CN113911083B - Pre-pressurization intervention control method - Google Patents

Pre-pressurization intervention control method Download PDF

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CN113911083B
CN113911083B CN202111298202.5A CN202111298202A CN113911083B CN 113911083 B CN113911083 B CN 113911083B CN 202111298202 A CN202111298202 A CN 202111298202A CN 113911083 B CN113911083 B CN 113911083B
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vehicle
state
parameter
determining
pressurization
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CN113911083A (en
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陈慧
陈开慧
刘观青
罗宜鸣
徐倩
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Dongfeng Motor Corp
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Dongfeng Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17551—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters

Abstract

The invention discloses a pre-supercharging intervention control method, which comprises the following steps: the method comprises the following steps: setting a counter T, obtaining an attachment coefficient mu and a vehicle mass center slip angle beta, and determining an adjustable parameter B according to mu 1 Boundary parameter B 2 And B 3 (ii) a Step two: according to beta, B 1 、B 2 And B 3 Determining the state of the vehicle, and when the vehicle is in the unstable state, maintaining the stability of the vehicle through DYC control; when the vehicle is in a completely stable state, no action is taken; when the vehicle is in a state close to instability, pre-pressurization intervenes and the next step is carried out; step three: according to beta, B 1 And B 3 Determining whether the vehicle is in a completely stable state, if not, resetting T, repeating the step three, if not, adding 1 to T and entering the next step; step four: and D, judging whether T is smaller than K, if so, repeating the step two, and if not, canceling pre-pressurization. And determining the state of the vehicle according to the parameters, confirming the DYC intervention time, the pre-supercharging pressure control period and canceling the pre-supercharging process.

Description

Pre-pressurization intervention control method
Technical Field
The invention relates to the technical field of vehicle control, in particular to a pre-supercharging intervention control method.
Background
ESC (electronic stability control) may have the actual boost rate less than the target boost rate when actively boosting, mainly due to two reasons: (1) the rotating speed of a motor of the plunger pump is low at the initial stage of active pressurization and does not reach the target rotating speed, so that less brake fluid is pumped into the wheel cylinder in unit time, and the target pressurization rate cannot be reached; (2) the P-V (pressure-type work diagram) curve of the wheel cylinder is nonlinear in a low-pressure area, which is caused by material problems such as deformation of a brake pipe hose part and the like. At conditions requiring higher target boost rates, the problem of boost lag may be significant.
Disclosure of Invention
The invention aims to solve the technical problems of low supercharging speed and pressure lag in the initial stage of active supercharging, and provides a pre-supercharging intervention control method aiming at the defects in the prior art.
The technical scheme adopted by the invention for solving the technical problems is as follows:
a pre-supercharging intervention control method is characterized in that: the method comprises the following steps:
the method comprises the following steps: setting a counter T, acquiring an adhesion coefficient mu of a running road surface of the vehicle and a vehicle mass center slip angle beta, and determining an adjustable parameter B according to the adhesion coefficient mu 1 Boundary parameter B 2 And B 3 ；
Step two: according to the mass center deflection angle beta and the adjustable parameter B 1 And boundary parameter B 2 And B 3 Determining the state of the vehicle, and when the vehicle is in the instability state, maintaining the vehicle stable through DYC (direct yaw moment control) and repeating the first step; when the vehicle is in a completely stable state, no action is performed, and the step one is repeated; when the vehicle is in a state close to instability, pre-pressurization intervenes and the next step is carried out;
step three: according to the centroid deflection angle beta and the adjustable parameter B 1 And boundary parameter B 3 Determining whether the vehicle is in a completely stable state, if not, resetting the counter T, repeating the step three, if not, adding 1 to the counter T and entering the next step;
step four: and D, judging whether the counter T is smaller than K, if so, repeating the step two, and if not, canceling pre-pressurization.
According to the technical scheme, in the second step:
when the temperature is higher than the set temperature
Figure GDA0003633848350000011
When the vehicle is in a destabilizing state;
when the temperature is higher than the set temperature
Figure GDA0003633848350000012
When the vehicle is in a near-destabilizing state;
when the temperature is higher than the set temperature
Figure GDA0003633848350000021
At this time, the vehicle is in a fully steady state.
According to the technical scheme, in the step one, the parameter B can be adjusted 1 Boundary parameter B 2 And B 3 According to the coefficient of adhesionμ takes the following values:
coefficient of adhesion B 1 B 2 B 3
0.8≤μ＜1 0.35 5.57 10.79
0.6≤μ＜0.8 0.33 4.65 8.97
0.4≤μ＜0.6 0.3 4.22 8.14
0.2≤μ＜0.4 0.29 3.34 6.39
μ＜0.2 0.28 2.57 4.86
According to the technical scheme, the value range of K in the fourth step is 15-25.
A method for determining a state of a vehicle, characterized by: obtaining an adhesion coefficient mu of a running road surface of the vehicle and a vehicle mass center slip angle beta, and determining an adjustable parameter B according to the adhesion coefficient mu 1 Boundary parameter B 2 And B 3 (ii) a When in use
Figure GDA0003633848350000022
When the vehicle is in a destabilizing state; when in use
Figure GDA0003633848350000023
When the vehicle is in a near-destabilizing state; when the temperature is higher than the set temperature
Figure GDA0003633848350000024
Figure GDA0003633848350000025
At this time, the vehicle is in a fully steady state.
According to the technical scheme, the parameter B can be adjusted 1 Boundary parameter B 2 And B 3 The values according to the adhesion coefficient μ are as follows:
coefficient of adhesion B 1 B 2 B 3
0.8≤μ＜1 0.35 5.57 10.79
0.6≤μ＜0.8 0.33 4.65 8.97
0.4≤μ＜0.6 0.3 4.22 8.14
0.2≤μ＜0.4 0.29 3.34 6.39
μ＜0.2 0.28 2.57 4.86
The invention has the following beneficial effects:
the invention does not relate to manufacturing and process methods, does not change ESC, HCU and DYC (based on direct yaw moment control)
And the like. Only the change of beta is calculated and monitored, and the adjustable parameter B is utilized according to a beta-beta phase plane method 1 Boundary parameter B 2 And B 3 The method comprises the steps of confirming a pre-pressurization intervention time, a pre-pressurization pressure control period and canceling a pre-pressurization flow so as to improve the conditions of low pressurization rate and pressure lag in the initial stage of active pressurization.
Drawings
FIG. 1 is a flow chart of a pre-boost controller according to an embodiment of the present invention;
FIG. 2 is a schematic illustration of a pre-pressurization intervention of an embodiment of the present invention;
in the figure, a, the fully steady state; B. approaching a destabilization state; C. a destabilizing state region.
Detailed Description
The present invention will be described in detail below with reference to the drawings and examples.
Referring to fig. 1 to 2, a pre-supercharging intervention control method provided by the present invention is characterized in that: the method comprises the following steps:
the method comprises the following steps: setting a counter T, acquiring an adhesion coefficient mu of a running road surface of the vehicle and a vehicle mass center slip angle beta, and determining an adjustable parameter B according to the adhesion coefficient mu 1 Boundary parameter B 2 And B 3 。
Step two: according to the mass center deflection angle beta and the adjustable parameter B 1 And boundary parameter B 2 And B 3 Determining the state of the vehicle, wherein the step is carried out by a boundary parameter B 2 And B 3 Dividing the operating state of the vehicle by an adjustable parameter B 1 And the vehicle centroid slip angle β identifies the operating state of the vehicle at that time. When the vehicle is in the unstable state, the vehicle is maintained stable by DYC (direct yaw moment control based) control and step one is repeated. And when the vehicle is in a completely stable state, no action is carried out, and the step one is repeated. When the vehicle is in a state close to instability, the DYC is not involved, the motor rotates to pump a small amount of brake fluid into the HCU, the pre-pressurization is involved, and the next step is carried out.
Step three: according to the mass center deflection angle beta and the adjustable parameter B 1 And boundary parameter B 3 And (4) determining whether the vehicle is in a completely stable state, if not, resetting the counter T, repeating the step three, and if not, adding 1 to the counter T and entering the next step.
Step four: and D, judging whether the counter T is smaller than K, if so, repeating the step two, and if not, canceling pre-pressurization. The control period of the pressure control is 10 ms. The control period of the pressure control of the vehicle is 10ms after the HCU (hydraulic actuator unit) is pre-pressurized, e.g.If the vehicle is in a completely stable state for K consecutive control cycles (i.e., if the vehicle is in a completely stable state)
Figure GDA0003633848350000031
) The pressure relief device means that the vehicle is in a state without pre-pressurization in K continuous control cycles, and the pressure relief is carried out by the operation of the motor and the oil outlet valve.
In the embodiment, when the vehicle is judged to be in a state close to instability in the second step, the motor rotates to pump a small amount of brake fluid into the HCU. Subsequently, if the vehicle is judged to be unstable in the next control period, active pressurization is needed when DYC intervenes, and at the moment, pre-pressurization (a motor rotates to pump a small amount of brake fluid into an HCU) can effectively solve the problem of pressure lag in the initial stage of active pressurization.
In some embodiments, in step two:
when in use
Figure GDA0003633848350000032
When the vehicle is in a destabilizing state;
when in use
Figure GDA0003633848350000033
When the vehicle is in a near-destabilizing state;
when the temperature is higher than the set temperature
Figure GDA0003633848350000034
At this time, the vehicle is in a fully steady state.
In some of the embodiments described above,
in one embodiment of the invention, the working principle of the invention is as follows: in step one, the parameter B can be adjusted 1 Boundary parameter B 2 And B 3 The values according to the adhesion coefficient μ are as follows:
coefficient of adhesion B 1 B 2 B 3
0.8≤μ＜1 0.35 5.57 10.79
0.6≤μ＜0.8 0.33 4.65 8.97
0.4≤μ＜0.6 0.3 4.22 8.14
0.2≤μ＜0.4 0.29 3.34 6.39
μ＜0.2 0.28 2.57 4.86
In some embodiments, the value of K in step four is 15-25, and K in this embodiment is 20. After the HCU is pre-pressurized, if the vehicle is in a fully steady state for 20 consecutive control cycles (i.e., if the vehicle is in a fully steady state)
Figure GDA0003633848350000041
) It means that the vehicle is in a state without pre-pressurization within 200ms, and the pressure relief is carried out by the operation of the motor and the oil outlet valve.
The invention also provides a method for judging the vehicle state, which comprises the steps of obtaining the adhesion coefficient mu of the running road surface of the vehicle and the vehicle mass center slip angle beta, and determining the adjustable parameter B according to the adhesion coefficient mu 1 Boundary parameter B 2 And B 3 (ii) a When in use
Figure GDA0003633848350000042
Figure GDA0003633848350000043
When the vehicle is in a destabilizing state; when in use
Figure GDA0003633848350000044
When the vehicle is in a near-destabilizing state; when in use
Figure GDA0003633848350000045
Figure GDA0003633848350000046
At this time, the vehicle is in a fully steady state. As shown in FIG. 2, the present invention passes the boundary parameter B 2 And B 3 Will be provided with
Figure GDA0003633848350000047
The phase plane is divided into a complete stable state A, a near instability state B and an instability state area C, and the three areas are used for determining the real-time state of the vehicle.
In some embodiments, the adjustable parameter B 1 Boundary parameter B 2 And B 3 The values according to the adhesion coefficient μ are as follows:
coefficient of adhesion B 1 B 2 B 3
0.8≤μ＜1 0.35 5.57 10.79
0.6≤μ＜0.8 0.33 4.65 8.97
0.4≤μ＜0.6 0.3 4.22 8.14
0.2≤μ＜0.4 0.29 3.34 6.39
μ＜0.2 0.28 2.57 4.86
The above is only a preferred embodiment of the present invention, and certainly, the scope of the present invention should not be limited thereby, and therefore, the present invention is not limited by the scope of the claims.

