CN112590771A - Vehicle stability control method and system - Google Patents
Vehicle stability control method and system Download PDFInfo
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- CN112590771A CN112590771A CN202110227366.2A CN202110227366A CN112590771A CN 112590771 A CN112590771 A CN 112590771A CN 202110227366 A CN202110227366 A CN 202110227366A CN 112590771 A CN112590771 A CN 112590771A
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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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/02—Control of vehicle driving stability
- B60W30/045—Improving turning performance
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/019—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the type of sensor or the arrangement thereof
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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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/18—Steering angle
Abstract
The invention provides a vehicle stability control method and a system, wherein the vehicle stability control method comprises the following steps: when the vehicle stability control system is in an activated state, acquiring the mass center transverse offset; when the absolute value of the mass center transverse offset is larger than a first threshold value, adjusting the damping force of the shock absorbers on the left side and the right side of the vehicle according to the mass center transverse offset and the difference value of the current left-side wheel pressure and the current right-side wheel pressure; when the absolute value of the mass center transverse offset is smaller than or equal to a first threshold value, acquiring a steering wheel angle; and when the absolute value of the steering wheel corner is larger than a preset corner, adjusting the damping force of the shock absorbers on the left side and the right side of the vehicle according to the steering wheel corner, the vehicle speed, the current left-side wheel pressure and the current right-side wheel pressure difference. The invention improves the steering comfort of the vehicle by changing the damping force of the shock absorbers at each wheel, ensures the stable and comfortable steering driving of the vehicle and effectively prevents the vehicle from rolling.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to a vehicle stability control method and system.
Background
In the current market, two main control modes are provided for vehicle stability, one mode is to add equipment such as an anti-rolling frame on a vehicle body, and the other mode is to keep the vehicle body stable by reducing vehicle torque and adjusting braking force of left and right wheels so as to achieve the purpose of preventing the vehicle from rolling. However, although the vehicle can be prevented from being unstable to a certain extent by the control method of reducing the torque of the vehicle and adjusting the braking forces of the left and right wheels, the driving experience of the driver is reduced due to the reduction of the torque and the application of the braking force, which reduces the dynamic performance of the vehicle. However, the method of attaching the roll cage to the vehicle body is only suitable for a specific environment.
The prior art can only provide certain protection basically when the vehicle transversely unstabilizes, and when accelerating suddenly or decelerating suddenly, can't avoid the vehicle barycenter excessively to lean forward or move backward to can't avoid the driver because the situation of inertia effect imbalance has increased the risk of occurence of failure.
The prior art judges the vehicle instability by predicting the vehicle posture aiming at a vehicle acceleration or deceleration sensor, and cannot accurately and timely judge the vehicle posture.
Therefore, a vehicle stability control method and system are needed to solve the above problems.
Disclosure of Invention
The invention provides a vehicle stability control method and system, which can increase the steering stability of a vehicle by changing the damping force of shock absorbers on the left side and the right side of the vehicle on the premise of not sacrificing the dynamic property of the vehicle, such as torque reduction or braking. When the vehicle accelerates suddenly or decelerates suddenly, the mode of adjusting the damping force of the front and rear axle shock absorbers avoids the mass center of the cab of the vehicle from excessively deviating, and the driver in the cab is effectively protected.
The technical problem to be solved by the invention is realized by adopting the following technical scheme:
a vehicle stability control method comprising: when the vehicle stability control system is in an activated state, acquiring the mass center transverse offset; when the absolute value of the mass center transverse offset is larger than a first threshold value, adjusting the damping force of the shock absorbers on the left side and the right side of the vehicle according to the mass center transverse offset and the difference value of the current left-side wheel pressure and the current right-side wheel pressure; when the absolute value of the mass center transverse offset is smaller than or equal to a first threshold value, acquiring a steering wheel angle; and when the absolute value of the steering wheel corner is larger than a preset corner, adjusting the damping force of the shock absorbers on the left side and the right side of the vehicle according to the steering wheel corner, the vehicle speed, the current left-side wheel pressure and the current right-side wheel pressure difference.
In a preferred embodiment of the present invention, when the absolute value of the centroid lateral offset is greater than the first threshold, the step of adjusting the damping force of the vehicle shock absorber according to the centroid lateral offset and the difference between the current left-side wheel pressure and the current right-side wheel pressure comprises: when the mass center transverse offset is larger than a first threshold value, adjusting the damping force of a left shock absorber of the vehicle according to the mass center transverse offset and the difference value between the current left-side measured wheel pressure and the current right-side wheel pressure; when the mass center lateral deviation amount is smaller than the opposite value of the first threshold value, the damping force of the vehicle right side shock absorber is adjusted according to the mass center lateral deviation amount, the current left-side measured wheel pressure and the current right-side wheel pressure difference value.
