CN108248583B - Automobile electronic stability control system and layering control method thereof - Google Patents
Automobile electronic stability control system and layering control method thereof Download PDFInfo
- Publication number
- CN108248583B CN108248583B CN201810131748.3A CN201810131748A CN108248583B CN 108248583 B CN108248583 B CN 108248583B CN 201810131748 A CN201810131748 A CN 201810131748A CN 108248583 B CN108248583 B CN 108248583B
- Authority
- CN
- China
- Prior art keywords
- wheel
- brake
- vehicle
- cylinder pressure
- automobile
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- 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
- B60T8/17551—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters
-
- 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
- B60T8/17554—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for enhancing stability around the vehicles longitudinal axle, i.e. roll-over prevention
-
- 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
- B60T8/17557—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for lane departure prevention
Abstract
The invention discloses an electronic stability control system of an automobile and a layering control method thereof, wherein the electronic stability control system of the automobile comprises a sensor module, a state parameter estimator, an Electronic Control Unit (ECU) and a Hydraulic Control Unit (HCU); the sensor module comprises a steering wheel angle sensor, a wheel speed sensor, a gyroscope, a throttle opening sensor, a brake master cylinder pressure sensor and a brake wheel cylinder pressure sensor. The invention adopts a layered control structure to control the yaw rate, the centroid side deflection angle, the brake cylinder pressure and the like of the vehicle, and keeps the running track of the vehicle through stability control to prevent the vehicle from being unstable.
Description
Technical Field
The invention relates to the technical field of vehicle engineering equipment control, in particular to an automobile electronic stabilizing system and a layered control method thereof.
Background
The electronic stability control system (ESC) of the automobile is a novel active safety control system, is developed on the basis of an anti-lock braking system (ABS) and a Traction Control System (TCS), can drive according to the intention of a driver, can adjust the running state of the automobile in real time, can prevent the automobile from being unstable, and is a research hot spot in the current international automobile active safety field.
The electronic stability control system can directly regulate and distribute the longitudinal force of the vehicle, so that the vehicle has good steering stability when the vehicle turns or is interfered by lateral wind, and intervention measures are started when the vehicle starts to deviate from a road, so that the vehicle is guided back to a correct route, and the electronic stability control system has important significance for improving the active safety of the vehicle and preventing accidents. At present, the research on an electronic stability system in China is not deep enough, the equipment rate of the vehicle ESC system is not high, and certain difficulties exist in developing the electronic stability system, such as that certain vehicle motion states required in the automobile stability control process are difficult to directly measure through sensors. Therefore, it is necessary to study and improve the electronic stability system and the control method thereof so as to exert the maximum function.
Disclosure of Invention
Aiming at the defects related to the background technology, the invention provides an electronic stabilizing system of an automobile and a layered control method thereof, which can improve the operation stability of the automobile when the automobile is turned or is interfered by lateral wind and reduce the occurrence rate of safety accidents.
The invention adopts the following technical scheme for solving the technical problems:
an electronic stability control system of an automobile comprises a sensor module, a state parameter estimator, an electronic control unit and a hydraulic control unit;
the sensor module comprises a steering wheel angle sensor, a wheel speed sensor, a gyroscope, a throttle opening sensor, a brake master cylinder pressure sensor and a brake wheel cylinder pressure sensor, which are respectively used for measuring steering wheel angle, wheel rotating speed, three-axis omnidirectional angular speed and acceleration value of an automobile, working condition of an engine, brake master cylinder pressure and brake wheel cylinder pressure of the automobile and transmitting the steering wheel angle, the wheel rotating speed, the three-axis omnidirectional angular speed and acceleration value, the working condition of the engine, the brake master cylinder pressure and the brake wheel cylinder pressure to the electronic control unit;
the state parameter estimator is used for calculating the longitudinal vehicle speed, the mass center slip angle and the road surface attachment coefficient by combining the steering wheel rotation angle, the yaw rate, the vehicle body lateral acceleration and the vehicle body longitudinal acceleration through an extended Kalman filter, and transmitting the calculation result to the electronic control unit;
the electronic control unit is respectively connected with the sensor module, the state parameter estimator and the hydraulic control unit, and is used for calculating an ideal yaw rate and an ideal centroid side deflection angle according to the steering wheel angle of the automobile and the pressure of the brake master cylinder, comparing the actual automobile yaw rate detected by the gyroscope and the actual automobile centroid side deflection angle estimated by the state parameter estimator with the ideal automobile yaw rate and the centroid side deflection angle respectively to obtain difference values, calculating an additional yaw moment required from the current state to the ideal state by combining the relation among the yaw moment, the longitudinal braking force of wheels and the steering wheel angle, and transmitting the current brake master cylinder pressure, the brake wheel cylinder pressure and the required yaw moment signal to the hydraulic control unit;
the hydraulic control unit is used for determining the braking degree of the current brake according to the current braking master cylinder and braking wheel cylinder signals and adjusting the braking master cylinder and the braking wheel cylinder according to the required yaw moment signals.
The invention also provides a layered control method of the automobile electronic stability control system, which comprises the following steps:
step 1), the driver turns the steering wheel or manipulates the accelerator/brake pedal;
step 2), a steering wheel angle sensor, a wheel speed sensor, a gyroscope, a throttle opening sensor, a brake master cylinder pressure sensor and a brake wheel cylinder pressure sensor are used for respectively measuring steering wheel angles, wheel rotational speeds, all-directional angular speeds and acceleration values of three axles of an automobile, working conditions of an engine, brake master cylinder pressure and brake wheel cylinder pressure of the automobile, and transmitting the steering wheel angles, the wheel rotational speeds, the all-directional angular speeds and acceleration values of the three axles of the automobile, the working conditions of the engine, the brake master cylinder pressure and the brake wheel cylinder pressure to an electronic control unit;
step 3), the state parameter estimator is combined with steering wheel rotation angle, yaw rate, lateral acceleration of the vehicle body and longitudinal acceleration of the vehicle body, the longitudinal vehicle speed, mass center slip angle and road surface attachment coefficient are calculated through an extended Kalman filter, and the calculation result is transmitted to the electronic control unit;
step 4), the electronic control unit takes the whole vehicle 7 degree of freedom model as a control object:
step 4.1), based on longitudinal, lateral and yaw movements of the whole vehicle and rotation movements of wheels around respective axes, establishing a model of the whole vehicle with 7 degrees of freedom, wherein a kinetic equation is as follows:
wherein m is the mass of the whole vehicle; v x Is the longitudinal vehicle speed; v y Is the lateral vehicle speed; omega is yaw rate; delta f Is the front wheel corner; f (F) xi 、F yi Longitudinal force on the wheels, i= fl, fr, rl, rr, fl, fr, rl, rr represent the left front wheel, right front wheel, left rear wheel, right rear wheel of the car, respectively; i z Is yaw moment of inertia; a. b is the distance from the center of mass of the whole vehicle to the front and rear axles respectively; b (B) f 、B r The front wheel track and the rear wheel track are respectively;
step 4.2), the electronic control unit obtains an ideal yaw rate and an ideal centroid slip angle of the vehicle by solving according to the received sensor signals and the state estimator signals:
step 4.2.1), obtaining an ideal vehicle motion reference model according to the classical linear two-degree-of-freedom vehicle dynamics model, and further obtaining an ideal yaw rate omega of the vehicle d And centroid slip angle beta d The method comprises the following steps:
wherein k is f 、k r Is the cornering stiffness of the front and rear wheels;
step 4.2.2), comprehensively considering the lateral path tracking capacity of wheels, the limitation of road surface attachment conditions and the understeer characteristic of the vehicle, and obtaining the constraint conditions of ideal yaw rate and centroid side deflection angle of the vehicle as follows:
wherein mu is the road adhesion coefficient; g is gravity acceleration; e (E) 1 、E 2 Is a stable boundary constant;
step 4.3), the electronic control unit compares the actual values of the yaw rate and the centroid side deviation angle with ideal values, calculates an additional yaw moment delta M required from the current state to the ideal state, and transmits the required additional yaw moment signal to the hydraulic control unit;
step 4.3.1), comparing the actual yaw rate with the ideal yaw rate, and controlling the yaw rate to approach the ideal state through the fuzzy control logic to obtain a moment delta M required to be generated by the yaw rate controller ω ；
Step 4.3.2), comparing the actual centroid slip angle with the ideal centroid slip angle, controlling the centroid slip angle through PD control to enable the centroid slip angle to approach the ideal state, and obtaining the moment delta M required to be generated by the centroid slip angle controller β ；
Step 4.3.3), the yaw moment Δm=Δm to be applied to the vehicle is calculated ω +ΔM β Transmitting the yaw moment signal to be applied to the automobile to a hydraulic control unit;
step 5), the hydraulic control unit adopts a braking moment control method to convert the yaw moment which is calculated by the electronic calculation unit and needs to be applied to the automobile into a braking moment which can be actually controlled by wheels, and the braking is implemented on single wheels, and the specific steps are as follows:
step 5.1) according to the steering wheel angle delta f Steering wheel angular velocity
Difference e between actual yaw rate and ideal yaw rate of the vehicle ω Three indexes are used for judging the state of the automobile, and the braking wheels are selected, e ω ＝ω-ω d ；
Step 5.2), solving the wheel cylinder target pressure according to the additional yaw rate, wherein the specific steps are as follows:
step 5.2.1), converting the yaw moment required to be applied to the automobile calculated by the electronic calculation unit into a longitudinal force variation of one wheel:
step 5.2.2), the braking pressure of wheel cylinders at the same side is the same, the longitudinal braking force is approximately equal, and the expected longitudinal braking force of a single wheel is F d The method comprises the following steps of:
the method can further obtain:
step 5.2.3), adopting a drum brake, and converting the braking torque into wheel cylinder pressure according to the relation between the braking torque and the wheel cylinder pressure to obtain the wheel cylinder target pressure:
wherein I is w The moment of inertia of the wheels; r is (r) 0 Is the radius of the wheel; omega is the angular velocity of the wheel; a is that w Is the area of the brake shoe; u (u) b Is the friction coefficient of the brake shoe; r is R b The distance between the brake shoe and the wheel center is set;
step 5.3), comparing the actual brake cylinder pressure with the target wheel cylinder pressure, and regulating the brake cylinder pressure of the brake system by adopting a PID control strategy;
and 6), the braking system performs braking action and performs stability control on the vehicle.
Compared with the prior art, the technical scheme provided by the invention has the following technical effects:
1) By controlling the yaw rate omega, the centroid side deflection angle beta, the wheel cylinder braking pressure P and the like, the vehicle stability control is realized, so that the steering stability of the automobile under severe working conditions is improved.
2) By adopting the layered control structure, the complexity of the control system can be reduced, and each level can independently develop control activities on the basis of obeying the overall target, thereby effectively improving the overall control quality.
Drawings
FIG. 1 is a block diagram of the components of an automotive electronic stability system of the present invention;
FIG. 2 is a block diagram of a hierarchical control architecture in accordance with the present invention;
FIG. 3 is a control block diagram of an upper layer controller in the present invention;
fig. 4 is a control block diagram of a lower layer controller in the present invention.
Detailed Description
The technical scheme of the invention is further described in detail below with reference to the accompanying drawings:
this invention may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. In the drawings, the components are exaggerated for clarity.
As shown in fig. 1, the present invention discloses an electronic stability control system for an automobile, which is characterized by comprising a sensor module, a state parameter estimator, an Electronic Control Unit (ECU) and a Hydraulic Control Unit (HCU);
the sensor module comprises a steering wheel angle sensor, a wheel speed sensor, a gyroscope, a throttle opening sensor, a brake master cylinder pressure sensor and a brake wheel cylinder pressure sensor, which are respectively used for measuring steering wheel angle, wheel rotating speed, automobile triaxial all-directional angular speed and acceleration value, working condition of an engine, brake master cylinder pressure and brake wheel cylinder pressure input by a driver and transmitting the steering wheel angle, the wheel rotating speed, the automobile triaxial all-directional angular speed and acceleration value, the working condition of the engine, the brake master cylinder pressure and the brake wheel cylinder pressure to the electronic control unit;
the state parameter estimator is used for calculating longitudinal vehicle speed, mass center slip angle and road surface attachment coefficient through an extended Kalman filter according to measurable signals such as steering wheel rotation angle, yaw rate, vehicle body lateral acceleration, vehicle body longitudinal acceleration and the like, and transmitting a calculation result to the electronic control unit; the electronic control unit is respectively connected with the sensor module, the state parameter estimator and the hydraulic control unit, and is used for calculating an ideal yaw rate and an ideal centroid side deflection angle according to the steering wheel angle of the automobile and the pressure of the brake master cylinder, comparing the actual automobile yaw rate detected by the gyroscope and the actual automobile centroid side deflection angle estimated by the state parameter estimator with the ideal automobile yaw rate and the centroid side deflection angle respectively to obtain difference values, calculating an additional yaw moment required from the current state to the ideal state by combining the relation among the yaw moment, the longitudinal braking force of wheels and the steering wheel angle, and transmitting the current brake master cylinder pressure, the brake wheel cylinder pressure and the required yaw moment signal to the hydraulic control unit;
the hydraulic control unit is used for determining the braking degree of the current brake according to the current braking master cylinder and braking wheel cylinder signals, and then adjusting all braking wheel cylinders of the braking system according to the yaw moment signals required for keeping the stability of the automobile to generate the required yaw moment.
The electronic stable control system provided by the invention has rapid response, and can achieve a certain control purpose by adopting a conventional control strategy such as PID control, cascade control and the like. However, if a conventional control strategy is adopted, the control effect is affected to some extent due to the complexity of the whole control system.
Therefore, as shown in fig. 2, the invention also discloses a layered control method based on the automobile electronic stabilization system, which can divide the whole control system into different levels, so that each level can relatively and independently develop control activities on the basis of obeying the whole target, and the overall control quality is effectively improved, and the method specifically comprises the following steps:
step 1), a driver transmits the driving intention of the driver by rotating a steering wheel or manipulating an acceleration/brake pedal;
step 2), a steering wheel angle sensor, a wheel speed sensor, a gyroscope, a throttle opening sensor, a brake master cylinder pressure sensor and a brake wheel cylinder pressure sensor are used for respectively measuring steering wheel angles, wheel rotational speeds, all-directional angular speeds and acceleration values of three axles of an automobile, working conditions of an engine, brake master cylinder pressure and brake wheel cylinder pressure input by a driver and transmitting the steering wheel angles, the wheel rotational speeds, the all-directional angular speeds and acceleration values to an electronic control unit;
step 3), the state parameter estimator is used for calculating longitudinal vehicle speed, mass center slip angle and road surface attachment coefficient through an extended Kalman filter according to measurable signals such as steering wheel rotation angle, yaw rate, vehicle body lateral acceleration, vehicle body longitudinal acceleration and the like, and transmitting a calculation result to the electronic control unit;
step 4), as shown in fig. 3, the electronic control unit takes the whole vehicle 7 degree of freedom model as a control object, and the specific steps are as follows:
step 4.1), based on longitudinal, lateral and yaw movements of the whole vehicle and rotation movements of wheels around respective axes, establishing a model of the whole vehicle with 7 degrees of freedom, wherein a kinetic equation is as follows:
wherein m is the mass of the whole vehicle; v x Is the longitudinal vehicle speed; v y Is the lateral vehicle speed; omega is yaw rate; delta f Is the front wheel corner; f (F) xi 、F yi Longitudinal force on the wheels, i= fl, fr, rl, rr, fl, fr, rl, rr represent the left front wheel, right front wheel, left rear wheel, right rear wheel of the car, respectively; i z Is yaw moment of inertia; a. b is the distance from the center of mass of the whole vehicle to the front and rear axles respectively; b (B) f 、B r The front wheel track and the rear wheel track are respectively;
step 4.2), the electronic control unit obtains an ideal yaw rate and an ideal centroid side deflection angle of the vehicle according to the received sensor signals and the state estimator signals;
step 4.2.1), obtaining an ideal vehicle motion reference model according to a classical linear two-degree-of-freedom vehicle dynamics model, and further obtaining an ideal yaw rate and a centroid slip angle of the vehicle as follows:
wherein k is f 、k r Is the cornering stiffness of the front and rear wheels;
step 4.2.2), comprehensively considering the lateral path tracking capacity of wheels, the limitation of road surface attachment conditions and the understeer characteristic of the vehicle, and obtaining the constraint conditions of ideal yaw rate and centroid side deflection angle of the vehicle as follows:
wherein mu is the road adhesion coefficient; g is gravity acceleration; e (E) 1 、E 2 Is a stable boundary constant.
