bond graph model
[28].
According to the bond graph theory, the bond graph
model of the transmission system is established, as shown
in Fig. 4. In the figure, Se1 and Se2 represent the inputs of
the model. Sf1 and Sf2 denote the load constraints. I repre-
sents the inertial element. I1 represents the moment of inertia
equivalent to output shaft of left motor from carrier and sun
gear of planetary row P1. I6 denotes the moment of inertia
equivalent to output shaft of right motor from carrier and
sun gear of planetary row P2. I16 represents the moment of
inertia equivalent to left track drive wheel from carrier and
sun gear of planetary row P01. I26 denotes the moment of

Fig. 5  Transmission efficiency of the coupling mechanism

Fig. 4  Bond graph model of

transmission system
C18 I16
18 16

Sf1 19 0 1
17
Se1 15
0 TF01
1 1 I1 14 C6
12 23
TF12 1 TF21 21 C6
3 4 9 8
0 TF1 0 0 TF2 0
13 22
C1 TF11 1 TF22 7
6
C1 24 I6 1
TF02 5
25
27 29
Se2
1 0 Sf2
26 28
I26 C28

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Journal of the Brazilian Society of Mechanical Sciences and Engineering (2019) 41:190 Page 5 of 11 190

power and the efficiency of this coupling mechanism ⎡ 0 0 0 0 1

0 0 0 ⎤
directly determines the feasibility of the transmission ⎢ C1
1 ⎥
⎢ 0 0 0 0 0 0 0 ⎥
system. The efficiency of the coupling mechanism can ⎢
C6

⎢ 0 0 0 0 1 1 1 1 −1
0 ⎥⎥
be analyzed through bond graph model, as shown in m01 m12 m1 C1 m01 m21 m2 C6 C18
⎢ 0 0 0 0 1 1 1 1
0 −1 ⎥
Fig. 5. A=⎢ m02 m11 m1 C1 m02 m22 m2 C6 C28 ⎥

It is clear that with the decrease in turning radius, the ⎢ 1

0 −1 1 −1 1
0 0 0 0 ⎥
⎢ I1 m1 m12 m01 I16 m1 m11 m02 I26
⎥
transmission efficiency of coupling mechanism remains high,
1 −1 1 −1 1
⎢ 0 I6 m2 m21 m01 I16 m2 m22 m02 I26
0 0 0 0 ⎥
although it is decreasing gradually. The main reason is that the ⎢ 1 ⎥
⎢ 0 0 I16
0 0 0 0 0 ⎥
power transmitted by the coupling mechanism through gear ⎢ 0 0 0 1
0 0 0 0 ⎥⎦
⎣
meshing is small in proportion to the input power, and the
I26

⎡1 0 0 0 ⎤
corresponding loss of gear meshing is small. Therefore, the ⎢0 1 0 0 ⎥
transmission system has high transmission efficiency and is ⎢
0 ⎥
⎥
⎢0 0 0
feasible. ⎢0 0 0 0 ⎥
0 ⎥⎥
Although the power flow of the transmission system is B=⎢
⎢0 0 0
different under different operating conditions, its struc- ⎢0 0 0 0 ⎥
ture and causal relationship are the same. According ⎢0 0 −1 0 ⎥
⎢ ⎥
to the rules of the bond graph model, model with the ⎣0 0 0 −1 ⎦
same structure and causality has the same state equa- ⎡0 0 00 00 0 ⎤1

