CN102616223B - Automobile stability control method and automobile stability control system - Google Patents
Automobile stability control method and automobile stability control system Download PDFInfo
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- CN102616223B CN102616223B CN201110030255.9A CN201110030255A CN102616223B CN 102616223 B CN102616223 B CN 102616223B CN 201110030255 A CN201110030255 A CN 201110030255A CN 102616223 B CN102616223 B CN 102616223B
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Abstract
An automobile stability control method includes: firstly calculating expect yawing moment MG and the maximum braking pressure Pauf, m of a whole automobile expect corresponding to MG, then selecting a first aim wheel; judging whether the nominal pressure Pslip of the first aim wheel is larger than the maximum braking pressure Pauf, m of the whole automobile expect, distributing the maximum braking pressure Pauf, m of the whole automobile expect to the first aim wheel when Pauf, m is smaller than or equal to Pslip; selecting a wheel on the same side of the first aim wheel as a second aim wheel and distributing the maximum braking pressure Pauf, m of the whole automobile expect to the first aim wheel and the second aim wheel when Pauf, m is larger than Pslip; and finally an operation pressure control mechanism to perform pressurizing control on the distributed aim wheel according to a distribution method. The automobile stability control method can control pressure distribution according to the maximum braking pressure Pauf, m of the whole automobile expect and the nominal pressure of the first aim wheel so as to ensure that the automobile stability control method has better stability and braking performance.
Description
Technical field
The present invention relates to vehicle stabilization control field, be specifically related to a kind of vehicle stabilization control method and system.
Background technology
Vehicle stability control system is a kind of active safety systems of vehicles grown up on anti-lock braking system in automobiles (ABS) and anti-slip regulation (TCS) basis, traditional vehicle stabilization control method generally calculates expectation yaw moment based on actual yaw velocity, actual side slip angle and nominal yaw velocity and nominal side slip angle, then selects according to vehicle-state and brakes single wheel.This strategy can obtain good control effects in common operating mode, but because traditional stable control method only selects single wheel to brake as target wheel, therefore there will be such situation: when turning on low adhesion value road surface, when especially swerving under the operating mode that the speed of a motor vehicle is larger, if now only brake single wheel, because coefficient of road adhesion is lower, the very fast locking of wheel and braking force can not be increased again to reach the expectation yaw moment of needs, therefore, traditional stable control method can not meet the needs of vehicle stabilization control.
Summary of the invention
The present invention brakes owing to only selecting single wheel for solving conventional truck stable control method, under the limiting conditions such as the oversteer therefore under low attachment condition and understeering, the technical matters of stability contorting less effective, provides a kind of stability and deceleration and stopping performance stable control method and system better.
Technical scheme of the present invention is as follows:
A kind of vehicle stabilization control method, comprises the following steps:
Step S1: gather and according to the actual yaw velocity of vehicle, actual side slip angle, nominal yaw velocity and nominal side slip angle calculation expectation yaw moment M
g, and calculate car load expectation maximum brake pressure P corresponding to this expectation yaw moment
auf, m;
Step S2: select first object wheel;
Step S3: judge the nominal pressure P that this first object is taken turns
slipwhether be greater than car load and expect maximum brake pressure P
auf, m, work as P
auf, m≤ P
sliptime, car load is expected maximum brake pressure P
auf, mdistribute to first object wheel; Work as P
auf, m> P
sliptime, select the homonymy wheel of first object wheel as the second target wheel, and car load is expected maximum brake pressure P
auf, mdistribute to first object wheel and the second target wheel;
Step S4: the distribution method expecting maximum brake pressure according to car load in previous step, performs pressure control mechanism and carries out boost control to distributed target wheel.
A kind of vehicle stability control system, comprising:
Acquisition module: for collection and according to the actual yaw velocity of vehicle, actual side slip angle, nominal yaw velocity and nominal side slip angle calculation expectation yaw moment M
g, and calculate car load expectation maximum brake pressure P corresponding to this expectation yaw moment
auf, m;
Select module: take turns for selecting first object;
Processing module: for judging the nominal pressure P that this first object is taken turns
slipwhether be greater than car load and expect maximum brake pressure P
auf, m, work as P
auf, m≤ P
sliptime, car load is expected maximum brake pressure P
auf, mdistribute to first object wheel; Work as P
auf, m> P
sliptime, select the homonymy wheel of first object wheel as the second target wheel, and car load is expected maximum brake pressure P
auf, mdistribute to first object wheel and the second target wheel;
Execution module: for expecting the distribution method of maximum brake pressure according to the car load in processing module, perform pressure control mechanism and boost control is carried out to distributed target wheel.
As can be seen from vehicle stabilization control method of the present invention, first gather and according to the actual yaw velocity of vehicle, actual side slip angle, nominal yaw velocity and nominal side slip angle calculation expectation yaw moment M
g, and calculate car load expectation maximum brake pressure P corresponding to this expectation yaw moment
auf, m; Then first object wheel is selected; Secondly the nominal pressure P that this first object is taken turns is judged
slipwhether be greater than car load and expect maximum brake pressure P
auf, m, work as P
auf, m≤ P
sliptime, car load is expected maximum brake pressure P
auf, mdistribute to first object wheel; Work as P
auf, m> P
sliptime, select the homonymy wheel of first object wheel as the second target wheel, and car load is expected maximum brake pressure P
auf, mdistribute to first object wheel and the second target wheel; Finally expect the distribution method of maximum brake pressure according to car load in previous step, perform pressure control mechanism and boost control is carried out to distributed target wheel.Make the present invention can expect the distribution of the nominal pressure control presssure of maximum brake pressure and first object wheel according to car load, namely distribute to first object wheel or first object wheel and the second target wheel, thus guarantee that the present invention has stability and braking ability better, under various operating mode, namely all there is good anti-sideslip control effects.
Accompanying drawing explanation
The embodiment method flow diagram that Fig. 1 provides for vehicle stabilization control method of the present invention.
Another embodiment method flow diagram that Fig. 2 provides for vehicle stabilization control method of the present invention.
The example structure block diagram that Fig. 3 provides for vehicle stability control system of the present invention.
Detailed description of the invention
In order to make technical matters solved by the invention, technical scheme and beneficial effect clearly understand, below in conjunction with drawings and Examples, the present invention is further elaborated.Should be appreciated that specific embodiment described herein only in order to explain the present invention, be not intended to limit the present invention.
In order to avoid existing conventional truck stable control method is braked owing to only selecting single wheel, under the limiting conditions such as the oversteer therefore under low attachment condition and understeering, the shortcoming of stability contorting less effective, the invention provides a kind of stability and deceleration and stopping performance stable control method better, the method comprises the following steps: first gather and according to the actual yaw velocity of vehicle, actual side slip angle, nominal yaw velocity and nominal side slip angle calculation expectation yaw moment M
g, and calculate car load expectation maximum brake pressure P corresponding to this expectation yaw moment
auf, m; Then first object wheel is selected; Secondly the nominal pressure P that this first object is taken turns is judged
slipwhether be greater than car load and expect maximum brake pressure P
auf, m, work as P
auf, m≤ P
sliptime, car load is expected maximum brake pressure P
auf, mdistribute to first object wheel; Work as P
auf, m> P
sliptime, select the homonymy wheel of first object wheel as the second target wheel, and car load is expected maximum brake pressure P
auf, mdistribute to first object wheel and the second target wheel; Finally expect the distribution method of maximum brake pressure according to car load in previous step, perform pressure control mechanism and boost control is carried out to distributed target wheel.Make the present invention can expect the distribution of the nominal pressure control presssure of maximum brake pressure and first object wheel according to car load, namely distribute to first object wheel or first object wheel and the second target wheel, thus guarantee that the present invention has stability and braking ability better, under various operating mode, namely all there is good anti-sideslip control effects.
Understanding better to make those skilled in the art, realizing the present invention, be described below by way of specific embodiment.
The embodiment method flow diagram that Fig. 1 provides for vehicle stabilization control method of the present invention, consult Fig. 1 known, the method comprises the following steps:
Step 11: gather and according to the actual yaw velocity of vehicle, actual side slip angle, nominal yaw velocity and nominal side slip angle calculation expectation yaw moment M
g, and calculate car load expectation maximum brake pressure P corresponding to this expectation yaw moment
auf, m;
Step 12: select first object wheel;
Step 13: judge the nominal pressure P that this first object is taken turns
slipwhether be greater than car load and expect maximum brake pressure P
auf, m, work as P
auf, m≤ P
sliptime, car load is expected maximum brake pressure P
auf, mdistribute to first object wheel; Work as P
auf, m> P
sliptime, select the homonymy wheel of first object wheel as the second target wheel, and car load is expected maximum brake pressure P
auf, mdistribute to first object wheel and the second target wheel;
Step 14: the distribution method expecting maximum brake pressure according to car load in previous step, performs pressure control mechanism and carries out boost control to distributed target wheel.
It should be noted that at this, above-mentioned steps 11 gathers and according to the actual yaw velocity of vehicle, actual side slip angle, nominal yaw velocity and nominal side slip angle calculation expectation yaw moment M
g, and calculate car load expectation maximum brake pressure P corresponding to this expectation yaw moment
auf, mbe prior art, therefore do not elaborate at this.
Above-mentioned steps 12 selects first object to take turns, prior art selects first object wheel according to vehicle-state (such as Vehicle Side Slip Angle, vehicle speed, Vehicular yaw cireular frequency, steering wheel angle angle etc.) usually, concrete introduction is not done at this, but as a preferred version of the present embodiment, can first object be selected in the following ways to take turns, namely as expectation yaw moment M
gtime inside, then in after selecting, wheel is taken turns as first object, as expectation yaw moment M
gtime outside, then before selecting, outer wheel is taken turns as first object, its objective is and provides maximum yaw moment.
Mention in above-mentioned steps 13, work as P
auf, m> P
sliptime, select the homonymy wheel of first object wheel as the second target wheel, and car load is expected maximum brake pressure P
auf, mdistribute to first object wheel and the second target wheel, as another preferred version of the present embodiment, by car load being expected maximum brake pressure P with under type
auf, mdistribute to first object wheel and the second target wheel:
Judge the first intermediate pressure value P
aufr, mwhether be greater than the nominal pressure P of the second target wheel
slipr;
Work as P
aufr, m≤ P
sliprtime, the actual brake pressure boost demand P of first object wheel
aufequal the nominal pressure P of first object wheel
slip, the actual brake pressure boost demand P of the second target wheel
aufrequal the first intermediate pressure value P
aufr, m; Work as P
aufr, m> P
sliprtime, the actual brake pressure boost demand P of first object wheel
aufequal P
auf, n, the actual brake pressure boost demand P of the second target wheel
aufrequal the nominal pressure P of the second target wheel
slipr;
Wherein P
aufr, m=P
auf, ref+ K (P
auf, m-P
slip), P
auf, n=P
slip+ (P
aufr, m-P
slipr)/K, P
auf, refbe the actual pressure value of the second target wheel, K=B
r/ B
f, B
rfor the braking effectiveness factor of rear wheel brake, B
ffor the braking effectiveness factor of front-wheel brake.
Also mention in above-mentioned steps 13, work as P
auf, m≤ P
sliptime, car load is expected maximum brake pressure P
auf, mdistribute to first object wheel, above distribution is based on only car load being expected maximum brake pressure P
auf, mwith the nominal pressure P of first object wheel
slipcompare the conclusion drawn, but in order to make control effects of the present invention better, traveling comfort is better, can at P
auf, m≤ P
slipprerequisite under, judge further car load expectation maximum brake pressure P
auf, mwhether be less than the master brake cylinder pressure value P of vehicle
main, be specially:
Work as P
aufr, m≤ P
maintime, first object actual brake pressure boost demand value P
aufequal car load and expect maximum brake pressure P
auf, m; Work as P
aufr, m> P
maintime, select the homonymy wheel of first object wheel as the second target wheel, and judge the second intermediate pressure value P
1aufr, mwhether be greater than the nominal pressure P of the second target wheel
slipr;
Work as P
1aufr, m> P
slipror work as P
1aufr, m≤ P
sliprand P
1aufr, m> P
main, first object wheel actual brake pressure boost demand value P
aufequal car load and expect maximum brake pressure P
auf, m;
Work as P
1aufr, m≤ P
sliprand P
1aufr, m≤ P
main, first object wheel actual brake pressure boost demand value P
aufequal the master brake cylinder pressure value P of vehicle
main, the second target wheel actual brake pressure boost demand value P
aufrequal the second intermediate pressure value P
1aufr, m;
Above-mentioned P
1aufr, m=P
auf, ref+ K (P
auf, m-P
main), P
auf, refbe the actual pressure value of the second target wheel, K=B
r/ B
f, B
rfor the braking effectiveness factor of rear wheel brake, B
ffor the braking effectiveness factor of front-wheel brake.
Another embodiment method flow diagram that Fig. 2 provides for vehicle stabilization control method of the present invention, consult Fig. 2 known, the method comprises the following steps:
Step 21: gather and according to the actual yaw velocity of vehicle, actual side slip angle, nominal yaw velocity and nominal side slip angle calculation expectation yaw moment M
g, and calculate car load expectation maximum brake pressure P corresponding to this expectation yaw moment
auf, m;
Step 22: select first object wheel;
Step 23: judge the nominal pressure P that this first object is taken turns
slipwhether be greater than car load and expect maximum brake pressure P
auf, m, work as P
auf, m≤ P
sliptime, perform next step, otherwise perform step 29;
Step 24: judge that maximum brake pressure first intermediate pressure value P expected by car load
aufr, mwhether be less than the master brake cylinder pressure value P of vehicle
main, work as P
aufr, m≤ P
maintime, perform step 27, otherwise perform step 25;
Step 25: judge the second intermediate pressure value P
1aufr, mwhether be greater than the nominal pressure P of the second target wheel
slipr, work as P
1aufr, m> P
sliprtime, perform step 27, otherwise perform next step;
Step 26: judge the second intermediate pressure value P
1aufr, mwhether be less than the master brake cylinder pressure value P of vehicle
main, work as P
1aufr, m≤ P
maintime, perform step 28, otherwise perform step 27;
Step 27: first object wheel actual brake pressure boost demand value P
aufequal car load and expect maximum brake pressure P
auf, m, perform step 32;
Step 28: first object wheel actual brake pressure boost demand value P
aufequal the master brake cylinder pressure value P of vehicle
main, the second target wheel actual brake pressure boost demand value P
aufrequal the second intermediate pressure value P
1aufr, m, perform step 32;
Step 29: judge that maximum brake pressure first intermediate pressure value P expected by car load
aufr, mwhether be less than the nominal pressure value P of the second target wheel
slipr, work as P
aufr, m≤ P
sliprtime, perform step next step; Otherwise perform step 31;
Step 30: the actual brake pressure boost demand P of first object wheel
aufequal the nominal pressure P of first object wheel
slip, the actual brake pressure boost demand P of the second target wheel
aufrequal the first intermediate pressure value P
aufr, m, perform step 32;
Step 31: the actual brake pressure boost demand P of first object wheel
aufequal P
auf, n, the actual brake pressure boost demand P of the second target wheel
aufrequal the nominal pressure P of the second target wheel
slipr, perform step 32;
Step 32: the distribution method expecting maximum brake pressure according to car load in previous step, performs pressure control mechanism and carries out boost control to distributed target wheel.
P in the present embodiment
aufr, m=P
auf, ref+ K (P
auf, m-P
slip), P
1aufr, m=P
auf, ref+ K (P
auf, m-P
main),
P
auf, n=P
slip+ (P
aufr, m-P
slipr)/K, P
auf, refbe the actual pressure value of the second target wheel, K=B
r/ B
f, B
rfor the braking effectiveness factor of rear wheel brake, B
ffor the braking effectiveness factor of front-wheel brake.
In order to improve traveling comfort and the stability of the present invention's control further, can further improve on the basis of the present embodiment, taking a step forward of boost control can be performed in step 32 and judge the supercharging mode of target wheel, at this illustratively, conventional supercharging refers to and does not use electric pump build-up pressure, and the pressure directly utilizing master cylinder to set up carries out supercharging; Active boost refers to that the supercharging mode of above-mentioned judgement target wheel comprises the following steps when master cylinder pressure is not enough or do not have to carry out build-up pressure by electric pump during master cylinder pressure:
As the first intermediate pressure value P
aufr, mwith the nominal pressure P of first object wheel
slipall be greater than the master brake cylinder pressure value P of vehicle
main, then first object takes turns the nominal pressure P adopting active boost to take turns to first object
slip, the second target wheel adopts active boost to the first intermediate pressure value P
aufr, m;
As the first intermediate pressure value P
aufr, mwith the nominal pressure P of first object wheel
slipall be less than the master brake cylinder pressure value P of vehicle
main, then first object wheel adopts the conventional nominal pressure P being pressurized to first object wheel
slip, the second target wheel adopts routine to be pressurized to the first intermediate pressure value P
aufr, m;
As the nominal pressure P of first object wheel
slipbe less than the master brake cylinder pressure value P of vehicle
main, the first intermediate pressure value P
aufr, mbe greater than the master brake cylinder pressure value P of vehicle
main, then first object wheel adopts the conventional master brake cylinder pressure value P being pressurized to vehicle
main, the second target wheel adopts active boost to the first intermediate pressure value P
aufr, m;
As the nominal pressure P of first object wheel
slipbe greater than the master brake cylinder pressure value P of vehicle
main, the first intermediate pressure value P
aufr, mbe less than master brake cylinder pressure value P
main, then first object wheel adopts active boost to master brake cylinder pressure value P
main, the second target wheel adopts routine to be pressurized to the first intermediate pressure value P
aufr, m.
The example structure block diagram that Fig. 3 provides for vehicle stability control system of the present invention, consult Fig. 3 known, vehicle stability control system comprises:
Acquisition module 1: for collection and according to the actual yaw velocity of vehicle, actual side slip angle, nominal yaw velocity and nominal side slip angle calculation expectation yaw moment M
g, and calculate car load expectation maximum brake pressure P corresponding to this expectation yaw moment
auf, m;
Select module 2: take turns for selecting first object;
Processing module 3: for judging the nominal pressure P that this first object is taken turns
slipwhether be greater than car load and expect maximum brake pressure P
auf, m, work as P
auf, m≤ P
sliptime, car load is expected maximum brake pressure P
auf, mdistribute to first object wheel; Work as P
auf, m> P
sliptime, select the homonymy wheel of first object wheel as the second target wheel, and car load is expected maximum brake pressure P
auf, mdistribute to first object wheel and the second target wheel;
Execution module 4: for expecting the distribution method of maximum brake pressure according to the car load in processing module 3, perform pressure control mechanism and boost control is carried out to distributed target wheel.
Above-mentioned selection module 2 comprises judgement processing unit, expects yaw moment M for working as
gtime inside, then in after selecting, wheel is taken turns as first object, as expectation yaw moment M
gtime outside, then before selecting, outer wheel is taken turns as first object.
Above-mentioned processing module 3 comprises the first processing unit, for working as P
auf, m> P
sliptime, judge the first intermediate pressure value P
aufr, mwhether be greater than the nominal pressure P of the second target wheel
slipr, work as P
aufr, m≤ P
sliprtime, the actual brake pressure boost demand P of first object wheel
aufequal the nominal pressure P of first object wheel
slip, the actual brake pressure boost demand P of the second target wheel
aufrequal the first intermediate pressure value P
aufr, m; Work as P
aufr, m> P
sliprtime, the actual brake pressure boost demand P of first object wheel
aufequal P
auf, n, the actual brake pressure boost demand P of the second target wheel
aufrequal the nominal pressure P of the second target wheel
slipr;
Wherein P
aufr, m=P
auf, ref+ K (P
auf, m-P
slip), P
auf, n=P
slip+ (P
aufr, m-P
slipr)/K, P
auf, refbe the actual pressure value of the second target wheel, K=B
r/ B
f, B
rfor the braking effectiveness factor of rear wheel brake, B
ffor the braking effectiveness factor of front-wheel brake.
Above-mentioned processing module 3 comprises the second processing unit, for working as P
auf, m≤ P
slipshi Jinhang processes further as follows:
Judge that maximum brake pressure P expected by car load
auf, mwhether be less than the master brake cylinder pressure value P of vehicle
main, work as P
aufr, m≤ P
maintime, first object actual brake pressure boost demand value P
aufequal car load and expect maximum brake pressure P
auf, m; Work as P
aufr, m> P
maintime, select the homonymy wheel of first object wheel as the second target wheel, and judge the second intermediate pressure value P1aufr, whether m is greater than the nominal pressure P of the second target wheel
slipr;
Work as P
1aufr, m> P
slipror work as P
1aufr, m≤ P
sliprand P
1aufr, m> P
main, first object wheel actual brake pressure boost demand value P
aufequal car load and expect maximum brake pressure P
auf, m;
Work as P
1aufr, m≤ P
sliprand P
1aufr, m≤ P
main, first object wheel actual brake pressure boost demand value P
aufequal the master brake cylinder pressure value P of vehicle
main, the second target wheel actual brake pressure boost demand value P
aufrequal the second intermediate pressure value P
1aufr, m;
Above-mentioned P
1aufr, m=P
auf, ref+ K (P
auf, m-P
main), P
auf, refbe the actual pressure value of the second target wheel, K=B
r/ B
f, B
rfor the braking effectiveness factor of rear wheel brake, B
ffor the braking effectiveness factor of front-wheel brake.
In order to improve traveling comfort and the stability of the present invention's control further, can further improve on the basis of the present embodiment, namely vehicle stabilization control module of the present invention also comprises the supercharging mode judge module be connected between processing module 3 and execution module 4, for being handled as follows:
As the first intermediate pressure value P
aufr, mwith the nominal pressure P of first object wheel
slipall be greater than the master brake cylinder pressure value P of vehicle
main, then first object takes turns the nominal pressure P adopting active boost to take turns to first object
slip, the second target wheel adopts active boost to the first intermediate pressure value P
aufr, m;
As the first intermediate pressure value P
aufr, mwith the nominal pressure P of first object wheel
slipall be less than the master brake cylinder pressure value P of vehicle
main, then first object wheel adopts the conventional nominal pressure P being pressurized to first object wheel
slip, the second target wheel adopts routine to be pressurized to the first intermediate pressure value P
aufr, m;
As the nominal pressure P of first object wheel
slipbe less than the master brake cylinder pressure value P of vehicle
main, the first intermediate pressure value P
aufr, mbe greater than the master brake cylinder pressure value P of vehicle
main, then first object wheel adopts the conventional master brake cylinder pressure value P being pressurized to vehicle
main, the second target wheel adopts active boost to the first intermediate pressure value P
aufr, m;
As the nominal pressure P of first object wheel
slipbe greater than the master brake cylinder pressure value P of vehicle
main, the first intermediate pressure value P
aufr, mbe less than master brake cylinder pressure value P
main, then first object wheel adopts active boost to master brake cylinder pressure value P
main, the second target wheel adopts routine to be pressurized to the first intermediate pressure value P
aufr, m.
It should be noted that at this, because a lot of technology has appearred in the present invention, specially at this, above-mentioned part noun illustrated as follows:
Expect that yaw moment inwardly refers to when the vehicle turns to the left, expect the direction of yaw moment left; When vehicle right-hand turning, expect the direction of yaw moment to the right.Expect that yaw moment outwards refers to when the vehicle turns to the left, expect the direction of yaw moment to the right; When vehicle right-hand turning, expect the direction of yaw moment left.
Inside take turns, foreign steamer implication refer to when the vehicle turns to the left, be on the left of car two and interiorly take turns (comprise front in wheel and interiorly to take turns afterwards), opposite side wheel is foreign steamer (comprising front foreign steamer and rear foreign steamer); In like manner, when vehicle right-hand turning, be on the right side of car two and interiorly take turns (comprise front in wheel and interiorly to take turns afterwards), opposite side wheel is foreign steamer (comprising front foreign steamer and rear foreign steamer).
Wheel nominal pressure refers to when applying brake-pressure to wheel, the maximum pressure before wheel lockup.This pressure is relevant with road surface factor, and wheel nominal pressure corresponding to different road surfaces is also different, records by experiment.
The actual pressure value of wheel refers to the actual brake pressure of wheel wheel cylinder.
The foregoing is only preferred embodiment of the present invention, not in order to limit the present invention, all any amendments done within the spirit and principles in the present invention, equivalent replacement and improvement etc., all should be included within protection scope of the present invention.
Claims (8)
1. a vehicle stabilization control method, comprises the following steps:
Step S1: gather and according to the actual yaw velocity of vehicle, actual side slip angle, nominal yaw velocity and nominal side slip angle calculation expectation yaw moment M
g, and calculate car load expectation maximum brake pressure P corresponding to this expectation yaw moment
auf, m;
Step S2: select first object wheel;
Step S3: judge the nominal pressure P that this first object is taken turns
slipwhether be greater than car load and expect maximum brake pressure P
auf, m, work as P
auf, m≤ P
sliptime, car load is expected maximum brake pressure P
auf, mdistribute to first object wheel; Work as P
auf, m> P
sliptime, select the homonymy wheel of first object wheel as the second target wheel, and car load is expected maximum brake pressure P
auf, mdistribute to first object wheel and the second target wheel;
Step S4: the distribution method expecting maximum brake pressure according to car load in previous step, performs pressure control mechanism and carries out boost control to distributed target wheel;
P is worked as in described step S3
auf, m> P
sliptime, in the following manner car load is expected maximum brake pressure P
auf, mdistribute to first object wheel and the second target wheel:
Judge the first intermediate pressure value P
aufr, mwhether be greater than the nominal pressure P of the second target wheel
slipr, work as P
aufr, m≤ P
sliprtime, the actual brake pressure boost demand P of first object wheel
aufequal the nominal pressure P of first object wheel
slip, the actual brake pressure boost demand P of the second target wheel
aufrequal the first intermediate pressure value P
aufr, m; Work as P
aufr, m> P
sliprtime, the actual brake pressure boost demand P of first object wheel
aufequal P
auf, n, the actual brake pressure boost demand P of the second target wheel
aufrequal the nominal pressure P of the second target wheel
slipr;
Wherein P
aufr, m=P
auf, ref+ K (P
auf, m-P
slip), P
auf, n=P
slip+ (P
aufr, m-P
slipr)/K, P
auf, refbe the actual pressure value of the second target wheel, K=B
r/ B
f, B
rfor the braking effectiveness factor of rear wheel brake, B
ffor the braking effectiveness factor of front-wheel brake.
2. vehicle stabilization control method according to claim 1, is characterized in that, described step S2 selects first object wheel by following steps,
As expectation yaw moment M
gtime inside, then in after selecting, wheel is taken turns as first object, as expectation yaw moment M
gtime outside, then before selecting, outer wheel is taken turns as first object.
3. vehicle stabilization control method according to claim 1 and 2, is characterized in that, works as P in described step S3
auf, m≤ P
sliptime further comprising the steps:
Judge that maximum brake pressure P expected by car load
auf, mwhether be less than the master brake cylinder pressure value P of vehicle
main, work as P
aufr, m≤ P
maintime, first object actual brake pressure boost demand P
aufequal car load and expect maximum brake pressure P
auf, m; Work as P
aufr, m> P
maintime, select the homonymy wheel of first object wheel as the second target wheel, and judge the second intermediate pressure value P
1aufr, mwhether be greater than the nominal pressure P of the second target wheel
slipr;
Work as P
1aufr, m> P
slipror work as P
1aufr, m≤ P
sliprand P
1aufr, m> P
main, first object wheel actual brake pressure boost demand P
aufequal car load and expect maximum brake pressure P
auf, m;
Work as P
1aufr, m≤ P
sliprand P
1aufr, m≤ P
main, first object wheel actual brake pressure boost demand P
aufequal the master brake cylinder pressure value P of vehicle
main, the second target wheel actual brake pressure boost demand P
aufrequal the second intermediate pressure value P
1aufr, m;
Above-mentioned P
1aufr, m=P
auf, ref+ K (P
auf, m-P
main), P
auf, refbe the actual pressure value of the second target wheel, K=B
r/ B
f, B
rfor the braking effectiveness factor of rear wheel brake, B
ffor the braking effectiveness factor of front-wheel brake.
4. vehicle stabilization control method according to claim 3, is characterized in that, further comprising the steps before step S4 after described step S3:
As the first intermediate pressure value P
aufr, mwith the nominal pressure P of first object wheel
slipall be greater than the master brake cylinder pressure value P of vehicle
main, then first object takes turns the nominal pressure P adopting active boost to take turns to first object
slip, the second target wheel adopts active boost to the first intermediate pressure value P
aufr, m;
As the first intermediate pressure value P
aufr, mwith the nominal pressure P of first object wheel
slipall be less than the master brake cylinder pressure value P of vehicle
main, then first object wheel adopts the conventional nominal pressure P being pressurized to first object wheel
slip, the second target wheel adopts routine to be pressurized to the first intermediate pressure value P
aufr, m;
As the nominal pressure P of first object wheel
slipbe less than the master brake cylinder pressure value P of vehicle
main, the first intermediate pressure value P
aufr, mbe greater than the master brake cylinder pressure value P of vehicle
main, then first object wheel adopts the conventional master brake cylinder pressure value P being pressurized to vehicle
main, the second target wheel adopts active boost to the first intermediate pressure value P
aufr, m;
As the nominal pressure P of first object wheel
slipbe greater than the master brake cylinder pressure value P of vehicle
main, the first intermediate pressure value P
aufr, mbe less than master brake cylinder pressure value P
main, then first object wheel adopts active boost to master brake cylinder pressure value P
main, the second target wheel adopts routine to be pressurized to the first intermediate pressure value P
aufr, m.
5. a vehicle stability control system, comprising:
Acquisition module: for collection and according to the actual yaw velocity of vehicle, actual side slip angle, nominal yaw velocity and nominal side slip angle calculation expectation yaw moment M
g, and calculate car load expectation maximum brake pressure P corresponding to this expectation yaw moment
auf, m;
Select module: take turns for selecting first object;
Processing module: for judging the nominal pressure P that this first object is taken turns
slipwhether be greater than car load and expect maximum brake pressure P
auf, m, work as P
auf, m≤ P
sliptime, car load is expected maximum brake pressure P
auf, mdistribute to first object wheel; Work as P
auf, m> P
sliptime, select the homonymy wheel of first object wheel as the second target wheel, and car load is expected maximum brake pressure P
auf, mdistribute to first object wheel and the second target wheel;
Execution module: for expecting the distribution method of maximum brake pressure according to the car load in processing module, perform pressure control mechanism and boost control is carried out to distributed target wheel;
Described processing module comprises the first processing unit, for working as P
auf, m> P
sliptime, judge the first intermediate pressure value P
aufr, mwhether be greater than the nominal pressure P of the second target wheel
slipr, work as P
aufr, m≤ P
sliprtime, the actual brake pressure boost demand P of first object wheel
aufequal the nominal pressure P of first object wheel
slip, the actual brake pressure boost demand P of the second target wheel
aufrequal the first intermediate pressure value P
aufr, m; Work as P
aufr, m> P
sliprtime, the actual brake pressure boost demand P of first object wheel
aufequal P
auf, n, the actual brake pressure boost demand P of the second target wheel
aufrequal the nominal pressure P of the second target wheel
slipr;
Wherein P
aufr, m=P
auf, ref+ K (P
auf, m-P
slip), P
auf, n=P
slip+ (P
aufr, m-P
slipr)/K, P
auf, refbe the actual pressure value of the second target wheel, K=B
r/ B
f, B
rfor the braking effectiveness factor of rear wheel brake, B
ffor the braking effectiveness factor of front-wheel brake.
6. vehicle stability control system according to claim 5, is characterized in that, described selection module comprises judgement processing unit, expects yaw moment M for working as
gtime inside, then in after selecting, wheel is taken turns as first object, as expectation yaw moment M
gtime outside, then before selecting, outer wheel is taken turns as first object.
7. the vehicle stability control system according to claim 5 or 6, is characterized in that, described processing module comprises the second processing unit, for working as P
auf, m≤ P
slipin time, is handled as follows further:
Judge that maximum brake pressure P expected by car load
auf, mwhether be less than the master brake cylinder pressure value P of vehicle
main, work as P
aufr, m≤ P
maintime, first object actual brake pressure boost demand P
aufequal car load and expect maximum brake pressure P
auf, m; Work as P
aufr, m> P
maintime, select the homonymy wheel of first object wheel as the second target wheel, and judge the second intermediate pressure value P
1aufr, mwhether be greater than the nominal pressure P of the second target wheel
slipr;
Work as P
1aufr, m> P
slipror work as P
1aufr, m≤ P
sliprand P
1aufr, m> P
main, first object wheel actual brake pressure boost demand P
aufequal car load and expect maximum brake pressure P
auf, m;
Work as P
1aufr, m≤ P
sliprand P
1aufr, m≤ P
main, first object wheel actual brake pressure boost demand P
aufequal the master brake cylinder pressure value P of vehicle
main, the second target wheel actual brake pressure boost demand P
aufrequal the second intermediate pressure value P
1aufr, m;
Above-mentioned P
1aufr, m=P
auf, ref+ K (P
auf, m-P
main), P
auf, refbe the actual pressure value of the second target wheel, K=B
r/ B
f, B
rfor the braking effectiveness factor of rear wheel brake, B
ffor the braking effectiveness factor of front-wheel brake.
8. vehicle stability control system according to claim 7, is characterized in that, described vehicle stability control system also comprises the supercharging mode judge module be connected between processing module and execution module, for being handled as follows:
As the first intermediate pressure value P
aufr, mwith the nominal pressure P of first object wheel
slipall be greater than the master brake cylinder pressure value P of vehicle
main, then first object takes turns the nominal pressure P adopting active boost to take turns to first object
slip, the second target wheel adopts active boost to the first intermediate pressure value P
aufr, m;
As the first intermediate pressure value P
aufr, mwith the nominal pressure P of first object wheel
slipall be less than the master brake cylinder pressure value P of vehicle
main, then first object wheel adopts the conventional nominal pressure P being pressurized to first object wheel
slip, the second target wheel adopts routine to be pressurized to the first intermediate pressure value P
aufr, m;
As the nominal pressure P of first object wheel
slipbe less than the master brake cylinder pressure value P of vehicle
main, the first intermediate pressure value P
aufr, mbe greater than the master brake cylinder pressure value P of vehicle
main, then first object wheel adopts the conventional master brake cylinder pressure value P being pressurized to vehicle
main, the second target wheel adopts active boost to the first intermediate pressure value
paufr, m;
As the nominal pressure P of first object wheel
slipbe greater than the master brake cylinder pressure value P of vehicle
main, the first intermediate pressure value P
aufr, mbe less than master brake cylinder pressure value P
main, then first object wheel adopts active boost to master brake cylinder pressure value P
main, the second target wheel adopts routine to be pressurized to the first intermediate pressure value P
aufr, m.
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| CN103488165B (en) * | 2013-09-23 | 2015-01-07 | 大陆泰密克汽车系统（上海）有限公司 | Method for acquiring control parameters of yaw moment |
| CN105752059A (en) * | 2016-03-24 | 2016-07-13 | 江苏彤明高科汽车电器有限公司 | Vehicle stability control method |
| CN109849898B (en) * | 2018-12-27 | 2020-06-26 | 合肥工业大学 | Vehicle yaw stability control method based on genetic algorithm hybrid optimization GPC |
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| CN1439556A (en) * | 2002-02-23 | 2003-09-03 | 株式会社万都 | Control method for vehicle running stability |
| CN101454190A (en) * | 2006-06-30 | 2009-06-10 | 本田技研工业株式会社 | Vehicle control device |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN1439556A (en) * | 2002-02-23 | 2003-09-03 | 株式会社万都 | Control method for vehicle running stability |
| CN101454190A (en) * | 2006-06-30 | 2009-06-10 | 本田技研工业株式会社 | Vehicle control device |
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