Step 4.3), the electronic control unit compares the actual values of the yaw rate and the centroid side deviation angle with ideal values, calculates an additional yaw moment delta M required from the current state to the ideal state through a certain control logic, and transmits a required additional yaw moment signal to the hydraulic control unit;
step 4.3.1), comparing the actual yaw rate with the ideal yaw rate, and controlling the yaw rate to approach the ideal state through the fuzzy control logic to obtain a moment delta M required to be generated by the yaw rate controller ω ；
Step 4.3.2), comparing the actual centroid slip angle with the ideal centroid slip angle, controlling the centroid slip angle through PD control to enable the centroid slip angle to approach the ideal state, and obtaining the moment delta M required to be generated by the centroid slip angle controller β ；
Step 4.3.3), a yaw moment Δm=Δm to be applied to the vehicle is obtained ω +ΔM β Transmitting the additional yaw moment signal to the hydraulic control unit;
and 5) converting the additional yaw moment calculated by the upper controller into a braking moment which can be actually controlled by the wheels by the hydraulic control unit by adopting a braking moment control method, and implementing braking on the single wheels, wherein the specific steps are as follows:
step 5.1) according to the steering wheel angle delta f Steering wheel angular velocity
Difference e between actual yaw rate and ideal yaw rate of the vehicle ω (e ω ＝ω-ω d ) Judging the state of the automobile by three indexes, and selecting a brake wheel through wheel selection logic;
step 5.2), solving the wheel cylinder target pressure according to the additional yaw rate, wherein the specific steps are as follows:
step 5.2.1), converting the additional yaw moment obtained by the electronic control unit into a longitudinal force variation of the wheels on one side:
step 5.2.2), the braking pressure of wheel cylinders at the same side is the same, the longitudinal braking force is approximately equal, and the expected longitudinal braking force of a single wheel is set as F d The above equation is converted into:
the method can further obtain:
step 5.2.3), the invention adopts a drum brake, converts the braking torque into wheel cylinder pressure according to the relation between the braking torque and the wheel cylinder pressure, and obtains the wheel cylinder target pressure as follows:
wherein I is w The moment of inertia of the wheels; r is (r) 0 Is the radius of the wheel; omega is the angular velocity of the wheel; a is that w Is the area of the brake shoe; u (u) b Is the friction coefficient of the brake shoe; r is R b The distance between the brake shoe and the wheel center is set;
step 5.3), comparing the actual brake cylinder pressure with the target wheel cylinder pressure, and regulating the brake cylinder pressure of the brake system by adopting a PID control strategy;
and 6), the braking system performs braking action and performs stability control on the vehicle.
It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
While the foregoing is directed to embodiments of the present invention, other and further details of the invention may be had by the present invention, it should be understood that the foregoing description is merely illustrative of the present invention and that no limitations are intended to the scope of the invention, except insofar as modifications, equivalents, improvements or modifications are within the spirit and principles of the invention.
Claims (1)
1. A layering control method of an automobile electronic stability control system comprises a sensor module, a state parameter estimator, an electronic control unit and a hydraulic control unit;
the sensor module comprises a steering wheel angle sensor, a wheel speed sensor, a gyroscope, a throttle opening sensor, a brake master cylinder pressure sensor and a brake wheel cylinder pressure sensor, which are respectively used for measuring steering wheel angle, wheel rotating speed, three-axis omnidirectional angular speed and acceleration value of an automobile, working condition of an engine, brake master cylinder pressure and brake wheel cylinder pressure of the automobile and transmitting the steering wheel angle, the wheel rotating speed, the three-axis omnidirectional angular speed and acceleration value, the working condition of the engine, the brake master cylinder pressure and the brake wheel cylinder pressure to the electronic control unit;
the state parameter estimator is used for calculating the longitudinal vehicle speed, the mass center slip angle and the road surface attachment coefficient by combining the steering wheel rotation angle, the yaw rate, the vehicle body lateral acceleration and the vehicle body longitudinal acceleration through an extended Kalman filter, and transmitting the calculation result to the electronic control unit;
the electronic control unit is respectively connected with the sensor module, the state parameter estimator and the hydraulic control unit, and is used for calculating an ideal yaw rate and an ideal centroid side deflection angle according to the steering wheel angle of the automobile and the pressure of the brake master cylinder, comparing the actual automobile yaw rate detected by the gyroscope and the actual automobile centroid side deflection angle estimated by the state parameter estimator with the ideal automobile yaw rate and the centroid side deflection angle respectively to obtain difference values, calculating an additional yaw moment required from the current state to the ideal state by combining the relation among the yaw moment, the longitudinal braking force of wheels and the steering wheel angle, and transmitting the current brake master cylinder pressure, the brake wheel cylinder pressure and the required yaw moment signal to the hydraulic control unit;
the hydraulic control unit is used for determining the braking degree of the current brake according to the current braking master cylinder and braking wheel cylinder signals and adjusting the braking master cylinder and the braking wheel cylinder according to the required yaw moment signals;
the layering control method of the automobile electronic stability control system is characterized by comprising the following steps of:
step 1), the driver turns the steering wheel or manipulates the accelerator/brake pedal;
step 2), a steering wheel angle sensor, a wheel speed sensor, a gyroscope, a throttle opening sensor, a brake master cylinder pressure sensor and a brake wheel cylinder pressure sensor are used for respectively measuring steering wheel angles, wheel rotational speeds, all-directional angular speeds and acceleration values of three axles of an automobile, working conditions of an engine, brake master cylinder pressure and brake wheel cylinder pressure of the automobile, and transmitting the steering wheel angles, the wheel rotational speeds, the all-directional angular speeds and acceleration values of the three axles of the automobile, the working conditions of the engine, the brake master cylinder pressure and the brake wheel cylinder pressure to an electronic control unit;
step 3), the state parameter estimator is combined with steering wheel rotation angle, yaw rate, lateral acceleration of the vehicle body and longitudinal acceleration of the vehicle body, the longitudinal vehicle speed, mass center slip angle and road surface attachment coefficient are calculated through an extended Kalman filter, and the calculation result is transmitted to the electronic control unit;
step 4), the electronic control unit takes the whole vehicle 7 degree of freedom model as a control object:
step 4.1), based on longitudinal, lateral and yaw movements of the whole vehicle and rotation movements of wheels around respective axes, establishing a model of the whole vehicle with 7 degrees of freedom, wherein a kinetic equation is as follows:
wherein m is the mass of the whole vehicle; v x Is the longitudinal vehicle speed; v y Is the lateral vehicle speed; omega is yaw rate; delta f Is the front wheel corner; f (F) xi 、F yi Longitudinal force on the wheels, i= fl, fr, rl, rr, fl, fr, rl, rr represent the left front wheel, right front wheel, left rear wheel, right rear wheel of the car, respectively; i z Is yaw moment of inertia; a. b is the distance from the center of mass of the whole vehicle to the front and rear axles respectively; b (B) f 、B r The front wheel track and the rear wheel track are respectively;
step 4.2), the electronic control unit obtains an ideal yaw rate and an ideal centroid slip angle of the vehicle by solving according to the received sensor signals and the state estimator signals:
step 4.2.1), obtaining an ideal vehicle motion reference model according to the classical linear two-degree-of-freedom vehicle dynamics model, and further obtaining an ideal yaw rate omega of the vehicle d And centroid slip angle beta d The method comprises the following steps:
wherein k is f 、k r Is the cornering stiffness of the front and rear wheels;
step 4.2.2), comprehensively considering the lateral path tracking capacity of wheels, the limitation of road surface attachment conditions and the understeer characteristic of the vehicle, and obtaining the constraint conditions of ideal yaw rate and centroid side deflection angle of the vehicle as follows:
wherein mu is the road adhesion coefficient; g is gravity acceleration; e (E) 1 、E 2 Is a stable boundary constant;
step 4.3), the electronic control unit compares the actual values of the yaw rate and the centroid side deviation angle with ideal values, calculates an additional yaw moment delta M required from the current state to the ideal state, and transmits the required additional yaw moment signal to the hydraulic control unit;
step 4.3.1), comparing the actual yaw rate with the ideal yaw rate, and controlling the yaw rate to approach the ideal state through the fuzzy control logic to obtain a moment delta M required to be generated by the yaw rate controller ω ；
Step 4.3.2), comparing the actual centroid slip angle with the ideal centroid slip angle, controlling the centroid slip angle through PD control to enable the centroid slip angle to approach the ideal state, and obtaining the moment delta M required to be generated by the centroid slip angle controller β ；
Step 4.3.3), the yaw moment Δm=Δm to be applied to the vehicle is calculated ω +ΔM β And the yaw moment signal to be applied to the automobile is used forTransmitting to a hydraulic control unit;
step 5), the hydraulic control unit adopts a braking moment control method to convert the yaw moment which is calculated by the electronic calculation unit and needs to be applied to the automobile into a braking moment which can be actually controlled by wheels, and the braking is implemented on single wheels, and the specific steps are as follows:
step 5.1) according to the steering wheel angle delta f Steering wheel angular velocity
Difference e between actual yaw rate and ideal yaw rate of the vehicle ω Three indexes are used for judging the state of the automobile, and the braking wheels are selected, e ω ＝ω-ω d ；
Step 5.2), solving the wheel cylinder target pressure according to the additional yaw rate, wherein the specific steps are as follows:
step 5.2.1), converting the yaw moment required to be applied to the automobile calculated by the electronic calculation unit into a longitudinal force variation of one wheel:
step 5.2.2), the braking pressure of wheel cylinders at the same side is the same, the longitudinal braking force is approximately equal, and the expected longitudinal braking force of a single wheel is F d The method comprises the following steps of:
the method can further obtain:
step 5.2.3), adopting a drum brake, and converting the braking torque into wheel cylinder pressure according to the relation between the braking torque and the wheel cylinder pressure to obtain the wheel cylinder target pressure:
wherein I is w The moment of inertia of the wheels; r is (r) 0 Is the radius of the wheel; omega is the angular velocity of the wheel; a is that w Is the area of the brake shoe; u (u) b Is the friction coefficient of the brake shoe; r is R b The distance between the brake shoe and the wheel center is set;
step 5.3), comparing the actual brake cylinder pressure with the target wheel cylinder pressure, and regulating the brake cylinder pressure of the brake system by adopting a PID control strategy;
and 6), the braking system performs braking action and performs stability control on the vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810131748.3A CN108248583B (en) | 2018-02-09 | 2018-02-09 | Automobile electronic stability control system and layering control method thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810131748.3A CN108248583B (en) | 2018-02-09 | 2018-02-09 | Automobile electronic stability control system and layering control method thereof |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108248583A CN108248583A (en) | 2018-07-06 |
| CN108248583B true CN108248583B (en) | 2023-05-12 |
Family
ID=62744361
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810131748.3A Active CN108248583B (en) | 2018-02-09 | 2018-02-09 | Automobile electronic stability control system and layering control method thereof |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN108248583B (en) |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110871794A (en) * | 2018-08-31 | 2020-03-10 | 上汽通用汽车有限公司 | Intelligent driving automobile path following method and intelligent driving automobile path following system |
| CN109334672A (en) * | 2018-11-07 | 2019-02-15 | 厦门大学 | A kind of intelligent electric automobile path trace and direct yaw moment cooperative control method |
| CN109435961B (en) * | 2018-11-13 | 2020-10-02 | 常熟理工学院 | Driver characteristic-based full-line control electric automobile chassis coordination control method |
| CN109941246B (en) * | 2018-11-13 | 2020-07-03 | 清华大学 | Integrated line control hydraulic braking system and vehicle stability control method thereof |
| CN109733398B (en) * | 2018-12-05 | 2023-05-12 | 南京航空航天大学 | Self-adaptive cruise system with active stability control and control method |
| CN111216559B (en) * | 2020-01-22 | 2021-03-26 | 湘潭大学 | Electric vehicle multi-sensor cooperative braking energy recovery system and recovery method |
| CN113212403B (en) * | 2021-02-25 | 2022-11-18 | 北京工业大学 | Decoupling control method for automobile combined braking system |
| CN113704132A (en) * | 2021-09-08 | 2021-11-26 | 中汽创智科技有限公司 | Method, device, equipment and medium for testing vehicle function system |
| CN113682282A (en) * | 2021-09-10 | 2021-11-23 | 中国第一汽车股份有限公司 | Vehicle stability control method and system, vehicle and storage medium |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101058308A (en) * | 2007-05-22 | 2007-10-24 | 上海交大神舟汽车设计开发有限公司 | Hydraulic pressure execution device for automobile electron stabilization control system |
| DE102007022614A1 (en) * | 2006-05-18 | 2007-11-22 | GM Global Technology Operations, Inc., Detroit | A method for reducing the turning radius of motor vehicles using an automatic unilateral rear brake application |
| CN101092138A (en) * | 2006-06-23 | 2007-12-26 | 现代摩比斯株式会社 | Solenoid valve for controlling the flow of brake oil |
| CN101269657A (en) * | 2007-03-19 | 2008-09-24 | 株式会社日立制作所 | Brake control apparatus and pump-up system |
| CN106427957A (en) * | 2015-08-11 | 2017-02-22 | 比亚迪股份有限公司 | Stabilization control system and stabilization control method based on four-wheel drive for electric vehicle, as well as electric vehicle |
| WO2017071590A1 (en) * | 2015-10-26 | 2017-05-04 | Byd Company Limited | Electric vehicle and active safety control system and method thereof |
| CN106985813A (en) * | 2017-02-23 | 2017-07-28 | 南京航空航天大学 | A kind of stability integrated control method of intelligent wheel electric drive automobile |
-
2018
- 2018-02-09 CN CN201810131748.3A patent/CN108248583B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102007022614A1 (en) * | 2006-05-18 | 2007-11-22 | GM Global Technology Operations, Inc., Detroit | A method for reducing the turning radius of motor vehicles using an automatic unilateral rear brake application |
| CN101092138A (en) * | 2006-06-23 | 2007-12-26 | 现代摩比斯株式会社 | Solenoid valve for controlling the flow of brake oil |
| CN101269657A (en) * | 2007-03-19 | 2008-09-24 | 株式会社日立制作所 | Brake control apparatus and pump-up system |
| CN101058308A (en) * | 2007-05-22 | 2007-10-24 | 上海交大神舟汽车设计开发有限公司 | Hydraulic pressure execution device for automobile electron stabilization control system |
| CN106427957A (en) * | 2015-08-11 | 2017-02-22 | 比亚迪股份有限公司 | Stabilization control system and stabilization control method based on four-wheel drive for electric vehicle, as well as electric vehicle |
| WO2017071590A1 (en) * | 2015-10-26 | 2017-05-04 | Byd Company Limited | Electric vehicle and active safety control system and method thereof |
| CN106985813A (en) * | 2017-02-23 | 2017-07-28 | 南京航空航天大学 | A kind of stability integrated control method of intelligent wheel electric drive automobile |
Also Published As
| Publication number | Publication date |
|---|---|
| CN108248583A (en) | 2018-07-06 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108248583B (en) | Automobile electronic stability control system and layering control method thereof | |
| CN111267835B (en) | Four-wheel independent drive automobile stability control method based on model prediction algorithm | |
| US11021158B2 (en) | Vehicle dynamics control system in a motor vehicle and electronic vehicle dynamics control unit for a vehicle dynamics control system | |
| CN105936273B (en) | Between automobile-used active torque wheel, between centers distribution method | |
| US8170767B2 (en) | Vehicle stability control system and method | |
| CN110254405B (en) | Automobile brake-by-wire control system for automatic driving and intelligent auxiliary driving and control method thereof | |
| KR100684033B1 (en) | Method for controlling the stability of vehicles | |
| JP5173809B2 (en) | Vehicle stability control system | |
| CN101311050B (en) | Motion control device of vehicle using acceleration information | |
| US10384672B1 (en) | Vehicle stability control system | |
| US9156452B2 (en) | Vehicle control device, and vehicle control method | |
| US8886410B2 (en) | Methods of controlling four-wheel steered vehicles | |
| KR101305124B1 (en) | Vehicle dynamic performance improvement apparatus and method for the same | |
| EP3044058B1 (en) | Vehicle control system and method | |
| JP4491400B2 (en) | Vehicle tire condition detection method and vehicle tire condition detection device | |
| CN111483467B (en) | Vehicle control method and device | |
| WO2014016945A1 (en) | Braking/driving force control device | |
| JP6359163B1 (en) | Suspension control device and suspension device | |
| WO2014016946A1 (en) | Braking/driving force control device | |
| JP2002087310A (en) | Action to vehicle track based on measurement of lateral force | |
| CN109017805B (en) | Method for controlling stability of running system vehicle with uncertainty | |
| US20070021887A1 (en) | Method and system for controlling a yawing moment actuator in a motor vehicle | |
| WO2018173303A1 (en) | Control device and suspension device | |
| CN208085696U (en) | A kind of automobile electron stabilization control system | |
| CN113147735B (en) | Differential braking/driving coordination rollover prevention control system and control method thereof |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |