CN113928306B - Automobile integrated stability augmentation control method and system - Google Patents

Automobile integrated stability augmentation control method and system Download PDF

Info

Publication number
CN113928306B
CN113928306B CN202111443515.5A CN202111443515A CN113928306B CN 113928306 B CN113928306 B CN 113928306B CN 202111443515 A CN202111443515 A CN 202111443515A CN 113928306 B CN113928306 B CN 113928306B
Authority
CN
China
Prior art keywords
automobile
vehicle
sensor
state
integrated control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN202111443515.5A
Other languages
Chinese (zh)
Other versions
CN113928306A (en
Inventor
白先旭
段顺昌
张宸维
祝安定
何冠男
李维汉
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hefei University of Technology
Original Assignee
Hefei University of Technology
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hefei University of Technology filed Critical Hefei University of Technology
Priority to CN202111443515.5A priority Critical patent/CN113928306B/en
Publication of CN113928306A publication Critical patent/CN113928306A/en
Application granted granted Critical
Publication of CN113928306B publication Critical patent/CN113928306B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/02—Control of vehicle driving stability
    • B60W30/04—Control of vehicle driving stability related to roll-over prevention
    • 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
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0098—Details of control systems ensuring comfort, safety or stability not otherwise provided for
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0017—Modal analysis, e.g. for determining system stability
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/18—Braking system
    • B60W2510/182—Brake pressure, e.g. of fluid or between pad and disc
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/22—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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle

Abstract

The invention discloses an automobile integrated stability augmentation control system, which comprises: an integrated control planner, an actuator subsystem and a sensor subsystem; the upper layer of the integrated control planner monitors the stability state of the automobile in real time according to the information state fed back by the sensor system, continuously updates the safety boundary of the automobile in the current state and predicts the response state of the automobile input by the driver; based on the condition that the response state of the automobile exceeds a safety boundary, the lower layer of the integrated control planner is controlled in time to control the active braking system to reduce the speed of the automobile, and the electric control suspension system of the automobile is controlled to deflect the mass center of the automobile. The invention can continuously reduce the risk of the automobile exceeding the safety boundary while expanding the safety boundary of the automobile, and obviously improve the driving stability and safety of the automobile.

