CN107512256A - Car auxiliary electric active brake system - Google Patents
Car auxiliary electric active brake system Download PDFInfo
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- CN107512256A CN107512256A CN201710710396.2A CN201710710396A CN107512256A CN 107512256 A CN107512256 A CN 107512256A CN 201710710396 A CN201710710396 A CN 201710710396A CN 107512256 A CN107512256 A CN 107512256A
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- vehicle
- auxiliary
- active braking
- braking system
- electric active
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
- B60T2201/03—Brake assistants
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
Abstract
Auxiliary electric active brake system, it is made up of left and right auxiliary wheel, left and right brake, left and right half, support, battery and attachment means；Attachment means are made up of vertical bearing pin, horizontal bearing pin, torsionspring, vehicle connecting plate and rotary angle transmitter, and torsionspring upper end and vertical bearing pin are connected, and torsionspring lower end and vehicle connecting plate are connected, and vertical bearing pin connects and composes vertical articulation with vehicle；Left and right auxiliary wheel is arranged on support both sides by left and right half and test vehicle wheel is contour；When vehicle tends to the dangerous working condition of unstability, auxiliary electric active brake system controls left and right brake to carry out active brake.The technology is to develop the EBA of design based on car stability test, it is to design a looper car accessory system in car rump, the purpose is on the premise of car stability test is not intervened, once there is unstability in experiment car, car driving posture is corrected in the accessory system help that plays a role, and avoids the occurrence of extreme danger.
Description
Technical Field
The invention belongs to the field of vehicle braking, and particularly relates to an auxiliary electric active braking system for a car.
Background
At present, the national standard does not relate to the requirements of safety auxiliary devices for automobile stability tests, and only restricts the objective conditions of the automobile stability tests. In the test, in order to test the stability of the automobile, the automobile must be destabilized firstly, and then whether the automobile stability control system plays a role can be judged, so that the function of no instability of the automobile is realized. If the automobile stability control system does not work or the working result does not reach an ideal state, the automobile is in a destabilization state, so that an extremely dangerous condition occurs, the life of a driver is threatened, and the whole automobile is damaged. By the design scheme, the auxiliary electric active braking system of the car can avoid the occurrence of the above conditions, the test process is not interfered, and the occurrence of a dangerous test result can be prevented.
At present, various safety auxiliary device implementation schemes aiming at car stability safety tests exist. The external equipment implementation scheme aiming at four wheels, the lateral constraint implementation scheme aiming at the vehicle body and the like are provided. Compared with other implementation schemes, the scheme is additionally provided with only one additional mounting point at the tail part of the vehicle, and a plurality of vehicles are provided with traction openings at the tail part. Other solutions are either mounted at four wheels or laterally at the vehicle body, and the mounting interface is complicated. Secondly, the test condition of the test car is not modified, namely the test car provided with the auxiliary electric active braking system of the car completes the test under the test condition required by the national standard.
Disclosure of Invention
1. Technical problem to be solved
In order to solve the problems in the prior art, the invention provides an auxiliary electric active braking system of a car. The technology is an auxiliary braking system developed and designed based on a car stability test, a set of car auxiliary electric active braking system is designed at the tail part of a car, and the purpose is that on the premise of not interfering the car stability test, once the car is tested to be unstable, the auxiliary electric braking system plays a role in helping to correct the driving posture of the car and avoid the occurrence of extreme dangerous conditions.
2. Technical scheme
The object of the present invention is achieved mainly by the following means.
An auxiliary electric active braking system comprises a left auxiliary wheel, a right auxiliary wheel, a left brake, a right brake, a left half shaft, a right half shaft, a bracket, a battery and a connecting device; the connecting device consists of a vertical pin shaft, a horizontal pin shaft, a torsion spring, a vehicle connecting plate and a corner sensor, wherein the upper end of the torsion spring is fixedly connected with the vertical pin shaft, the lower end of the torsion spring is fixedly connected with the vehicle connecting plate, and the vertical pin shaft is connected with a vehicle to form vertical hinge joint; the left auxiliary wheel and the right auxiliary wheel are arranged on the two sides of the bracket through the left half shaft and the right half shaft and are as high as the wheels of the test vehicle; when the vehicle tends to be unstable and is in dangerous working conditions, the auxiliary electric active braking system controls the left brake and the right brake to carry out active braking.
