CN112721910A - Active anti-roll stability control system and method for automobile - Google Patents

Active anti-roll stability control system and method for automobile Download PDF

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Publication number
CN112721910A
CN112721910A CN202110086324.1A CN202110086324A CN112721910A CN 112721910 A CN112721910 A CN 112721910A CN 202110086324 A CN202110086324 A CN 202110086324A CN 112721910 A CN112721910 A CN 112721910A
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roll
vehicle
module
steering wheel
road surface
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CN112721910B (en
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郭川
董志圣
李朝健
赵添一郎
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Zhejiang Kong Hui Automobile Technology Co ltd
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Zhejiang Kong Hui Automobile Technology Co ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B60W30/025—Control of vehicle driving stability related to comfort of drivers or passengers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/22—Conjoint control of vehicle sub-units of different type or different function including control of suspension systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

The invention provides an automobile active anti-roll stability control system capable of identifying road surface information and a method thereof.A vehicle data and a motion parameter are obtained from a vehicle-mounted sensor, the steering intention and the road surface vertical excitation of a driver are identified through operation, a stability, comfort and passability control algorithm is designed according to the obtained data, and a vehicle control algorithm is distributed according to the motion parameter, the driver intention and the road surface vertical excitation, so that the adjustment of the roll posture of the vehicle is realized, the rollover possibility of the vehicle is reduced, and the lateral stability, the driving comfort and the better passing ability of the vehicle are improved; the invention relates to a front and rear active anti-roll stable control system and a method thereof, which are suitable for common cars and sport multipurpose automobiles.

Description

Active anti-roll stability control system and method for automobile
Technical Field
The invention belongs to the technical field of automobile chassis control, and particularly relates to an automobile active anti-roll stability control system capable of identifying road surface information and a method thereof.
Background
With the improvement of the living standard of people, the requirements of people on the comfort and the safety of automobiles are higher and higher. The development of an electric control system of an automobile chassis is relatively mature, but the development of an active anti-roll stable control system is insufficient, and the development of an automobile with the active anti-roll control system plays an important role in improving the comfort and safety of the whole automobile.
In the chassis system of the automobile, a transverse anti-roll bar is a metal bar with certain rigidity and is transversely arranged on a front shaft and a rear shaft of the automobile, the middle part of a bar body is hinged with a frame through an anti-roll bar bushing, and two ends of the bar are respectively fixed on a left suspension and a right suspension. When the vehicle runs on off-road surfaces, the left and right suspensions of the automobile need larger vertical strokes, and the anti-roll rods limit the vertical strokes of the suspensions at the moment, so that the passing performance of the vehicle is influenced.
Compared with a traditional single transverse anti-roll rod piece, the active anti-roll system is mainly structurally characterized in that an active execution device is added on the rod piece, the torsional rigidity of a road surface actively changed rod can be identified through a controller algorithm, and better vehicle body posture adjustment is achieved. The development of an active anti-roll control system and a control method for the automobile has great significance for improving the comfort, the safety and the trafficability of the whole automobile.
Disclosure of Invention
In view of the above problems, it is an object of the present invention to provide an active anti-roll stability control system for an automobile and a method thereof, which are used to identify road surface information and improve the overall performance of the automobile, so as to overcome the above disadvantages of the prior art.
The invention provides an active anti-roll stability control method for an automobile, which specifically comprises the following steps:
step S1: acquiring automobile attitude data by using an on-board sensor, wherein the automobile attitude is a steering wheel corner attitude, a suspension vertical displacement attitude, a lateral acceleration attitude and a vehicle body roll angle attitude;
step S2: according to step S1Steering wheel corner attitude parameters, suspension vertical displacement attitude parameters, lateral acceleration attitude parameters and vehicle body roll angle attitude parameters acquired by sensors are acquired to obtain a steering wheel corner deltaswSuspension vertical displacement cmpD, lateral acceleration Ay and vehicle body roll angle
Figure BDA0002910915810000011
Step S3: for the steering wheel angle δ in step S2swDerivation is carried out to obtain the change rate of the steering wheel angle
Figure BDA0002910915810000012
The method comprises the steps of multiplying the steering wheel angle and the change rate thereof, leading in the vehicle speed according to the product calculation result, and entering a driver steering intention identification module to identify the current road surface, wherein the change rate of the steering wheel angle
Figure BDA0002910915810000021
The calculation formula of (a) is as follows:
Figure BDA0002910915810000022
Figure BDA0002910915810000023
thro＝f(Vx)
wherein T is the product of the steering wheel angle and the rate of change of the steering wheel angle, thro is the driver intention determination coefficient, VxThe longitudinal running speed of the vehicle;
step S4: according to the suspension vertical displacement CmpD and the vehicle body side inclination angle obtained in the step S2
Figure BDA0002910915810000024
Judging whether the road surface has only vertical road surface excitation (road surface input), wherein the vertical road surface excitation judging method comprises the following steps: calculating the roll angle of the vehicle body caused by the change of the stroke of the suspension according to the change of the stroke of the suspension
Figure BDA0002910915810000025
According to the vehicle body roll angle acquired in the step S2
Figure BDA0002910915810000026
Comparing two roll angle values, and determining that vertical road surface excitation exists when the difference value of the two roll angle values is within a certain range, wherein the specific formula is as follows:
Figure BDA0002910915810000027
Figure BDA0002910915810000028
wherein the content of the first and second substances,
Figure BDA0002910915810000029
for the calculated roll angle of the vehicle body, CmpD _ L1 is the vertical displacement of the left front suspension, CmpD _ R1 is the displacement of the right front suspension, B1 is the front wheel track,
Figure BDA00029109158100000210
determining a coefficient for vertical pavement excitation;
step S5: according to the steering wheel angle δ acquired in step S2swAnd (3) introducing a driver steering intention identification module in the step S3, and combining the vertical road excitation in the step S4 to identify and judge the driving condition of the vehicle and assign different control strategy weights, wherein the control strategy weights are used for assigning and executing an algorithm: stability, comfort, rigid rod and trafficability;
step S6: a stability control strategy module, a comfort control strategy module and a passing control strategy module are formulated according to the automobile posture data collected in the step S1, auxiliary rolling moment values distributed by front and rear shafts are distributed by combining the control strategy weight in the step S5, the auxiliary rolling moment values are converted into the torsion moment of an active anti-rolling control system and are input to an anti-rolling stabilization system actuator, wherein the stability control strategy module is used for outputting the auxiliary rolling moment, and the comfort control strategy module is used for outputting the anti-rolling moment; the passing control strategy module is for outputting a reverse anti-roll moment.
Preferably, the driver steering intention recognition module is used for recognizing that the vehicle is in a state of entering a curve, that the vehicle is in a state of exiting the curve or that the vehicle keeps a stable driving state; when the steering wheel angle and the change rate of the steering wheel angle increase or decrease in the same direction, namely the product of the steering wheel angle and the change rate is a positive value, at the moment, the driver has the intention of increasing the steering trend, namely the vehicle is in a state of driving into a curve; when the steering wheel angle and the change rate of the steering wheel angle are reversely changed, namely the product of the steering wheel angle and the change rate is a negative value, at the moment, the driver has the intention of reducing the steering trend, namely the vehicle is in a curve driving stage state; when the steering wheel or the change rate thereof is around 0, the driver does not turn the steering wheel or rotates the steering wheel at a constant speed, that is, the vehicle keeps a stable driving state.
Preferably, the step of determining the control strategy weight includes:
step S51; when the driver intends to input steady-state driving, the steering wheel angle is 0 and the road surface input does not exist, the vehicle is judged to be in a normal straight-line driving working condition at the moment, the stability weight is 0, and the comfort weight is 0;
step S52; when the driver intends to input unstable running and the road surface input exists, the vehicle judges that the vehicle exists in a concave-convex road surface straight running working condition, the stability weight is 0, and the comfort weight is 1;
step S53; when the driver intends to input unstable running, the lateral acceleration is within 0.3g and no road surface input exists, the vehicle is judged to be in a stable circumferential running working condition, the stability weight is 1, and the comfort weight is 0;
step S54; when the driver intends to input unsteady driving, the lateral acceleration is within 0.3g and the road surface input exists, the vehicle is judged to be the steady-state circumferential driving working condition of the concave-convex road surface at the moment, the stability weight is 0.58, and the comfort weight is 0.42.
Preferably, the stability control strategy module is based on a control strategy of an ideal vehicle body roll angle, and specifically comprises the following steps: and (4) estimating an ideal vehicle body roll angle according to the lateral acceleration obtained in the step (S2) to perform fuzzy PI processing, performing fuzzy PD algorithm processing on the vehicle body roll angle obtained in the step (S2), and subtracting the two results to obtain the auxiliary roll moment.
Preferably, the comfort control strategy module is a roll canopy damping control strategy based on the roll angular velocity, and specifically comprises the following steps: and (4) obtaining the roll angle velocity by derivation according to the roll angle obtained in the step (S2), distributing roll damping coefficients according to vehicle parameters, and taking the product of the roll angle velocity and the roll damping coefficients as the anti-roll moment.
Preferably, the passing control strategy module is based on a control strategy of a suspension stroke, and specifically comprises the following steps: when the vehicle runs, the suspension stroke is used for judging that the vertical force of the wheel is smaller than the limit value, and the reverse anti-roll moment is actively exerted.
Another object of the present invention is to provide an active anti-roll stability control system for a vehicle, specifically comprising: the system comprises a signal input module, a signal conditioning module, a driver steering intention identification module, a road surface unevenness judgment module, a working condition judgment module, an execution algorithm module and an active transverse anti-roll control system module;
the signal input module is used for being connected with the vehicle-mounted sensor and acquiring the steering wheel corner deltaswSuspension vertical displacement cmpD, lateral acceleration Ay and vehicle body roll angle
Figure BDA0002910915810000031
The signal conditioning module is used for transmitting corresponding data information acquired by the signal input module to the driver steering intention identification module, the road surface unevenness judgment module and the algorithm execution module;
the driver steering intention recognition module is used for recognizing the current road surface, and the recognition mode is as follows: to steering wheel corner deltaswDerivation is carried out to obtain the change rate of the steering wheel angle
Figure BDA0002910915810000041
Turn the steering wheel by angle deltaswAnd rate of change thereof
Figure BDA0002910915810000042
According to the product calculation result, the vehicle speed is introduced, and then the current road surface is identified by comparing with the working condition judgment module;
the road surface unevenness judging module is used for identifying the current road surface unevenness, and the identification mode is as follows: calculating the roll angle of the vehicle body caused by the change of the stroke of the suspension according to the change of the stroke of the suspension
Figure BDA0002910915810000043
According to the obtained vehicle body side inclination angle
Figure BDA0002910915810000044
Comparing the two roll angle values, and determining that vertical road surface excitation exists when the difference value of the two roll angle values is greater than a certain limit value;
the working condition judging module is used for assisting the driver to turn to intention recognition module and the road surface unevenness judging module to judge corresponding road conditions, and the specific working conditions comprise: straight ordinary road surface, straight bumpy road surface, curved ordinary road surface, curved bumpy road surface;
the execution algorithm module is used for identifying and judging the driving working condition, stability, comfort and passing of the control strategy weight, and the identification mode is as follows: for the steering wheel angle delta obtainedswThe lateral acceleration Ay is introduced into a driver steering intention recognition module for road surface recognition, and the driving condition of the vehicle is judged by combining vertical road surface excitation and different control strategy weights are distributed;
the active transverse anti-roll control system module is used for making a stability control strategy module, a comfort control strategy module and a trafficability control strategy module for the acquired automobile attitude data, acquiring auxiliary roll moment values distributed by front and rear shafts in combination with control strategy weights, and approximately converting the auxiliary roll moment values into the torsional moment of the active anti-roll control system to be input to an anti-roll system actuator (the auxiliary roll moment values are converted into the torsional moment of the active anti-roll control system to be input to the anti-roll control system actuator).
Preferably, the driver steering intention recognition module is used for specifically recognizing that the vehicle is in a state of entering a curve, the vehicle is in a state of exiting the curve or the vehicle keeps a stable driving state; when the steering wheel angle and the change rate of the steering wheel angle increase or decrease in the same direction, namely the product of the steering wheel angle and the change rate is a positive value, at the moment, the driver has the intention of increasing the steering trend, namely the vehicle is in a state of driving into a curve; when the steering wheel angle and the change rate of the steering wheel angle are reversely changed, namely the product of the steering wheel angle and the change rate is a negative value, at the moment, the driver has the intention of reducing the steering trend, namely the vehicle is in a curve driving stage state; when the steering wheel or the change rate thereof is around 0, the driver does not turn the steering wheel or rotates the steering wheel at a constant speed, that is, the vehicle keeps a stable driving state.
Preferably, the step of determining the control strategy weight includes:
step S51; when the driver intends to input steady-state driving, the steering wheel angle is 0 and the road surface input does not exist, the vehicle is judged to be in a normal straight-line driving working condition at the moment, the stability weight is 0, and the comfort weight is 0;
step S52; when the driver intends to input unstable running and the road surface input exists, the vehicle judges that the vehicle exists in a concave-convex road surface straight running working condition, the stability weight is 0, and the comfort weight is 1;
step S53; when the driver intends to input unstable running, the lateral acceleration is within 0.3g and no road surface input exists, the vehicle is judged to be in a stable circumferential running working condition, the stability weight is 1, and the comfort weight is 0;
step S54; when the driver intends to input unsteady driving, the lateral acceleration is within 0.3g and the road surface input exists, the vehicle is judged to be the steady-state circumferential driving working condition of the concave-convex road surface at the moment, the stability weight is 0.58, and the comfort weight is 0.42.
Preferably, the stability control strategy module is configured to output an auxiliary roll moment, and the comfort control strategy module is configured to output an anti-roll moment; the passing control strategy module is used for outputting reverse anti-roll moment;
the stability control strategy module is based on a control strategy of an ideal vehicle body roll angle, and specifically comprises the following steps: estimating an ideal vehicle body roll angle according to the acquired lateral acceleration to perform fuzzy PI processing, performing fuzzy PD algorithm processing on the acquired vehicle body roll angle, and subtracting the two results to obtain an auxiliary roll moment;
the comfort control strategy module is based on a roll ceiling damping control strategy of the roll angular velocity, and specifically comprises the following steps: obtaining the roll angle speed of the vehicle by derivation according to the obtained roll angle, distributing roll damping coefficients according to vehicle parameters, and taking the product of the roll angle speed and the roll damping coefficients as anti-roll moment;
the rigid rod control strategy module is used for limiting the actuator to stop acting when the input value of the actuator of the active transverse anti-roll control system is 0, and the actuator is a common rigid rod mechanism; the passing control strategy module is based on a control strategy of a suspension stroke, and specifically comprises the following steps: when the vehicle runs, the suspension stroke is used for judging that the vertical force of the wheel is smaller than the limit value, and the reverse anti-roll moment is actively exerted.
The invention has the advantages and positive effects that:
1. the active anti-roll stability control system and the method for the automobile can realize the identification of the intention of a driver of the automobile to turn into a curve and turn out of the curve and the input judgment of the vertical excitation of the road surface, and provide a basis for identifying the distribution of the control weight of the running condition of the whole automobile.
2. The stability control strategy adopted by the invention is a fuzzy PI-PD control strategy based on ideal vehicle body roll angle control. And the comfort control strategy is a roll canopy damping control strategy based on the roll angular velocity. The control strategy is a control strategy of anti-roll moment based on the suspension stroke. The method is realized by providing basic control basis for the control of the active anti-roll control system.
3. The active anti-roll stability control system and the method of the automobile are suitable for common passenger cars and Sport Utility Vehicles (SUVs).
4. The driver steering intention recognition module of the invention derives and integrates steering wheel corner signals acquired by the sensor, when the result is a positive value and is greater than a certain limit value, the steering wheel corner signals are determined to be in a bending state, when the result is in a certain interval, the steering wheel corner signals are determined to be in a steady-state driving state, when the result is a negative value and is less than the certain limit value, the steering wheel corner signals are determined to be in a bending state, and in order to remove the error recognition of steering wheel corner micro-rotation or road surface input, the driver intention filtering processing is introduced to obtain higher accuracy.
5. The invention reads the automobile attitude data and the motion parameters acquired by the vehicle-mounted sensor through the CAN bus, and has the advantages of accurate acquisition and high efficiency.
Drawings
Other objects and results of the present invention will become more apparent and more readily appreciated as the same becomes better understood by reference to the following description taken in conjunction with the accompanying drawings. In the drawings:
fig. 1 is a schematic diagram of an active anti-roll stabilizing electric control system according to an embodiment of the invention.
Fig. 2 is a flow chart of active anti-roll stability control system decision making according to an embodiment of the present invention.
Wherein the reference numerals include: the system comprises a signal input module 1, a signal conditioning module 2, a driver steering intention identification module 3, a road surface unevenness judgment module 4, a working condition judgment module 5, an execution algorithm module 6 and an active anti-roll stabilizing system actuator 7.
Detailed Description
In the following description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of one or more embodiments. It may be evident, however, that such embodiment(s) may be practiced without these specific details. In other instances, well-known structures and devices are shown in block diagram form in order to facilitate describing one or more embodiments.
Example 1
Referring to fig. 1-2, the method for controlling the active anti-roll stability of the automobile provided by the invention specifically includes the following steps:
step S1: acquiring automobile attitude data by using an on-board sensor, wherein the automobile attitude is a steering wheel corner attitude, a suspension vertical displacement attitude, a lateral acceleration attitude and a vehicle body roll angle attitude;
step S2: acquiring a steering wheel corner delta according to the steering wheel corner attitude parameter, the suspension vertical displacement attitude parameter, the lateral acceleration attitude parameter and the vehicle body roll angle attitude parameter acquired by the vehicle-mounted sensor in the step S1swSuspension vertical displacement cmpD, lateral acceleration Ay and vehicle body roll angle
Figure BDA0002910915810000061
Step S3: for the steering wheel angle δ in step S2swDerivation is carried out to obtain the change rate of the steering wheel angle
Figure BDA0002910915810000062
The method comprises the steps of multiplying the steering wheel angle and the change rate thereof, leading in the vehicle speed according to the product calculation result, and entering a driver steering intention identification module to identify the current road surface, wherein the change rate of the steering wheel angle
Figure BDA0002910915810000063
The calculation formula of (a) is as follows:
Figure BDA0002910915810000064
Figure BDA0002910915810000065
thro＝f(Vx)
wherein T is the product of the steering wheel angle and the rate of change of the steering wheel angle, thro is the driver intention determination coefficient, VxThe longitudinal running speed of the vehicle;
step S4: according to the suspension vertical displacement CmpD and the vehicle body side inclination angle obtained in the step S2
Figure BDA0002910915810000066
Judging whether the road surface has only vertical road surface excitation (road surface input), wherein the vertical road surface excitation judging method comprises the following steps: calculating the roll angle of the vehicle body caused by the change of the stroke of the suspension according to the change of the stroke of the suspension
Figure BDA0002910915810000067
According to the vehicle body roll angle acquired in the step S2
Figure BDA0002910915810000068
Comparing two roll angle values, and determining that vertical road surface excitation exists when the difference value of the two roll angle values is within a certain range, wherein the specific formula is as follows:
Figure BDA0002910915810000071
Figure BDA0002910915810000072
wherein the content of the first and second substances,
Figure BDA0002910915810000073
for the calculated roll angle of the vehicle body, CmpD _ L1 is the vertical displacement of the left front suspension, CmpD _ R1 is the displacement of the right front suspension, B1 is the front wheel track,
Figure BDA0002910915810000074
determining a coefficient for vertical pavement excitation;
step S5: according to the steering wheel angle δ acquired in step S2swThe lateral acceleration Ay is introduced into a driver steering intention identification module in the step S3, and different control strategy weights are assigned for identifying and judging the driving condition of the vehicle by combining the vertical road excitation in the step S4, wherein the control strategy weights are used for assigning an execution algorithm, stability, comfort, a rigid rod and trafficability characteristic, and judging the driving condition;
step S6: and (4) making a stability control strategy module, a comfort control strategy module and a passing control strategy module according to the automobile posture data collected in the step S1, distributing auxiliary rolling moment values distributed by the front axle and the rear axle by combining the control strategy weight in the step S5, converting the auxiliary rolling moment into the torsional moment of the active anti-rolling control system, and inputting the torsional moment into the anti-rolling control system to realize the control of the anti-rolling stability system. Wherein the stability control strategy module is configured to output an auxiliary roll moment and the comfort control strategy module is configured to output an anti-roll moment; the passing control strategy module is for outputting a reverse anti-roll moment.
The driver steering intention recognition module in the embodiment is used for recognizing that the vehicle is in a state of entering a curve, a state of exiting the curve or a state that the vehicle keeps a stable driving state; when the steering wheel angle and the change rate of the steering wheel angle increase or decrease in the same direction, namely the product of the steering wheel angle and the change rate is a positive value, at the moment, the driver has the intention of increasing the steering trend, namely the vehicle is in a state of driving into a curve; when the steering wheel angle and the change rate of the steering wheel angle are reversely changed, namely the product of the steering wheel angle and the change rate is a negative value, at the moment, the driver has the intention of reducing the steering trend, namely the vehicle is in a curve driving stage state; when the steering wheel or the change rate thereof is around 0, the driver does not turn the steering wheel or rotates the steering wheel at a constant speed, that is, the vehicle keeps a stable driving state.
The step of determining the weight of the control strategy in this embodiment includes:
step S51; when the driver intends to input steady-state driving, the steering wheel angle is 0 and the road surface input does not exist, the vehicle is judged to be in a normal straight-line driving working condition at the moment, the stability weight is 0, and the comfort weight is 0;
step S52; when the driver intends to input unstable running and the road surface input exists, the vehicle judges that the vehicle exists in a concave-convex road surface straight running working condition, the stability weight is 0, and the comfort weight is 1;
step S53; when the driver intends to input unstable running, the lateral acceleration is within 0.3g and no road surface input exists, the vehicle is judged to be in a stable circumferential running working condition, the stability weight is 1, and the comfort weight is 0;
step S54; when the driver intends to input unsteady driving, the lateral acceleration is within 0.3g and the road surface input exists, the vehicle is judged to be the steady-state circumferential driving working condition of the concave-convex road surface at the moment, the stability weight is 0.58, and the comfort weight is 0.42.
The stability control strategy module in the embodiment is based on a control strategy of an ideal vehicle body roll angle, and specifically comprises the following steps: and (4) estimating an ideal vehicle body roll angle according to the lateral acceleration obtained in the step (S2) to perform fuzzy PI processing, performing fuzzy PD algorithm processing on the vehicle body roll angle obtained in the step (S2), and subtracting the two results to obtain the auxiliary roll moment.
The comfort control strategy module in the embodiment of the invention is a roll canopy damping control strategy based on the roll angular velocity, and specifically comprises the following steps: the roll angle velocity is obtained by derivation according to the roll angle obtained in step S2, the roll damping coefficient is distributed according to the vehicle parameters, and the product of the roll angle velocity and the roll damping coefficient is the anti-roll moment.
The control strategy based on the suspension stroke of the passability control strategy module in the embodiment specifically comprises the following steps: when the vehicle runs, when the suspension stroke judges that the vertical force of the wheel is less than the limit value, the reverse anti-roll moment is actively exerted, the vertical displacement of the suspension is increased, the friction force between the tire and the ground is increased, and the passing performance is improved. Example 2
Another object of the present invention is to provide an active anti-roll stability control system for a vehicle, specifically comprising: the system comprises a signal input module 1, a signal conditioning module 2, a driver steering intention identification module 3, a road surface unevenness judgment module 4, a working condition judgment module 5, an execution algorithm module 6, an active transverse anti-roll control system distribution module 7 and an active transverse anti-roll control system actuator;
the signal input module 1 is used for being connected with a vehicle-mounted sensor and acquiring the steering wheel corner deltaswSuspension vertical displacement cmpD, lateral acceleration Ay and vehicle body roll angle
Figure BDA0002910915810000081
The signal conditioning module 2 is used for transmitting corresponding data information acquired by the signal input module 1 to the driver steering intention identification module 3, the road surface unevenness judgment module 4 and the algorithm execution module 6;
the driver steering intention recognition module 3 is used for recognizing the current road surface, and the recognition mode is as follows: to steering wheel corner deltaswDerivation is performed to obtain the rate of change of steering wheel angle
Figure BDA0002910915810000082
The product of the steering wheel angle and the change rate thereof is calculated according to the product, and the vehicle speed is introduced and then the current road surface is compared and identified with the working condition judgment module 5, so that the identification precision of the driver intention is improved;
the road surface unevenness judging module 4 is used for identifying the current road surface unevenness, and the identification mode is as follows: calculating the roll angle of the vehicle body caused by the change of the stroke of the suspension according to the change of the stroke of the suspension
Figure BDA0002910915810000083
According to the obtained vehicle body side inclination angle
Figure BDA0002910915810000084
Comparing the two roll angle values, and determining that vertical road surface excitation exists when the difference value between the two roll angle values is large (exceeds a certain limit);
the working condition judgment module 5 combines the driver steering intention identification module 3, the road surface unevenness judgment module 4 and the vehicle parameters to judge corresponding road conditions, and the specific working conditions comprise: straight ordinary road surfaces, bumpy curved road surfaces, curved ordinary road surfaces and straight bumpy road surfaces;
the execution algorithm module 6 is used for identifying and judging the driving condition, stability, comfort and passing ability of the control strategy weight, and specifically comprises: the device comprises a stability control module, a comfort control module, a rigid rod module and a trafficability control module. And each module calculates a corresponding parameter output value according to the automobile attitude data and the control strategy thereof.
The active transverse anti-roll control system distribution module 7 is used for multiplying the auxiliary roll moment, the anti-roll moment and the reverse anti-roll moment in the execution algorithm by the corresponding distribution coefficients, and then converting the products into the moment values required by the actuators of the active transverse anti-roll control system.
The driver steering intention recognition module 3 in this embodiment is used for specifically recognizing that the vehicle is in a state of entering a curve, that the vehicle is in a state of exiting the curve, or that the vehicle is kept in a stable driving state; when the steering wheel angle and the change rate of the steering wheel angle increase or decrease in the same direction, namely the product of the steering wheel angle and the change rate is a positive value, at the moment, the driver has the intention of increasing the steering trend, namely the vehicle is in a state of driving into a curve; when the steering wheel angle and the change rate of the steering wheel angle are reversely changed, namely the product of the steering wheel angle and the change rate is a negative value, at the moment, the driver has the intention of reducing the steering trend, namely the vehicle is in a curve driving stage state; when the steering wheel or the change rate thereof is around 0, the driver does not turn the steering wheel or rotates the steering wheel at a constant speed, that is, the vehicle keeps a stable driving state.
The step of determining the weight of the control strategy in this embodiment includes:
step S51; when the driver intends to input steady-state driving, the steering wheel angle is 0 and the road surface input does not exist, the vehicle is judged to be in a normal straight-line driving working condition at the moment, the stability weight is 0, and the comfort weight is 0;
step S52; when the driver intends to input unstable running and the road surface input exists, the vehicle judges that the vehicle exists in a concave-convex road surface straight running working condition, the stability weight is 0, and the comfort weight is 1;
step S53; when the driver intends to input unstable running, the lateral acceleration is within 0.3g and no road surface input exists, the vehicle is judged to be in a stable circumferential running working condition, the stability weight is 1, and the comfort weight is 0;
step S54; when the driver intends to input unsteady driving, the lateral acceleration is within 0.3g and the road surface input exists, the vehicle is judged to be the steady-state circumferential driving working condition of the concave-convex road surface at the moment, the stability weight is 0.5, and the comfort weight is 0.5.
The stability control strategy module in the embodiment is used for acquiring an auxiliary roll moment, and the comfort control strategy module is used for acquiring an anti-roll moment; the passing control strategy module is used for acquiring a reverse anti-roll moment, and the rigid rod control strategy module is used for setting an input value of an actuator of the active transverse anti-roll control system to be 0;
the stability control strategy module is based on a control strategy of an ideal vehicle body roll angle, and specifically comprises the following steps: estimating an ideal vehicle body roll angle according to the acquired lateral acceleration to perform fuzzy PI processing, performing fuzzy PD algorithm processing on the acquired vehicle body roll angle, and subtracting the two results to obtain an auxiliary roll moment;
the comfort control strategy module is based on a roll ceiling damping control strategy of the roll angular velocity, and specifically comprises the following steps: obtaining the roll angle speed of the vehicle by derivation according to the obtained roll angle, distributing roll damping coefficients according to vehicle parameters, and taking the product of the roll angle speed and the roll damping coefficients as anti-roll moment;
the rigid rod control strategy module is characterized in that the input value of an actuator of the active transverse anti-roll control system is 0, and the actuator is a common rigid rod mechanism;
the passing control strategy module is based on a control strategy of a suspension stroke, and specifically comprises the following steps: when the vehicle runs, the suspension stroke is used for judging that the vertical force of the wheel is smaller than the limit value, and the reverse anti-roll moment is actively exerted. The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims (10)

1. An active anti-roll stability control method for an automobile is characterized by comprising the following steps:
step S1: acquiring automobile attitude data by using an on-board sensor, wherein the automobile attitude is a steering wheel corner attitude, a suspension vertical displacement attitude, a lateral acceleration attitude and a vehicle body roll angle attitude;
step S2: acquiring a steering wheel corner delta according to the steering wheel corner attitude parameter, the suspension vertical displacement attitude parameter, the lateral acceleration attitude parameter and the vehicle body roll angle attitude parameter acquired by the vehicle-mounted sensor in the step S1swSuspension vertical displacement cmpD, lateral acceleration Ay and vehicle body roll angle
Figure FDA00029109158000000112
Step S3: for the steering wheel angle δ in step S2swDerivation is carried out to obtain the change rate of the steering wheel angle
Figure FDA00029109158000000111
The method comprises the steps of multiplying the steering wheel angle and the change rate thereof, leading in the vehicle speed according to the product calculation result, and entering a driver steering intention identification module to identify the current road surface, wherein the change rate of the steering wheel angle
Figure FDA0002910915800000019
The calculation formula of (a) is as follows:
Figure FDA00029109158000000110
Figure FDA0002910915800000011
thro＝f(Vx)
wherein T is the product of the steering wheel angle and the rate of change of the steering wheel angle, thro is the driver intention determination coefficient, VxThe longitudinal running speed of the vehicle;
step S4: according to the suspension vertical displacement CmpD and the vehicle body side inclination angle obtained in the step S2
Figure FDA0002910915800000012
Judging whether the road surface has only vertical road surface excitation or not, wherein the vertical road surface excitation is adoptedThe method for judging the excitation to the road surface comprises the following steps: calculating the roll angle of the vehicle body caused by the change of the stroke of the suspension according to the change of the stroke of the suspension
Figure FDA0002910915800000013
According to the vehicle body roll angle acquired in the step S2
Figure FDA0002910915800000014
Comparing two roll angle values, and determining that vertical road surface excitation exists when the difference value of the two roll angle values is within a certain range, wherein the specific formula is as follows:
Figure FDA0002910915800000015
Figure FDA0002910915800000016
wherein the content of the first and second substances,
Figure FDA0002910915800000017
for the calculated roll angle of the vehicle body, CmpD _ L1 is the vertical displacement of the left front suspension, CmpD _ R1 is the displacement of the right front suspension, B1 is the front wheel track,
Figure FDA0002910915800000018
determining a coefficient for vertical pavement excitation;
step S5: according to the steering wheel angle δ acquired in step S2swThe lateral acceleration Ay is introduced into a driver steering intention identification module in the step S3, and different control strategy weights are assigned for judging the driving condition of the vehicle by combining the vertical road surface excitation in the step S4, wherein the control strategy weights are used for assigning an execution algorithm, stability, comfort, a rigid rod and trafficability characteristic;
step S6: a stability control strategy module, a comfort control strategy module and a passing control strategy module are formulated according to the automobile posture data collected in the step S1, auxiliary rolling moment values distributed by front and rear shafts are distributed by combining the control strategy weight in the step S5, and the auxiliary rolling moment is converted into the torsion moment of an active anti-rolling control system and is input to the anti-rolling control system, wherein the stability control strategy module is used for outputting the auxiliary rolling moment, and the comfort control strategy module is used for outputting the anti-rolling moment; the passing control strategy module is for outputting a reverse anti-roll moment.
2. The active anti-roll stability control method for an automobile according to claim 1, wherein the driver steering intention recognition module is configured to recognize that the vehicle is in a state of entering a curve, that the vehicle is in a state of exiting a curve, or that the vehicle is in a stable driving state; when the steering wheel angle and the change rate of the steering wheel angle increase or decrease in the same direction, namely the product of the steering wheel angle and the change rate is a positive value, at the moment, the driver has the intention of increasing the steering trend, namely the vehicle is in a state of driving into a curve; when the steering wheel angle and the change rate of the steering wheel angle are reversely changed, namely the product of the steering wheel angle and the change rate is a negative value, at the moment, the driver has the intention of reducing the steering trend, namely the vehicle is in a curve driving stage state; when the steering wheel or the change rate thereof is around 0, the driver does not turn the steering wheel or rotates the steering wheel at a constant speed, that is, the vehicle keeps a stable driving state.
3. The active anti-roll stability control method for an automobile of claim 1, wherein the determining of the control strategy weight comprises:
step S51; when the driver intends to input steady-state driving, the steering wheel angle is 0 and the road surface input does not exist, the vehicle is judged to be in a normal straight-line driving working condition at the moment, the stability weight is 0, and the comfort weight is 0;
step S52; when the driver intends to input unstable running and the road surface input exists, the vehicle judges that the vehicle exists in a concave-convex road surface straight running working condition, the stability weight is 0, and the comfort weight is 1;
step S53; when the driver intends to input unstable running, the lateral acceleration is within 0.3g and no road surface input exists, the vehicle is judged to be in a stable circumferential running working condition, the stability weight is 1, and the comfort weight is 0;
step S54; when the driver intends to input unsteady driving, the lateral acceleration is within 0.3g and the road surface input exists, the vehicle is judged to be the steady-state circumferential driving working condition of the concave-convex road surface at the moment, the stability weight is 0.58, and the comfort weight is 0.42.
4. The active anti-roll stability control method of an automobile according to claim 1, wherein the stability control strategy module is based on a control strategy of an ideal vehicle body roll angle, and specifically comprises the following steps: and (4) estimating an ideal vehicle body roll angle according to the lateral acceleration obtained in the step (S2) to perform fuzzy PI processing, performing fuzzy PD algorithm processing on the vehicle body roll angle obtained in the step (S2), and subtracting the two results to obtain the auxiliary roll moment.
5. The active anti-roll stability control method of an automobile according to claim 1, wherein the comfort control strategy module is based on a roll canopy damping control strategy of roll angular velocity, and specifically comprises the following steps: the roll angle velocity is obtained by derivation according to the roll angle obtained in step S2, the roll damping coefficient is distributed according to the vehicle parameters, and the product of the roll angle velocity and the roll damping coefficient is the anti-roll moment.
6. The active anti-roll stability control method for the automobile according to claim 1, wherein the passing control strategy module is based on a control strategy of a suspension stroke, and specifically comprises the following steps: when the vehicle runs, when the suspension stroke judges that the vertical force of the wheel is less than the limit value, the reverse anti-roll moment is actively exerted, the vertical displacement of the suspension is increased, the friction force between the tire and the ground is increased, and the passing performance is improved.
7. An active anti-roll stability control system for an automobile, comprising: the system comprises a signal input module, a signal conditioning module, a driver steering intention identification module, a road surface unevenness judgment module, a working condition judgment module, an execution algorithm module, an active transverse anti-roll control system distribution module and an active transverse anti-roll control system actuator;
the signal input module is used for being connected with the vehicle-mounted sensor and acquiring the steering wheel corner deltaswSuspension vertical displacement cmpD, lateral acceleration Ay and vehicle body roll angle
Figure FDA0002910915800000031
The signal conditioning module is used for transmitting corresponding data information acquired by the signal input module to the driver steering intention identification module, the road surface unevenness judgment module and the algorithm execution module;
the driver steering intention recognition module is used for recognizing the current road surface, and the recognition mode is as follows: to steering wheel corner deltaswDerivation is performed to obtain the rate of change of steering wheel angle
Figure FDA0002910915800000034
Turn the steering wheel by angle deltaswAnd rate of change thereof
Figure FDA0002910915800000035
Multiplying, and introducing the vehicle speed to improve the intention identification precision of the driver; (ii) a
The road surface unevenness judging module is used for identifying the current road surface unevenness, and the identification mode is as follows: calculating the roll angle of the vehicle body caused by the change of the stroke of the suspension according to the change of the stroke of the suspension
Figure FDA0002910915800000032
According to the obtained vehicle body side inclination angle
Figure FDA0002910915800000033
Comparing the two roll angle values, and determining that vertical road surface excitation exists when the difference value between the two roll angle values is large (exceeds a certain limit);
the working condition judgment module judges corresponding road conditions by combining the driver steering intention identification module, the road surface unevenness judgment module and vehicle parameters, and the specific working conditions comprise: straight ordinary road surfaces, bumpy curved road surfaces, curved ordinary road surfaces and straight bumpy road surfaces;
the execution algorithm module comprises a stability control module, a comfort control module, a rigid rod module and a trafficability control module; each module calculates a corresponding parameter output value according to the automobile attitude data and the control strategy thereof;
the active transverse anti-roll control system distribution module is used for multiplying the auxiliary roll moment, the anti-roll moment and the reverse anti-roll moment in the execution algorithm by corresponding distribution coefficients and converting the products into moment values required by the active transverse anti-roll control system actuator.
8. The active anti-roll stability control system for vehicle of claim 7, wherein the driver's steering intention identifying module is configured to specifically identify that the vehicle is in a state of entering a curve, that the vehicle is in a state of exiting a curve, or that the vehicle is in a state of keeping a steady driving state; when the steering wheel angle and the change rate of the steering wheel angle increase or decrease in the same direction, namely the product of the steering wheel angle and the change rate is a positive value, at the moment, the driver has the intention of increasing the steering trend, namely the vehicle is in a state of driving into a curve; when the steering wheel angle and the change rate of the steering wheel angle are reversely changed, namely the product of the steering wheel angle and the change rate is a negative value, at the moment, the driver has the intention of reducing the steering trend, namely the vehicle is in a curve driving stage state; when the steering wheel or the change rate thereof is around 0, the driver does not turn the steering wheel or rotates the steering wheel at a constant speed, that is, the vehicle keeps a stable driving state.
9. The active anti-roll stability control system for an automobile of claim 7, wherein the determining of the control strategy weight comprises:
step S51; when the driver intends to input steady-state driving, the steering wheel angle is 0 and the road surface input does not exist, the vehicle is judged to be in a normal straight-line driving working condition at the moment, the stability weight is 0, and the comfort weight is 0;
step S52; when the driver intends to input unstable running and the road surface input exists, the vehicle judges that the vehicle exists in a concave-convex road surface straight running working condition, the stability weight is 0, and the comfort weight is 1;
step S53; when the driver intends to input unstable running, the lateral acceleration is within 0.3g and no road surface input exists, the vehicle is judged to be in a stable circumferential running working condition, the stability weight is 1, and the comfort weight is 0;
step S54; when the driver intends to input unsteady driving, the lateral acceleration is within 0.3g and the road surface input exists, the vehicle is judged to be the steady-state circumferential driving working condition of the concave-convex road surface at the moment, the stability weight is 0.58, and the comfort weight is 0.42.
10. The active anti-roll stability control system for an automobile of claim 7, wherein the stability control strategy module is configured to obtain an auxiliary roll moment and the comfort control strategy module is configured to obtain an anti-roll moment; the passing control strategy module is used for acquiring a reverse anti-roll moment;
the stability control strategy module is based on a control strategy of an ideal vehicle body roll angle, and specifically comprises the following steps: estimating an ideal vehicle body roll angle according to the acquired lateral acceleration to perform fuzzy PI processing, performing fuzzy PD algorithm processing on the acquired vehicle body roll angle, and subtracting the two results to obtain an auxiliary roll moment;
the comfort control strategy module is based on a roll ceiling damping control strategy of the roll angular velocity, and specifically comprises the following steps: obtaining the roll angle speed of the vehicle by derivation according to the obtained roll angle, distributing roll damping coefficients according to vehicle parameters, and taking the product of the roll angle speed and the roll damping coefficients as anti-roll moment;
the rigid rod control strategy module is characterized in that the input value of an actuator of the active transverse anti-roll control system is 0, and the actuator is a common rigid rod mechanism;
the passing control strategy module is based on a control strategy of a suspension stroke, and specifically comprises the following steps: when the vehicle runs, the suspension stroke is used for judging that the vertical force of the wheel is smaller than the limit value, and the reverse anti-roll moment is actively exerted.
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