Description

Automobile integrated stability augmentation control method and system
Technical Field
The invention relates to the technical field of automobile electronic control, in particular to an electronic stability system for an automobile, and specifically relates to a stability enhancement control system for an automobile with vertical integrated control.
Background
When the vehicle is subjected to lateral wind through sharp bend or telling running, the road surface can generate lateral force on the turned vehicle, the force acts on the tire, at the moment, the moment easily causing the vehicle to turn over is formed by the lateral force born by the tire and the lateral force born by the vehicle, and the higher the vehicle speed is, the higher the risk of turning over caused by sideslip is, so that the vehicle running at high speed is easy to lose stability under the combined action of the lateral force and centrifugal force, and the vehicle turning over accident is further caused. Therefore, the stability of realizing high-speed running of the vehicle has great significance for the development of current traffic.
Disclosure of Invention
The invention provides an integrated stability augmentation control system for an automobile, which aims to overcome the defects in the prior art, and aims to continuously reduce the risk of the automobile exceeding the safety boundary while expanding the safety boundary of the automobile, thereby improving the stability of the automobile to the maximum extent and solving the problems that the existing automobile is easy to sideslip or even rollover when running.
In order to solve the technical problems, the invention adopts the following technical scheme:
the invention relates to an automobile integrated stability augmentation control system, which is characterized by comprising the following components: an integrated control planner, an actuator subsystem and a sensor subsystem;
the actuator subsystem includes: the system comprises a brake-by-wire mechanism, an automobile active or semi-active automobile electric control suspension mechanism and a sensor module;
the sensor subsystem includes: the device comprises a steering angle sensor, a yaw rate/lateral acceleration sensor, a brake pressure sensor, an electromagnetic/digital wheel speed sensor and a suspension state sensor;
the sensor subsystem is connected with the integrated control planner through a CAN interface, and the steering angle sensor detects the steering angle and the steering direction of the steering wheel and transmits the steering angle and the steering direction to the integrated control planner;
the yaw rate/lateral acceleration sensor collects the lateral acceleration at the vehicle centroid and transmits the lateral acceleration to the integrated control planner;
the brake pressure sensor acquires the brake pressure of a control line brake in the brake-by-line mechanism and transmits the brake pressure to the integrated control planner, so that the integrated control planner calculates the brake force acting on wheels and the longitudinal force of the whole vehicle;
the electromagnetic/digital wheel speed sensor acquires pulse signals corresponding to front and rear axles when the wheels rotate and transmits the pulse signals to the integrated control planner, so that the integrated control planner calculates the current vehicle speed through the pulse number;
the suspension state sensor acquires vehicle body attitude information and transmits the vehicle body attitude information to the integrated control planner;
the upper layer of the integrated control planner monitors the stability state of the automobile in real time according to the information state fed back by the sensor subsystem, and adopts unscented Kalman filtering to estimate the automobile state at the next moment so as to iteratively update the automobile safety boundary in the current state of the automobile, thereby predicting the automobile response state under the action of a driver and obtaining the automobile prediction response state; then, according to the relation between the automobile prediction response state and the automobile safety boundary, the lower layer of the integrated control planner is controlled to transmit corresponding action commands to the actuator subsystem;
the lower layer of the integrated control planner comprises a brake signal transmitter and a vehicle body posture adjustment signal transmitter;
the braking signal transmitter receives a deceleration signal transmitted by an upper layer, determines a target braking force of a vehicle, calculates the braking force of the brake-by-wire mechanism according to the deceleration measured by the electromagnetic/digital speed wheel number sensor and the pressure measured by the brake pressure sensor, and decelerates;
the vehicle body posture adjustment signal transmitter receives a vehicle body posture adjustment signal transmitted by an upper layer, determines a target posture of suspension adjustment in an automobile active or semi-active automobile electric control suspension mechanism, and adjusts the posture of the suspension according to the target posture and the vehicle body posture obtained by the suspension state sensor according to the data measured by the yaw rate/lateral acceleration sensor.