Further, the dynamic model of the auxiliary electric active braking system is as follows:
wherein, the first and the second end of the pipe are connected with each other,
F lx 、F rx 、F ly 、F ry the longitudinal force and the lateral force of the left auxiliary wheel and the right auxiliary wheel are respectively expressed by the unit of N;
T m the unit of the moment generated by the torsion spring is N.m;
the left and right auxiliary wheels of the auxiliary electric active braking system adopt wheels the same as that of a car, and the wheelbase of the left and right auxiliary wheels is the same as that of a rear wheel;
L m for assisting the horizontal distance L between the center of mass of the electric active braking system and the tail joint m ＝0.8m；
B r The unit is m, and the wheel track of the left auxiliary wheel and the wheel track of the right auxiliary wheel are the unit;
I m to assist the moment of inertia of the electric active braking system in kg.m 2 ；
ω aid The rotation angular speed of the auxiliary electric active braking system is calculated by acquiring signals of an angle sensor, and the unit is rad/s;
the dynamic model generates a longitudinal force F acted on the vehicle body by the auxiliary electric active braking system jx Lateral force F jy And torque T m The vehicle body is acted by the vertical pin shaft, the horizontal pin shaft, the torsion spring and the vehicle connecting plate for intervention control, so that the vehicle returns to a stable running state.
Furthermore, the vehicle motion state parameters of the longitudinal speed, the lateral speed and the lateral deviation angle at the wheel center and the vehicle mass center of each wheel are measured through wheel speed signals of the wheels and the auxiliary wheels, the steering angle of the front wheel and the gyroscope, and the deformation of the torsion spring is measured through the rotation angle sensor, so that the vehicle stability control effect is measured.
And the auxiliary electric active braking system is applied to the automobile stability test, the test strategy of the auxiliary electric active braking system adopts a layered comprehensive control method, an upper-layer controller of the control system is a main control module, and the ABS of a lower-layer controller is called in real time to realize the expected control target according to the stability requirement of the whole automobile and the running condition of the automobile.
Furthermore, the upper layer controller is a vehicle body state controller and comprises a threshold controller and an ESP controller, when the ESP control effect is poor or even fails, the control strategy of the auxiliary electric active braking system plays a role, and the left and right auxiliary wheels are actively braked and controlled to keep the vehicle in a safe motion state.
Further, the ESP controller inputs the ideal slip angle beta of the vehicle mass center 0 And the error value delta beta of the actual slip angle beta is output as the target slip ratio S of the left auxiliary wheel and the right auxiliary wheel cL 、S cR ：
When | Δ β |&When it is c, S cL ＝0、S cR ＝0；
When Δ β&When gt, c, understeer, S cL ＝S 0L 、S cR ＝0；
When Δ β&When c, too much steering, S cL ＝0、S cR ＝S 0R ；
Wherein c is a threshold value;
the ESP controller transmits the output signal to an ABS controller of a lower controller, and the ABS controller is based on S cL 、S cR Brake control is performed to avoid vehicle instability。
3. Has the beneficial effects that:
compared with the prior art, the auxiliary electric active braking system for the sedan has the advantages that:
1) Social benefits are as follows: the independent vehicle test research of vehicle stability control needs to be carried out under various complex working conditions, and the test is limited by natural conditions, safety protection conditions, test sites and the like, so that the test method has the defects of high danger degree, long test period, high input cost and the like. The auxiliary electric active braking system provided by the patent improves the safety of the real vehicle test and has good social benefits.
2) The application value is as follows: the auxiliary electric active braking system provided by the invention is applicable to the principle of the automobile ESP control performance test, is safe and efficient, meets the requirement of the automobile ESP control performance test, and overcomes the defects of the common automobile ESP control performance test. When the auxiliary electric active braking system is used for an automobile ESP control performance test and has ESP control, the auxiliary electric active braking system has obvious consistency compared with an independent vehicle system under two test working conditions of understeer and oversteer; the running of the vehicle can be effectively assisted when the ESP control is not available or the ESP control system fails.
Drawings
FIG. 1 is a schematic diagram of an auxiliary electric active braking system.
FIG. 2 is a schematic diagram of a connection device for assisting an electrically active braking system.
FIG. 3 is a dynamic model diagram of an automobile stability test system based on an auxiliary electric active braking system.
FIG. 4 is an active brake control test strategy diagram.
FIG. 5a is a vehicle centroid trace for an understeer condition.
FIG. 5b is the vehicle centroid slip angle under understeer conditions.
FIG. 6a is a vehicle center of mass trajectory under over steer conditions.
FIG. 6b is a vehicle centroid slip angle for over steer conditions.
In the figure, 1-gyroscope, 2-test vehicle, 3-connecting device, 4-right auxiliary wheel, 5-right brake, 6-right half shaft, 7-battery, 8-left half shaft, 9-left brake, 10-left auxiliary wheel, 11-bracket, 12-corner sensor, 13-torsion spring, 14-vehicle connecting plate, 15-vertical pin shaft, 16-horizontal pin shaft, 17-upper controller and 18-lower controller.
Detailed Description
Hereinafter, specific embodiments of the present invention will be described in detail with reference to the accompanying drawings, and it will be apparent to those skilled in the art from this detailed description that the present invention can be practiced. Features from different embodiments may be combined to obtain new embodiments, or some features may be substituted for some embodiments to obtain yet other preferred embodiments, without departing from the principle of the present invention.
The auxiliary electric active braking system, which may be referred to as an auxiliary system for short, is shown in fig. 1 and is composed of left and right auxiliary wheels 10 and 4, left and right brakes 9 and 5, left and right half shafts 8 and 6, a bracket 11, a battery 7 and a connecting device 3. The connecting device is shown in figure 2 and comprises a vertical pin shaft 15, a horizontal pin shaft 16, a torsion spring 13, a vehicle connecting plate 14 and a corner sensor 12, wherein the upper end of the torsion spring 13 is fixedly connected with the vertical pin shaft 15, the lower end of the torsion spring 13 is fixedly connected with the vehicle connecting plate 14, and the vertical pin shaft 15 is vertically hinged with the vehicle connecting plate 14. The left and right auxiliary wheels 10 and 4 are installed on two sides of the bracket 11 through the left and right half shafts 8 and 6 and are as high as the wheels of the test vehicle 2. When the vehicle tends to be unstable and is in dangerous working condition, the left brake 9 and the right brake 5 can be controlled to carry out active braking, the dynamic model of the active braking control automobile stability test system is shown in figure 3, F jx 、F jy Longitudinal force and lateral force acting on the vehicle body for assisting the electric active braking system, N; f lx 、F rx 、F ly 、F ry Longitudinal and lateral forces, N, of the two auxiliary wheels 10, 4, respectively; f xi 、F yi (i =1,2,3,4) for four wheel longitudinal forces and sides, respectivelyA directional force, N; t is m Moment generated by the torsion spring 13, N · m; the longitudinal speed of the Vx vehicle mass center, the lateral speed of the Vy vehicle mass center and the yaw angular speed of the omega vehicle mass center; alpha is F jx Angle to longitudinal velocity. The left and right auxiliary wheels 10 and 4 of the auxiliary electric active braking system adopt wheels the same as that of a car, and the wheelbase of the auxiliary wheel is the same as that of the rear wheel; through design calculation, the horizontal distance from the center of mass of the auxiliary electric active braking system to the tail connecting part is L m =0.8m. The dynamic model of the auxiliary electric active braking system is as follows:
wherein B is r -is the track width of the two auxiliary wheels, m;
I m kg.m. moment of inertia for assisting an electric active braking system 2 ；
ω aid To assist the angular speed of rotation of the electric active braking system, rad/s can be calculated by collecting the signals of the angle sensors.
Generated braking force and torque F jx 、F jy 、T m The vehicle body is acted by the pin shaft, the torsion spring and the vehicle connecting plate to perform intervention control, so that the vehicle returns to a stable running state. The vehicle motion state parameters such as longitudinal speed, lateral deflection angle and the like at the wheel center and the vehicle mass center of each wheel can be measured through wheel speed signals of the wheels and the auxiliary wheels, steering angles of the front wheels and signals of the gyroscope 1; the amount of deformation of the torsion spring is known from the rotation angle sensor 12.
