CN109572644A - A kind of integrated form line traffic control brake fluid system and its ABS control method - Google Patents
A kind of integrated form line traffic control brake fluid system and its ABS control method Download PDFInfo
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- CN109572644A CN109572644A CN201811348332.3A CN201811348332A CN109572644A CN 109572644 A CN109572644 A CN 109572644A CN 201811348332 A CN201811348332 A CN 201811348332A CN 109572644 A CN109572644 A CN 109572644A
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
- B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
-
- 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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
-
- 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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
-
- 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
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4081—Systems with stroke simulating devices for driver input
- B60T8/409—Systems with stroke simulating devices for driver input characterised by details of the stroke simulating device
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention discloses a kind of integrated form line traffic control brake fluid system and its ABS control methods, the two close cycles that the method is constituted based on slip rate and braking moment, framework is controlled using the layer-stepping including top level control, middle layer control, bottom control, it is control variable with the deviation between the current slip rate of automobile and desired slip rate, calculate wheel cylinder goal pressure, it realizes and the pressure of wheel cylinder is adjusted, the system control precision height, fast response time are easy to integrated with other control functions.
Description
Technical field
The present invention relates to field of automobile control, in particular to a kind of integrated form line traffic control brake fluid system and its ABS control
Method.
Background technique
Vehicle anti-lock brake system (Anti-lock Braking System, abbreviation ABS) is most widely used vapour
Vehicle dynamics electronic control unit, task are by adjusting the pressure of wheel cylinder in real time wheel slip to be maintained at most
Near good slip rate, to improve the insensitivity of vehicle, shorten braking distance.Offshore company is more deep to the research of ABS,
Many mature technologies including control strategy and road identification have been grasped, and have been widely applied on various vehicles；And state
Interior assurance and understanding to ABS key technology is deep not enough, and the product of relative maturity is also substantially based on wheel acceleration, deceleration
Degree thresholding threshold control method be designed, and the braking system of conventional truck be difficult to using tyre skidding rate as
Directly control target.
At the same time, with the energy, environment, safety, traffic congestion the problems such as, becomes increasingly conspicuous, and green intelligent automobile is gradually
Become hot topic, so higher requirements are also raised to vehicle dynamics control system.Green intelligent automotive needs system
Dynamic system reduces or cancels the dependence to engine vacuum, and brake feel is not coordinated to control by regenerative braking and friction catch
The influence of process processed, braking system can be realized the active conventional brake of low noise.The development of active safety technologies is dynamic to vehicle
More stringent requirements are proposed for Mechanical Control.Conventional vehicular brake system, chassis structure is based on mechanical, hydraulic part, bottom
Disk and electric control structure do not have an active control function, lack flexibility, it is difficult to cope with driving cycle complicated and changeable and different
Drive target.These new demands are that orthodox car braking system is difficult to realize, and have promoted the appearance of braking system of new generation.
Summary of the invention
The utility model is exactly to solve conventional vehicular brake system and be difficult to cope with driving cycle complicated and changeable and not
With driving target the problem of, propose a kind of ABS control method for being based on integrated form line traffic control brake fluid system (IEHB),
In conjunction with hierarchical control framework, the two close cycles nonlinear control method constituted using slip rate and braking moment is devised and is based on
The tyre skidding rate controller of IEHB system, energy Effective Regulation automobile tire slip rate, improves the active safety of automobile
Energy.
For achieving the above object, the present invention takes following technical scheme:
A kind of ABS control method of integrated form line traffic control brake fluid system is constituted double based on slip rate and braking moment
Closed loop, controls framework using layer-stepping, calculates wheel cylinder goal pressure using tyre skidding rate, realizes the pressure tune to wheel cylinder
Section.
Preferably, the layer-stepping control framework includes three layers, respectively top level control, middle layer control, bottom control；Institute
Top level control is stated using the slip rate of tire as control variable, wheel cylinder mesh is calculated using linear ratio item and nonlinear compensation item
Braking moment is marked, and target braking force square is transferred to middle layer control；The middle layer control, estimates the straight skidding of braked wheel
Rate is modified target braking force square according to different straight skidding rates, obtains actual braking force square, and by practical braking
Torque is transferred to lower layer's control；The bottom control, using corresponding control program, calculates each according to practical control moment
Wheel cylinder goal pressure, and it is transferred to executing agency, realize the control to wheel cylinder.
Preferably, the top level control is control with the deviation between the current slip rate of automobile and desired slip rate
Variable determines wheel cylinder target braking force square using proportional and Nonlinear compensation control algorithm；
The wheel cylinder target braking force square is expressed from the next:
Wherein: K1For ratio term coefficient, K2For nonlinear terms coefficient, determined by experiment.sijFor actual slip rate, s0_ijFor
Target slip ratio, Td_ijFor wheel cylinder target control torque, i, j refer to specific wheel cylinder.
A1, byEstimate the straight skidding rate of braked wheel；
Wherein u is speed, and ω is the angular speed for the wheel that wheel speed sensors measure
A2, the straight skidding rate according to braked wheel, are modified wheel cylinder target braking force square, determine the practical braking of wheel cylinder
Torque is respectively as follows:
When the braked wheel straight skidding rate value of estimation is less than s0_ij(1+xm) when, take actual braking force square Tr_ij=0；
When the braked wheel straight skidding rate value of estimation is greater than s0_ij(1-xm) when, take actual braking force square Tr_ij=Td_ij
When the braked wheel straight skidding rate value of estimation is greater than s0_ij(1+xm) and be less than s0_ij(1-xm) when, take practical braking
Torque
Wherein, xmRegulate and control nargin for slip rate.
Preferably, the bottom control according to the wheel cylinder actual braking force square determine ABS control pressure, and with collect
Actual pressure be compared, the goal pressure of each wheel cylinder is calculated using different control strategies according to comparison result, to braking
Wheel is controlled；
The ABS control calculation of pressure mode is as follows:
PABS_ij=| Tr_ij|/Ksys
Wherein, PABS_ijIt is wheel cylinder ABS control pressure, KsysIt is equivalent action area, value depends on brake disc ruler
It is very little；I, j refers to specific wheel cylinder.
Preferably, the control strategy is respectively:
If average pressure (the P of S1, four wheel cylinder of wheel11+P12+P21+P22)/4 are less than automobile left rear wheel and off hind wheel ABS is controlled
The average value of pressing pressure, then the wheel cylinder goal pressure of four wheel of automobile is that the near front wheel and off-front wheel ABS control being averaged for pressure
Value, it may be assumed that
Pd_11=Pd_12=Pd_21=Pd_22=(PABS_11+PABS_12)/2
If average pressure (the P of S2, four wheel cylinder of wheel11+P12+P21+P22)/4 are greater than automobile left rear wheel and off hind wheel ABS is controlled
The average value of pressing pressure, it is contemplated that axle load shifts when braking, and rear-wheel is easy to appear locking situation, therefore only controls the mesh of left and right front-wheel
Marking pressure is the average value that the near front wheel and off-front wheel ABS control pressure, is not controlled rear-wheel, it may be assumed that
Pd_11=(PABS_11+PABS_12)/2,
Pd_12=(PABS_11+PABS_12)/2,
Pd_21=P21, Pd_22=P22；
Wherein, Pd_ijIndicate the goal pressure of wheel cylinder, i, j refer to specific wheel cylinder, PijIndicate the practical pressure of wheel cylinder
Power.
Preferably, according to wheel cylinder goal pressure, executing agency is by electrodynamic braking master cylinder and hydraulic regulation unit to wheel cylinder
Pressure is adjusted.
Preferably, the executing agency is adjusted the pressure of wheel cylinder using Three models, respectively pressure maintaining shape
State, pressurized state, decompression state:
When E1, pressurized state, permanent magnet synchronous motor (PMSM) the input control torque of electrodynamic braking master cylinder is Tm, liquid feed valve
Control instruction be 0, the control instruction of liquid valve is 0, and the control instruction of scavenge oil pump is 0；
When E2, state of pressure keeping, permanent magnet synchronous motor (PMSM) the input control torque of electrodynamic braking master cylinder is 0, liquid feed valve
Control instruction be Upc, the control instruction of liquid valve is 0, and the control instruction of scavenge oil pump is 0；
When E3, decompression state, permanent magnet synchronous motor (PMSM) the input control torque of electrodynamic braking master cylinder is Tm, liquid feed valve
Control instruction be Upc, the control instruction of liquid valve is Upc, the control instruction of scavenge oil pump is Upc。
Further, the present invention also takes following technical scheme:
A kind of ABS control system based on integrated form line traffic control brake fluid system, including pedal travel simulator, electronic system
Dynamic master cylinder, hydraulic regulation unit, sensor, controller；The pedal travel simulator is known by pedal displacement sensor signal
The braking intention of other driver, and simulating brake pedal sense；The electrodynamic braking master cylinder is responsible for realizing the output of brake fluid potential source
Pressure fine-tunes；The hydraulic regulation unit tracks target value by adjusting pressure of wheel cylinder actual braking force square；Institute
Sensor is stated to be responsible for acquiring brake pedal displacement and master cylinder output pressure；The controller is according to pilot control and vehicle
Motion requirement, the two close cycles constituted using slip rate and braking moment are implemented to control using hierarchical control mode to braking system
System；The controller is for realizing control method described in claim 1-8；The executing agency is for realizing claim 8
The control method.
Preferably, the controller is divided into upper controller, middle layer controller, bottom controller, the upper controller
Wheel cylinder target braking force square is obtained using tyre skidding rate；The middle layer controller determines practical braking according to target braking force square
Torque；The bottom controller determines wheel cylinder goal pressure using corresponding strategy, is transferred to execution according to actual braking force square
Layer enables execution level to adjust the pressure of wheel cylinder by electrodynamic braking master cylinder and hydraulic regulation unit；The execution machine
Structure includes electrodynamic braking master cylinder, hydraulic regulation unit, pressure sensor, motor, low-pressure liquid storing tank, solenoid valve and scavenge oil pump.
Compared with prior art, the invention has the benefit that
The present invention designs ABS system control strategy using heterarchical architecture, is not only convenient for the extension of each layer control function
And verifying, while being also convenient for the integrated of whole system control strategy software.
Further, the two close cycles constituted using slip rate and braking moment, robustness is good, can resist due to road surface shape
The interference that wheel speed variation generates caused by condition mutation, while the acceleration that wheel can be captured rapidly when having the unstable trend of movement
Degree and slip rate variation characteristic, so that precise control is rapid.
Further, target braking force square is determined using proportional and Nonlinear compensation control algorithm, improves calculating and turns
The accuracy of square, and the robustness of system guaranteed；Tanh continuous function tanh is selected in nonlinear compensation item
(x), the buffeting in sliding formwork control is effectively reduced.
Further, there is control instead of traditional hydraulic or air-pressure brake executing agency by mechanical-electrical-hydraulic integration component
Precision height, fast response time are easy to the features such as integrated with other control functions, significantly improve safety when vehicle braking
Energy.
Detailed description of the invention
Fig. 1 is the brake system structure schematic diagram of ABS control method of the present invention；
Fig. 2 is the whole control frame construction schematic diagram of ABS control method of the present invention；
Fig. 3 is the hierarchical control frame construction schematic diagram of ABS control method of the present invention；
Fig. 4 is the middle layer control control flow chart of ABS control method of the present invention；
Fig. 5 is the bottom control control flow chart of ABS control method of the present invention.
Specific embodiment
Integrated form line traffic control brake fluid system (IEHB) as shown in Figure 1, include pedal travel simulator 9, executing agency and
IEHB controller, the executing agency include electrodynamic braking master cylinder 7, hydraulic regulation unit (1,4,5,10), sensor 6, motor
8, Wheel cylinder pressure sensors 2, low-pressure liquid storing tank 3, wherein pedal travel simulator 9 is responsible for passing through pedal displacement sensor signal
The braking intention for identifying driver, passes through pedal simulator simulating brake pedal sense；Electrodynamic braking master cylinder 7 is responsible for realizing hydraulic
Source output pressure fine-tunes；Hydraulic regulation unit (1,4,5,10) is responsible for the brake fluid pressure of each wheel cylinder of monitoring, and leads to
Overregulate pressure of wheel braking cylinder actual braking force square tracking target value；Sensor 6 is responsible for the displacement of acquisition brake pedal and master cylinder pressure；
IEHB controller is responsible for according to pilot control and vehicle motion requirement, the two close cycles constituted using slip rate and braking moment,
Using hierarchical control mode, braking system is implemented to control.
IEHB controller architecture is as shown in figure 3, include upper controller, middle layer controller, bottom controller, wherein on
Layer controller calculates wheel cylinder target using linear ratio item and nonlinear compensation item using the slip rate of tire as control variable
Braking moment, and target braking force square is transferred to middle layer controller；Due to the wheel cylinder target system exported by sliding mode controller
Kinetic moment is shivered with a degree of, causes to control overshoot, and then lead to brake wheel locking, it is therefore desirable to middle layer controller
Wheel cylinder target control for brake torque is modified.Middle layer controller estimates the straight skidding rate of braked wheel first, then according to not
Same straight skidding rate, is modified the target braking force square of wheel cylinder, obtains the actual braking force square of wheel cylinder, and
Actual braking force square is transferred to lower layer's controller；Bottom controller, according to practical control moment, using corresponding controlling party
Case, calculates the wheel cylinder goal pressure of each wheel cylinder, and is transferred to executing agency, and executing agency is enabled to pass through electrodynamic braking master
Cylinder and hydraulic regulation unit adjust the pressure of wheel cylinder, control four wheel cylinders of automobile.
Integrated form line traffic control brake fluid system uses hierarchical control framework, as shown in Fig. 2, correspondingly, IEHB control includes
Top level control layer, middle layer control layer, bottom control layer.Its course of work is as follows:
One, top level control layer is current with automobile for the nonlinear problem for being controlled vehicle and braking system in braking process
Slip rate and desired slip rate between deviation be control variable, determined using proportional and Nonlinear compensation control algorithm
Wheel cylinder target braking force square selects tanh continuous function to reduce the buffeting in sliding formwork control in nonlinear compensation item
Tanh (x) replaces traditional Discontinuous Function sgn (x).
The wheel cylinder target braking force square is calculated by following formula:
Td_ij=K1×(sij-s0_ij)+K2×tanh(sij-s0_ij+K1∫(sij-s0_ij)dt)
Wherein: K1For ratio term coefficient, K2For nonlinear terms coefficient, determined by experiment.sijFor actual slip rate, s0_ijFor
Target slip ratio, Td_ijFor wheel cylinder target control torque, i, j refer to specific wheel cylinder.
Wheel cylinder target braking force square can be calculated by above formula, the first item in formulaIt is linear
, Section 2As nonlinear compensation, due to tanh letter
Number tanh (x) is continuous function, therefore can be effectively reduced the unstable shake in control process.
The resulting target braking force square of above formula is transferred to middle layer controller.
Two, middle layer control layer is modified the target braking force square that top level control layer is calculated, and avoids controlling because of upper layer
The caused control amount overshoot of shivering of the target braking force square of preparative layer output, the locking for also wheel being avoided to generate by overshoot are existing
As.
First byEstimate the straight skidding rate Sij of braked wheel；Secondly, according to the vertical of braked wheel
To slip rate, target braking force square is modified, determines actual braking force square Tr_ij。
Control strategy segmentation carries out:
2.1) when the braked wheel straight skidding rate Sij value of estimation is less than s0_ij(1+xm) when, slip rate very little can be temporary
Brake operating is not taken, the actual braking force square that wheel cylinder is arranged is taken as Tr_ij=0；In formula, xmRegulate and control nargin for slip rate；
2.2) when the braked wheel straight skidding rate Sij value of estimation is greater than s0_ij(1-xm) when, slip rate is relatively large, setting
The actual braking force square of wheel cylinder is target wheel cylinder braking moment Tr_ij=Td_ij；
2.3) when the braked wheel straight skidding rate Sij value of estimation is greater than s0_ij(1+xm) and be less than s0_ij(1-xm) when,
The actual braking force square that wheel cylinder is arranged is taken as
It can be very good to eliminate by the revised wheel cylinder actual braking force square of middle layer control layer and shiver, braking moment is opposite
Gently, be conducive to executing agency and realize control.Revised wheel cylinder actual braking force square is transferred to bottom control by middle layer control layer
Preparative layer.
Its flow chart is as shown in figure 4, have following steps:
B1, beginning
B2, input Sij, s0_ijValue；
B3, judge sijWhether≤0 is true, such as invalid, then is non-brake operating condition, does not execute ABS control；As set up, hold
Row is in next step；
B4, judge sij≤s0_ij(1+xm) whether true, it such as sets up, performs the next step；It is such as invalid, then execute B6；
B5, output Tr_ij=0, turn B9；
B6, judge sij≤s0_ij(1-xm) whether true, it such as sets up, performs the next step；It is such as invalid, then execute B8；
B7, outputTurn B9；
B8, output Tr_ij=Td_ij；
B9, end
Three, bottom control layer is first depending on wheel cylinder actual braking force square, determines that ABS controls pressure P according to the following formulaABS_ij=
|Tr_ij|/Ksys,
P in formulaABS_ijIt is wheel cylinder ABS control pressure, KsysIt is equivalent action area, value depends on brake disc ruler
It is very little；
Secondly, wheel cylinder actual pressure and ABS the control pressure that sensor collects are compared, according to comparison result
The specific pressure of wheel braking cylinder that four wheel cylinders are calculated using different control strategies, controls corresponding braked wheel.Specific strategy
It is as follows:
If 3.1), the average pressure (P of four wheel cylinder of wheel11+P12+P21+P22)/4 are less than automobile left rear wheel and off hind wheel ABS
The average value of pressure is controlled, then the wheel cylinder goal pressure of four wheel of automobile is that the near front wheel and off-front wheel ABS control the flat of pressure
Mean value, i.e.,
Pd_11=Pd_12=Pd_21=Pd_22=(PABS_11+PABS_12)/2
If 3.2), the average pressure (P of four wheel cylinder of wheel11+P12+P21+P22)/4 are greater than automobile left rear wheel and off hind wheel ABS
Control the average value of pressure, it is contemplated that axle load shifts when braking, and rear-wheel is easy to appear locking situation, therefore only controls left and right front-wheel
Wheel cylinder goal pressure is the average value that the near front wheel and off-front wheel ABS control pressure, is not controlled rear-wheel, it may be assumed that
Pd_11=(PABS_11+PABS_12)/2,
Pd_12=(PABS_11+PABS_12)/2,
Pd_21=P21, Pd_22=P22。
As described above, the realistic objective pressure of each wheel cylinder of automobile is calculated, and it is transferred to executing agency.
Its flow chart is as shown in figure 5, have following steps:
C1, beginning
C2, input Tr_ijValue
C3、PABS_ij=| Tr_ij|/Ksys
Whether C4, judgement (P11+P12+P13+P14)/4≤(PABS_21+PABS_22)/2 are true, such as set up, under execution
One step；It is such as invalid, then execute C6；
C5, output Pd_11=Pd_12=Pd_21=Pd_22=(PABS_11+PABS_12)/2；Turn C7
C6, output Pd_11=(PABS_11+PABS_12)/2；Pd_12=(PABS_11+PABS_12)/2； Pd_21=P21, Pd_22=P22；
C7, end
Refering to attached drawing 2, the wheel cylinder goal pressure that executing agency is calculated according to bottom control layer, executing agency passes through electricity
Pressure of wheel braking cylinder is adjusted in dynamic master cylinder and hydraulic regulation unit.
There are three types of working conditions, respectively pressurized state, state of pressure keeping and decompression state altogether for system.
In pressurized state, permanent magnet synchronous motor (PMSM) the input control torque of electrodynamic braking master cylinder is Tm, liquid feed valve
Control instruction be 0, the control instruction of liquid valve is 0, and the control instruction of scavenge oil pump is 0.Brake fluid is by master cylinder, by pressurization
Valve is directly entered each wheel cylinder.In this stage, since power source is from driver, brake fluid circuit are as follows: master cylinder-pressurization
Valve-wheel cylinder.The throttle diameter for needing to design control pressure charging valve, to limit the pressure buildup speed of wheel cylinder.
In state of pressure keeping, permanent magnet synchronous motor (PMSM) the input control torque of electrodynamic braking master cylinder is 0, liquid feed valve
Control instruction is Upc, the control instruction of liquid valve is 0, and the control instruction of scavenge oil pump is 0.At this time between wheel cylinder and master cylinder
Hydraulic circuit is separated completely, in order to realize that stringent pressure holding function, the leakproofness of solenoid valve are an important indexs.
When wheel pressure is excessively high, have the tendency that locking, is at this time required to reduce the pressure of wheel, opens decompression shape
State.
In decompression state, permanent magnet synchronous motor (PMSM) the input control torque of electrodynamic braking master cylinder is Tm, liquid feed valve
Control instruction be Upc, the control instruction of liquid valve is Upc, the control instruction of scavenge oil pump is Upc.That is, pressure reducing valve energization is beaten
It opens, pressure charging valve, which is powered, closes, and electrical power drives plunger pump movement, and brake fluid flows back into rapidly substantially from wheel cylinder by pressure reducing valve
In the low pressure accumulator for not depositing ability pressure, plunger pump is higher by the brake fluid blowback pressure in accumulator by moving back and forth
Master cylinder.In this course, hydraulic circuit is: wheel cylinder-pressure reducing valve-accumulator-plunger pump-damper-master cylinder.Subtract
It needs to realize explosive decompression when pressure, while cannot have residual pressure, it is therefore desirable to guarantee that the volume of accumulator can store two
All brake fluid in a wheel cylinder, while guaranteeing that plunger pump can be all brake fluid blowback master cylinders in accumulator.
The above content is combine it is specific/further detailed description of the invention for preferred embodiment, cannot
Assert that specific implementation of the invention is only limited to these instructions.General technical staff of the technical field of the invention is come
It says, without departing from the inventive concept of the premise, some replacements or modifications can also be made to the embodiment that these have been described,
And these substitutions or variant all shall be regarded as belonging to protection scope of the present invention.
Claims (10)
1. a kind of ABS control method of integrated form line traffic control brake fluid system, it is characterised in that: be based on slip rate and braking moment
The two close cycles of composition, control framework using layer-stepping, calculate wheel cylinder goal pressure using tyre skidding rate, realize to wheel cylinder
Pressure adjust.
2. ABS control method according to claim 1, it is characterised in that: the layer-stepping control framework includes three layers, point
It Wei not top level control, middle layer control, bottom control；
The top level control is calculated using the slip rate of tire as control variable using linear ratio item and nonlinear compensation item
Wheel cylinder target braking force square, and target braking force square is transferred to middle layer control；
Middle layer control, estimates the straight skidding rate of braked wheel, according to different straight skidding rates, to target braking force square into
Row amendment, obtains actual braking force square, and actual braking force square is transferred to lower layer's control；
The bottom control calculates each wheel cylinder goal pressure using corresponding control program according to practical control moment, and
It is transferred to executing agency, realizes the control to wheel cylinder.
3. ABS control method according to claim 2, it is characterised in that: the top level control, with the current sliding of automobile
Deviation between rate and desired slip rate is control variable, determines wheel cylinder mesh using proportional and Nonlinear compensation control algorithm
Mark braking moment；
The wheel cylinder target braking force square is expressed from the next:
Wherein: K1For ratio term coefficient,K2For nonlinear terms coefficient, determined by experiment.sijFor actual slip rate, s0_ijFor target
Slip rate, Td_ijFor wheel cylinder target control torque, i, j refer to specific wheel cylinder.
4. ABS control method according to claim 3, it is characterised in that: middle layer control the following steps are included:
A1, byEstimate the straight skidding rate of braked wheel；
Wherein u is speed, and ω is the angular speed for the wheel that wheel speed sensors measure
A2, the straight skidding rate according to braked wheel, are modified wheel cylinder target braking force square, determine wheel cylinder actual braking force
Square is respectively as follows:
When the braked wheel straight skidding rate value of estimation is less than s0_ij(1+xm) when, take actual braking force square Tr_ij=0；
When the braked wheel straight skidding rate value of estimation is greater than s0_ij(1-xm) when, take actual braking force square Tr_ij=Td_ij
When the braked wheel straight skidding rate value of estimation is greater than s0_ij(1+xm) and be less than s0_ij(1-xm) when, take actual braking force square
Wherein, xmRegulate and control nargin for slip rate.
5. ABS control method according to claim 4, it is characterised in that: the bottom control is practical according to the wheel cylinder
Braking moment determines that ABS controls pressure, and is compared with collected actual pressure, uses different controls according to comparison result
Policy calculation goes out the goal pressure of each wheel cylinder, controls braked wheel；
The ABS control calculation of pressure mode is as follows:
PABS_ij=| Tr_ij|/Ksys
P in formulaABS_ijIt is wheel cylinder ABS control pressure, KsysIt is equivalent action area, value depends on brake disc size；i,j
Refer to specific wheel cylinder.
6. ABS control method according to claim 5, it is characterised in that: the control strategy is respectively:
If average pressure (the P of S1, four wheel cylinder of wheel11+P12+P21+P22)/4 are less than automobile left rear wheel and off hind wheel ABS control pressure
The average value of power, then the wheel cylinder goal pressure of four wheel of automobile is the average value of the near front wheel and off-front wheel ABS control pressure,
That is:
Pd_11=Pd_12=Pd_21=Pd_22=(PABS_11+PABS_12)/2
If average pressure (the P of S2, four wheel cylinder of wheel11+P12+P21+P22)/4 are greater than automobile left rear wheel and off hind wheel ABS control pressure
The average value of power, it is contemplated that axle load shifts when braking, and rear-wheel is easy to appear locking situation, therefore only controls the target pressure of left and right front-wheel
Power is the average value that the near front wheel and off-front wheel ABS control pressure, is not controlled rear-wheel, it may be assumed that
Pd_11=(PABS_11+PABS_12)/2,
Pd_12=(PABS_11+PABS_12)/2,
Pd_21=P21, Pd_22=P22；
Wherein, Pd_ijIndicate the goal pressure of wheel cylinder, i, j refer to specific wheel cylinder, PijIndicate the actual pressure of wheel cylinder.
7. ABS control method according to claim 6, it is characterised in that: pass through according to wheel cylinder goal pressure executing agency
Pressure of wheel braking cylinder is adjusted in electrodynamic braking master cylinder and hydraulic regulation unit.
8. ABS control method according to claim 7, it is characterised in that: the executing agency is using Three models to system
The pressure of driving wheel cylinder is adjusted, respectively state of pressure keeping, pressurized state, decompression state:
When E1, pressurized state, permanent magnet synchronous motor (PMSM) the input control torque of electrodynamic braking master cylinder is Tm, the control of liquid feed valve
System instruction is 0, and the control instruction of liquid valve is 0, and the control instruction of scavenge oil pump is 0；
When E2, state of pressure keeping, permanent magnet synchronous motor (PMSM) the input control torque of electrodynamic braking master cylinder is 0, the control of liquid feed valve
System instruction is Upc, the control instruction of liquid valve is 0, and the control instruction of scavenge oil pump is 0；
When E3, decompression state, permanent magnet synchronous motor (PMSM) the input control torque of electrodynamic braking master cylinder is Tm, the control of liquid feed valve
System instruction is Upc, the control instruction of liquid valve is Upc, the control instruction of scavenge oil pump is Upc。
When E1, pressurized state, permanent magnet synchronous motor (PMSM) the input control torque of electrodynamic braking master cylinder is Tm, the control of liquid feed valve
System instruction is 0, and the control instruction of liquid valve is 0, and the control instruction of scavenge oil pump is 0；
When E2, state of pressure keeping, permanent magnet synchronous motor (PMSM) the input control torque of electrodynamic braking master cylinder is 0, the control of liquid feed valve
System instruction is Upc, the control instruction of liquid valve is 0, and the control instruction of scavenge oil pump is 0；
When E3, decompression state, permanent magnet synchronous motor (PMSM) the input control torque of electrodynamic braking master cylinder is Tm, the control of liquid feed valve
System instruction is Upc, the control instruction of liquid valve is Upc, the control instruction of scavenge oil pump is Upc。
9. a kind of ABS control system based on integrated form line traffic control brake fluid system, it is characterised in that: simulated including pedal travel
Device, electrodynamic braking master cylinder, hydraulic regulation unit, pedal displacement sensor, Wheel cylinder pressure sensors, controller；The pedal row
Journey simulator passes through the braking intention of pedal displacement sensor signal identification driver, and simulating brake pedal sense；The electricity
Dynamic master cylinder is responsible for realizing fine-tuning for brake fluid potential source output pressure；The hydraulic regulation unit is by adjusting braked wheel
Cylinder pressure actual braking force square tracks target value；The pedal displacement sensor, Wheel cylinder pressure sensors are each responsible for acquisition system
Dynamic pedal displacement and master cylinder output pressure；The controller utilizes sliding according to pilot control and vehicle motion requirement
The two close cycles that rate and braking moment are constituted are implemented to control using hierarchical control mode to braking system；The controller is for real
Control method described in existing claim 1-8；The executing agency is for realizing control method according to any one of claims 8.
10. ABS control system according to claim 9, it is characterised in that: the controller is divided into upper controller, middle layer
Wheel cylinder target braking force square is calculated using tyre skidding rate in controller, bottom controller, the upper controller；In described
Layer controller determines actual braking force square according to target braking force square；The bottom controller is used according to actual braking force square
Corresponding strategy determines wheel cylinder goal pressure, is transferred to execution level, and execution level is enabled to pass through electrodynamic braking master cylinder and hydraulic tune
Save the pressure that unit adjusts wheel cylinder；The executing agency includes electrodynamic braking master cylinder, hydraulic regulation unit, pedal displacement biography
Sensor, Wheel cylinder pressure sensors, solenoid valve and scavenge oil pump.
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