The integrated stability augmentation control system of the automobile is also characterized in that: the automobile safety boundary is calculated according to the following steps:
step 1, estimating the centroid slip angle, the road surface attachment coefficient and the slip rate of a front shaft and a rear shaft of a current vehicle according to the information state fed back by a sensor subsystem;
step 2, solving a safety boundary of the yaw rate of the vehicle by using a formula (1) according to the steering wheel angle acquired by the steering angle sensor;
calculating allowable peak side deflection angles of front and rear axles through a tire model, and obtaining a safety boundary of the longitudinal speed of the vehicle by utilizing a formula (2) according to the safety boundary of the transverse angular speed of the vehicle, so that the safety boundary of the transverse angular speed of the vehicle and the safety boundary of the longitudinal speed of the vehicle jointly form an automobile safety boundary;
Figure BDA0003384364770000021
Figure BDA0003384364770000022
/>
Figure BDA0003384364770000031
in the formulas (1) and (2), γ is the current yaw rate of the vehicle;
Figure BDA00033843647700000313
is the rate of change of yaw rate of the current vehicle; delta is the front wheel steering angle of the current vehicle; />
Figure BDA0003384364770000032
Is the left front wheel tire longitudinal force of the current vehicle; />
Figure BDA0003384364770000033
Left front of the current vehicleLateral force of the tire; />
Figure BDA0003384364770000034
Is the right front wheel tire longitudinal force of the current vehicle; />
Figure BDA0003384364770000035
Lateral force for the right front tire of the current vehicle; />
Figure BDA0003384364770000036
Is the left rear wheel tire longitudinal force of the current vehicle; />
Figure BDA0003384364770000037
Left rear tire side force for the current vehicle; />
Figure BDA0003384364770000038
Is the right rear wheel tire longitudinal force of the current vehicle; />
Figure BDA0003384364770000039
Left rear tire side force for the current vehicle; a is the distance from the center of mass CG to the front axle; b is the center of mass CG to rear axis distance; w is +.d. of the track of the vehicle>
Figure BDA00033843647700000310
m is the mass of the current vehicle; i zz The moment of inertia around the Z axis is the moment of inertia of the vehicle; x and y are the current vehicle centroid lateral and longitudinal displacements, respectively; />
Figure BDA00033843647700000311
And->
Figure BDA00033843647700000312
The current vehicle mass center transverse and longitudinal movement speed; alpha fs And alpha rs Respectively the peak value side deflection angles of the front and rear outer tires; omega is the current angular wheel speed of the vehicle; r is the effective radius of the wheel; eta is a correction coefficient, u x Is the current longitudinal speed of the vehicle. />
The control process of the integrated planner is as follows:
when the upper layer of the integrated control planner judges that the predicted response state of the automobile exceeds the automobile safety boundary, the brake signal transmitter controls the linear control mechanism to increase the braking force of the automobile so as to reduce the speed of the automobile; meanwhile, the vehicle body posture adjusting signal transmitter controls the electric control suspension system to maintain the mass center of the vehicle at the same side of the steering direction in real time so as to enlarge the safety boundary of the vehicle in the current state, and therefore the stability of the vehicle body state is maintained.
Compared with the prior art, the invention has the beneficial effects that:
1. according to the integrated stability augmentation control system for the automobile, on one hand, the braking force of wheels is independently controlled through a linear control braking system, and a yaw moment for maintaining the stability of the automobile body is generated; on the other hand, the transverse vehicle body posture is adjusted through the electric control suspension system, and the center of mass of the vehicle body is kept on the plane of the inner side of the vehicle deflection during yaw so as to offset a part of centripetal force. Through the integrated control of the longitudinal direction and the vertical direction of the vehicle, the safety domain of the vehicle state can be expanded to the maximum extent, and the running stability of the vehicle is improved.
2. The invention divides the vehicle state into controllable and uncontrollable states and gives out the judgment basis for distinguishing the two states as whether the safety boundary is exceeded or not. The criterion expression is simple and convenient, the calculation cost is extremely low, and the application to the vehicle-mounted embedded controller is possible.
Drawings
FIG. 1 is a frame of an integrated stability augmentation controller for an automobile;
FIG. 2 is a flow chart of an integrated stability augmentation control of an automobile;
FIG. 3 is a schematic diagram of the operation of unscented Kalman filtering to estimate the state of a vehicle.
Detailed Description
In this embodiment, referring to fig. 1, an integrated stability augmentation control system for an automobile includes: an integrated control planner, an actuator subsystem and a sensor subsystem;
an actuator subsystem comprising: the system comprises a brake-by-wire mechanism, an automobile active or semi-active automobile electric control suspension mechanism and a sensor module;
the sensor subsystem includes: the device comprises a steering angle sensor, a yaw rate/lateral acceleration sensor, a brake pressure sensor, an electromagnetic/digital wheel speed sensor and a suspension state sensor;
the sensor subsystem is connected with the integrated control planner through a CAN interface, and the steering angle sensor detects the steering angle and the steering direction of the steering wheel and transmits the steering angle and the steering direction to the integrated control planner;
the yaw rate/lateral acceleration sensor collects the lateral acceleration at the mass center of the vehicle and transmits the lateral acceleration to the integrated control planner;
the brake pressure sensor collects the brake pressure of a control line brake in the brake-by-line mechanism and transmits the brake pressure to the integrated control planner, so that the integrated control planner calculates the brake force acting on the wheels and the longitudinal force of the whole vehicle;
the electromagnetic/digital wheel speed sensor obtains pulse signals corresponding to front and rear axles when the wheels rotate and transmits the pulse signals to the integrated control planner, so that the integrated control planner calculates the current vehicle speed through the pulse number;
the suspension state sensor acquires the vehicle body attitude information and transmits the vehicle body attitude information to the integrated control planner;
the upper layer of the integrated control planner monitors the stability state of the automobile in real time according to the information state fed back by the sensor subsystem, and adopts unscented Kalman filtering to estimate the automobile state at the next moment so as to iteratively update the automobile safety boundary in the current state of the automobile, thereby predicting the automobile response state under the action of a driver and obtaining the automobile prediction response state; then according to the relation between the predicted response state of the automobile and the safety boundary of the automobile, the lower layer of the integrated control planner is controlled to transmit corresponding action commands to the actuating mechanism subsystem;
referring to fig. 3, which shows the working principle of unscented Kalman filtering for estimating the vehicle state, according to the driving input and the measurement information of the vehicle sensor, unscented Kalman filtering (Unscented Kalman Filter) based on the basic model frame of Kalman filtering (Kalman Filter) is adopted, an initial state matrix and an initial covariance matrix are established according to the feedback information of the sensor system, the state prediction method at the next moment is converted into an expanded nonlinear mapping sigma sample point set and a new sigma point set is calculated, the new sigma point set is determined, further state estimation, observation estimation and new covariance matrix calculation are performed, a new Kalman gain matrix is calculated, an updated state matrix and covariance matrix are calculated, and thus, the vehicle state (yaw rate, side bias angle, side dip angle speed, side acceleration, vehicle speed and the like) is estimated accurately.
The lower layer of the integrated control planner comprises a brake signal transmitter and a vehicle body posture adjustment signal transmitter;
the braking signal transmitter receives the deceleration signal transmitted by the upper layer, determines the target braking force of the vehicle, and calculates the braking force of the brake-by-wire mechanism according to the deceleration measured by the electromagnetic/digital speed wheel number sensor and the pressure measured by the brake pressure sensor to decelerate;
the vehicle body posture adjustment signal transmitter receives the vehicle body posture adjustment signal transmitted by the upper layer, determines the target posture of suspension adjustment in the electric control suspension mechanism of the automobile, and adjusts the posture of the suspension according to the target posture according to the vehicle body posture obtained by the suspension state sensor and the data measured by the yaw rate/lateral acceleration sensor.