In a preferred embodiment of the present invention, when the absolute value of the steering wheel angle is greater than a preset angle, the step of adjusting the damping force of the vehicle shock absorber according to the steering wheel angle, the vehicle speed, and the difference between the current left-side wheel pressure and the current right-side wheel pressure includes: when the steering wheel corner is larger than a preset corner, adjusting the damping force of a vehicle right-side shock absorber according to the steering wheel corner, the vehicle speed and the difference value between the current left-side measured wheel pressure and the current right-side wheel pressure; and when the steering wheel corner is smaller than the opposite value of the preset corner, adjusting the damping force of the left shock absorber of the vehicle according to the steering wheel corner, the vehicle speed, the current left-side measured wheel pressure and the current right-side wheel pressure difference value.
In a preferred embodiment of the present invention, after the step of adjusting the damping force of the vehicle shock absorber according to the steering wheel angle, the vehicle speed, and the difference between the current left-side wheel pressure and the current right-side wheel pressure when the absolute value of the steering wheel angle is greater than the preset steering angle, the method further includes: acquiring the longitudinal offset of the mass center; and when the absolute value of the longitudinal mass center offset is larger than a second threshold value, adjusting the damping force of the shock absorbers on two sides of the front/rear axle of the vehicle according to the longitudinal mass center offset, the current front axle wheel pressure and the current rear axle wheel pressure difference.
In a preferred embodiment of the present invention, when the absolute value of the centroid longitudinal shift amount is greater than the second threshold, the step of adjusting the damping forces of the shock absorbers on both sides of the front/rear axle of the vehicle according to the centroid longitudinal shift amount, the current front axle wheel pressure and the current rear axle wheel pressure difference comprises: when the longitudinal mass center offset is larger than the second threshold value, adjusting the damping force of shock absorbers on two sides of the front axle of the vehicle according to the longitudinal mass center offset, the current front axle wheel pressure and the current rear axle wheel pressure difference; and when the mass center longitudinal offset is smaller than the opposite value of the second threshold value, adjusting the damping force of the shock absorbers on two sides of the rear axle of the vehicle according to the mass center longitudinal offset and the current front axle wheel pressure and rear axle wheel pressure difference.
In a preferred embodiment of the present invention, the vehicle stability control method further includes: when a vehicle body stability control system is in a closed state, acquiring the bearing pressure value and the mass center offset of each wheel of a vehicle in real time, wherein the mass center offset comprises a mass center transverse offset and a mass center longitudinal offset; and controlling the vehicle body stability control system according to the bearing pressure value of each wheel of the vehicle and the mass center offset.
In a preferred embodiment of the present invention, the step of controlling the vehicle body stability control system according to the wheel bearing pressure values and the centroid displacement amount of the vehicle includes: when the absolute value of the difference value between the pressure of the left measured wheel and the pressure of the right wheel of the vehicle is smaller than a first preset pressure value and the absolute value of the transverse offset of the center of mass is larger than a third threshold value, activating the vehicle body stability control system; and when the absolute value of the difference value between the wheel pressure of the front axle and the wheel pressure of the rear axle of the vehicle is smaller than a second preset pressure value and the absolute value of the longitudinal mass center offset is larger than a fourth threshold value, activating the vehicle body stability control system.
A vehicle stability control system comprising: the device comprises a vehicle speed sensor, a mass center position sensor, a steering wheel corner sensor, a wheel pressure sensor, an adjustable shock absorber, a steering stability controller and a vehicle stability control switch; the vehicle speed sensor is used for acquiring the real-time speed of the vehicle; the mass center position sensor is used for acquiring the mass center offset of the vehicle; the steering wheel angle sensor is used for acquiring the steering wheel angle of the vehicle; the wheel pressure sensor is used for acquiring the pressure of each wheel of the vehicle on the frame; the steering stability controller is used for adjusting the damping force of each shock absorber according to the sensor information and the actual state of the vehicle; the adjustable shock absorber is used for changing the damping force of each wheel according to a control command sent by the steering stability controller; and the vehicle stability control switch is used for controlling the vehicle stability control system to be switched on and off.
The technical effect achieved by adopting the technical scheme is as follows: when a driver drives on a road, the state of the vehicle is monitored in real time through equipment such as a vehicle speed sensor, a steering wheel rotating speed sensor, a steering wheel corner, a mass center position sensor, a pressure sensor and the like, and when the situation that the vehicle is in a state with a risk of instability is judged, the damping forces of the shock absorbers at the four wheels are properly adjusted, so that the vehicle is recovered to a stable state. The device can be used on various vehicle types including but not limited to passenger vehicles, commercial vehicles, trucks and the like without adding large equipment such as a large rolling frame and the like. On the premise that the dynamic property of the vehicle is not sacrificed by torque reduction, braking and the like, the steering stability of the vehicle is improved by changing the damping force of the left and right side shock absorbers of the vehicle. When the vehicle turns to fast or crosses a curved road, the steering comfort of the vehicle can be improved by adjusting the damping force of the shock absorbers on the left side and the right side of the vehicle, and the stable and comfortable steering driving of the vehicle is ensured. When the vehicle runs on a road surface inclined left and right to cause the risk of rolling, the rolling prevention effect of the vehicle can still be effectively realized. When the vehicle accelerates suddenly or decelerates suddenly, the mode of adjusting the damping force of the front shaft and the rear shaft avoids the mass center of the cab of the vehicle from excessively deviating, and the driver in the cab is effectively protected.
The foregoing description is only an overview of the technical solutions of the present invention, and in order to make the technical means of the present invention more clearly understood, the present invention may be implemented in accordance with the content of the description, and in order to make the above and other objects, features, and advantages of the present invention more clearly understood, the following preferred embodiments are specifically described in detail with reference to the accompanying drawings.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and together with the description, serve to explain the principles of the invention.
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without inventive exercise.
Fig. 1 is a flowchart illustrating a vehicle stability control method according to an embodiment of the present invention.
Fig. 2 is a flowchart illustrating another vehicle stability control method according to an embodiment of the present invention.
Fig. 3 is a schematic structural diagram of a vehicle stability control system according to an embodiment of the present invention.
Detailed Description
Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, the recitation of an element by the phrase "comprising an … …" does not exclude the presence of additional like elements in the process, method, article, or apparatus that comprises the element, and further, where similarly-named elements, features, or elements in different embodiments of the disclosure may have the same meaning, or may have different meanings, that particular meaning should be determined by their interpretation in the embodiment or further by context with the embodiment.
It should be understood that although the terms first, second, third, etc. may be used herein to describe various information, such information should not be limited to these terms. These terms are only used to distinguish one type of information from another. For example, first information may also be referred to as second information, and similarly, second information may also be referred to as first information, without departing from the scope herein.
It should be understood that, although the steps in the flowcharts in the embodiments of the present application are shown in order as indicated by the arrows, the steps are not necessarily performed in order as indicated by the arrows. The steps are not performed in the exact order shown and may be performed in other orders unless explicitly stated herein. Moreover, at least some of the steps in the figures may include multiple sub-steps or multiple stages that are not necessarily performed at the same time, but may be performed at different times, in different orders, and may be performed alternately or at least partially with respect to other steps or sub-steps of other steps.
It should be noted that step numbers such as S11 and S12 are used herein for the purpose of more clearly and briefly describing the corresponding content, and do not constitute a substantial limitation on the sequence, and those skilled in the art may perform S12 first and then S11 in specific implementation, which should be within the scope of the present application.
It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
Fig. 1 is a flowchart illustrating a vehicle stability control method according to an embodiment of the present invention. Fig. 2 is a flowchart illustrating another vehicle stability control method according to an embodiment of the present invention.
The following describes a vehicle stability control method according to the present invention with reference to fig. 1 and 2:
as shown in fig. 1, a vehicle stability control method according to an embodiment of the present invention includes the steps of:
step S11: and when the vehicle stability control system is in an activated state, acquiring the mass center transverse offset.
When the vehicle stability control system is in an activated state, vehicle data are collected in real time through a mass center position sensor installed on a vehicle, namely, the mass center position transverse offset distance is collected in real time through the mass center position sensor.
In particular, the centroid position sensor includes, but is not limited to, an infrared position sensor and may also be a hall principle or the like position sensor. The centroid position sensor represents only one type of sensor that can detect a displacement of the centroid of the vehicle in real time.
Step S12: when the absolute value of the mass center transverse offset is larger than a first threshold value, the damping force of the shock absorbers on the left side and the right side of the vehicle is adjusted according to the mass center transverse offset and the difference value of the current left-side measured wheel pressure and the current right-side wheel pressure.
The centroid transverse offset is positive when the centroid is offset to the left, and negative when the centroid is offset to the right. The first threshold is a calibrated value, which is a positive value.
And if the absolute value of the mass center transverse offset is larger than the first threshold value, the vehicle is in a destabilization state, and the balance of the vehicle body needs to be adjusted. Specifically, the vehicle body balance adjustment mode is to adjust the damping force of the adjustable shock absorber at the wheel so that the absolute value of the mass center transverse offset is smaller than a first threshold value, and therefore the vehicle body is balanced and prevented from turning over.
In one embodiment, step S12: when the absolute value of barycenter lateral shift amount is greater than first threshold value, according to barycenter lateral shift amount to and present left side survey wheel pressure and right side wheel pressure difference, the damping force of adjustment vehicle left and right sides shock absorber still includes:
and when the transverse offset of the center of mass is larger than a first threshold value, adjusting the damping force of the left shock absorber of the vehicle according to the transverse offset of the center of mass and the difference value between the current left-side measured wheel pressure and the current right-side wheel pressure. And when the transverse offset of the mass center is smaller than the opposite value of the first threshold value, adjusting the damping force of the right-side shock absorber of the vehicle according to the transverse offset of the mass center and the difference value between the current left-side measured wheel pressure and the current right-side wheel pressure.
The mass center lateral offset is larger than the first threshold value, which indicates that the mass center of the vehicle is offset to the left, so that the vehicle body can be restored to balance by increasing the damping force delta F1 of the left side shock absorber of the vehicle. Wherein, vehicle left side shock absorber includes: a vehicle left front wheel shock absorber and a vehicle left rear wheel shock absorber. Specifically, the left side shock absorber of the vehicle is an adjustable shock absorber.
The mass center lateral offset is smaller than the opposite value of the first threshold value, which indicates that the mass center of the vehicle is offset to the right, so that the vehicle body needs to be balanced by increasing the damping force deltaf 2 of the shock absorber on the right side of the vehicle. Wherein, vehicle right side shock absorber includes: a vehicle right front wheel shock absorber and a vehicle right rear wheel shock absorber. Specifically, the right side shock absorber of the vehicle is an adjustable shock absorber.
Wherein: the left front wheel of the vehicle bears the pressure of the frame: fz _ Fl, the pressure of the left rear wheel of the vehicle bearing the frame: fz _ Rl, pressure of the vehicle right front wheel bearing frame: fz _ Fr, pressure of the vehicle right rear wheel bearing frame: fz _ Rr and the transverse offset of the mass center of the vehicle are Position _ Y.
Specifically, the calculation formula of the damping force Δ F1 added to the left side shock absorber is as follows:
Δ F1 = K _1 × Position _ Y + K _2 ((Fz _ Fl + Fz _ Rl) - (Fz _ Fr + Fz _ Rr)). Wherein, K _1 and K _2 are calibration values.
Specifically, the calculation formula of the damping force Δ F2 added to the right side shock absorber is as follows:
Δ F2 = K _3 × Position _ Y + K _4 ((Fz _ Fr + Fz _ Rr) - (Fz _ Fl + Fz _ Rl)). Wherein, K _3 and K _4 are calibration values.
Step S13: when the absolute value of the centroid lateral offset is less than or equal to a first threshold value, the steering wheel angle is acquired.
Wherein the left corner of the steering wheel corners is positive and the right corner is negative.
The absolute value of the mass center transverse offset is smaller than or equal to the first threshold, namely after the mass center transverse offset is judged, when the damping force of the shock absorber at the wheel of the vehicle is not required to be adjusted, whether the damping force of the shock absorber at the wheel of the vehicle is required to be adjusted can be judged again through the steering wheel corner of the vehicle, and therefore the aim of effectively preventing the vehicle from rolling over is achieved.
In another embodiment, the order of the determination of the center of mass lateral offset and the steering wheel angle may be adjusted. The method can determine whether the damping force of the shock absorber at the wheel position needs to be adjusted or not by judging the steering wheel angle and then determining whether the damping force of the shock absorber at the wheel position needs to be adjusted or not by applying the transverse mass center offset.
Step S14: when the absolute value of the steering wheel corner is larger than the preset corner, the damping force of the shock absorbers on the left side and the right side of the vehicle is adjusted according to the steering wheel corner, the vehicle speed, the current left-side wheel pressure and the current right-side wheel pressure difference.
Wherein the preset rotation angle is a positive value.
Specifically, the absolute value of the collision angle of the steering wheel is larger than the preset rotation angle, which indicates that the vehicle is in a destabilization state, and rollover occurs with a high probability, and the vehicle body balance needs to be adjusted.
When the vehicle turns to fast or crosses a curved road, the vehicle body balance can be adjusted by adjusting the damping force of the shock absorbers on the left side and the right side of the vehicle, the steering comfort of the vehicle is improved, and the stable and comfortable steering driving of the vehicle is ensured.
In one embodiment, step S14: when the absolute value of steering wheel corner is greater than the preset corner, according to steering wheel corner, the speed of a motor vehicle to and present left side survey wheel pressure and right side wheel pressure difference, the damping force of adjustment vehicle left and right sides shock absorber includes:
and when the steering wheel corner is larger than the preset corner, adjusting the damping force of the right-side shock absorber of the vehicle according to the steering wheel corner, the vehicle speed and the difference value between the current left-side wheel pressure and the current right-side wheel pressure. And when the steering wheel rotation angle is smaller than the opposite value of the preset rotation angle, adjusting the damping force of the left shock absorber of the vehicle according to the steering wheel rotation angle, the vehicle speed, the current left measured wheel pressure and the current right wheel pressure difference.
When the vehicle turns, the bearing pressure of one side of the vehicle is larger than that of the other side of the vehicle, so that the vehicle is in a destabilization state, and the vehicle has a higher probability of rollover. Therefore, the vehicle body can be restored to balance by adjusting the damping force of the shock absorber on the side where the received pressure is large.
Specifically, the steering wheel angle is greater than the preset angle, indicating that the vehicle is turning left. When the vehicle turns to the left, the pressure borne by the wheels on the right side of the vehicle is greater than that on the left side of the vehicle, so that the vehicle body can be restored to balance by increasing the damping force of the shock absorber on the right side of the vehicle.