Claims (4)

1. A pre-supercharging intervention control method is characterized in that: the method comprises the following steps:
the method comprises the following steps: setting a counter T, acquiring an adhesion coefficient mu of a running road surface of a vehicle and a vehicle mass center slip angle beta, and determining an adjustable parameter B according to the adhesion coefficient mu 1 Boundary parameter B 2 And B 3 ，
Adjustable parameter B 1 Boundary parameter B 2 And B 3 The values according to the adhesion coefficient μ are as follows:
coefficient of adhesion B 1 B 2 B 3 0.8≤μ＜1 0.35 5.57 10.79 0.6≤μ＜0.8 0.33 4.65 8.97 0.4≤μ＜0.6 0.3 4.22 8.14 0.2≤μ＜0.4 0.29 3.34 6.39 μ＜0.2 0.28 2.57 4.86
；
Step two: according to the mass center deflection angle beta and the adjustable parameter B 1 And boundary parameter B 2 And B 3 Determining the state of the vehicle, and when the vehicle is in the unstable state, maintaining the vehicle stable through the DYC and repeating the first step; when the vehicle is in a completely stable state, no action is performed, and the step one is repeated; when the vehicle is in a state close to instability, pre-pressurization intervenes and the next step is carried out;
step three: according to the centroid deflection angle beta and the adjustable parameter B 1 And boundary parameter B 3 Determining whether the vehicle is in a completely stable state, if not, resetting the counter T, repeating the step three, if so, adding 1 to the counter T and entering the next step;
step four: and D, judging whether the counter T is smaller than K, if so, repeating the step two, and if not, canceling pre-pressurization.
2. The pre-supercharging intervention control method according to claim 1, characterized in that: in the second step:
when in use
Figure FDA0003664059590000011
When the vehicle is in a destabilizing state;
when in use
Figure FDA0003664059590000012
When the vehicle is in a near-destabilizing state;
when in use
Figure FDA0003664059590000013
At this time, the vehicle is in a fully steady state.
3. The pre-supercharging intervention control method according to claim 1 or 2, characterized in that: and in the fourth step, the value range of K is 15-25.
4. A method for determining a state of a vehicle, characterized by: obtaining an adhesion coefficient mu of a running road surface of the vehicle and a vehicle mass center slip angle beta, and determining an adjustable parameter B according to the adhesion coefficient mu 1 Boundary parameter B 2 And B 3 (ii) a When in use
Figure FDA0003664059590000021
When the vehicle is in a destabilizing state; when in use
Figure FDA0003664059590000022
When the vehicle is in a near-destabilizing state; when in use
Figure FDA0003664059590000023
When the vehicle is in a fully steady state; adjustable parameter B 1 Boundary parameter B 2 And B 3 The values according to the adhesion coefficient μ are as follows:
coefficient of adhesion B 1 B 2 B 3 0.8≤μ＜1 0.35 5.57 10.79 0.6≤μ＜0.8 0.33 4.65 8.97 0.4≤μ＜0.6 0.3 4.22 8.14 0.2≤μ＜0.4 0.29 3.34 6.39 μ＜0.2 0.28 2.57 4.86
。
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JP2014169039A (en) * 2013-03-05 2014-09-18 Hitachi Automotive Systems Ltd Brake control device
CN103278339B (en) * 2013-03-28 2015-04-22 清华大学 Method for estimating lateral force of tire
CN107132849B (en) * 2017-04-11 2020-06-19 武汉理工大学 Phase plane vehicle stability judgment method
CN111605542B (en) * 2020-05-06 2021-11-23 南京航空航天大学 Vehicle stability system based on safety boundary and control method

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