In this embodiment, referring to fig. 2, the upper layer of the integrated control planner uses the three-degree-of-freedom front wheel driving vehicle of the magic formula tire model to model according to the information fed back by the sensor system, and analyzes the state track evolution form under the acceleration and braking working conditions. According to the characteristics of the state track evolution process, the state track is divided into different stages, and whether the state track is controllable is judged according to the response of the vehicle to the driver input in the different stages. And correcting the existing yaw rate safety boundary by utilizing the coupling model of the longitudinal force and the lateral force of the tire to complete the existing yaw rate safety boundary in one step, so as to obtain the yaw rate safety boundary under the input of a given driver. The longitudinal speed safety margin of the vehicle at a given input is then given based on the relationship between the tire slip angle, yaw rate, and longitudinal speed. And continuously updating the safety boundary under the current state of the automobile, and obtaining the yaw rate predicted response state of the automobile under the given driver input by utilizing the coupling model of the longitudinal force and the lateral force of the tire when the driver inputs. When it is determined that the predicted response state of the vehicle will exceed the vehicle safety boundary, the brake signal transmitter controls the line control mechanism to increase the braking force of the vehicle to reduce the vehicle speed, thereby maintaining the vehicle movement state within the vehicle safety boundary; meanwhile, the vehicle body posture adjusting signal transmitter controls the electric control suspension system to maintain the mass center of the vehicle at the same side of the steering direction in real time so as to enlarge the safety boundary of the vehicle in the current state, and therefore the stability of the vehicle body state is maintained.
In specific implementation, the automobile safety boundary is calculated according to the following steps:
step 1, estimating the centroid slip angle, the road surface attachment coefficient and the slip rate of a front shaft and a rear shaft of a current vehicle according to the information state fed back by a sensor subsystem;
step 2, solving a safety boundary of the yaw rate of the vehicle by using a formula (1) according to the steering wheel angle acquired by the steering angle sensor;
step 3, calculating the allowable peak slip angle of the front and rear axles through a tire model, such as a magic formula, a LuGre tire model or a Unitre model, and obtaining the safety boundary of the longitudinal speed of the vehicle according to the safety boundary of the transverse angular speed of the vehicle by using the formula (2), so that the safety boundary of the transverse angular speed of the vehicle and the safety boundary of the longitudinal speed of the vehicle jointly form an automobile safety boundary;
Figure BDA0003384364770000051
Figure BDA0003384364770000062
in the formulas (1) and (2), γ is the current yaw rate of the vehicle;
Figure BDA00033843647700000614
is the rate of change of yaw rate of the current vehicle; delta is the front wheel steering angle of the current vehicle; />
Figure BDA0003384364770000063
Is the left front wheel tire longitudinal force of the current vehicle; />
Figure BDA0003384364770000064
Left front tire side force for the current vehicle; />
Figure BDA0003384364770000065
Is the right front wheel tire longitudinal force of the current vehicle; />
Figure BDA0003384364770000066
Lateral force for the right front tire of the current vehicle; />
Figure BDA0003384364770000067
Is the left rear wheel tire longitudinal force of the current vehicle; />
Figure BDA0003384364770000068
Left rear tire side force for the current vehicle; />
Figure BDA0003384364770000069
Is the right rear wheel tire longitudinal force of the current vehicle; />
Figure BDA00033843647700000610
Left rear tire side force for the current vehicle; a is the distance from the center of mass CG to the front axle; b is the center of mass CG to rear axis distance; w is +.d. of the track of the vehicle>
Figure BDA00033843647700000611
m is the mass of the current vehicle; i zz The moment of inertia around the Z axis is the moment of inertia of the vehicle; x and y are the current vehicle centroid lateral and longitudinal displacements, respectively; />
Figure BDA00033843647700000612
And->
Figure BDA00033843647700000613
The current vehicle mass center transverse and longitudinal movement speed; alpha fs And alpha rs Respectively the peak value side deflection angles of the front and rear outer tires; omega is the current angular wheel speed of the vehicle; r is the effective radius of the wheel; eta is a correction coefficient, u x Is the current longitudinal speed of the vehicle.
In summary, the system can furthest enhance the steering stability of the vehicle, improve the safe running speed of the vehicle and improve the transportation efficiency of the vehicle by integrally controlling the longitudinal direction and the vertical direction of the vehicle with the drive chassis.

