CN107745709A - Preventing vehicle rollover pre-warning and control method, system and hardware-in-loop simulation method - Google Patents
Preventing vehicle rollover pre-warning and control method, system and hardware-in-loop simulation method Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/02—Control of vehicle driving stability
- B60W30/04—Control of vehicle driving stability related to roll-over prevention
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
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Abstract
The invention discloses preventing vehicle rollover pre-warning and control method, system and its hardware-in-loop simulation method, wherein, preventing vehicle rollover pre-warning and control method, comprise the following steps：The current motion state parameterses of vehicle are obtained, then calculate vehicle rollover index, and judge to obtain vehicle rollover pre-warning time by the threshold value of rollover condition and rollover pre-warning time, complete an early warning computation of Period；Last foundation rollover pre-warning time value judges that vehicle is dangerous with the presence or absence of rollover, when in the presence of turning on one's side dangerous, carries out corresponding control for brake.Anti-rollover pre-warning and control method provided by the invention is relatively reasonable, can realize more accurately and efficiently car for guarding against side turned over early warning, and takes more timely, rational control for brake automatically, mitigates the driving burden of driver.Further it is provided that the hardware-in-loop simulation method based on anti-rollover pre-alarming control system accurately can go out anti-rollover pre-alarming control system anti-rollover effect by analogue simulation.
Description
Technical Field
The invention relates to the technical field of vehicle safety, in particular to a rollover-prevention early warning control method and system applicable to SUVs and other large-scale vehicles and a hardware-in-loop simulation method thereof.
Background
SUV vehicles are sports utility vehicles that are adaptable to various road conditions and are widely popular in the market. However, the SUV has a high center of gravity and a relatively small track, and is more prone to lateral unbalance and side rollover when the SUV is driven in a high-speed steering mode. Therefore, SUV automotive lateral stability control is of interest. At present, the rollover of the automobile is usually prevented by some control methods which are applied acutely in the driving process of the automobile, but timely early warning information cannot be provided for a driver or a control system in advance. Currently, the SUV rollover state prediction and alarm are carried out by taking the lateral load transfer rate of an automobile as a basis for judging whether the automobile is rollover or not and calculating the time required by the automobile to rollover at a certain moment in real time. Although these rollover warning systems can warn the driver in advance, how to take corresponding measures requires the driver to make a judgment according to his own driving experience, which is very accidental. Therefore, how to improve the active safety of the automobile and reduce the burden of the driver in the driving process becomes a problem to be solved in the field of the current SUV.
Disclosure of Invention
The invention aims to solve the problems, provides a vehicle rollover prevention early warning control method and system capable of effectively improving the active safety of an SUV vehicle, and provides a hardware-in-loop simulation method thereof.
The invention aims to realize the purpose, and the vehicle rollover prevention early warning control method comprises the following steps:
s1, acquiring current motion state parameters of the vehicle, wherein the motion state parameters comprise the current speed, the steering wheel angle and the lateral acceleration of the vehicle;
s2, calculating a vehicle rollover index LTR (vehicle lateral load transfer rate), and passing through a rollover condition and a threshold value T of rollover early warning timemaxJudging to obtain vehicle rollover warning time TTR, and finishing a warning period calculation, wherein the TTR refers to fixed current time input, and the time required for the vehicle to rollover, namely the time required for the wheels on one side to lift off the ground is generated when the vehicle runs by taking the current state as an initial condition;
and S3, judging whether the vehicle has the rollover danger or not according to the TTR value.
Preferably, the step S1 further includes: the current vehicle state is obtained by recursion of a Kalman state estimator according to the acquired parameter value of the motion state of the vehicle at the current moment As initial values of the early warning algorithm, wherein β is a centroid slip angle, gamma is a yaw rate,the inclination angle of the side of the vehicle body,is a vehicle body sideThe tilt angle velocity.
Further preferably, the SUV dynamic rollover index LTR is calculated according to the obtained initial state and the automobile rollover dynamics model.
Preferably, in step S2, the vehicle rollover index LTR is calculated by the following equation:
in the above formula, m is the total vehicle mass of the vehicle, msIs the vehicle sprung mass, d is the vehicle track,the inclination angle of the side of the vehicle body,as the side-tilt angular velocity of the vehicle body,acceleration of the body side inclination, ayIn order to provide for a lateral acceleration of the vehicle,for the equivalent roll stiffness of the suspension,and H is the vehicle roll arm length, and H is the vehicle gravity center height.