Specifically, the steering wheel angle is smaller than the opposite value of the preset steering angle, i.e., it indicates that the vehicle is turning. When the vehicle turns to the right, the left wheel of the vehicle bears higher pressure than the right wheel of the vehicle, so that the vehicle body can be restored to balance by increasing the damping force of the left shock absorber of the vehicle.
Specifically, the calculation formula of the damping force Δ F3 to be added to the right wheel is as follows:
Δ F3 = K5 × Vx | a | + K6 ((Fz _ Fr + Fz _ Rr) - (Fz _ Fl + Fz _ Rl)); where Vx is the current vehicle speed, a is the current steering wheel angle, and K5 and K6 are scalar quantities).
Specifically, the calculation formula of the damping force Δ F4 to be added to the left wheel is as follows:
Δ F = K7 × Vx | a | + K8 ((Fz _ Fl + Fz _ Rl) - (Fz _ Fr + Fz _ Rr)); where Vx is the current vehicle speed, a is the current steering wheel angle, and K7 and K8 are scalar quantities).
According to the embodiment, the transverse offset of the mass center of the vehicle and the turning angle of the steering wheel are compared with the preset values, so that whether the damping force of the shock absorber at the wheel of the vehicle needs to be adjusted or not is judged. When the adjustment is needed, the shock absorber needing to be subjected to damping force adjustment is confirmed through the mass center transverse offset and/or the direction corner, and then the damping force needing to be adjusted is calculated through the bearing pressure of each wheel, the vehicle speed, the mass center transverse offset, the steering wheel corner, a plurality of calibration quantities and the like. When the vehicle is quickly steered or passes a curved road, the steering comfort of the vehicle can be improved by adjusting the damping force of the shock absorbers on the left side and the right side of the vehicle, and the stable and comfortable steering driving of the vehicle is ensured. When the vehicle runs on a road surface inclined left and right and is in danger of rolling over, the vehicle rolling prevention function is still effectively realized.
As shown in fig. 2, another vehicle stability control method according to an embodiment of the present invention includes the steps of:
step S21: and acquiring the longitudinal mass center offset.
And acquiring the longitudinal offset distance of the centroid position in real time through a centroid position sensor installed on the vehicle. Specifically, the centroid position sensor that acquires the centroid longitudinal offset is the same as the sensor that acquires the centroid lateral offset.
And the mass center longitudinal offset is positive when the mass center is forwards offset, and negative when the mass center is backwards offset.
Step S22: and when the absolute value of the longitudinal offset of the mass center is larger than a second threshold value, adjusting the damping force of the shock absorbers on two sides of the front/rear axle of the vehicle according to the longitudinal offset of the mass center, the current wheel pressure of the front axle and the current wheel pressure difference of the rear axle.
The second threshold is a calibrated value and is a positive value.
And if the absolute value of the mass center longitudinal offset is larger than the second threshold value, the vehicle is in a destabilization state, and the balance of the vehicle body needs to be adjusted. Specifically, the vehicle body balance adjustment mode is to adjust the damping force of the adjustable shock absorber at the wheel of the front/rear axle of the vehicle so that the absolute value of the longitudinal offset of the center of mass is smaller than a second threshold value, thereby balancing the vehicle body and preventing rollover.
In one embodiment, step S22: when the absolute value of the longitudinal offset of the mass center is larger than a second threshold value, adjusting the damping force of the shock absorbers on the two sides of the front/rear axle of the vehicle according to the longitudinal offset of the mass center and the current pressure difference between the wheels of the front axle and the wheels of the rear axle comprises the following steps:
and when the longitudinal offset of the mass center is larger than the second threshold value, adjusting the damping force of the shock absorbers on two sides of the front axle of the vehicle according to the longitudinal offset of the mass center and the current wheel pressure difference of the front axle and the rear axle. And when the longitudinal offset of the mass center is smaller than the opposite value of the second threshold value, adjusting the damping force of the shock absorbers on two sides of the rear axle of the vehicle according to the longitudinal offset of the mass center, the current wheel pressure of the front axle and the current wheel pressure difference of the rear axle.
Specifically, the longitudinal center of mass offset amount is larger than the second threshold value, which indicates that the center of mass of the vehicle is offset forward, so that the vehicle body can be restored to balance by increasing the damping force of the shock absorbers on both sides of the front axle of the vehicle (i.e., the left front wheel and the right front wheel). The mass center longitudinal offset is smaller than the opposite value of the second threshold value, which indicates that the mass center of the vehicle is offset backwards, so that the vehicle body needs to be balanced by increasing the damping force of the shock absorbers on the two sides of the rear axle of the vehicle (namely, the left rear wheel and the right rear wheel).
And the longitudinal offset of the mass center of the vehicle is Position _ X.
Specifically, the calculation formula of the damping force Δ F5 added to the shock absorbers on both sides of the front axle is as follows:
Δ F5 = K _9 | Position _ X | + K _10 ((Fz _ Fl + Fz _ Fr) - (Fz _ Rl + Fz _ Rr)). Wherein, K _9 and K _10 are calibration values.
Specifically, the calculation formula of the damping force Δ F6 added by the shock absorbers on both sides of the rear axle is as follows:
Δ F6 = K _11 | Position _ X | + K _12 ((Fz _ Rl + Fz _ Rr) - (Fz _ Fl + Fz _ Rr)). Wherein, K _11 and K _12 are calibration values.
According to the embodiment, the longitudinal offset of the mass center of the vehicle is compared with the preset value, so that whether the damping force of the shock absorber at the wheel of the vehicle needs to be adjusted or not is judged. When the adjustment is needed, the shock absorber needing to be subjected to damping force adjustment is confirmed through the longitudinal mass center offset, and then the damping force needing to be adjusted is calculated through the bearing pressure of each wheel, the longitudinal mass center offset, a plurality of calibration quantities and the like. When the vehicle accelerates or decelerates suddenly, the center of mass of the cab of the vehicle is prevented from excessively deviating by adjusting the damping force of the front shaft and the rear shaft, and the driver in the cab is effectively protected.
The determination method of the centroid longitudinal shift amount in the above embodiment is set after the centroid lateral shift amount and the steering wheel angle, but the determination order is not limited, and the determination order may be automatically changed. If the mass center longitudinal offset is judged first, then the mass center transverse offset is judged, and finally the steering wheel turning angle is judged. The determination method of the centroid longitudinal offset may be first, second, or third.
In one embodiment, the vehicle stability control method further includes the steps of: when a vehicle body stability control system is in a closed state, acquiring the bearing pressure value and the mass center offset of each wheel of a vehicle in real time, wherein the mass center offset comprises a mass center transverse offset and a mass center longitudinal offset; and controlling the vehicle body stability control system according to the bearing pressure value of each wheel of the vehicle and the mass center offset.
In one embodiment, the step of controlling the vehicle body stability control system according to the vehicle wheel pressure values and the centroid displacement amount includes: when the absolute value of the difference value between the pressure of the left measured wheel and the pressure of the right wheel of the vehicle is smaller than a first preset pressure value and the absolute value of the transverse offset of the center of mass is larger than a third threshold value, activating the vehicle body stability control system; and when the absolute value of the difference value between the wheel pressure of the front axle and the wheel pressure of the rear axle of the vehicle is smaller than a second preset pressure value and the absolute value of the longitudinal mass center offset is larger than a fourth threshold value, activating the vehicle body stability control system.
Specifically, when a switch of the vehicle body stability control system is in a closed state, vehicle data can be collected in real time through a vehicle speed sensor, a centroid position sensor, a wheel pressure sensor and the like which are installed on the vehicle. And then judging whether the function of the vehicle stability control system needs to be activated or not according to the data collected by the sensors.
The manner of determining whether the function of the vehicle stability control system needs to be activated is as follows:
the judgment method is as follows: | (Fz _ Fl + Fz _ Rl) - (Fz _ Fr + Fz _ Rr) | < F _ K1 and | Position _ Y | > S _ K1.
Wherein, F _ K1 and S _ K1 are standard quantities, and the values are small. It will be appreciated that when the centre of mass of the vehicle is displaced to the left or right and the pressure difference between the left and right is still small, it is appropriate to initiate intervention, so activating the function of the vehicle stability control system.
And a second judgment mode: | (Fz _ Rl + Fz _ Rr) - (Fz _ Fl + Fz _ Fr) | < F _ K2 and vehicle center of mass longitudinal displacement | Position _ X | > S _ K2.
Wherein, F _ K2 and S _ K2 are standard quantities, and the values are small. It will be appreciated that when the centre of mass of the vehicle is displaced forwards or backwards and the differential pressure between the fore and aft shafts is still small, it is appropriate to initiate intervention, so activating the function of the vehicle stability control system.
And a third judgment mode: la > ak and vehicle speed Vx > Vk. Wherein, a is the steering wheel angle, Vx is the vehicle speed, and ak and Vk are the calibration quantities.
Specifically, the three determination methods may be performed sequentially (e.g., first, second, and third), or may be performed in other sequences. If the function of the vehicle stability control system is activated by the first executed judgment mode, the activation judgment of other modes is not carried out.
The above embodiment determines whether to activate the function of the vehicle stability control system according to the information of the bearing pressure of each wheel, the centroid position offset (including the transverse offset and the longitudinal offset), the steering wheel angle, the vehicle speed and the like.
According to the vehicle stability control method, the magnitude of the damping force of the adjustable shock absorber corresponding to the wheels is adjusted in real time through the mass center offset, the steering wheel corner and the bearing pressure of each wheel, so that the balance of a vehicle body is adjusted. On the premise that the dynamic property of the vehicle is not sacrificed by torque reduction, braking and the like, the steering stability of the vehicle is improved by changing the damping force of the left and right side shock absorbers of the vehicle. When the vehicle turns to fast or crosses a curved road, the steering comfort of the vehicle can be improved by adjusting the damping force of the shock absorbers on the left side and the right side of the vehicle, and the stable and comfortable steering driving of the vehicle is ensured. When the vehicle runs on a road surface inclined left and right to cause the risk of rolling, the rolling prevention effect of the vehicle can still be effectively realized. When the vehicle accelerates suddenly or decelerates suddenly, the mode of adjusting the damping force of the front shaft and the rear shaft avoids the mass center of the cab of the vehicle from excessively deviating, and the driver in the cab is effectively protected.
Referring to fig. 3, fig. 3 is a schematic structural diagram of a vehicle stability control system according to the present invention.
The present invention provides a vehicle stability control system, including: the device comprises a vehicle speed sensor 1, a position sensor 2 at the position of a mass center, a steering wheel corner sensor 3, a left front pressure sensor 4, a right front pressure sensor 5, a left rear pressure sensor 6, a right rear pressure sensor 7, a left front wheel adjustable shock absorber 8, a right front wheel adjustable shock absorber 9, a left rear wheel adjustable shock absorber 10, a right rear wheel adjustable shock absorber 11, a steering stability controller 12 and a steering stability control system switch 13.
The vehicle speed sensor 1 is used for acquiring the real-time speed of a vehicle; the mass center position sensor 2 is used for acquiring the mass center offset of the vehicle; a steering wheel angle sensor 3 for acquiring a steering wheel angle of the vehicle; the wheel pressure sensor is used for acquiring the pressure of each wheel of the vehicle bearing the frame; the adjustable shock absorber is used for changing the damping force of each wheel according to a control command sent by the steering stability controller; a steering stability controller 12 for adjusting damping forces of the respective shock absorbers in accordance with sensor information of the vehicle and an actual state; and a vehicle stability control switch 13 for controlling the vehicle stability control system to be turned on and off.
Specifically, when the steering stability control switch 13 is in the closed state, the steering stability controller 12 determines whether activation of the vehicle stability control system is required, based on information collected by the four wheel pressure sensors (4/5/6/7), the vehicle speed sensor 1, the centroid position sensor 2, the steering wheel angle sensor 3, and the like. When the vehicle stability control system is in an activated state, the damping force of the adjustable shock absorber (8/9/10/11) corresponding to the wheels is adjusted in real time through data acquired in real time by the wheel pressure sensor, the steering wheel angle sensor, the mass center position sensor and the like so as to adjust the balance of the vehicle body, and therefore the purpose of preventing the vehicle from generating instability danger is achieved.
The vehicle stability control system is an electronic control system, does not need to increase large equipment such as a large rolling frame and the like, and can be used on various vehicle types including but not limited to passenger vehicles, commercial vehicles, trucks and the like. On the premise that the dynamic property of the vehicle is not sacrificed by torque reduction, braking and the like, the steering stability of the vehicle is improved by changing the damping force of the left and right side shock absorbers of the vehicle. When the vehicle turns to fast or crosses a curved road, the steering comfort of the vehicle can be improved by adjusting the damping force of the shock absorbers on the left side and the right side of the vehicle, and the stable and comfortable steering driving of the vehicle is ensured. When the vehicle runs on a road surface inclined left and right to cause the risk of rolling, the rolling prevention effect of the vehicle can still be effectively realized. When the vehicle accelerates suddenly or decelerates suddenly, the mode of adjusting the damping force of the front shaft and the rear shaft avoids the mass center of the cab of the vehicle from excessively deviating, and the driver in the cab is effectively protected.
The present invention is not limited to the details of the above embodiments, which are exemplary, and the modules or processes in the drawings are not necessarily essential to the implementation of the embodiments of the present invention, and should not be construed as limiting the present invention.
Claims (8)
1. A vehicle stability control method characterized by comprising:
when the vehicle stability control system is in an activated state, acquiring the mass center transverse offset;
when the absolute value of the mass center transverse offset is larger than a first threshold value, adjusting the damping force of the shock absorbers on the left side and the right side of the vehicle according to the mass center transverse offset and the difference value of the current left-side wheel pressure and the current right-side wheel pressure;
when the absolute value of the mass center transverse offset is smaller than or equal to a first threshold value, acquiring a steering wheel angle;
and when the absolute value of the steering wheel corner is larger than a preset corner, adjusting the damping force of the shock absorbers on the left side and the right side of the vehicle according to the steering wheel corner, the vehicle speed, the current left-side wheel pressure and the current right-side wheel pressure difference.
2. The vehicle stability control method of claim 1, wherein the step of adjusting the damping force of the vehicle shock absorber based on the lateral center-of-mass offset amount and the difference between the current left-side wheel pressure and the current right-side wheel pressure when the absolute value of the lateral center-of-mass offset amount is greater than a first threshold value comprises:
when the mass center transverse offset is larger than a first threshold value, adjusting the damping force of a left shock absorber of the vehicle according to the mass center transverse offset and the difference value between the current left-side measured wheel pressure and the current right-side wheel pressure;
when the mass center lateral deviation amount is smaller than the opposite value of the first threshold value, the damping force of the vehicle right side shock absorber is adjusted according to the mass center lateral deviation amount, the current left-side measured wheel pressure and the current right-side wheel pressure difference value.
3. The vehicle stability control method of claim 1, wherein the step of adjusting the damping force of the vehicle shock absorber based on the steering wheel angle, the vehicle speed, and the difference between the current left-hand wheel pressure and the current right-hand wheel pressure when the absolute value of the steering wheel angle is greater than a preset angle comprises:
when the steering wheel corner is larger than a preset corner, adjusting the damping force of a vehicle right-side shock absorber according to the steering wheel corner, the vehicle speed and the difference value between the current left-side measured wheel pressure and the current right-side wheel pressure;
and when the steering wheel corner is smaller than the opposite value of the preset corner, adjusting the damping force of the left shock absorber of the vehicle according to the steering wheel corner, the vehicle speed, the current left-side measured wheel pressure and the current right-side wheel pressure difference value.
4. The vehicle stability control method of claim 1, wherein the step of adjusting the damping force of the vehicle shock absorber based on the steering wheel angle, the vehicle speed, and the difference between the current left-hand wheel pressure and the current right-hand wheel pressure when the absolute value of the steering wheel angle is greater than a preset angle further comprises:
acquiring the longitudinal offset of the mass center;
and when the absolute value of the longitudinal mass center offset is larger than a second threshold value, adjusting the damping force of the shock absorbers on two sides of the front/rear axle of the vehicle according to the longitudinal mass center offset, the current front axle wheel pressure and the current rear axle wheel pressure difference.
5. The vehicle stability control method according to claim 4, wherein the step of adjusting the damping forces of the shock absorbers on both sides of the front/rear axle of the vehicle in accordance with the centroid longitudinal shift amount and the current front axle wheel pressure and rear axle wheel pressure difference when the absolute value of the centroid longitudinal shift amount is larger than a second threshold value comprises:
when the longitudinal mass center offset is larger than the second threshold value, adjusting the damping force of shock absorbers on two sides of the front axle of the vehicle according to the longitudinal mass center offset, the current front axle wheel pressure and the current rear axle wheel pressure difference;
and when the mass center longitudinal offset is smaller than the opposite value of the second threshold value, adjusting the damping force of the shock absorbers on two sides of the rear axle of the vehicle according to the mass center longitudinal offset and the current front axle wheel pressure and rear axle wheel pressure difference.
6. The vehicle stability control method according to claim 1, characterized by further comprising:
when a vehicle body stability control system is in a closed state, acquiring the bearing pressure value and the mass center offset of each wheel of a vehicle in real time, wherein the mass center offset comprises a mass center transverse offset and a mass center longitudinal offset;
and controlling the vehicle body stability control system according to the bearing pressure value of each wheel of the vehicle and the mass center offset.
7. The vehicle stability control method according to claim 6, wherein the step of controlling the vehicle body stability control system based on the vehicle wheel bearing pressure values and the center of mass offset amount includes:
when the absolute value of the difference value between the pressure of the left measured wheel and the pressure of the right wheel of the vehicle is smaller than a first preset pressure value and the absolute value of the transverse offset of the center of mass is larger than a third threshold value, activating the vehicle body stability control system;
and when the absolute value of the difference value between the wheel pressure of the front axle and the wheel pressure of the rear axle of the vehicle is smaller than a second preset pressure value and the absolute value of the longitudinal mass center offset is larger than a fourth threshold value, activating the vehicle body stability control system.
8. A vehicle stability control system, comprising: the device comprises a vehicle speed sensor, a mass center position sensor, a steering wheel corner sensor, a wheel pressure sensor, an adjustable shock absorber, a steering stability controller and a vehicle stability control switch;
the vehicle speed sensor is used for acquiring the real-time speed of the vehicle;
the mass center position sensor is used for acquiring the mass center offset of the vehicle;
the steering wheel angle sensor is used for acquiring the steering wheel angle of the vehicle;
the wheel pressure sensor is used for acquiring the pressure of each wheel of the vehicle on the frame;
the steering stability controller is used for adjusting the damping force of each shock absorber according to the sensor information and the actual state of the vehicle;
the adjustable shock absorber is used for changing the damping force of each wheel according to a control command sent by the steering stability controller;
and the vehicle stability control switch is used for controlling the vehicle stability control system to be switched on and off.
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| CN113997929A (en) * | 2021-11-22 | 2022-02-01 | 东风悦享科技有限公司 | Steering control method, system and device for PRT vehicle |
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