Claims (2)

1. An integrated stability augmentation control system for an automobile, comprising: an integrated control planner, an actuator subsystem and a sensor subsystem;
the actuator subsystem includes: the system comprises a brake-by-wire mechanism, an automobile active or semi-active automobile electric control suspension mechanism and a sensor module;
the sensor subsystem includes: a steering angle sensor, a yaw rate/lateral acceleration sensor, a brake pressure sensor, an electromagnetic/digital wheel speed sensor, and a suspension state sensor;
the sensor subsystem is connected with the integrated control planner through a CAN interface, and the steering angle sensor detects the steering angle and the steering direction of the steering wheel and transmits the steering angle and the steering direction to the integrated control planner;
the yaw rate/lateral acceleration sensor collects the lateral acceleration at the vehicle centroid and transmits the lateral acceleration to the integrated control planner;
the brake pressure sensor acquires the brake pressure of a control line brake in the brake-by-line mechanism and transmits the brake pressure to the integrated control planner, so that the integrated control planner calculates the brake force acting on wheels and the longitudinal force of the whole vehicle;
the electromagnetic/digital wheel speed sensor acquires pulse signals corresponding to front and rear axles when the wheels rotate and transmits the pulse signals to the integrated control planner, so that the integrated control planner calculates the current vehicle speed through the pulse number;
the suspension state sensor acquires vehicle body attitude information and transmits the vehicle body attitude information to the integrated control planner;
the upper layer of the integrated control planner monitors the stability state of the automobile in real time according to the information state fed back by the sensor subsystem, and adopts unscented Kalman filtering to estimate the automobile state at the next moment so as to iteratively update the automobile safety boundary in the current state of the automobile, thereby predicting the automobile response state under the action of a driver and obtaining the automobile prediction response state; then, according to the relation between the automobile prediction response state and the automobile safety boundary, the lower layer of the integrated control planner is controlled to transmit corresponding action commands to the actuator subsystem;
the lower layer of the integrated control planner comprises a brake signal transmitter and a vehicle body posture adjustment signal transmitter;
the braking signal transmitter receives a deceleration signal transmitted by an upper layer, determines a target braking force of a vehicle, calculates the braking force of the brake-by-wire mechanism according to the deceleration measured by the electromagnetic/digital speed wheel number sensor and the pressure measured by the brake pressure sensor, and decelerates;
the vehicle body posture adjustment signal transmitter receives a vehicle body posture adjustment signal transmitted by an upper layer, determines a target posture of suspension adjustment in an electric control suspension mechanism of the automobile, and adjusts the posture of the suspension according to the target posture according to data measured by the yaw rate/lateral acceleration sensor and the vehicle body posture obtained by the suspension state sensor;
the automobile safety boundary is calculated according to the following steps:
step 1, estimating the centroid slip angle, the road surface attachment coefficient and the slip rate of a front shaft and a rear shaft of a current vehicle according to the information state fed back by a sensor subsystem;
step 2, solving a safety boundary of the yaw rate of the vehicle by using a formula (1) according to the steering wheel angle acquired by the steering angle sensor;
calculating allowable peak side deflection angles of front and rear axles through a tire model, and obtaining a safety boundary of the longitudinal speed of the vehicle by utilizing a formula (2) according to the safety boundary of the transverse angular speed of the vehicle, so that the safety boundary of the transverse angular speed of the vehicle and the safety boundary of the longitudinal speed of the vehicle jointly form an automobile safety boundary;
Figure FDA0004113047500000021
Figure FDA0004113047500000022
in the formulas (1) and (2), γ is the current yaw rate of the vehicle;
Figure FDA0004113047500000023
is the rate of change of yaw rate of the current vehicle; delta is the front wheel steering angle of the current vehicle; />
Figure FDA0004113047500000024
Is the left front wheel tire longitudinal force of the current vehicle; />
Figure FDA0004113047500000025
Left front tire side force for the current vehicle; />
Figure FDA0004113047500000026
Is the right front wheel tire longitudinal force of the current vehicle; />
Figure FDA0004113047500000027
Lateral force for the right front tire of the current vehicle; />
Figure FDA0004113047500000028
Is the left rear wheel tire longitudinal force of the current vehicle; />
Figure FDA0004113047500000029
Left rear tire side force for the current vehicle; />
Figure FDA00041130475000000210
Is the right rear wheel tire longitudinal force of the current vehicle; />
Figure FDA00041130475000000211
Left rear tire side force for the current vehicle; a is the distance from the center of mass CG to the front axle; b is the center of mass CG to rear axis distance; w is +.d. of the track of the vehicle>
Figure FDA00041130475000000212
m is the mass of the current vehicle; i zz The moment of inertia around the Z axis is the moment of inertia of the vehicle; x and y are the current vehicle centroid lateral and longitudinal displacements, respectively; />
Figure FDA00041130475000000213
And->
Figure FDA00041130475000000214
The current vehicle mass center transverse and longitudinal movement speed; alpha fs And alpha rs Respectively the peak value side deflection angles of the front and rear outer tires; omega is the current angular wheel speed of the vehicle; r is the effective radius of the wheel; eta is a correction coefficient, u x Is the current longitudinal speed of the vehicle.
2. The integrated stability augmentation control system of claim 1, wherein: the control process of the integrated control planner is as follows:
when the upper layer of the integrated control planner judges that the predicted response state of the automobile exceeds the automobile safety boundary, the brake signal transmitter controls the linear control mechanism to increase the braking force of the automobile so as to reduce the speed of the automobile, thereby maintaining the motion state of the automobile within the automobile safety boundary; meanwhile, the vehicle body posture adjusting signal transmitter controls the electric control suspension system to maintain the mass center of the vehicle at the same side of the steering direction in real time so as to enlarge the safety boundary of the vehicle in the current state, and therefore the stability of the vehicle body state is maintained.
CN202111443515.5A 2021-11-30 2021-11-30 Automobile integrated stability augmentation control method and system Active CN113928306B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202111443515.5A CN113928306B (en) 2021-11-30 2021-11-30 Automobile integrated stability augmentation control method and system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202111443515.5A CN113928306B (en) 2021-11-30 2021-11-30 Automobile integrated stability augmentation control method and system

