CN109552314B - A cooperative control system for new energy automobile ESC - Google Patents
A cooperative control system for new energy automobile ESC Download PDFInfo
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- CN109552314B CN109552314B CN201910031671.7A CN201910031671A CN109552314B CN 109552314 B CN109552314 B CN 109552314B CN 201910031671 A CN201910031671 A CN 201910031671A CN 109552314 B CN109552314 B CN 109552314B
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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
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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
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Abstract
The invention discloses a cooperative control system for a new energy automobile ESC, which comprises a pedal unit, a sensor unit, a communication line unit, a control unit and a driving unit, wherein the pedal unit is used for changing the vehicle running state according to the operation of a driver, the sensor unit is used for collecting vehicle information and transmitting the vehicle information to the control unit, the control unit is used for sending a control signal according to the vehicle information and transmitting the control signal to the driving unit, the driving unit is used for adjusting the vehicle running state according to the control signal, and the communication line unit is used for providing a signal path for signals in the system. The safety of the vehicle under various conditions is guaranteed through the coordination control of the ESC control system and the vehicle control unit. The cooperative control system can quickly identify various dangerous conditions, can coordinate all parts to process the dangerous conditions, can mechanically apply different ESC control systems, and is convenient for ESC to be better applied to new energy vehicles.
Description
Technical Field
The invention relates to a cooperative control system of a new energy automobile, in particular to a cooperative control system for an ESC (electronic stability control) of the new energy automobile.
Background
An ELECTRONIC STABILITY CONTROL system (ESC) for an automobile is an active safety technology for an automobile, which can automatically correct instability of an automobile body and help prevent accidents. The system can process various complex working conditions, realize active braking, emergency avoidance, steering stability and the like, and reduce the accident rate and the casualty rate of the automobile by more than 50 percent. At present, domestic ESC products are still in the research and development stage, mature ESC products do not exist, and particularly, the ESC products have a large development space in the field of braking and cooperative control systems.
Colleges such as Qinghua university, Jilin university, Beijing university of Rich, Hunan university, Shanghai university of transportation, and Tongji university have made certain basic research works in ESC, but these works are more independent, such as the research on control algorithm and control strategy; research on components of the ESC hydraulic unit; and the research on the independent regulation of the wheel cylinder pressure through the electromagnetic valve, and the like.
The patent publication No. CN105150858B discloses a regenerative braking system based on ESC hardware, which includes a brake pedal unit, a vacuum boosting unit, a brake master cylinder unit, a hydraulic execution unit, a four-wheel cylinder, a four-wheel speed sensor, an ESC control unit, a vehicle control unit, a motor control unit, and a battery control unit. The invention can ensure that when ESC hardware has a fault, the backup brake which is the same as that of the traditional hydraulic brake system can be provided, and the brake safety is ensured.
The patent provides a regenerative braking process and a circuit design inside the ESC, but how the ESC is applied to the whole vehicle control, for example, how to judge crisis situations, how all relevant components in the vehicle cooperate for each crisis situation, is not mentioned, and there is still a great research space for the application of the ESC in the field of new energy vehicles.
Disclosure of Invention
In order to solve the problems, the invention provides a cooperative control system for the ESC of the new energy automobile, which has low cost, is easy to produce in mass and can quickly enter the market.
In order to achieve the purpose, the technical scheme adopted by the invention is as follows:
a cooperative control system for an ESC (electronic stability control) of a new energy automobile comprises a pedal unit, a sensor unit, a communication line unit and a driving unit; the system comprises a pedal unit, a sensor unit, a control unit, a driving unit, a communication line unit and a control unit, wherein the pedal unit is used for changing the vehicle running state according to the operation of a driver, the sensor unit is used for collecting vehicle state information and transmitting the vehicle state information to the control unit, the control unit is used for sending a control signal according to the vehicle state information and transmitting the control signal to the driving unit, the driving unit is used for adjusting the vehicle running state according to the control signal, and the communication line unit is used for providing a;
the pedal unit is connected with the master cylinder and comprises a brake pedal and a vacuum booster or an electric booster;
the sensor unit includes a wheel speed sensor, a steering wheel angle sensor, vehicle body longitudinal and lateral acceleration sensors, a yaw rate sensor, and a master cylinder pressure sensor. The wheel speed sensor is used for acquiring wheel speed signals of the four wheels and transmitting the wheel speed signals to the ESC control system; the steering wheel corner sensor is used for acquiring a steering angle signal and a steering torque signal of a steering wheel and transmitting the steering angle signal and the steering torque signal to the ESC control system and the whole vehicle controller; the longitudinal and transverse acceleration sensors and the yaw angular velocity sensor of the vehicle body are used for acquiring vehicle body state information; the master cylinder pressure sensor is used for acquiring a master cylinder pressure signal and transmitting the master cylinder pressure signal to the whole vehicle controller;
the communication line unit is used for providing a signal path for signals in the system;
the control unit comprises an ESC control system, a whole vehicle controller, a motor controller and a battery management system;
the ESC control system is used for receiving wheel speed signals transmitted by a wheel speed sensor, integrating the wheel speed signals to obtain vehicle speed signals, receiving steering angle signals and steering moment signals transmitted by a steering wheel sensor, generating vehicle body state signals according to the vehicle speed signals, the steering angle signals, vehicle body longitudinal acceleration, transverse acceleration, yaw angular velocity and the steering moment signals, transmitting the vehicle body state signals to the whole vehicle controller, generating first control signals according to the vehicle body state signals, and transmitting the first control signals to the motor controller; the ESC control state signal is generated and transmitted to the whole vehicle controller; the ESC control system adjusts the pressure of the wheel cylinder according to the vehicle body state signal;
the whole vehicle controller is used for receiving a vehicle body state signal, an ESC control state signal and a motor controller torque state signal transmitted by the ESC control system, generating a second control signal according to the vehicle body state signal, the ESC control state signal and the motor controller torque state signal, and transmitting the second control signal to the motor controller; the ESC control state signal is used for receiving an ESC control state signal transmitted by the ESC control system; the motor control state signal is used for receiving a motor control state signal transmitted by the motor controller; the battery management system is used for receiving a battery use state signal transmitted by the battery management system;
the motor controller is used for receiving a first control signal generated by the ESC control system, receiving a second control signal generated by the vehicle controller, and controlling the driving motor to adjust the torque according to the first control signal and the second control signal; the motor control state signal is generated and sent to the vehicle controller;
the battery management system is used for generating a battery use state signal and transmitting the battery use state signal to the vehicle control unit.
The drive unit includes a drive motor that is controlled by a motor controller.
The wheel speed sensor is arranged in each wheel, collects wheel speed signals of the four wheels, transmits the wheel speed signals to the ESC control system, and tends to adopt the minimum wheel speed as the vehicle speed when the vehicle is driven; when braking is carried out, the maximum wheel speed is used as the vehicle speed, and when turning is carried out, the four wheel speeds are normalized to the central point of the vehicle; a reasonable vehicle speed is calculated. The vehicle speed is applied to the calculation logic of the slip rate and is sent to the vehicle control unit to carry out the logic judgment of the vehicle control unit.
The invention monitors the condition of the vehicle body through a wheel speed sensor, a steering wheel sensor, a longitudinal acceleration sensor and a transverse acceleration sensor of the vehicle body and a yaw rate sensor, when a dangerous condition occurs, an ESC control system sends a first control signal to a motor controller to rapidly change the state of a driving motor and simultaneously adjust the pressure of a wheel cylinder to enable the vehicle to return to a normal state; in general, the vehicle control unit sends a second control signal to the motor controller to control the driving of the vehicle.
According to the invention, the pedal does not need to be additionally provided with a pedal stroke sensor, the pedal stroke is simulated by adopting the master cylinder pressure sensor, and the master cylinder pressure signal is sent to the whole vehicle controller, so that the cost can be saved.
Preferably, the motor controller takes a first control signal transmitted by the ESC control system as a maximum priority, and a second control signal transmitted by the vehicle controller as a second priority, and after receiving the first control signal, the motor controller generates a motor control state by combining an intervention state of the ESC control system and transmits the motor control state to the vehicle controller.
Preferably, when the pressure of the wheel cylinder is adjusted, the ESC control system transmits an energy feedback signal to the motor controller, the motor controller outputs a driving signal to the motor according to the intervention state of the ESC control system, generates a motor control state and transmits the motor control state to the vehicle control unit.
Preferably, the cooperative control system for the new energy automobile ESC further comprises an inertia measurement unit, wherein the inertia measurement unit is used for acquiring the acceleration and the angular velocity of the automobile, generating acceleration and angular velocity signals, and transmitting the acceleration and angular velocity signals to the ESC control system for generating the automobile body state signals.
Preferably, the communication line unit includes a CAN bus for providing a line for information transfer between the respective components.
Preferably, the wheel speed sensor is connected with the ESC control system by analog signals or CAN communication, SPI communication or the like.
The ESC control system directly acquires the analog signal of the wheel speed sensor, and obtains a wheel speed value through frequency analysis or directly obtains the wheel speed value through a communication protocol mode.
Preferably, the ESC control system judges whether the vehicle body is in a dangerous state of tire locking, tire slipping, oversteer, and understeer according to the vehicle body state signal, and calculates a torque reduction value required by the driving motor as a first control signal, and transmits the first control signal to the motor controller.
And after receiving the wheel speed signal, the ESC control system judges the locking degree and the slipping degree of the tire by calculating the tire slip rate and the acceleration value of the tire. The steering condition is judged through an inertia measuring unit, the inertia measuring unit acquires the transverse acceleration and the longitudinal acceleration of a vehicle body, a Yaw Rate value YawRate _ setpoint which is supposed to be obtained by the vehicle in a stable state is comprehensively obtained through a steering wheel corner sensor arranged on a steering column, the Yaw Rate value YawRate _ setpoint is compared with a Yaw Rate value YawRate acquired by the inertia measuring unit, if the YawRate _ setpoint is larger than the YawRate, the steering is insufficient, and if the YawRate _ setpoint is smaller than the YawRate, the steering is excessive.
Meanwhile, the torque reduction value required under various conditions is calculated and is used as a first control signal to be transmitted to the motor controller.
Preferably, the motor controller subtracts the torque reduction value of the first control signal transmitted by the ESC control system on the basis of the torque value of the second control signal transmitted by the vehicle control unit, as the control torque of the driving motor.
Preferably, when a torque reducing request of the motor is executed, the ESC control system sends the torque reducing request to the motor controller, and the motor controller subtracts a torque reducing value sent by the ESC control system on the basis of a torque value requested by the vehicle controller to serve as a control torque of the motor; and the motor controller generates a motor control state according to the ESC intervention state and sends the motor control state to the vehicle control unit, so that the vehicle control unit knows the interactive information of the ESC control system and the motor controller.
The invention has the following beneficial effects:
(1) the invention provides a cooperative control system suitable for ESC, which can quickly identify various dangerous situations, can coordinate parts to process the dangerous situations, can mechanically apply different ESC control systems and is convenient for ESC to be better applied to new energy vehicles.
(2) Compared with the general scheme, the invention saves a brake pedal sensor, a discrete inertia unit and a vehicle speed sensor, saves the hardware cost and the assembly cost of a whole vehicle factory, and has better economy.
(3) Compared with the general scheme, the invention can more quickly intervene in the torque request of the motor, can improve the anti-lock performance, can improve the driving anti-skid performance and can improve the stability of the vehicle body. The life safety of the driver is better guaranteed.
Drawings
FIG. 1 is a schematic diagram of a cooperative control system for an ESC of a new energy vehicle;
fig. 2 is a structural diagram of an ESC system in an embodiment.
Reference numerals:
1. a pedal, 2, a reservoir, 3, a master cylinder, 4, a first pressure-limiting valve, 5, a second pressure-limiting valve, 6, a first suction valve, 7, a second suction valve, 8, a first plunger pump, 9, a plunger pump motor, 10, a second plunger pump, 11, a first reservoir, 12, a second reservoir, 13, a first pressure-increasing valve, 14, a second pressure-increasing valve, 15, a third pressure-increasing valve, 16, a fourth pressure-increasing valve, 17, a first pressure-reducing valve, 18, a second pressure-reducing valve, 19, a third pressure-reducing valve, 20, a fourth pressure-reducing valve, 21, a left front wheel cylinder, 22, a right rear wheel cylinder, 23, a right front wheel cylinder, 24, a left rear wheel cylinder, 25, a left front wheel speed sensor, 26, a right rear wheel speed sensor, 27, a right front wheel speed sensor, 28, a left rear wheel speed sensor, 29, an ESC control system, 30, a drive motor, 31, a motor controller, 32, a vehicle control unit, 33, a battery management system, 34. battery pack 35, steering wheel angle sensor 36, master cylinder pressure sensor.
Detailed Description
A cooperative control system for an ESC (electronic stability control) of a new energy automobile comprises a pedal unit, a sensor unit, a communication line unit, a control unit and a driving unit;
the pedal 1 unit is connected with the master cylinder and comprises a brake pedal and an accelerator pedal;
the sensor unit comprises wheel speed sensors 25,26,27,28, a steering wheel angle sensor 35 and a master cylinder pressure sensor 36, wherein the wheel speed sensors 25,26,27,28 are used for collecting wheel speed signals of four wheels and transmitting the wheel speed signals to the ESC control system 29; the steering wheel angle sensor 35 is used for acquiring a steering angle signal and a steering torque signal of a steering wheel and transmitting the steering angle signal and the steering torque signal to the ESC control system 29 and the whole vehicle controller 32; the master cylinder pressure sensor 36 is used for acquiring a master cylinder pressure signal and transmitting the master cylinder pressure signal to the vehicle control unit 32;
the communication line unit is used for providing a signal path for signals in the system;
the control unit comprises an ESC control system 29, a whole vehicle controller 32, a motor controller 31 and a battery management system 33;
the ESC control system 29 is configured to receive a wheel speed signal transmitted by a wheel speed sensor, integrate the wheel speed signal with the wheel speed signal to obtain a vehicle speed signal, receive a steering angle signal and a steering torque signal transmitted by a steering wheel sensor, generate a vehicle body state signal according to the vehicle speed signal, the steering angle signal and the steering torque signal, transmit the vehicle body state signal to the vehicle controller 32, generate a first control signal according to the vehicle body state signal, and transmit the first control signal to the motor controller 31; the ESC controller is used for generating an ESC control state signal and transmitting the ESC control state signal to the whole vehicle controller 32;
when the pressure of the wheel cylinder is adjusted, the ESC control system 29 transmits an energy feedback signal to the motor controller 31, and the motor controller 31 generates a motor control state according to the intervention state of the ESC control system 29 and transmits the motor control state to the vehicle control unit 32.
The vehicle control unit 32 is configured to receive a vehicle body state signal and an ESC control state signal transmitted by the ESC control system 29, generate a second control signal according to the vehicle body state signal, the ESC control state signal and a master cylinder pressure signal, and transmit the second control signal to the motor controller 31; for receiving an ESC control status signal transmitted by the ESC control system 29; for receiving a motor control status signal transmitted by the motor controller 31; for receiving the battery use status signal transmitted by the battery management system 33;
the motor controller 31 is configured to receive a first control signal generated by the ESC control system 29, receive a second control signal generated by the vehicle controller 32, and control the driving motor 30 according to the first control signal and the second control signal; is used for generating a motor control state signal and generating the motor control state signal to the vehicle control unit 32;
the motor controller 31 takes the first control signal transmitted by the ESC control system 29 as the maximum priority, and takes the second control signal transmitted by the vehicle controller 32 as the second priority, and after receiving the first control signal, the motor controller 31 cuts off the second control signal, generates a motor control state according to the intervention state of the ESC control system 29, and transmits the motor control state to the vehicle controller 32.
The battery management system 33 is configured to generate a battery usage status signal and transmit the battery usage status signal to the vehicle control unit 32.
The drive unit comprises a drive motor 30, the drive motor 30 being controlled by a motor controller 31.
The vehicle body state signal generator further comprises an inertia measuring unit which is used for acquiring the acceleration and the angular rate of the vehicle, generating acceleration and angular rate signals, transmitting the acceleration and angular rate signals to the ESC control system 29 and generating a vehicle body state signal.
The communication line unit includes a CAN bus for providing a line for information transmission between the components.
The wheel speed sensor is directly connected with the ESC control system by adopting an analog signal.
And the ESC control system adjusts the pressure of the wheel cylinder according to the vehicle body state signal.
The ESC system in the example mainly explains the function of adjusting the cylinder pressure, and the invention is explained in detail with reference to the drawings.
The ESC system includes a first brake circuit and a second brake circuit, the first brake circuit being configured as follows: an inlet of a first suction valve 6 and an inlet of a first pressure limiting valve 4 are simultaneously connected with a front cavity of the brake master cylinder 3, an outlet of the first suction valve 6 is simultaneously connected with an outlet of a one-way valve and an inlet of a first plunger pump 8, an inlet of the one-way valve is simultaneously connected with outlets of a first pressure reducing valve 17 and a second pressure reducing valve 18, an outlet of the first plunger pump 8 is simultaneously connected with an outlet of the first pressure limiting valve 4, an inlet of a first pressure increasing valve 13 and an inlet of a second pressure increasing valve 14, an outlet of the first pressure increasing valve 13 and an inlet of the first pressure reducing valve 17 are simultaneously connected with a left front wheel cylinder 21, and an outlet of the second pressure increasing valve 14 and an inlet of the second pressure reducing; a first accumulator 11 is arranged at the outlet of the first pressure reducing valve 17; for a traditional ESC braking system, when the ABS of a first braking circuit is decompressed, brake fluid flows back to the front cavity of a braking main cylinder 3 from a left front wheel cylinder 21 and a right rear wheel cylinder 22 through a first pressure reducing valve 17 and a second pressure reducing valve 18 and is driven by a first plunger pump 8 through a first pressure limiting valve 4, so that a first liquid storage device 11 is required to be arranged at the outlets of the first pressure reducing valve 17 and the second pressure reducing valve 18 to store the brake fluid reflowing from the left front wheel cylinder 21 and the right rear wheel cylinder 22 so as to achieve the effect of rapidly reducing the pressure of the wheel cylinders, and the function of the one-way valve is to prevent the brake fluid from entering the first liquid storage device 11 when a hydraulic execution unit actively boosts the pressure of the first;
the second brake circuit is configured as follows: an inlet of a second suction valve 7 and an inlet of a second pressure limiting valve 5 are simultaneously connected with a rear cavity of the brake master cylinder 3, an outlet of the second suction valve 7 is simultaneously connected with an outlet of a third pressure reducing valve 19, an outlet of a fourth pressure reducing valve 20 and an inlet of a second plunger pump 10, an outlet of the second plunger pump 10 is simultaneously connected with an outlet of the second pressure limiting valve 5, an inlet of a third pressure increasing valve 15 and an inlet of a fourth pressure increasing valve 16, an outlet of the third pressure increasing valve 15 and an inlet of the third pressure reducing valve 19 are simultaneously connected with a right front wheel cylinder 23, an outlet of the fourth pressure increasing valve 16 and an inlet of the fourth pressure reducing valve 20 are simultaneously connected with a left rear wheel cylinder 24, a second liquid storage device 12 is installed at an outlet of the third pressure reducing valve 19, and a; for the conventional ESC braking system, when the ABS of the second braking circuit is depressurized, the brake fluid flows from the right front wheel cylinder 23 and the left rear wheel cylinder 24, passes through the third pressure reducing valve 19 and the fourth pressure reducing valve 20, is driven by the second plunger pump 10, and flows back to the rear cavity of the master cylinder 3 through the second pressure limiting valve 5, so the second reservoir 12 is required to be arranged at the outlet of the third pressure reducing valve 19 and the fourth pressure reducing valve 20, and stores the brake fluid flowing back from the right front wheel cylinder 23 and the left rear wheel cylinder 24, so as to achieve the effect of rapidly reducing the wheel cylinder pressure;
the first plunger pump 8 and the second plunger pump 10 share one plunger pump motor 9;
the four-wheel cylinders are a left front wheel cylinder 21, a right front wheel cylinder 23, a left rear wheel cylinder 24 and a right rear wheel cylinder 22;
correspondingly, the four wheel speed sensors are a left front wheel speed sensor 25, a right front wheel speed sensor 27, a left rear wheel speed sensor 28 and a right rear wheel speed sensor 26;
the ESC control system 29 collects wheel speed signals of the left front wheel speed sensor 25, the right front wheel speed sensor 27, the left rear wheel speed sensor 28, the right rear wheel speed sensor 26, and a pressure signal of the first pressure sensor 36, and controls the braking pressures of the left front wheel cylinder 21, the right front wheel cylinder 23, the left rear wheel cylinder 24, and the right rear wheel cylinder 22 by controlling the opening and closing of the respective electromagnetic valves of the hydraulic execution unit.
Example 1
Ordinary brake
When a driver steps on the brake pedal, all the electromagnetic valves are kept in a power-off state, and brake fluid directly enters all the wheel cylinders through the master cylinder 3 and the pressure limiting valves and the pressure increasing valves. The master cylinder pressure sensor 36 collects master cylinder pressure changes and transmits a master cylinder pressure signal to the ESC controller 29, as seen from the hydraulic circuit: master cylinder, pressure limiting valve, pressure increasing valve and wheel cylinder.
The hydraulic execution unit performs active pressure increasing, pressure maintaining and pressure reducing processes (taking the left front wheel cylinder 21 as an example):
(1) when the left front wheel cylinder 21 needs to be pressurized, the first suction valve 6 is electrified and opened, the first pressure limiting valve 4 is electrified and closed, the first pressure increasing valve 13 is powered off and opened, the first pressure reducing valve 17 is powered off and closed, the brake fluid is driven by the first plunger pump 8, and the brake fluid enters the left front wheel cylinder 21 through the first pressure increasing valve 13 from the liquid storage tank 2, the first suction valve 6 and the liquid storage tank 11 to complete pressurization.
(2) When the pressure of the front left wheel cylinder 21 needs to be maintained, the first suction valve 6 is powered off and closed, the first pressure limiting valve 4 is powered on and closed, the first pressure increasing valve 13 is powered on and closed, the first pressure reducing valve 17 is powered off and closed, a hydraulic loop of the front left wheel cylinder 21 is cut off, and the pressure maintaining is completed.
(3) When the pressure of the front left wheel cylinder 21 needs to be reduced, the first suction valve 6 is electrified to be opened, the first pressure limiting valve 4 is electrified to be closed, the first pressure increasing valve 13 is electrified to be closed, the first pressure reducing valve 17 is electrified to be opened, the brake fluid flows back to the liquid storage tank 2 through the first pressure reducing valve 17 and the first suction valve 6, and the pressure reduction is completed.
The desired braking pressure is obtained in the front left wheel cylinder 21 by the above-described operations of pressure increase, pressure maintaining, and pressure reduction.
In the process, the wheel speed sensors 25,26,27,28 are used for collecting wheel speed signals of four wheels and transmitting the wheel speed signals to the ESC control system 29; the steering wheel angle sensor 35 is used for acquiring a steering angle signal and a steering torque signal of a steering wheel and transmitting the steering angle signal and the steering torque signal to the ESC control system 29 and the whole vehicle controller 32; the ESC control system 29 generates a vehicle body state signal according to the vehicle speed signal, the steering angle signal, and the steering torque signal, and transmits the vehicle body state signal to the vehicle control unit 32.
Example 2
Identification and handling of locking situations
The wheel speed sensors 25,26,27,28 are used for acquiring wheel speed signals of four wheels, transmitting the wheel speed signals to the ESC control system, judging the degree of locking of the tire by calculating the slip rate of the tire and the acceleration value of the tire, and if the tire is judged to be at the edge of locking, performing a pressure reduction action (taking the pressure reduction of the front left wheel cylinder 21 as an example): the first pressure increasing valve 13 is closed by electrifying, the first pressure reducing valve 17 is opened by electrifying, the brake fluid passes through the first pressure reducing valve 17 and is quickly unloaded into the first liquid storage device 11, the pressure reduction is completed, and the brake pressure of the wheel cylinder is enabled, so that the purpose of reducing the slip rate of the tire is achieved. Meanwhile, in order to prevent the energy feedback of the motor controller 31 from affecting the anti-lock control of the ESC, the ESC control system 29 sends an energy feedback closing signal to the motor controller 31, and the motor controller 31 sends an ESC intervention state to the vehicle controller 32, so that the vehicle controller 32 knows the interactive information of the ESC control system 29 and the motor controller 31.
Example 3
Identification and processing of slip conditions
The wheel speed sensors 25,26,27,28 are used for collecting wheel speed signals of four wheels and transmitting the wheel speed signals to the ESC control system, and the slip degree of the tire is judged by calculating the slip rate of the tire and the acceleration value of the tire.
And if at least one tire is judged to be positioned at the slip edge, executing a motor torque reduction request, sending the torque reduction request to the motor controller 31 by the ESC control system 29, and subtracting the torque reduction value sent by the ESC control system 29 from the torque value requested by the whole vehicle controller 32 by the motor controller 31 to be used as the control torque of the driving motor 30. The motor controller 31 sends an ESC intervention state to the vehicle controller 32, so that the vehicle controller 32 knows the interactive information between the ESC control system 29 and the motor controller 31.
Example 4
Identification and handling of understeer conditions
The inertial measurement unit acquires the acceleration and the angular rate of the vehicle, generates acceleration and angular rate signals and transmits the acceleration and angular rate signals to the ESC control system 29, the ESC control system acquires the transverse acceleration, the longitudinal acceleration and the yaw angular rate of the vehicle body and comprehensively obtains a proper yaw angular rate value YawRate _ setpoint of the vehicle in a stable state through a steering wheel corner sensor arranged on a steering column, the yaw angular rate value YawRate _ setpoint is compared with the yaw angular rate value YawRate acquired by the inertial measurement unit, the YawRate _ setpoint is larger than the YawRate to indicate that the steering is insufficient,
if the steering is judged to be insufficient, a motor torque reduction request is executed, the ESC control system 29 sends the torque reduction request to the motor controller 31, and the motor controller 31 subtracts a torque reduction value sent by the ESC on the basis of a torque value requested by the whole vehicle controller 32 to serve as a control torque of the driving motor 30. The motor controller 31 sends an ESC intervention state to the vehicle controller 32, so that the vehicle controller knows the interaction information of the ESC control system 29 and the motor controller 31.
If the steering direction of the left steering is insufficient, the active pressurization needs to be additionally provided for the right rear wheel, and if the steering direction of the right steering is insufficient, the active pressurization needs to be additionally provided for the left rear wheel. The pressurization process is (taking left understeer, as an example, active pressurization of the right rear wheel cylinder 22): the first suction valve 6 is powered on and opened, the first pressure limiting valve 4 is powered on and closed, the second pressure increasing valve 14 is powered off and opened, the second pressure reducing valve 18 is powered off and closed, brake fluid enters the right rear wheel cylinder 22 from the liquid storage tank 2 and the first suction valve 6 through the second pressure increasing valve 14 by being driven by the first plunger pump 8, and therefore pressure increase is completed. The pump pumps brake fluid from the master cylinder to the wheel cylinder to increase the brake pressure of the wheel cylinder and enhance the steering ability.
Example 5
Identification and handling of oversteer condition
The inertial measurement unit acquires the acceleration and the angular rate of the vehicle, generates acceleration and angular rate signals and transmits the acceleration and angular rate signals to the ESC control system 29, the ESC control system acquires the transverse acceleration, the longitudinal acceleration and the yaw angular rate of the vehicle body, and comprehensively acquires a proper yaw angular rate value YawRate _ setpoint of the vehicle in a stable state through a steering wheel corner sensor arranged on a steering column, the yaw angular rate value YawRate _ setpoint is compared with a yaw angular rate value YawRate value acquired by the inertial measurement unit, and the YawRate _ setpoint is smaller than the YawRate to indicate that the vehicle is over-steered.
And if the vehicle is over-steered, executing a motor torque reduction request, sending the torque reduction request to the motor controller 31 by the ESC control system 29, and subtracting a torque reduction value sent by the ESC from a torque value requested by the vehicle control unit 32 by the motor controller 31 to serve as a control torque of the motor. The motor controller 31 sends an ESC intervention state to the vehicle controller 32, so that the vehicle controller 32 knows the interactive information between the ESC control system 29 and the motor controller 31.
If the steering is oversteered, the active pressurization needs to be additionally provided for the right front wheel, and if the steering is oversteered, the active pressurization needs to be additionally provided for the left front wheel. The pressurization process is (taking left oversteer, as an example, active pressurization of the right front wheel cylinder 23): the second suction valve 7 is electrified to be opened, the second pressure limiting valve 5 is electrified to be closed, the third pressure increasing valve 15 is electrified to be opened, the third pressure reducing valve 19 is electrified to be closed, the brake fluid is driven by the second plunger pump 10, and the brake fluid enters the front right wheel cylinder 23 from the liquid storage tank 2 and the second suction valve 7 through the third pressure increasing valve 15 to complete pressurization. The pump pumps brake fluid from the master cylinder to the wheel cylinder to increase the brake pressure of the wheel cylinder and reduce the steering ability.
The above-described embodiments are merely illustrative, not restrictive, of the present invention, and are presented for the purpose of enabling those skilled in the art to understand the present invention and to implement the invention, and not for the purpose of limiting the scope of the present invention. It will be understood by those skilled in the art that any modifications, variations or equivalents may be made without departing from the scope of the invention as defined in the claims.
Claims (8)
1. A cooperative control system for a new energy automobile ESC is characterized in that: the device comprises a pedal unit, a sensor unit, a communication circuit unit, a control unit and a driving unit; the system comprises a pedal unit, a sensor unit, a control unit, a driving unit, a communication line unit and a communication unit, wherein the pedal unit is used for changing the running state of a vehicle according to the operation of a driver, the sensor unit is used for collecting vehicle information and transmitting the vehicle information to the control unit, the control unit is used for sending a control signal according to the vehicle information and transmitting the control signal to the driving unit, the driving unit is used for adjusting the running state of the vehicle according to the control signal, and the communication line unit is used for providing a signal path for signals in;
the pedal unit is connected with the master cylinder and comprises a brake pedal and an accelerator pedal;
the sensor unit comprises wheel speed sensors, a steering wheel angle sensor (35) and a master cylinder pressure sensor (36), wherein the wheel speed sensors comprise a left front wheel speed sensor (25), a right rear wheel speed sensor (26), a right front wheel speed sensor (27) and a left rear wheel speed sensor (28) which are used for acquiring wheel speed signals of four wheels and transmitting the wheel speed signals to the control unit; the steering wheel angle sensor (35) is used for acquiring a steering angle signal and a steering torque signal of a steering wheel and transmitting the steering angle signal and the steering torque signal to the control unit; the master cylinder pressure sensor (36) is used for collecting a master cylinder pressure signal and transmitting the master cylinder pressure signal to the control unit;
the control unit comprises an ESC control system (29), a whole vehicle controller (32), a motor controller (31) and a battery management system (33);
the ESC control system (29) is used for receiving the wheel speed signals transmitted by the wheel speed sensors (25,26,27,28), integrating the wheel speed signals to obtain a vehicle speed signal, receiving the steering angle signal and the steering torque signal transmitted by the steering wheel sensor, generating a vehicle body state signal according to the vehicle speed signal, the steering angle signal and the steering torque signal, transmitting the vehicle body state signal to the vehicle control unit (32), generating a first control signal according to the vehicle body state signal, and transmitting the first control signal to the motor controller (31); the ESC control state signal is generated and transmitted to the whole vehicle controller (32); the ESC control system (29) adjusts the pressure of the wheel cylinder according to the vehicle body state signal;
the vehicle control unit (32) is used for receiving the vehicle body state signal and the ESC control state signal transmitted by the ESC control system (29), receiving the master cylinder pressure signal transmitted by the master cylinder pressure sensor (36), generating a second control signal according to the vehicle body state signal, the ESC control state signal and the master cylinder pressure signal, and transmitting the second control signal to the motor controller (31); for receiving the ESC control status signal transmitted by the ESC control system (29); the motor control state signal is used for receiving the motor control state signal transmitted by the motor controller (31); for receiving a battery usage status signal transmitted by the battery management system (33);
the motor controller (31) is used for receiving the first control signal generated by the ESC control system (29), receiving the second control signal generated by the vehicle control unit (32), and controlling a driving motor (30) to adjust torque according to the first control signal and the second control signal; the motor control state signal is generated and sent to the whole vehicle controller (32);
the battery management system (33) is used for generating a battery use state signal and transmitting the battery use state signal to the vehicle control unit (32);
the drive unit comprises a drive motor (30), the drive motor (30) being controlled by the motor controller (31).
2. The cooperative control system for the new energy vehicle ESC as recited in claim 1, wherein: the motor controller (31) takes the first control signal transmitted by the ESC control system (29) as the maximum priority and takes the second control signal transmitted by the whole vehicle controller (32) as the second priority, and after receiving the first control signal, the motor controller (31) generates the motor control state according to the intervention state of the ESC control system (29) and sends the motor control state to the whole vehicle controller (32).
3. The cooperative control system for the new energy vehicle ESC as recited in claim 1, wherein: when the ESC control system (29) regulates the wheel cylinder pressure, an energy feedback signal is transmitted to the motor controller (31), and the motor controller (31) generates the motor control state according to the intervention state of the ESC control system (29) and transmits the motor control state to the whole vehicle controller (32).
4. The cooperative control system for the new energy vehicle ESC as recited in claim 1, wherein: the vehicle body state signal processing system further comprises an inertia measuring unit which is used for acquiring the acceleration and the angular rate of the vehicle, generating acceleration and angular rate signals and transmitting the acceleration and angular rate signals to the ESC control system (29) for generating the vehicle body state signal.
5. The cooperative control system for the new energy vehicle ESC as recited in claim 1, wherein: the communication line unit comprises a CAN bus for providing lines for information transmission among the elements.
6. The cooperative control system for the new energy vehicle ESC as recited in claim 1, wherein: the wheel speed sensor is directly connected with the ESC control system (29) by adopting an analog signal, or CAN communication or SPI communication.
7. The cooperative control system for the new energy vehicle ESC as recited in claim 1 or 4, wherein: and the ESC control system (29) judges whether the vehicle body is locked by a tire, skidded by the tire, oversteered or understeered according to the vehicle body state signal, calculates a torque reduction value required by a driving motor (30) as the first control signal, and transmits the first control signal to the motor controller (31).
8. The cooperative control system for the ESC of the new energy vehicle as claimed in claim 7, wherein: when a motor torque reduction request is executed, the ESC control system (29) sends a torque reduction request to the motor controller (31), and the motor controller (31) calculates a torque value requested by the whole vehicle controller (32) and the torque reduction value sent by the ESC control system (29) as the control torque of the motor; the motor controller (31) generates the motor control state according to the ESC intervention state and sends the motor control state to the whole vehicle controller (32).
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| CN110861636B (en) * | 2019-11-26 | 2022-03-15 | 奇瑞汽车股份有限公司 | Method for controlling braking of split road surface of automatic driving automobile |
| CN111605526A (en) * | 2020-06-03 | 2020-09-01 | 安徽江淮汽车集团股份有限公司 | Brake pressure adjusting method, device, equipment and readable storage medium |
| CN112677944A (en) * | 2021-01-07 | 2021-04-20 | 大运汽车股份有限公司 | Electronic vacuum pump control system suitable for high altitude |
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| DE102007028070A1 (en) * | 2007-06-19 | 2008-12-24 | Lucas Automotive Gmbh | Brake equipment for a land vehicle |
| KR20110011939A (en) * | 2009-07-29 | 2011-02-09 | 주식회사 만도 | Electronic hydraulic brake system |
| KR101359341B1 (en) * | 2012-03-13 | 2014-02-11 | 주식회사 만도 | Integrated Electronic Hydraulic Brake System |
| CN103950445A (en) * | 2014-04-14 | 2014-07-30 | 同济大学 | Hydraulic double-motor driving electronic hydraulic braking system |
| CN103935265B (en) * | 2014-04-24 | 2016-10-05 | 吴刚 | A kind of vehicle body stabilizing control system of electric automobile |
| CN104477038B (en) * | 2014-12-31 | 2017-01-04 | 芜湖伯特利汽车安全系统股份有限公司 | Electric automobile feedback braking system and feedback braking method thereof |
| CN105150858B (en) * | 2015-09-14 | 2017-03-15 | 清华大学 | A kind of regeneration brake system and its control method based on ESC hardware |
| CN206406908U (en) * | 2017-01-17 | 2017-08-15 | 吉林大学 | A kind of motor driving EHB for improving master cylinder |
| CN208085696U (en) * | 2018-02-09 | 2018-11-13 | 南京航空航天大学 | A kind of automobile electron stabilization control system |
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