The test strategy of the auxiliary electric active braking system adopts a layered comprehensive control method, as shown in fig. 4, a top layer main control module of the control system calls a bottom layer module ABS in real time to realize the expected control target of the control system according to the stability requirement of the whole vehicle and the running condition of the vehicle. The upper controller is a vehicle body state controller and adopts a threshold value controller. When the ESP control effect is poor or even fails, the control strategy of the auxiliary electric active braking system plays a role to actively brake the left and right auxiliary wheelsAnd controlling to keep the safe motion state of the vehicle and avoid accidents. The time-sharing ESP controller is adopted in the active braking control test of the left auxiliary wheel and the right auxiliary wheel, and the controller inputs the ideal vehicle mass center slip angle beta 0 And the error value delta beta of the actual slip angle beta is obtained, and the target slip rates Sc of the left auxiliary wheel and the right auxiliary wheel are output L 、Sc R When | Δ β&C is the threshold value, sc L ＝0、Sc R =0; when Δ β&When gt, c, is understeer, sc L ＝S 0L 、Sc R =0; when Δ β&When-c, too much turning, sc L ＝0、Sc R ＝S 0R (ii) a In the time-sharing ESP controller, the ABS controller is adopted for brake control according to Sc L 、Sc R And braking control is carried out to avoid vehicle instability.
The specific test is as follows:
an auxiliary electric active braking system dynamics simulation test system is established based on Matlab/Simulink, and a dynamics association simulation system of the auxiliary electric active braking system and an independent vehicle system is established by taking the Chery A3 car parameter additionally provided with a stability control system as a vehicle system parameter. The whole vehicle dynamics model consists of an engine model, a transmission model, a tire model, an ABS model, an ASR model and an ESP model. And respectively carrying out test analysis and verification on the control performance of the ESP on an independent vehicle system and an automobile stability test system (a test system for short) based on an auxiliary electric active braking system under two test working conditions.
Under the working conditions of understeer test and oversteer test, the stability control test research of an independent vehicle system with or without ESP control is respectively carried out, and an ESP control strategy is adjusted to ensure that the independent vehicle system obtains good neutral steering performance; and (3) respectively carrying out stability control performance analysis on the test system with or without ESP control under the understeer test working condition and the oversteer test working condition on the basis of the same test working condition. The effect of vehicle stability control is measured by adopting the motion trail and the slip angle of the mass center of the vehicle.
Simulation conditions of the understeer characteristic test: the corner of the front wheel of the automobile is 15 degrees; initial velocity v0=5km/h; the road surface is a split road surface, the ground adhesion coefficient of the two inner side wheels is 0.8, and the ground adhesion coefficient of the two outer side wheels is 0.2.
FIG. 5a is the vehicle centroid trajectory under understeer conditions and FIG. 5b is the vehicle centroid slip angle under understeer conditions, showing that the test system without ESP control has a reduced tendency and capability to understeer and improved system stability over the independent vehicle system without ESP control; the two system performance curves coincide with ESP control, with the thin solid line obscured by the thick solid line. The testing system and the independent vehicle system ESP control performance have remarkable consistency, and the ESP control performance test can be carried out based on the testing system.
Simulation conditions of the excessive steering characteristic test: the corner of the front wheel of the automobile is 15 degrees; initial velocity v 0 =5km/h; the road surface is a split road surface, the ground adhesion coefficient of the two inner side wheels is 0.2, and the ground adhesion coefficient of the two outer side wheels is 0.8.
Fig. 6a is a trajectory of a center of mass of the vehicle under the condition of excessive steering, and fig. 6b is a yaw angle of the center of mass of the vehicle under the condition of excessive steering, and it can be seen that the ESP-free control test system has the tendency and capability of reducing excessive steering compared with an ESP-free control independent vehicle system, can better control the stability of the vehicle, can prevent the occurrence of a large excessive steering risk condition, and it can be seen that the effect of the active control braking force of the auxiliary wheel on the displacement trajectory and the yaw angle of the center of mass of the vehicle is obvious; when the ESP control is carried out, the performance curves of the two systems are consistent, which shows that the ESP control performance of the test system and the independent vehicle system has obvious consistency, and the ESP control performance test can be carried out based on the test system.
Although the invention has been described with reference to specific embodiments, those skilled in the art will recognize that many changes may be made in the configuration and details of the present disclosure without departing from the spirit and scope of the present disclosure. The scope of the invention is to be determined by the appended claims, and all changes that come within the meaning and range of equivalency of the technical features are intended to be embraced therein.
Claims (6)
1. The auxiliary electric active braking system is characterized by consisting of left and right auxiliary wheels (10 and 4), left and right brakes (9 and 5), left and right half shafts (8 and 6), a bracket (11), a battery (7) and a connecting device (3); the connecting device (3) consists of a vertical pin shaft (15), a horizontal pin shaft (16), a torsion spring (13), a vehicle connecting plate (14) and a corner sensor (12), wherein the upper end of the torsion spring (13) is fixedly connected with the vertical pin shaft (15), the lower end of the torsion spring (13) is fixedly connected with the vehicle connecting plate (14), and the vertical pin shaft (15) is vertically hinged with the vehicle connecting plate (14); the left and right auxiliary wheels (10, 4) are arranged on the two sides of the bracket (11) through the left and right half shafts (8, 6) and have the same height with the wheels of the test vehicle (2); when the vehicle tends to be unstable and dangerous, the auxiliary electric active braking system controls the left and right brakes (9, 5) to perform active braking.
2. An auxiliary electro-active braking system as claimed in claim 1, wherein the dynamic model of the auxiliary electro-active braking system is:
wherein, the first and the second end of the pipe are connected with each other,
F lx 、F rx 、F ly 、F ry the longitudinal force and the lateral force of the left auxiliary wheel (10) and the right auxiliary wheel (4) are respectively, and the unit is N;
T m the unit is the moment generated by the torsion spring (13) and is N.m;
the left and right auxiliary wheels (10, 4) of the auxiliary electric active braking system adopt wheels which are the same as the wheels of the car, and the wheelbases of the left and right auxiliary wheels are the same as the wheelbase of the rear wheel;
L m for assisting the horizontal distance L between the center of mass of the electric active braking system and the tail joint m ＝0.8m；
B r The wheel track of the left auxiliary wheel and the right auxiliary wheel is represented by m;
I m to assist the moment of inertia of the electric active braking system in kg.m 2 ；
ω aid By collecting angular sensors for assisting the angular speed of rotation of the electrically active braking systemCalculating the signals, wherein the unit is rad/s;
the dynamic model generates a longitudinal force F acted on the vehicle body by the auxiliary electric active braking system jx Lateral force F jy And torque T m The vehicle body is acted by a vertical pin shaft (15), a horizontal pin shaft (16), a torsion spring (13) and a vehicle connecting plate (14) for intervention control, so that the vehicle returns to a stable running state.
3. An auxiliary electric active brake system according to claim 1 or 2, characterized in that vehicle motion state parameters of longitudinal speed, lateral speed and yaw angle at the wheel center and vehicle mass center of each wheel are measured by wheel and auxiliary wheel speed signals, front wheel steering angle and gyroscope, and torsion spring deflection is measured by a rotation angle sensor (12) for measuring vehicle stability control effect.
4. The application of the auxiliary electric active braking system in the automobile stability test as claimed in one of claims 1 to 3, characterized in that the test strategy of the auxiliary electric active braking system adopts a layered comprehensive control method, the upper controller of the control system is a main control module, and the ABS of the lower controller is called in real time to realize the expected control target according to the stability requirement of the whole automobile and the running condition of the automobile.
5. The application of the auxiliary electric active braking system in the automobile stability test is characterized in that the upper-layer controller is a vehicle body state controller, and comprises a threshold controller and an ESP (electronic stability program) controller, when the ESP controller is poor or even fails, the control strategy of the auxiliary electric active braking system plays a role in actively braking and controlling the left and right auxiliary wheels so as to maintain the safe motion state of the automobile.
6. Use of an auxiliary electric active braking system in automotive stability testing according to claim 5, characterized in that the input of the ESP controller is the vehicle centroid ideal slip angle β 0 And the actual slip angle beta error valueDelta beta, the output is the target slip ratio S of the left and right auxiliary wheels cL 、S cR ：
When | Δ β |&When it is c, S cL ＝0、S cR ＝0；
When Δ β&When gt, c, understeer, S cL ＝S 0L 、S cR ＝0；
When Δ β&C, too much turning, S cL ＝0、S cR ＝S 0R ；
Wherein c is a threshold value;
the ESP controller transmits the output signal to an ABS controller of a lower layer controller, and the ABS controller is based on S cL 、S cR And braking control is carried out to avoid vehicle instability.
Priority Applications (1)
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| CN201710710396.2A CN107512256A (en) | 2017-08-18 | 2017-08-18 | Car auxiliary electric active brake system |
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| CN201710710396.2A CN107512256A (en) | 2017-08-18 | 2017-08-18 | Car auxiliary electric active brake system |
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| CN110465422A (en) * | 2019-08-29 | 2019-11-19 | 内蒙古大学 | A kind of flush coater kinetic control system and its motion control method based on FPGA |
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