CN113200035A - Auxiliary driving control method and control system integrating automatic braking and deceleration downshift - Google Patents

Auxiliary driving control method and control system integrating automatic braking and deceleration downshift Download PDF

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CN113200035A
CN113200035A CN202110446535.1A CN202110446535A CN113200035A CN 113200035 A CN113200035 A CN 113200035A CN 202110446535 A CN202110446535 A CN 202110446535A CN 113200035 A CN113200035 A CN 113200035A
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vehicle
gear shifting
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speed
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CN113200035B (en
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王高升
何丽红
王浩波
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Hunan Institute of Engineering
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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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • 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
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking 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
    • 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
    • B60W40/10—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 vehicle motion
    • B60W40/105—Speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0262—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic
    • F16H61/0265—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic for gearshift control, e.g. control functions for performing shifting or generation of shift signals
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Vehicle Body Suspensions (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The invention provides an auxiliary driving control method and system integrating automatic braking and deceleration downshift, wherein the control method comprises the following steps: detecting a suspension vibration displacement value, a steering angle value, a front vehicle distance and a vehicle speed, when the suspension vibration displacement value is larger than a displacement safety threshold value, calculating a target rotating speed of a vehicle motor according to the suspension vibration displacement value, calculating a target braking force according to the suspension vibration displacement value, the steering angle value, the front vehicle distance and the vehicle speed, calculating a gear shifting oil pressure rate according to the suspension vibration displacement value, the steering angle value, the front vehicle distance and the vehicle speed, adjusting the rotating speed of the vehicle motor according to the calculated target rotating speed, adjusting a braking force applied by a vehicle brake according to the calculated target braking force, and adjusting the gear shifting rate of a gear shifting system according to the calculated gear shifting oil pressure rate until the suspension vibration displacement value is not larger than the displacement safety threshold value. The invention enables the automobile to be adaptive to a bumpy road section, reduces the vibration effect of the whole automobile and keeps the comfort of people in the automobile when passing through the bumpy road section.

Description

Auxiliary driving control method and control system integrating automatic braking and deceleration downshift
Technical Field
The invention belongs to the technical field of automobiles, and particularly relates to an auxiliary driving control method and system integrating automatic braking and deceleration downshifting.
Background
With the development of automobile technology, the entire automobile carrying an advanced brake-by-wire system has been applied in a large scale, and one of the greatest benefits is that the brake-by-wire system has an autonomous pressure building and braking function, and does not need to be stepped on by a human foot.
For shift control of an automatic transmission, the driving safety, the dynamic property and the fuel economy of a vehicle need to be improved on the premise of meeting shift control requirements of different driving conditions and driving intentions. Generally, an upshift or a downshift is performed based on threshold value determinations such as an accelerator pedal opening change rate, a brake pedal opening change rate, and a difference in rotational speed, in combination with key technical indexes such as an impact degree and a slip power, in consideration of various power and economic restrictions. In the process, the gear shifting comfort is evaluated only by means of the impact degree.
However, the driving condition of the automobile is very complicated, and poor comfort may be generated under the condition of no gear shifting during driving. When the vehicle runs on a plurality of deceleration strip road sections, uneven road surfaces, and the like, the comfort of people in the vehicle is poor especially when the vehicle speed is high. When traditional car was to this type of operating mode, can only rely on the artificial foot to step on brake pedal, adjust it through the travelling comfort through reducing the speed of a motor vehicle.
Disclosure of Invention
Aiming at the problems in the prior art, the invention aims to provide an auxiliary driving control method and a control system integrating automatic braking and deceleration downshifting, so that an automobile can be adaptive to a bumpy road section, the vibration effect of the whole automobile is reduced, the comfort of people in the automobile when passing through the bumpy road section is kept,
in order to achieve the purpose, the invention adopts the technical scheme that:
an auxiliary driving control method integrating automatic braking and deceleration downshift is characterized in that: detecting a suspension vibration displacement value, a steering angle value, a front vehicle distance and a vehicle speed, when the suspension vibration displacement value is larger than a displacement safety threshold value, calculating a target rotating speed of a vehicle motor according to the suspension vibration displacement value, calculating a target braking force according to the suspension vibration displacement value, the steering angle value, the front vehicle distance and the vehicle speed, calculating a gear shifting oil pressure rate according to the suspension vibration displacement value, the steering angle value, the front vehicle distance and the vehicle speed, adjusting the rotating speed of the vehicle motor according to the calculated target rotating speed, adjusting a braking force applied by a vehicle brake according to the calculated target braking force, and adjusting the gear shifting rate of a gear shifting system according to the calculated gear shifting oil pressure rate until the suspension vibration displacement value is not larger than the displacement safety threshold value.