Preferably, in step S2, the rollover condition is set as follows: and the | LTR | is more than or equal to 0.9, when the rollover condition is met, TTR is output to trigger vehicle rollover alarm, and otherwise, the next early warning period is calculated.
Preferably, the rollover warning time threshold value T is setmaxAims to reduce the calculation amount of early warning and ensure the real-time performance of early warning if the T is inmaxStopping if the calculated rollover index does not meet the rollover condition within secondsCalculating to output TTR as TmaxAnd second.
Preferably, the specific method for judging whether the vehicle has the rollover risk according to the TTR value in step S3 is as follows:
setting a rollover warning time threshold value TmaxWhen the TTR value is smaller than the early warning time threshold value TmaxIf so, determining that the vehicle has rollover danger, otherwise, when the TTR value is larger than the early warning time threshold value TmaxAnd judging that the vehicle has no rollover danger. Namely when the obtained rollover early warning time is TmaxSecond, it indicates the future T of the automobilemaxAnd no rollover risk exists in seconds, and the automobile is considered to have a rollover risk when the rollover risk is smaller than a threshold value. The smaller the TTR value is, the higher the rollover risk of the automobile is; if TTR is 0, it indicates that the vehicle is rolling over.
Preferably, when the TTR value is smaller than the early warning time threshold value TmaxAnd when the vehicle is judged to have the rollover risk, the controller is triggered to work, an additional yaw moment delta M capable of preventing the vehicle from rollover is calculated by the controller, and then the additional yaw moment delta M is applied to corresponding wheels by the actuator in a differential braking mode to generate braking.
Preferably, the controller adopts a feedback compensator formed by a linear quadratic regulator technology (LQR) to realize a differential braking function, and specifically comprises:
the vehicle slip angle β is derived from the current vehicle speed and steering angle for ideal drivingdesAnd yaw rate γdesAnd delta β is the difference between the ideal slip angle and the current slip angle of the automobile, delta gamma is the difference between the ideal yaw rate and the current yaw rate of the automobile, and the controller calculates the optimal additional yaw moment delta M according to the values of delta β and delta gamma.
Preferably, when the TTR value is larger than the early warning time threshold value TmaxIf it is determined that there is no risk of rollover of the vehicle, the process returns to step S1 to perform the loop.
Further, the present invention also provides a vehicle rollover prevention early warning control system, which comprises:
the vehicle sensor unit is used for acquiring vehicle motion state parameters;
the controller unit is used for receiving the vehicle motion state parameters acquired by the vehicle sensor unit, analyzing and judging whether the vehicle has rollover danger or not, and outputting a control signal capable of preventing the vehicle from rollover;
and the actuator is used for implementing braking processing on the vehicle according to the control signal sent by the controller.
Furthermore, the invention also provides a hardware-in-loop simulation method based on the vehicle rollover prevention early warning control system, which comprises the following steps:
A. installing a LabView software platform on a host computer for designing a controller, and installing a CarSim software platform for constructing a vehicle model;
B. the method comprises the steps of simulating driving through an automobile simulation device, receiving and processing vehicle state parameters output by the automobile simulation device through a target machine provided with a LabView software platform, and transmitting the vehicle state parameters to a CarSim vehicle model of a host machine;
C. performing animation simulation display on the real-time state of the vehicle through a demonstration machine in control connection with the host;
D. the target machine simultaneously transmits the vehicle state parameters to the rollover warning hardware unit, and the rollover warning hardware unit calculates TTR (vehicle rollover warning time);
E. and the target machine obtains the TTR value and judges whether to trigger a controller on the host machine to control the running state of the vehicle.
Compared with the prior art, the invention has the beneficial effects that: the anti-rollover early warning control method is reasonable, accurate and efficient automobile anti-rollover early warning can be achieved, timely and reasonable braking control is automatically adopted, and the driving burden of a driver is relieved. In addition, the hardware-in-loop simulation method based on the rollover-prevention early warning control system can simulate the rollover-prevention effect of the rollover-prevention early warning control system accurately.
Drawings
FIG. 1 is a schematic diagram of an anti-rollover control principle according to an embodiment of the present invention;
FIG. 2 is a logic flow diagram of an early warning control algorithm in accordance with an embodiment of the present invention;
FIG. 3 is a schematic structural diagram of a rollover prevention early warning control simulation system according to an embodiment of the present invention;
FIG. 4 is a graph of yaw rate versus time for simulation test results for an embodiment of the present invention;
FIG. 5 is a graph of centroid slip angle versus time for simulation test results of an embodiment of the present invention;
FIG. 6 is a graph of the change in left front wheel braking torque over time for a simulation test result of an embodiment of the present invention;
FIG. 7 is a graph of the right front wheel braking torque over time for a simulation test result of an embodiment of the present invention;
FIG. 8 is a graph of centroid roll angle versus time for simulation test results for an embodiment of the present invention;
FIG. 9 is a graph of lateral acceleration versus time for simulation test results for an embodiment of the present invention;
FIG. 10 is a graph of differential braking torque over time for simulation test results of an embodiment of the present invention.
Detailed Description
The invention will be further described with reference to the accompanying drawings and specific embodiments, it being understood that the invention is not limited to the specific embodiments provided.
Referring to fig. 1-10, embodiments of the present invention are provided as follows.
A vehicle rollover prevention early warning control method comprises the following steps:
s1, acquiring current motion state parameters of the vehicle, wherein the motion state parameters comprise the current speed, the steering wheel angle and the lateral acceleration of the vehicle;
s2, calculating a vehicle rollover index LTR (vehicle lateral load transfer rate), and passing through a rollover condition and a threshold value T of rollover early warning timemaxJudging to obtain vehicle rollover warning time TTR, and finishing a warning period calculation, wherein the TTR refers to fixed current time input, and the time required for the vehicle to rollover, namely the time required for the wheels on one side to lift off the ground is generated when the vehicle runs by taking the current state as an initial condition;
and S3, judging whether the vehicle has the rollover danger or not according to the TTR value.
In order to provide a relatively real environment for the rollover early warning control algorithm to be more accurate and reasonable and simulation and meet the real-time requirement of early warning control, the invention adopts the following simplified automobile rollover dynamic model. Neglecting parameters that have a significant impact on vehicle rollover, the motion of the model includes lateral motion in the y-direction, yaw motion about the z-axis (perpendicular to the xy-plane), and roll motion about the x-axis, assuming vehicle left and right wheel dynamics are symmetric about the x-axis. Steering angle of front wheel deltafThe vehicle body side inclination angle isThe rollover kinetic equation of the automobile obtained from the model is as follows:
the force balance equation in the lateral direction (y-direction) is:
the moment balance equation for the yaw direction (about the z-axis) is:
the moment balance equation around the x-axis is:
considering the influence of roll camber and roll steering, the front and rear wheel side slip angles can be obtained as follows:
in the formula kfAnd krThe roll camber and the roll steering respectively have influence coefficients on the front and rear wheel slip angles.
Under the condition of small slip angle and constant longitudinal speed, the mass center slip angleSubstituted into (4), (5), αf、αrCan be expressed as:
when the tire slip angle is small and the tire is under a vertical load, the lateral force and the slip angle have a linear relationship, so that the following formula (1) - (2) is provided:
front tire lateral force:
Fyf＝Fyfl+Fyfr＝cfαf(8)
rear tire lateral force:
Fyr＝Fyrl+Fyrr＝crαr(9)
selecting the reference model state variables as follows:substituting the formulas (6), (7), (8) and (9) into the formulas (1) and (2), andthe differential equations of motion (1), (2), (3) of the simplified model are transformed into a state space form as follows:
wherein,
B＝[0 1 0 0]T(13)
E＝[2cf2cflf0 0]T(14)
as can be seen from the equation of state, the model not only has static parameters related to the structure of the automobile, but also contains dynamic parameters related to the current running state of the automobile, and the actual rollover state of the automobile can be accurately judged.
The rollover index is a basis for judging whether the automobile is rollover, the rollover index is compared with a corresponding rollover threshold value, whether the automobile is rollover is judged according to a comparison result, and the reasonable rollover index is selected to be important for accurately realizing the early warning algorithm. In order to accurately early warn and control the side rollover by combining the driving characteristics of the SUV vehicle, the invention selects the lateral load transfer rate LTR of the vehicle as the side rollover index of the vehicle.
When | LTR |, is 1, the tire load on the vehicle side is zero, indicating that the vehicle has rolled over. During the running of the vehicle, FL、FRThe value of (b) is not easy to measure, but the vehicle state parameter can be obtained by the vehicle model, so the following moment balance equation is obtained by the equation (3):
due to FL+FRSubstituting (16) for (15) can derive:
the value of the function is obtained in real time by the equation (17) and the equation | LTR | is a function related to the static structure parameter and the dynamic driving parameter of the automobile, and the function is used as a rollover index conveniently and accurately. In the formula related by the invention, m is the mass of the whole automobile, and m issFor the sprung mass of the vehicle, U, V are the longitudinal and lateral velocities of the centre of mass, gamma,Respectively yaw angular velocity and angular acceleration, Fxfl、FxfrRespectively the left longitudinal force and the right longitudinal force of the front wheelForce, Fyfl、FyfrLeft/right lateral forces of the front wheel, Fxrl、FxrrLeft and right longitudinal forces, F, respectively, of the rear wheelyrl、FyrrLeft and right lateral forces, l, of the rear wheelf、lrRespectively the distance of the center of mass to the front axis and the distance to the rear axis, cf、crFront wheel cornering stiffness and rear wheel cornering stiffness, α respectivelyf、αrRespectively front and rear tire slip angles, IxFor yaw moment of inertia about the x-axis, IzIs the rolling moment of inertia around the z-axis, d is the wheel track of the automobile,respectively the body side angular velocity and angular acceleration, ayIn order to realize the lateral acceleration of the automobile,for the equivalent roll stiffness of the suspension,equivalent roll damping for the suspension, H is the roll arm length of the vehicle, H is the height of the center of gravity, FL、FRThe left wheel vertical load and the right wheel vertical load are respectively, and the delta M is the required compensation yaw moment.
Preferably, the rollover condition is set as follows: the | LTR | is more than or equal to 0.9. And when the rollover condition is met, outputting TTR to trigger vehicle rollover alarm, otherwise, calculating the next early warning period.
Preferably, referring to fig. 2, the rollover index of the model is calculated by using the current running state of the vehicle as an initial value and according to the rollover rule of the vehicle and by using the step length Ts. When the index meets the rollover condition for the first time, the step number n is counted down, and the rollover warning time of the automobile is obtained as nxTs ═ TTR. Further, the rollover warning time threshold value T is setmaxTo reduce the calculation amount of the early warning and ensure the real-time performance of the early warning if the T ismaxIf the calculated rollover index does not satisfy the rollover condition within secondsStopping calculation and outputting TTR as TmaxAnd second.
Preferably, the specific method for judging whether the vehicle has the rollover risk according to the TTR value in step S3 includes:
setting a rollover warning time threshold value TmaxWhen the TTR value is smaller than the early warning time threshold value TmaxIf so, determining that the vehicle has rollover danger, otherwise, when the TTR value is larger than the early warning time threshold value TmaxAnd judging that the vehicle has no rollover danger. Namely when the obtained rollover early warning time is TmaxSecond, it indicates the future T of the automobilemaxAnd no rollover danger exists in seconds, and the automobile is considered to have rollover danger when the rollover danger is smaller than a threshold value. The smaller the TTR value is, the higher the rollover risk of the automobile is; if TTR is 0, it indicates that the vehicle is rolling over.
Preferably, when the TTR value is larger than the early warning time threshold value TmaxIf it is determined that there is no risk of rollover of the vehicle, the process returns to step S1 to perform the loop.
Preferably, when the TTR value is smaller than the early warning time threshold value TmaxAnd when the vehicle is judged to have the rollover risk, the controller is triggered to work, an additional yaw moment delta M capable of preventing the vehicle from rollover is calculated by the controller, and then the additional yaw moment delta M is applied to corresponding wheels by the actuator in a differential braking mode to generate braking.
Preferably, the controller adopts a feedback compensator formed by a Linear Quadratic Regulator (LQR) technology to realize a differential braking function, and specifically includes:
the vehicle slip angle β is derived from the current vehicle speed and steering angle for ideal drivingdesAnd yaw rate γdesAnd delta β is the difference between the ideal slip angle and the current slip angle of the automobile, delta gamma is the difference between the ideal yaw rate and the current yaw rate of the automobile, and the controller calculates the optimal additional yaw moment delta M according to the values of delta β and delta gamma.
As a possible solution, the optimal additional yaw moment Δ M may be calculated by:
the error between the automobile state variable and the ideal value needs to be restrained, the differential braking function is realized by utilizing a feedback compensator formed by a linear quadratic regulator technology (LQR), and the optimal feedback control gain k is obtained by the LQR algorithm through a minimum cost function J
Wherein,
xdes＝[βdesγdes0 0]T。
e is the difference between the measured state variable value and the ideal value, Q and R are the state variable and control variable weight factors, respectively, and the feedback controller with the optimal solution should be of the form:
u＝-k·x，
where u ═ Δ M is the control variable
The optimal gain matrix is:
k＝R-1BTP
p is a semi-positive definite symmetric matrix that satisfies the Riccati equation:
ATP+PA-PBR-1BP+Q＝0
the selection of the weighting factors Q and R is important in order to provide a suitable steady state solution to the Riccati equation, and the values of the weighting factors need to be carefully adjusted under various vehicle maneuvers to achieve acceptable performance.
Further, the present invention also provides a vehicle rollover prevention early warning control system, which comprises:
the vehicle sensor unit is used for acquiring current motion state parameters of a vehicle, and comprises a plurality of sensors of different types, wherein the sensors are mainly used for measuring the vehicle speed, the steering wheel rotation angle and the lateral acceleration of the vehicle;
the controller unit is used for receiving, analyzing and processing the vehicle motion parameters acquired by the sensors and analyzing and judging whether the vehicle has rollover danger or not according to a rollover prevention early warning control algorithm; further, when the controller judges that the vehicle has rollover danger, calculating an additional yaw moment delta M capable of preventing the vehicle from rollover;
and the actuator is used for carrying out braking processing on the vehicle according to the analysis processing result of the controller, and particularly, the actuator applies the additional yaw moment delta M to the corresponding wheel generating brake in a differential braking mode.
Furthermore, the invention also provides a hardware-in-loop simulation method based on the vehicle rollover prevention early warning control system, which comprises the following steps:
A. installing a LabView software platform on a host computer for designing a controller, and installing a CarSim software platform for constructing a vehicle model;
B. the method comprises the steps of simulating driving through an automobile simulation device, receiving and processing vehicle state parameters output by the automobile simulation device through a target machine provided with a LabView software platform, and transmitting the vehicle state parameters to a CarSim vehicle model of a host machine;
C. performing animation simulation display on the real-time state of the vehicle through a demonstration machine in control connection with the host;
D. the target machine simultaneously transmits the vehicle state parameters to the rollover warning hardware unit, and the rollover warning hardware unit calculates TTR (vehicle rollover warning time);
E. and the target machine obtains the TTR value and judges whether to trigger a controller on the host machine to control the running state of the vehicle.
Further, the simulation method can be implemented based on an automobile simulation system, and the automobile simulation system can integrate the automobile dynamic model, the controller and the display device in a real-time working mode. A vehicle simulator in the simulation system allows interaction between the driver and the controller to cause the virtual vehicle to travel on the designated test road, with the vehicle model and controller being integrated and synchronized in real time within the vehicle simulator.