tions. Therefore, the transmission system can be repre- ⎢ ⎥

C18
⎢0 0 00 0 0 0 C1 ⎥
sented by a unified state equation under different steer- C=⎢ 1 28
⎥
ing conditions. ⎢ I1 0 0 0 00 0 0 ⎥
⎢0 1 00 0 0 0 0 ⎥⎦
According to the bond graph model shown in Fig. 3, the ⎣ I6
generalized momentum p of the inertia element and the gen- D=0
eralized displacement q of the flexible element are taken as
state variables. e and f represent the effort and flow of the The moment of inertia (I) of each component of the trans-
unit, respectively. The relationship between the state vari- mission system can be obtained through the solid model estab-
ables can be obtained based on the characteristics of each lished by the dynamic analysis software ADAMS. By the finite
component and power flow direction, as shown in formula element analyzing, the torsional stiffness (C) of the main com-
(4). ponents can be calculated. Thus, dynamic model of the trans-
mission system is obtained according to the state equations.
⎧ ṗ 1 = e0 − e2
⎪ ṗ = e − e 3.3 Dynamic modeling of tracked vehicles
⎪ 6 5 7
⎪ ṗ 16 = e15 − e17
⎪ ṗ 26 = e25 − e27 The velocity of tracked vehicles is constantly changing during
⎨ q̇ = f − f (4)
⎪ 1 2 3 the driving process, so it is necessary to analyze the transient
⎪ q̇ 6 = f7 − f8
⎪ q̇ 18 = f17 − f19
⎪
⎩ q̇ 28 = f27 − f29
Y y v1
Ff 1 x
[ ]T Ft1
Taking X = p1 , p6 , p16 , p26 , q1 , q6 , q18 , q28 as Mµ v
0 Ff 2
the state variable of the whole system, the input vari- c
[ ] ω v2
able[ is x = Se1], Se2 , Sf1 , Sf2 T and output variable is B
y = e18 , e28 , f1 , f6 T. The state equation of the transmission Ft 2
system can be obtained.
{ O X
Ẋ = AX + BU
y = CX + DU (5)
Fig. 6  Planar coordinates of tracked vehicle’s movement

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process of tracked vehicles. Ignoring the pitch and roll move- vehicles. ω represents the angular velocity of the tracked
ment of tracked vehicles, the tracked vehicle is considered as vehicle, and Hg represents the centroid height of tracked
a rigid body with lumped mass. Taking the geometric center vehicles.
C of tracked vehicle as the origin, the longitudinal symmetry The parameters and symbols of the dual-motor coupling
line of the tracked vehicle as the horizontal coordinate and drive electric tracked vehicle (2MCETV) are shown in
the transverse centerline as the vertical coordinate, the servo Table 1.
coordinate system xoy is established. Taking the ground coor-
dinate system XOY as the absolute coordinate system, the two-
coordinate system is set to coincide at the initial time. The 4 Steering control strategy of tracked
planar coordinates are established, as shown in Fig. 6. In the vehicles
figure, M𝜇 and B represent the steering resistance and the dis-
tance between two tracks, respectively. v denotes the centroid The steering process of tracked vehicles usually includes
velocity of tracked vehicles. ω represents the angular velocity three stages: transient steering, stable steering and transient
of the tracked vehicle. v1 and v2 are track speed on left and right return. In the process of transient steering and transient
sides. Ft1 and Ft2 represent the traction force. Ff1 and Ff2 are the return, steering wheel angle changes rapidly in a short time
rolling resistance of tracked vehicles on both sides of the track. [10]. In the former, the turning radius changes from infinity
Considering the longitudinal movement of tracked vehi- to a small value. In the latter, the turning radius changes
cles, as well as kinematic and dynamic analysis of the tracked from a small value to infinity. In the process of stable
vehicle, the dynamic equations of tracked vehicle in steering steering, the wheel angle, yaw rate and turning radius are
process are obtained. unchanged. In view of the power characteristics in steer-
ing process, it is necessary to study the dynamic control of
⎧ mv̇ = Ft1�+ Ft2 − Ff1 − Ff2 − Fw� tracked vehicle.
⎪ I 𝜔̇ = B −F + F + F − F − M
⎪ Z 2 t1 t2 f1 f2 𝜇
⎪ Fa = m𝜔�
2R
� 4.1 Input signal of driver
⎪ G Fa ⋅Hg
F =
⎪ f1 � 2 − B �
⋅f
⎨ G Fa ⋅Hg (6) The inputs of control system are the target driving force and
⎪ Ff2 = 2 + B ⋅f steering radius. The control amount is the speed difference
⎪ CD Av2
⎪ Fw = � 21.15
⎪ 0
⎪ M𝜇 = 𝜇GL
⎩ 4

