CN101380952A - Stabilization control system of vehicle driving under complex road surface condition - Google Patents
Stabilization control system of vehicle driving under complex road surface condition Download PDFInfo
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- CN101380952A CN101380952A CNA2008101716437A CN200810171643A CN101380952A CN 101380952 A CN101380952 A CN 101380952A CN A2008101716437 A CNA2008101716437 A CN A2008101716437A CN 200810171643 A CN200810171643 A CN 200810171643A CN 101380952 A CN101380952 A CN 101380952A
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- slippage rate
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- Regulating Braking Force (AREA)
Abstract
The invention maintains the driving stability of vehicles under complex road conditions by wheel driving/braking control according to road attachment conditions and the difference between actual yaw angle and target yaw angle. Wheel actual slip rates S1, S2, S3 and S4, wheel best slip rates S10, S20, S30 and S40 for reflecting the road attachment conditions and the error value for the absolute value of Beta minus Beta0 of the vehicle yaw angle are obtained by calculation according to each sensor signal which is measured real-timely for reflecting the operation of the vehicles. The correction value of the wheel best slip rate is determined according to the absolute value of Beta minus Beta0 so as to obtain the wheel target slip rates S1d, S2d, S3d and S4d. The output torque of an engine is controlled or the braking of the wheel is interfered according to the error value of the wheel slip rate. When the error values of the slip rates of the wheels at the two sides are both larger than the threshold values of the wheels, the driving of the wheels is controlled by the control of the output torque of the engine. When the error value of the slip rate of the wheel at one side is smaller or equal to the threshold value of the wheel, the braking control is implemented on the wheel with the smaller best slip rate by the judgment on the best slip rate of the wheels at the two sides.
Description
Technical field
The present invention relates to vehicle run stability control, adhere to the poor of condition and actual yaw angle and target yaw angle, remain on the riding stability of vehicle under the complex road surface condition by wheel drive/control of braking according to road.
Background technology
The more vehicle electric stabilizing control system function of existing application is to make vehicle keep stablizing motoring condition as much as possible according to the travel conditions of vehicle and driver's intention, promptly traveling state of vehicle is carried out ACTIVE CONTROL, can obviously improve vehicle run stability and safety according to the difference at actual yaw angle of vehicle and target yaw angle.But existing vehicle electric stabilizing control system mainly is to carry out controlled reset according to vehicle yaw angle error amount, because the reaction of vehicle yaw angle error amount road pavement condition comparatively lags behind, so it often is difficult to reach desirable control effect under the complex road surface condition.
The present invention is directed to vehicle under the complex road surface condition Stability Control and propose.Described control system is carried out ACTIVE CONTROL according to adhesion to road surface condition and vehicle yaw angle error amount to vehicle run stability, has further improved vehicle run stability and safety.
Summary of the invention
Described vehicle stability assist system is made up of wheel speed sensors, Vehicular yaw angular velocity sensor, lateral acceleration sensor, front-wheel steering angle transducer, control setup, device to apply correction to braking force and drg, as Fig. 1.Control setup receives wheel speed sensors, Vehicular yaw angular velocity sensor and lateral acceleration sensor, front wheel steering angle sensor signal, send the driving control command by calculating to driving engine and brake system, realize both sides wheel drive/control of braking, reach the purpose of control vehicle stability.By tire-ground mechanics principle, vehicle both sides wheel drive/brake-power control can be realized by regulating both sides wheel target slippage rate.
Described both sides wheel target slippage rate determines that according to corresponding adhesion to road surface condition of both sides wheel and vehicle yaw angle error amount the best slippage rate of both sides wheel is determined according to both sides adhesion to road surface condition.When reaching certain limits value than target yaw angular deviation one side, the actual yaw angle of vehicle revises by best slippage rate to the both sides wheel, improve this sidecar wheel target slippage rate relatively and reduce opposite side wheel target slippage rate, reduce opposite side wheel drive power to improve this sidecar wheel drive force, make vehicle get back to the target travel direction to reduce vehicle yaw angle error amount.
Wheel actual slippage rate in described both sides is realized by the control engine output torque with to the brake regulation of wheel.When the actual slippage rate of both sides wheel than the target slippage rate all than hour by control engine output torque control the actual slippage rate of wheel; When the actual slippage rate of single wheel during greater than its target slippage rate, by judging both sides optimum wheel slippage rate size, the single wheel less to best slippage rate carries out control of braking, makes wheel actual slippage rate in both sides all near its target slippage rate.
Description of drawings
In the accompanying drawings:
Fig. 1 is the vehicle stability assist system structural representation under the complex road surface condition.Among the figure, 1 is wheel speed sensors, and 2 is control setup, and 3 is device to apply correction to braking force, and 4 is drg, and 5 is Vehicular yaw angular velocity sensor and lateral acceleration sensor, and 6 is the front-wheel steering angle transducer, and 7 is driving engine.
Fig. 2 is the vehicle run stability control flow chart under the complex road surface condition.
Fig. 3 wheel drive power/brake-power control diagram of circuit.
The specific embodiment
Describe the present invention in detail with diagram of circuit below.
Fig. 2 is a vehicle run stability control flow chart under the complex road surface condition, at first according in real time wheel speed sensors, Vehicular yaw angular velocity sensor and lateral acceleration sensor, the front wheel steering angle sensor signal of the reaction vehicle body state of monitoring, by calculating optimum wheel slippage rate S10, S20, S30, the S40 of the actual slippage rate S1 of wheel, S2, S3, S4 and reflection adhesion to road surface situation, according to vehicle yaw angle error amount | β-β
0| (threshold value is ε
β) definite target slippage rate S1d, S2d, S3d, S4d that the correction of optimum wheel slippage rate S10, S20, S30, S40 is obtained wheel.According to wheel target slippage rate wheel is carried out driving control.Again the vehicle body status after wheel drive/control of braking is carried out attitude and monitor in real time, enter next control cycle, repeat above-mentioned control process according to real-time monitoring result.
Fig. 3 is wheel drive/control of braking diagram of circuit, at first carries out engine control, as both sides wheel slip rate error amount Δ S
1, Δ S
2All greater than its threshold value c, promptly the actual slippage rate of wheel hour comes wheel is carried out drive controlling by the control engine output torque; When single wheel slippage rate error amount smaller or equal to its threshold value c, promptly this sidecar is taken turns actual slippage rate when big, and wheel is carried out control of braking.By judging the difference Δ S of both sides optimum wheel slippage rate
0Sign, judge that promptly optimum wheel slippage rates size in both sides determines which sidecar wheel is carried out control of braking.According to the diff principle, tackle the less single wheel of best slippage rate and carry out control of braking, can reduce this sidecar like this and take turns actual slippage rate, improve the actual slippage rate of opposite side wheel.
Shown in Figure 3, if the best slippage rate of wheel 1 one sides is less, then according to the slippage rate error amount Δ S that takes turns 2
2Carry out control of braking to taking turns 1.Slippage rate error amount when wheel 2 | Δ S
2| during less than its threshold value c, promptly actual slippage rate carries out service lap control to taking turns 1, to keep its actual slippage rate during near the target slippage rate.Slippage rate error amount Δ S when wheel 2
2During more than or equal to its threshold value c, brake boost control, to improve its actual slippage rate to taking turns 1.Slippage rate error amount Δ S when wheel 2
2During smaller or equal to its threshold value-c, to taking turns 1 control of reducing pressure, to reduce its actual slippage rate.
Shown in Figure 3, if the best slippage rate of wheel 2 one sides is less, then according to the slippage rate error amount Δ S that takes turns 1
1Carry out control of braking to taking turns 2, control principle is the same.
Claims (4)
1, vehicle stability assist system under the complex road surface condition, it adheres to the poor of condition and actual yaw angle and target yaw angle according to road, remain on the riding stability of vehicle under the complex road surface condition by wheel drive/control of braking, each sensor signal according to the reflection vehicle body state of real-time monitoring, by calculating the best slippage rate and the vehicle yaw angle error amount of the actual slippage rate of wheel, reflection adhesion to road surface situation, in view of the above driving engine and brake system are controlled, be implemented in vehicle run stability control under the complex road surface condition.
2, according to claim 1 described under the complex road surface condition vehicle stability assist system, it is characterized in that determining the correction of optimum wheel slippage rate is obtained the target slippage rate of wheel according to vehicle yaw angle error amount; The optimum wheel slippage rate has reflected the adhesion to road surface situation.
3, according to claim 1 described under the complex road surface condition vehicle stability assist system, it is characterized in that according to wheel slip rate error amount control engine output torque, or wheel carried out brake regulation.
4, according to claim 3 described under the complex road surface condition vehicle stability assist system, it is characterized in that by the control engine output torque wheel being carried out drive controlling when both sides wheel slip rate error amount during all greater than its threshold value; When single wheel slippage rate error amount during smaller or equal to its threshold value, by judging both sides optimum wheel slippage rate size, the single wheel less to best slippage rate carries out control of braking, thereby makes wheel actual slippage rate in both sides all near its target slippage rate.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNA2008101716437A CN101380952A (en) | 2008-10-23 | 2008-10-23 | Stabilization control system of vehicle driving under complex road surface condition |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNA2008101716437A CN101380952A (en) | 2008-10-23 | 2008-10-23 | Stabilization control system of vehicle driving under complex road surface condition |
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| CN101380952A true CN101380952A (en) | 2009-03-11 |
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| CNA2008101716437A Pending CN101380952A (en) | 2008-10-23 | 2008-10-23 | Stabilization control system of vehicle driving under complex road surface condition |
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Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101774372A (en) * | 2010-02-24 | 2010-07-14 | 清华大学 | Driving anti-skid control system of hybrid electric vehicle and control method thereof |
| CN102267459A (en) * | 2011-05-17 | 2011-12-07 | 清华大学 | Driving antiskid adjustment and control method for motor-driven vehicle |
| CN103459224A (en) * | 2011-03-30 | 2013-12-18 | 丰田自动车株式会社 | Vehicle driving force control device |
| CN106379314A (en) * | 2016-11-21 | 2017-02-08 | 广州汽车集团股份有限公司 | Method and system for keeping vehicle stable |
| CN108944910A (en) * | 2017-05-27 | 2018-12-07 | 长城汽车股份有限公司 | A kind of vehicle stable state intelligent control method and device |
| WO2022077195A1 (en) * | 2020-10-13 | 2022-04-21 | 华为技术有限公司 | Electromechanical braking method and electromechanical braking device |
-
2008
- 2008-10-23 CN CNA2008101716437A patent/CN101380952A/en active Pending
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101774372A (en) * | 2010-02-24 | 2010-07-14 | 清华大学 | Driving anti-skid control system of hybrid electric vehicle and control method thereof |
| CN101774372B (en) * | 2010-02-24 | 2012-11-21 | 清华大学 | Driving anti-skid control system of hybrid electric vehicle and control method thereof |
| CN103459224A (en) * | 2011-03-30 | 2013-12-18 | 丰田自动车株式会社 | Vehicle driving force control device |
| CN103459224B (en) * | 2011-03-30 | 2016-01-20 | 丰田自动车株式会社 | The driving-force control apparatus of vehicle |
| CN102267459A (en) * | 2011-05-17 | 2011-12-07 | 清华大学 | Driving antiskid adjustment and control method for motor-driven vehicle |
| CN102267459B (en) * | 2011-05-17 | 2013-07-10 | 清华大学 | Driving antiskid adjustment and control method for motor-driven vehicle |
| CN106379314A (en) * | 2016-11-21 | 2017-02-08 | 广州汽车集团股份有限公司 | Method and system for keeping vehicle stable |
| CN106379314B (en) * | 2016-11-21 | 2018-12-18 | 广州汽车集团股份有限公司 | Maintain the method and system of vehicle stabilization |
| CN108944910A (en) * | 2017-05-27 | 2018-12-07 | 长城汽车股份有限公司 | A kind of vehicle stable state intelligent control method and device |
| WO2022077195A1 (en) * | 2020-10-13 | 2022-04-21 | 华为技术有限公司 | Electromechanical braking method and electromechanical braking device |
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Open date: 20090311 |