As a specific implementation scheme, the structure of the vehicle rollover prevention early warning control simulation system is shown in fig. 3, and the system comprises a host computer, an animation demonstration machine, a target machine, a display, an automobile simulation device and a rollover early warning hardware unit. The target machine is connected with an operation platform of the automobile simulation equipment and the rollover early warning hardware unit through the CAN respectively, and is also in data connection with the output end of a sensor of the automobile simulation equipment and used for receiving and processing the vehicle state parameters output by the automobile simulation equipment; the target machine is connected with the host machine through a network, the host machine receives and processes the vehicle state parameters sent by the target machine end, and the animation demonstration machine connected with the host machine controls the monitor to display the running condition of the virtual vehicle in real time. The driver simulates driving through the automobile simulation equipment, and the virtual automobile can be driven on the appointed test road through the simulated driving. The driver can change the state parameters of the vehicle in real time through a steering wheel, a brake pedal, an accelerator pedal and a gear shifter of the automobile simulation equipment; the controller is designed in a LabView software package, the LabView runs in the target machine and the host machine, and the NI real-time operating system runs in the target machine at the same time. The real-time SUV automobile model is developed in CarSim software, the CarSim is also installed in a main computer, a target computer transmits the vehicle state to the vehicle model of the main computer CarSim through TCP/IP and displays animation through a demonstration machine, the vehicle state parameters are transmitted to a hardware unit through a CAN card at the same time, and the TTR is calculated by a rollover warning hardware unit. The target machine obtains the TTR value and judges whether to trigger the controller. If the controller is started, control commands are sent to the modules and the hydraulic unit, corresponding braking force is generated on wheels, and the control of the running state of the vehicle is achieved.
Specifically, the performance of the early-warning anti-rollover controller is debugged and tested by selecting a 'double shift' condition and a Fishhook working condition which are easy to cause rollover of the vehicle in a simulation manner, and indexes such as a yaw angle, a yaw angular velocity and the like which influence the stability of the vehicle are analyzed and compared; and comparing the effects of the TTR-based early warning control and the continuous control.
In the embodiment, the simulation of the anti-rollover control system based on the differential braking is performed on the SUV under the condition of double-shift line when the SUV runs on a wet road with the road friction coefficient of 0.5 at the speed of 90 km/h. The yaw rate and the centroid slip angle of a vehicle are two important parameters that characterize the driving state of the vehicle: the centroid slip angle of the vehicle indicates the degree of "drift" of the vehicle, while the yaw rate of the vehicle reflects the turning ability and the driving trajectory of the vehicle. Fig. 4-5 show the changes in vehicle yaw rate and centroid yaw angle before and after the addition of control and the comparison of TTR warning control with continuous control: the control system provides a significant reduction in the vehicle center of mass slip angle compared to a vehicle without any controls, and the corresponding yaw rate is much more greatly reduced at the risk of turning. The early warning control based on TTR achieves the effect of approximate continuous control: the yaw attitude of the vehicle can be effectively restrained, and the roll attitude and the transverse attitude of the vehicle can be restrained.
Fig. 6 to 7 show braking torque applied to the front wheels after braking, in which, as can be seen from fig. 6, the maximum control torque to the left front wheel by the warning control based on TTR is reduced by 1kn.m compared to the continuous control and the braking time is shortened by about 2 seconds. The intensity and duration of the braking for the right wheel is also somewhat reduced in fig. 7. Therefore, the rollover warning control based on TTR reduces the strength during braking and reduces the pressure of a driver during driving.
As shown in fig. 8 to 10, the test results are obtained when the initial speed is 100km/h and the road surface friction coefficient μ is 0.85. Fig. 8 to 9 show the comparison between the response of each parameter of the vehicle before and after the addition of control and the TTR early warning control and the continuous control, and after the TTR rollover early warning control is adopted, the centroid slip angle of the vehicle at a position where rollover is easy is greatly reduced, and the lateral acceleration is also suppressed at a corresponding point. The rollover warning control based on the TTR has almost the same effect as the continuous control, so that the vehicle posture operation becomes stable. As can be seen from the curve of the braking torque changing with time shown in fig. 10, similar to the double-shift-line working condition, the braking time of the control system based on the TTR warning is greatly shortened under the same control effect: not only saves energy, but also reduces the impact on the driver.
It should be noted that although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.
Claims (10)
1. The vehicle rollover prevention early warning control method is characterized by comprising the following steps:
s1, acquiring current motion state parameters of the vehicle, wherein the motion state parameters comprise the current speed, the steering wheel angle and the lateral acceleration of the vehicle;
s2, calculating a vehicle rollover index LTR (vehicle lateral load transfer rate), and passing through a rollover condition and a threshold value T of rollover early warning timemaxJudging to obtain the vehicle rollover early warning time TTR, and finishing the computation of an early warning period, wherein the TTR refers to the input of the fixed current time so as toThe current state is an initial condition, and the vehicle runs to generate side turning, namely the time required by the wheels on one side to lift off the ground;
and S3, judging whether the vehicle has the rollover danger or not according to the TTR value.
2. The vehicle rollover prevention safety warning control method according to claim 1, wherein the step S1 further comprises: the current vehicle state is obtained by recursion of a Kalman state estimator according to the acquired parameter value of the motion state of the vehicle at the current momentAs initial values of the early warning algorithm, wherein β is a centroid slip angle, gamma is a yaw rate,the inclination angle of the side of the vehicle body,is the body side pitch velocity.
3. The vehicle rollover prevention safety warning control method according to claim 2, wherein in step S2, the vehicle rollover index LTR is calculated by the following formula:
in the above formula, m is the total vehicle mass of the vehicle, msIs the vehicle sprung mass, d is the vehicle track,the inclination angle of the side of the vehicle body,as the side-tilt angular velocity of the vehicle body,acceleration of the body side inclination, ayIn order to provide for a lateral acceleration of the vehicle,for the equivalent roll stiffness of the suspension,and H is the vehicle roll arm length, and H is the vehicle gravity center height.
4. The vehicle rollover prevention safety warning control method according to claim 3, wherein in the step S2, rollover conditions are set as follows: and the | LTR | is more than or equal to 0.9, when the rollover condition is met, TTR is output to trigger vehicle rollover alarm, and otherwise, the next early warning period is calculated.
5. The vehicle rollover prevention safety warning control method according to claim 1, wherein the specific method for judging whether the vehicle has a rollover risk according to the TTR value in step S3 is as follows:
when the TTR value is smaller than the early warning threshold value TmaxIf so, judging that the vehicle has rollover danger, otherwise, judging that the TTR value is larger than the early warning threshold value TmaxAnd judging that the vehicle has no rollover danger.
6. The vehicle rollover prevention safety warning control method according to claim 5, wherein when the vehicle is determined to have a rollover risk, the controller is triggered to operate, an additional yaw moment Δ M capable of preventing the vehicle from rollover is calculated by the controller, and then the additional yaw moment Δ M is applied to corresponding wheels by the actuator in a differential braking mode to generate braking.
7. The vehicle rollover prevention safety warning control method according to claim 6, wherein the controller implements a differential braking function by using a feedback compensator formed by a Linear Quadratic Regulator (LQR) technology, and specifically comprises:
the vehicle slip angle β is derived from the current vehicle speed and steering angle for ideal drivingdesAnd yaw rate γdesAnd delta β is the difference between the ideal slip angle and the current slip angle of the automobile, delta gamma is the difference between the ideal yaw rate and the current yaw rate of the automobile, and the controller calculates the optimal additional yaw moment delta M according to the values of delta β and delta gamma.
8. The vehicle rollover prevention safety warning control method according to claim 5, wherein when it is determined that the vehicle is not in danger of rollover, the method returns to step S1 to perform the loop.
9. The utility model provides a vehicle prevents early warning control system that turns on one's side which characterized in that includes:
the vehicle sensor unit is used for acquiring vehicle motion state parameters;
the controller unit is used for receiving the vehicle motion state parameters acquired by the vehicle sensor unit, analyzing and judging whether the vehicle has rollover danger or not, and outputting a control signal capable of preventing the vehicle from rollover;
and the actuator is used for implementing braking processing on the vehicle according to the control signal sent by the controller.
10. A hardware-in-loop simulation method based on a vehicle rollover prevention early warning control system is characterized by comprising the following steps:
A. installing a LabView software platform on a host computer for designing a controller, and installing a CarSim software platform for constructing a vehicle model;
B. the method comprises the steps of simulating driving through an automobile simulation device, receiving and processing vehicle state parameters output by the automobile simulation device through a target machine provided with a LabView software platform, and transmitting the vehicle state parameters to a CarSim vehicle model of a host machine;
C. performing animation simulation display on the real-time state of the vehicle through a demonstration machine in control connection with the host;
D. the target machine simultaneously transmits the vehicle state parameters to the rollover warning hardware unit, and the rollover warning hardware unit calculates TTR (vehicle rollover warning time);
E. and the target machine obtains the TTR value and judges whether to trigger a controller on the host machine to control the running state of the vehicle.
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