As a further improvement of the above technical solution:
target speed n of motor of vehicleeThe calculation formula of (a) is as follows:
Figure BDA0003037126650000021
wherein x is a suspension vibration displacement value; x is the number of0Is a displacement safety threshold; i is the speed ratio of the automobile transmission; v. of0The minimum passing speed is 5 km/h-8 km/h, and r is the radius of the wheel.
Target braking force FbmThe calculation formula of (a) is as follows:
Figure BDA0003037126650000022
Figure BDA0003037126650000023
wherein n is0For the speed of rotation of the motor of the vehicle when a suspension oscillation displacement value greater than a displacement safety threshold is detected, v1For vehicle speed when a suspension oscillation displacement value greater than a displacement safety threshold is detected, τ1The delay time when the motor speed of the automobile responds is taken as m is the mass of the whole automobile, theta is the current steering angle signal of the steering wheel of the whole automobile, and thetamaxIs a whole vehicleThe maximum steering angle value of the steering wheel is a constant; fmaxThe maximum braking force value which can be provided for the whole vehicle is a constant; l is the distance between the whole vehicle and the front vehicle; l ismaxIs the minimum safe vehicle distance.
The calculation formula of the shift oil pressure rate P is as follows:
Figure BDA0003037126650000024
Figure BDA0003037126650000025
wherein, PmaxThe maximum downshift speed when the gear shifting system shifts gears; tau is2Delay time for response of the vehicle brake; tau is3The delay time of the gear shifting system during gear shifting; k is the regulating coefficient.
The control system comprises a vehicle control unit, a CAN bus, a first controller, a driving motor, a second controller, an automatic transmission, a gear shifting intervention unit, a third controller, a line control braking system and wheels, wherein the vehicle control unit is electrically connected with the first controller, the second controller, the gear shifting intervention unit and the third controller through the CAN bus respectively, the first controller is electrically connected with the driving motor, the second controller is electrically connected with the automatic transmission, the third controller is electrically connected with the line control braking system, the driving motor, the automatic transmission and the wheels are sequentially connected, and the line control braking system is also connected with the wheels.
The driving assistance control system further comprises a gear shifting hydraulic system, wherein one side of the gear shifting hydraulic system is connected with the second controller, and the other side of the gear shifting hydraulic system is connected with the automatic transmission.
The first controller is an MCU controller.
The second controller is a TCU controller.
The third controller is a brake controller.
The vehicle control unit receives and processes a suspension vibration displacement signal, a steering angle signal, a front vehicle distance signal and a vehicle speed signal, when a suspension vibration displacement value received by the vehicle control unit is larger than a displacement safety threshold value, the vehicle control unit controls a gear shifting intervention unit to work, the gear shifting intervention unit calculates a target braking force, a target rotating speed of a driving motor and a gear shifting oil pressure rate, a third controller adjusts the size of the braking force applied by the wire control braking system according to the target braking force, a first controller controls the rotating speed of the driving motor according to the target rotating speed, and a second controller controls the gear shifting rate of the gear shifting hydraulic system according to the gear shifting oil pressure rate.
The invention has the beneficial effects that: the auxiliary driving control system is simple in structure, integrates automatic braking and speed reduction and downshifting, calculates the target rotating speed of a driving motor, the target braking force of a wire control braking system and the gear shifting oil pressure rate of a gear shifting hydraulic system through a suspension vibration displacement signal, a steering angle signal, a front vehicle distance signal and a vehicle speed signal, adaptively reduces the vibration effect of the whole vehicle, and then actively promotes the comfort of personnel in the vehicle.
Drawings
Fig. 1 is a schematic structural diagram of a driving assistance control system according to an embodiment of the present invention.
Fig. 2 is a flowchart of a driving assistance control method according to an embodiment of the present invention.
Detailed Description
The following detailed description of embodiments of the invention refers to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present invention, are given by way of illustration and explanation only, not limitation.
Spatially relative terms, such as "above … …," "above … …," "above … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial relationship to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in the figures is turned over, devices described as "above" or "on" other devices or configurations would then be oriented "below" or "under" the other devices or configurations. Thus, the exemplary term "above … …" can include both an orientation of "above … …" and "below … …". The device may be otherwise variously oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
An auxiliary driving control method integrating automatic braking and deceleration downshift is characterized in that: detecting a suspension vibration displacement value, a steering angle value, a front vehicle distance and a vehicle speed, when the suspension vibration displacement value is larger than a displacement safety threshold value, calculating a target rotating speed of a vehicle motor according to the suspension vibration displacement value, calculating a target braking force according to the suspension vibration displacement value, the steering angle value, the front vehicle distance and the vehicle speed, calculating a gear shifting oil pressure rate according to the suspension vibration displacement value, the steering angle value, the front vehicle distance and the vehicle speed, adjusting the rotating speed of the vehicle motor according to the calculated target rotating speed, adjusting a braking force applied by a vehicle brake according to the calculated target braking force, and adjusting the gear shifting rate of a gear shifting system according to the calculated gear shifting oil pressure rate until the suspension vibration displacement value is not larger than the displacement safety threshold value.
The steering angle refers to the steering angle of the steering wheel of the whole vehicle.
Wherein the target speed n of the motor of the vehicleeThe calculation formula of (a) is as follows:
Figure BDA0003037126650000041
wherein x is a suspension vibration displacement value; x is the number of0Is a displacement safety threshold; i is the speed ratio of the automobile transmission; v. of0The lowest passing speed is 5 km/h-8 km/h, preferably 5 km/h; r is the wheel radius in m.
Target braking force FbmThe calculation formula of (a) is as follows:
Figure BDA0003037126650000042
Figure BDA0003037126650000043
wherein n is0The unit is r/min, which is the rotating speed of the automobile motor when the detected suspension vibration displacement value is larger than the displacement safety threshold value; v. of1The unit is km/h for the vehicle speed when the suspension vibration displacement value is detected to be greater than the displacement safety threshold value; tau is1The delay time is the delay time when the rotating speed of the motor of the automobile responds, and the unit is s; m is the mass of the whole vehicle, and the unit is kg; theta is a current steering angle signal of the whole vehicle steering wheel, or a steering angle signal of the whole vehicle steering wheel during sampling; thetamaxThe maximum steering angle value of the steering wheel of the whole vehicle is a constant; fmaxThe maximum braking force value which can be provided for the whole vehicle is a constant; l is the distance between the whole vehicle and the front vehicle, and the unit is m; l ismaxThe minimum safe vehicle distance is m.
Delay time tau when automobile motor speed responds1The time from the moment that the vibration displacement value of the suspension is detected to be larger than the displacement safety threshold value to the moment that the motor of the automobile outputs the target rotating speed is detected.
The calculation formula of the shift oil pressure rate P is as follows:
Figure BDA0003037126650000051
Figure BDA0003037126650000052
wherein, PmaxThe maximum downshift speed is constant when the gear shifting system shifts gears; tau is2Delay time for response of the vehicle brake; tau is3Delay time when the gear shifting system is shifted down; k is the regulating coefficient.
Response of vehicle brakeIs delayed by a time τ2The time from when the suspension vibration displacement value is detected to be larger than the displacement safety threshold value to when the automobile brake outputs the target braking force is referred to.
Delay time tau in downshift of gear shift system3Is the time from when the detected suspension oscillation displacement value is greater than the displacement safety threshold to when the gear shifting system outputs the maximum gear shifting oil pressure rate.
Based on the control method, an auxiliary driving control system integrating automatic braking and deceleration downshift is provided, as shown in fig. 1, and includes a vehicle control unit 1, a CAN bus 2, a first controller, a driving motor 11, a second controller, a shift hydraulic system 8, an automatic transmission 7, a shift intervention unit 5, a third controller, and a brake-by-wire system 4.
In this embodiment, the automobile motor is a driving motor 11, the automobile transmission is an automatic transmission 7, the automobile brake is a brake-by-wire system 4, and the gear shifting system is a gear shifting hydraulic system 8.
The driving motor 11, the automatic transmission 7 and the wheels 6 of the automobile are sequentially connected, the driving motor 11 drives the wheels 6 to rotate through the automatic transmission 7, and the automatic transmission 7 achieves gear shifting operation. A brake-by-wire system 4 is also connected to the wheels 6, the brake-by-wire system 4 being adapted to apply a braking force that brakes the wheels 6.
The vehicle control unit 1 is connected with a CAN bus 2, and the CAN bus 2 is respectively connected with a first controller, a second controller, a gear shifting intervention unit 5 and a third controller. In other words, the vehicle control unit 1 is electrically connected to the first controller, the second controller, the shift intervention unit 5 and the third controller via the CAN bus 2. Namely, the vehicle control unit 1, the first controller, the second controller, the gear shifting intervention unit 5 and the third controller may share signals with each other.
The first controller is electrically connected with the driving motor 11 and is used for controlling and regulating the rotation of the driving motor 11, including the starting, stopping and rotating speed regulation of the driving motor 11. In this embodiment, the first controller is an MCU controller 10.
The second controller is electrically connected with the shifting hydraulic system 8 and is used for controlling the action of the shifting hydraulic system 8, the shifting hydraulic system 8 is connected with the automatic transmission 7, and the shifting hydraulic system 8 is used for shifting the automatic transmission 7. Specifically, the second controller controls a PWM signal of a shift valve in the shift hydraulic system 8, and the larger the duty ratio of the PWM signal, the larger the shift oil pressure rate, and the larger the shift oil pressure rate, the shorter the shift time. That is, the second controller is electrically connected through the shift hydraulic system 8 and controls the shifting action of the automatic transmission 7. In this embodiment, the second controller is a TCU controller 9.
The third controller is electrically connected to the brake-by-wire system 4, and is configured to control the actions of the brake-by-wire system 4, including the start and end of the braking action of the brake-by-wire system 4, and the magnitude of the braking force. In this embodiment, the third controller is a brake controller 3.
Based on the driving assistance control system, as shown in fig. 2, the driving assistance control method includes:
the vehicle control unit 1 receives and processes a suspension vibration displacement signal, a steering angle signal, a front vehicle distance signal and a vehicle speed signal;
when the suspension vibration displacement value received by the vehicle controller 1 is greater than the displacement safety threshold value, the vehicle controller 1 controls the gear shifting intervention unit 5 to work, the gear shifting intervention unit 5 calculates a target braking force, a target rotating speed of the driving motor 11 and a gear shifting oil pressure rate through the formula, and the vehicle controller 1 obtains the target braking force calculated by the gear shifting intervention unit 5, the target rotating speed of the driving motor 11 and the gear shifting oil pressure rate;
the vehicle control unit 1 sends the target braking force signal to a third controller, and the third controller controls the braking force applied to the wheels 6 by the brake-by-wire system 4 according to the target braking force signal;
the vehicle control unit 1 sends a target rotating speed signal of the driving motor 11 to a first controller, and the first controller controls the rotating speed of the driving motor 11 according to the target rotating speed;
the vehicle control unit 1 sends the gear shifting oil pressure rate signal to the second controller, and the second controller controls the gear shifting valve PWM signal of the gear shifting hydraulic system 8 according to the gear shifting oil pressure rate signal.
Through the control and adjustment process, the automobile actively intervenes to perform automatic braking and downshift deceleration, and when the vibration displacement value of the suspension is not greater than the displacement safety threshold value, the automatic control and adjustment process of the control system is finished. At the moment, the passengers in the automobile can more comfortably pass through uneven road sections such as bumps.
When the suspension vibration displacement value received by the vehicle control unit 1 is not greater than the displacement safety threshold, the gear shifting intervention unit 5 does not work.
When the suspension vibration displacement value is detected to be larger than the displacement safety threshold value, the time for starting the operation of the gear shifting intervention unit 5 is determined.
Finally, it must be said here that: the above embodiments are only used for further detailed description of the technical solutions of the present invention, and should not be understood as limiting the scope of the present invention, and the insubstantial modifications and adaptations made by those skilled in the art according to the above descriptions of the present invention are within the scope of the present invention.

Claims (10)

1. An auxiliary driving control method integrating automatic braking and deceleration downshift is characterized in that: the control method comprises the following steps: detecting a suspension vibration displacement value, a steering angle value, a front vehicle distance and a vehicle speed, when the suspension vibration displacement value is larger than a displacement safety threshold value, calculating a target rotating speed of a vehicle motor according to the suspension vibration displacement value, calculating a target braking force according to the suspension vibration displacement value, the steering angle value, the front vehicle distance and the vehicle speed, calculating a gear shifting oil pressure rate according to the suspension vibration displacement value, the steering angle value, the front vehicle distance and the vehicle speed, adjusting the rotating speed of the vehicle motor according to the calculated target rotating speed, adjusting a braking force applied by a vehicle brake according to the calculated target braking force, and adjusting the gear shifting rate of a gear shifting system according to the calculated gear shifting oil pressure rate until the suspension vibration displacement value is not larger than the displacement safety threshold value.
2. The driving assist control method according to claim 1, characterized in that: target speed n of motor of vehicleeThe calculation formula of (a) is as follows:
Figure FDA0003037126640000011
wherein x is a suspension vibration displacement value; x is the number of0Is a displacement safety threshold; i is the speed ratio of the automobile transmission; v. of0The minimum passing speed is 5 km/h-8 km/h, and r is the radius of the wheel.
3. The driving assist control method according to claim 2, characterized in that: target braking force FbmThe calculation formula of (a) is as follows:
Figure FDA0003037126640000012
Figure FDA0003037126640000013
wherein n is0For the speed of rotation of the motor of the vehicle when a suspension oscillation displacement value greater than a displacement safety threshold is detected, v1For vehicle speed when a suspension oscillation displacement value greater than a displacement safety threshold is detected, τ1The delay time when the motor speed of the automobile responds is taken as m is the mass of the whole automobile, theta is the current steering angle signal of the steering wheel of the whole automobile, and thetamaxThe maximum steering angle value of the steering wheel of the whole vehicle is a constant; fmaxThe maximum braking force value which can be provided for the whole vehicle is a constant; l is the distance between the whole vehicle and the front vehicle; l ismaxIs the minimum safe vehicle distance.
4. The driving assist control method according to claim 3, characterized in that: the calculation formula of the shift oil pressure rate P is as follows:
Figure FDA0003037126640000021
Figure FDA0003037126640000022
wherein, PmaxThe maximum downshift speed when the gear shifting system shifts gears; tau is2Delay time for response of the vehicle brake; tau is3The delay time of the gear shifting system during gear shifting; k is the regulating coefficient.
5. The auxiliary driving control system integrating automatic braking and deceleration downshift is used for realizing the control method according to any one of claims 1 to 4, and is characterized in that the control system comprises a vehicle control unit (1), a CAN bus (2), a first controller, a driving motor (11), a second controller, an automatic transmission (7), a gear shifting intervention unit (5), a third controller, a line control braking system (4) and wheels (6), the vehicle control unit (1) is electrically connected with the first controller, the second controller, the gear shifting intervention unit (5) and the third controller respectively through the CAN bus (2), the first controller is electrically connected with the driving motor (11), the second controller is electrically connected with the automatic transmission (7), the third controller is electrically connected with the line control braking system (4), and the driving motor (11), the automatic transmission (7) and the wheels (6) are sequentially connected, the brake-by-wire system (4) is also connected with the wheels (6).
6. The driving assist control system according to claim 5, characterized in that: the driving assistance control system further comprises a gear shifting hydraulic system (8), one side of the gear shifting hydraulic system (8) is connected with the second controller, and the other side of the gear shifting hydraulic system is connected with the automatic transmission (7).
7. The driving assist control system according to claim 1, characterized in that: the first controller is an MCU controller 10.
8. The driving assist control system according to claim 1, characterized in that: the second controller is a TCU controller 9.
9. The driving assist control system according to claim 1, characterized in that: the third controller is a brake controller 3.
10. The driving assist control system according to claim 6, characterized in that: the vehicle control unit (1) receives and processes a suspension vibration displacement signal, a steering angle signal, a front vehicle distance signal and a vehicle speed signal, when a suspension vibration displacement value received by the vehicle control unit (1) is larger than a displacement safety threshold value, the vehicle control unit (1) controls a gear shifting intervention unit (5) to work, the gear shifting intervention unit (5) calculates a target braking force, a target rotating speed and a gear shifting oil pressure rate of a driving motor (11), a third controller adjusts the size of the braking force applied by a wire control braking system (4) according to the target braking force, a first controller controls the rotating speed of the driving motor (11) according to the target rotating speed, and a second controller controls the gear shifting rate of a gear shifting hydraulic system (8) according to the gear shifting oil pressure rate.
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Application publication date: 20210803

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Denomination of invention: Auxiliary driving control method and control system integrating automatic braking and deceleration downshift

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