β0 Effective Stroke
βmax β
where FW, Ff and Ft, respectively, represent the air resist- max0
β
ance, rolling resistance and driving force of the tracked
vehicle. G denotes the gravity of the tracked vehicle. Fa is
the centrifugal force in steering motion, and M𝜇 denotes
the steering resistance. v is the centroid velocity of tracked

Fig. 7  Definition of accelerator pedal signal

Table 1  Vehicle parameters of the tracked vehicle
Parameter Symbol Value

Vehicle total mass m 40,000 kg

Vehicle tread B 2.8 m α0
Ground contact length L 4.6 m
Drive ratio i 7 Effective Stroke
Rolling resistance coefficient f 0.04 α αmax
Front area of tracked vehicle A 5 m2
Drag coefficient CD 0.6
The mass center height Hg 0.9 m
Cornering coefficient 𝜇 0.5
Moment of inertia IZ 55,000
Fig. 8  Definition of brake pedal signal

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Journal of the Brazilian Society of Mechanical Sciences and Engineering
of the motors on both sides, and the output is the torque of
the motors on both sides. The task of dynamic control is
to interpret the driving intentions reasonably, monitor the
state of vehicle in real time and calculate the target torque
of driving motors. The first step is to define and explain the
drivers’ operational intention, such as the accelerator pedal,
the brake pedal, the steering wheel and the driving mode.
Four signals related to vehicle dynamics are applied to
simulate the drivers’ input, including driving mode, accel-
erator pedal, brake pedal and steering wheel angle. There
are four kinds of driving mode signals defined in this paper,
including forward shift mode, neutral mode, reverse gear
mode and central steering mode. The control strategy
determines the driving mode of the vehicle according to
the blocks s: ‘0’ represents the parking mode, ‘1’ denotes
the forward gear, ‘− 1’ represents the reverse gear, and ‘2’
denotes the center steering.
Control variables A and B for accelerator pedal and brake
pedal are defined as:
{ 𝛼−𝛼0
A= 𝛼
max
𝛽−𝛽0
−𝛼0
(7)
B= 𝛽
max −𝛽0
where α, 𝛼0 and 𝛼max represent the operation displacement,
free travel displacement and maximum displacement of
the accelerate pedal, respectively. β, 𝛽0 , 𝛽max and 𝛽max0
denote the operating displacement, free travel displacement,
maximum regenerative braking displacement and maxi-
mum brake displacement of the brake pedal, respectively,
as shown in Figs. 7 and 8.
The range of the acceleration pedal signal A is [01],
and the range of corresponding target torque of motor is
[0Tmax ]. In the same way, the range of the brake pedal
signal B is [− 10], and the range of corresponding braking
torque of motor is [−Tmax 0]. When the displacement of the
brake pedal is greater than 𝛽max, the mechanical brake starts
to work. In straight-line driving conditions, the target torque
of acceleration is T1 = T2 = A ⋅ Tmax , and target torque of
braking is T1 = T2 = B ⋅ Tmax.
0 4.2 Model of torque–speed integrated control
−δ0 δ0
Free Stroke
−δ
Effective Stroke
−δmax δmax
Fig. 9  Definition of steering angle
(2019) 41:190 Page 7 of 11 190
To analyze the input signal of steering wheel, the steering
wheel angle signal is defined at first, as shown in Fig. 9. 𝛽0 ,
β and 𝛽max represent free travel of steering wheel in single
side, steering wheel angle and maximum angle, respectively.
Taking the left turn as an example, the corresponding steer-
ing radius of [−𝛽max − 𝛽0 ] is [0.5B + ∞]. In this paper, the
assignment of 𝛽0 and 𝛽max is 5° and 90°, respectively. Sec-
ondly, the relationship between steering wheel angle signal
and vehicle steering radius is defined. The steering wheel
angle and the corresponding steering radius are not a sim-
ple linear relationship. When the steering radius is small, a
higher steering wheel angle resolution is required. When the
steering radius is large, only a very low angular resolution
is required. In practice, a large number of experiments are
applied to calibrate the corresponding relationship between
the steering wheel angle and the steering radius. Based on
the boundary conditions and basic requirements, function
(8) is constructed to describe the relationship approximately
[25].
� �
⎧ R = −248.6 log0.5 (−𝛿 − 5) + 250 −𝛿max < 𝛿 < −𝛿0
log0.5 85 � �
⎪
⎨R = ∞ −𝛿0 < 𝛿 < 𝛿0
� �
⎪ R = −248.6 log0.5 (𝛿 − 5) + 250
⎩ log0.5 85
𝛿0 < 𝛿 < 𝛿max
(8)
The driving intention can be interpreted by the following
steps. First, the driving mode (forward mode, neutral mode,
reverse mode and center steering mode) is determined. Then,
according to the accelerator pedal position signal and the
brake pedal position signal, the working condition of the
tracked vehicle is divided into three states: free sliding, driv-
ing and braking. In addition, the target torque in the cor-
responding state is calculated. At the same time, the target
steering radius is obtained based on the signal of steering
wheel angle. The target velocity of sprockets on both sides
is calculated according to real-time vehicle speed. By decou-
pling calculation, the target speed of two drive motors is
obtained. The difference between actual speed and target
speed of two drive motors is controlled by PI, and the change
in the target torque of the drive motors is obtained, as shown
in Fig. 10.
strategy
Neither the speed-regulation control strategy nor the torque
control strategy can meet the requirements of tracked vehicle
under all kinds of working conditions. As for the speed-
regulating control strategy, the control consistency under
different driving speeds and the driver’s operating feeling
are poor because of the characteristic of large range of load
change and nonlinear when vehicle is traveling off-road.
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Fig. 10  Diagram of driver input signal analysis

Accelerator pedal α Vehicle controller

displacement sensor n1
T01 + Tm1 Motor T1 Tn1 v
β Straight ⊗
Coupled transmission

Motor 1
+ Controller
Driver model

Brake pedal driving torque

displacement sensor calculation T02 + Vehicle
⊗ Tm 2 dynamics R
s nm1 + − T01 + model
Driving mode
Speed ⊗ T2 Tn 2
calculation
nm 2 + T02
Motor
Motor 2 w
δ of steering Controller
Steering wheel
target −
⊗
displacement sensor n2

Fig. 11  Vehicle model based on torque–speed integrated control strategy

On the other hand, the torque control strategy requires the
steady-state values of the stable driving, while it is inevi-
table that change in the steering angular acceleration will
cause the change in the dynamic value. Besides, the steer-
ing resistance under different pavements varies widely. It is
very difficult to realize the desired steering radius by adjust-
ing the output torque difference of the two motors. At the
same speed, the same steering radius requires that the driver
adjusts the steering angle of the steering wheel in real time
with the change in road resistance that may lead to misop-
eration. Considering the above factors, this paper proposes a

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Journal of the Brazilian Society of Mechanical Sciences and Engineering (2019) 41:190 Page 9 of 11 190

pedal signal α and brake pedal signal β are interpreted

Accelerator pedal (%) 100 as the torque requirements T01 and T02 of the two drive
motors. The steering wheel signal δ is interpreted as the
50 expected turning radius Rm and can be further explained
as the target speed of motor on both sides ( nm1 and nm2 )
0 under current speed through steering kinematics. (Differ-
0 5 10 15 20
Time (s) ent steering modes have different interpretations, such as
accelerated steering, decelerated steering and isokinetic
Fig. 12  Accelerator pedal steering.) The actual speed of two drive motors ( n1 and
n2 ) is obtained by sensors. The error between the target
speed and the actual speed is adjusted by PID controller
to generate the torque ( ΔT01 and ΔT02 ) which needed to
Steering Wheel Angle (°)

50 be adjusted by two drive motors. Combining the torque

0 explained by accelerator pedal or brake pedal (T01 and T02 )
with the torque regulation caused by the steering wheel
-50
angle ( ΔT01 and ΔT02 ), the objective torques Tm1 and Tm2
0 5 10 15 20 of two drive motors are obtained during the steering pro-
Time (s) cess of tracked vehicles. The output power of the drive
motor drives the driving wheels on both sides through the
Fig. 13  Steering wheel angle transmission system and drives the vehicle according to
the expected state of the driver.

comprehensive torque–speed control strategy, which means

speed closed-loop PID control of the two-side drive motor 5 Simulation verification of control strategy
is introduced based on the torque control.
Combined with driving motor and its controller model, To verify the correctness of the steering control strategy,
transmission system model, tracked vehicle dynamics the Simulink model of electric drive tracked vehicle was
model, driver model and vehicle control logic, and intro- established. Simulation analysis of different steering con-
ducing the actual speed feedback of two motors and speed ditions for tracked vehicles with dual-motor coupling is
feedback of vehicles, a torque–speed integrated control carried out. The input signals of the driver are shown in
strategy is proposed with acceleration pedal opening Figs. 12 and 13. The output torque and speed of the cor-
signal, brake pedal opening signal, driving mode and responding driving motors on both sides are shown in
steering wheel angle as input. As shown in Fig. 11, tak- Fig. 14. The output driving force and speed of the tracks
ing driving mode (s = 1) as an example, the accelerator on both sides are shown in Fig. 15.

Fig. 14  Torque and speed of

Rotational Speed (r/min)

Left side
motors 2 2000
Torque (KN m)

Right side

0 1000
Left side
Right side

-2 0
0 5 10 15 20 0 5 10 15 20
Time (s) Time (s)

Fig. 15  Output torque and speed 20

Driving force (KN)

Left side
100
of the track
Speed (km/h)

Right side

Left side
0 10
Right side

-100
0
0 5 10 15 20 0 5 10 15 20
Time (s) Time (s)

13
 190 Page 10 of 11
turning radius (1/m)
0.1
Reciprocal of
0.05
0
0 5
Fig. 16  Turning radius of tracked vehicle
20
Displacement of
Y direction (m)
15
10
5
0 Acknowledgements This work was supported by the Funda-
0 10 20
Displacement of X direction (m)
Fig. 17  Driving track of tracked vehicle
It can be seen from Figs. 14 and 15 that the torque
and speed of the motor on both sides are equal within
0–2 s, and the vehicle is in linear accelerated driving con-
dition. Within 2–4 s, the output torque of the inner motor
reduces, the output of the outer motor increases, and the
vehicle is steering with a small radius at a constant speed.
During 4–8 s, the output torque of the motors on both
sides reaches the maximum value and the tracked vehicle
works in a rapid accelerating condition. Within 8–10 s,
the tracked vehicle turns at a large radius at high speed.
During 12–14 s, the vehicle drives straight and corrects
the steering. Within 16–19 s, the vehicle turns to the right.
Under different driving conditions, the torque and speed
of both motors can follow the driver’s input signal very
well, the response time is fast, and the adjustment time is
short. From Figs. 16 and 17, it can be seen that the tracked
vehicle has fast steering response and stable driving, and
the driving track of tracked vehicle is consistent with the
driver’s expectation. This can verify the feasibility of the
control strategy.
6 Conclusions
In this paper, a dual-motor coupling drive scheme for the
tracked vehicle was proposed. Focusing on the rear power
chain of the drive system, the drive motor and its control
model and the dynamic model of the transmission system
were established for the model of a 2MCETV.
Based on the comparative analysis of the tracked vehi-
cle steering control strategy, the drivers’ input signal was
13
Journal of the Brazilian Society of Mechanical Sciences and Engineering (2019) 41:190
defined, and the speed closed-loop PID control of the two-
side drive motor was introduced based on the torque control.
In addition, according to the acceleration or braking state,
using the wheel angle signal, a torque–speed integrated
steering control strategy was designed to improve vehicle
10 15 20 handing comfort and steering sensitivity.
Time (s)
Based on MATLAB/Simulink, the simulation model of
tracked vehicle was conducted to verify the results of dif-
ferent steering conditions. The results show that the con-
trol strategy can effectively adjust the output torque of two
motors on both sides according to the driver’s input and
realize the driving intention. This control strategy could sim-
plify the driver’s operation and effectively reduce the motor
control difficulty.
30 40 50 60 70 80 mental Research Funds for the Central Universities (Project No.
106112016CDJXZ338825) and the National Key Research and Devel-
opment Program of China (Project No. 2016YFB0101402). These pro-
jects offered all the costs of this series researches. The authors appreci-
ate for their supports on these researches.
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