Publications (2)

Publication Number Publication Date
CN113928306A CN113928306A (en) 2022-01-14
CN113928306B true CN113928306B (en) 2023-05-02

Family

ID=79288729

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202111443515.5A Active CN113928306B (en) 2021-11-30 2021-11-30 Automobile integrated stability augmentation control method and system

Country Status (1)

Country Link
CN (1) CN113928306B (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20230227032A1 (en) * 2022-01-20 2023-07-20 Motional Ad Llc Vehicle Dynamics Classification for Collision and Loss of Control Detection

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014149043A1 (en) * 2013-03-20 2014-09-25 International Truck Intellectual Property Company, Llc Smart cruise control system
CN107909815A (en) * 2017-12-07 2018-04-13 浙江工业大学 A kind of car speed Forecasting Methodology based on adaptive Kalman filter
CN108573109A (en) * 2018-04-25 2018-09-25 合肥工业大学 A kind of highway circular curve section speed limit value calculating method based on Carsim emulation
CN108839652A (en) * 2018-06-27 2018-11-20 聊城大学 A kind of automatic Pilot Emergency avoidance system of vehicle unstability controllable domain
CN111605542A (en) * 2020-05-06 2020-09-01 南京航空航天大学 Vehicle stability system based on safety boundary and control method
CN112445220A (en) * 2019-08-30 2021-03-05 北京京东乾石科技有限公司 Control method and device for automatic guided vehicle, storage medium and electronic equipment
CN112606826A (en) * 2020-12-24 2021-04-06 江苏大学 State variable full-constraint direct yaw moment control algorithm based on road adhesion coefficient
WO2021077725A1 (en) * 2019-10-21 2021-04-29 南京航空航天大学 System and method for predicting motion state of surrounding vehicle based on driving intention
CN113147422A (en) * 2021-03-30 2021-07-23 江苏大学 Direct yaw moment control system and method for distributed driving electric automobile
CN113184046A (en) * 2021-06-08 2021-07-30 安徽三联学院 ESP and EPS coordination control method and system based on safety boundary

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014149043A1 (en) * 2013-03-20 2014-09-25 International Truck Intellectual Property Company, Llc Smart cruise control system
CN107909815A (en) * 2017-12-07 2018-04-13 浙江工业大学 A kind of car speed Forecasting Methodology based on adaptive Kalman filter
CN108573109A (en) * 2018-04-25 2018-09-25 合肥工业大学 A kind of highway circular curve section speed limit value calculating method based on Carsim emulation
CN108839652A (en) * 2018-06-27 2018-11-20 聊城大学 A kind of automatic Pilot Emergency avoidance system of vehicle unstability controllable domain
CN112445220A (en) * 2019-08-30 2021-03-05 北京京东乾石科技有限公司 Control method and device for automatic guided vehicle, storage medium and electronic equipment
WO2021077725A1 (en) * 2019-10-21 2021-04-29 南京航空航天大学 System and method for predicting motion state of surrounding vehicle based on driving intention
CN111605542A (en) * 2020-05-06 2020-09-01 南京航空航天大学 Vehicle stability system based on safety boundary and control method
CN112606826A (en) * 2020-12-24 2021-04-06 江苏大学 State variable full-constraint direct yaw moment control algorithm based on road adhesion coefficient
CN113147422A (en) * 2021-03-30 2021-07-23 江苏大学 Direct yaw moment control system and method for distributed driving electric automobile
CN113184046A (en) * 2021-06-08 2021-07-30 安徽三联学院 ESP and EPS coordination control method and system based on safety boundary

Non-Patent Citations (3)

* Cited by examiner, † Cited by third party
Title
李以农 ; 赵树恩 ; 郑玲 ; .汽车主动底盘多模型分层协调控制.系统仿真学报.2010,第22卷(第05期),190-194. *
陈无畏 ; 刘翔宇 ; 黄鹤 ; 喻海军 ; .考虑路面影响的车辆稳定性控制质心侧偏角动态边界控制.机械工程学报.2012,第48卷(第14期),116-122. *
陈无畏 ; 周慧会 ; 刘翔宇 ; .汽车ESP与ASS分层协调控制研究.机械工程学报.2009,第45卷(第08期),196-202. *

Also Published As

Publication number Publication date
CN113928306A (en) 2022-01-14

Similar Documents

Publication Publication Date Title
US8718872B2 (en) Vehicle attitude controller
US6684140B2 (en) System for sensing vehicle global and relative attitudes using suspension height sensors
CN111055837B (en) Heuristic algorithm-based vehicle lateral stability control method
US6654674B2 (en) Enhanced system for yaw stability control system to include roll stability control function
US7788011B2 (en) Braking and drive force control apparatus for a vehicle
US20040215384A1 (en) Method for controlling driving stability
CN108248583B (en) Automobile electronic stability control system and layering control method thereof
CN110550024B (en) Vehicle operation control method and device based on automatic driving
GB2425189A (en) Method and system of controlling a vehicle system
EP1984216A2 (en) A method of determining vehicle properties
CN109263483A (en) Consider the distributed-driving electric automobile antiskid control system and method for body roll
CN106553711A (en) For controlling vehicle, the system and method for active air dynamic elements
US20210379954A1 (en) Method and apparatus for operating suspension systems
CN113928306B (en) Automobile integrated stability augmentation control method and system
CN111731267B (en) Distributed electric vehicle stability control system and method equipped with non-inflatable elastic wheels
CN207579981U (en) A kind of adjustable automobiles four-wheel vertical load device
CN112298173A (en) Intelligent driving-oriented vehicle safe driving control system and control method
CN109017805A (en) One kind is for there are probabilistic driving system vehicle stability control methods
CN116061934A (en) Architecture for managing chassis and driveline actuators and model-based predictive control method
CN113665669A (en) Vehicle stability control system and method
JP2014189242A (en) Suspension device and vehicle
JP4639914B2 (en) Vehicle behavior control device
KR20130048411A (en) Steering angle estimation apparatus and steering angle estimation method
CN113183953A (en) Vehicle post-collision active safety control method and system based on distributed driving chassis
CN109624981B (en) System and method for improving understeer of rear-drive and four-drive vehicles

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant