CN116022145A - Control method and equipment of traction control system TCS - Google Patents
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Abstract
The invention relates to a control method of a traction control system TCS, which comprises the following steps: receiving a signal related to a downhill condition; and determining a reference vehicle speed for traction control based on the signal related to downhill conditions. The invention also relates to a control device, a computer storage medium, a computer program product and a vehicle body stabilization system of a traction control system TCS.
Description
Technical Field
The present invention relates to the field of control of traction control systems TCSs, and more particularly to a method and apparatus for controlling a traction control system TCS, a computer storage medium, a computer program product, and a body stabilization system ESP.
Background
In the existing traction control system TCS, under special working conditions such as road bump, calculation of the TCS reference vehicle speed is often affected. Whereas the reference vehicle speed (i.e., the speed of the vehicle body relative to the ground) is critical to the TCS's calculation of the slip ratio of the vehicle. If the slip ratio is inaccurate, the TCS function may be activated in an abnormal state, and the driving experience may be affected. If the TCS function is triggered too late, the vehicle will slip, which affects the driving safety of the vehicle.
Disclosure of Invention
According to an aspect of the present invention, there is provided a control method of a traction control system TCS, the method including: receiving a signal related to a downhill condition; and determining a reference vehicle speed for traction control based on the signal related to downhill conditions.
Additionally or alternatively to the above, in the above method, the signal related to a downhill condition includes: a downhill start signal and a downhill start confidence signal.
Additionally or alternatively to the above, in the above method, determining the reference vehicle speed based on the signal related to the downhill operating condition includes: the reference vehicle speed is determined based on the downhill start signal, the downhill start reliability signal, an acceleration sensor signal, and a wheel speed sensor signal.
Additionally or alternatively to the above, in the above method, determining the reference vehicle speed based on the signal related to the downhill operating condition includes: and respectively calculating a first weight and a second weight of the acceleration sensor signal and the wheel speed sensor signal when determining the reference vehicle speed according to the downhill start signal and the downhill start reliability signal.
Additionally or alternatively to the above, in the above method, determining the reference vehicle speed based on the signal related to the downhill operating condition further comprises: a third weight of the acceleration estimation value determined from the dynamics model in determining the reference vehicle speed is calculated from the downhill start signal and the downhill start reliability signal.
Additionally or alternatively to the above, in the above method, receiving a signal related to a downhill condition includes: receiving an image signal in front of the vehicle from a camera sensor and/or a radar sensor; and determining a downhill start signal and a downhill start confidence signal based on the image signal.
According to another aspect of the present invention, there is provided a control apparatus of a traction control system TCS, the apparatus including: the receiving device is used for receiving signals related to downhill working conditions; and determining means for determining a reference vehicle speed for traction control based on the signal related to the downhill operating condition.
Additionally or alternatively to the above, in the above apparatus, the signal related to a downhill condition includes: a downhill start signal and a downhill start confidence signal.
Additionally or alternatively to the above, in the above apparatus, the determining means is configured to: the reference vehicle speed is determined based on the downhill start signal, the downhill start reliability signal, an acceleration sensor signal, and a wheel speed sensor signal.
Additionally or alternatively to the above, in the above apparatus, the determining means includes: a first calculation unit configured to calculate a first weight of the acceleration sensor signal in determining the reference vehicle speed, based on the downhill start signal and the downhill start reliability signal; and a second calculation unit for calculating a second weight of the wheel speed sensor signal in determining the reference vehicle speed, based on the downhill start signal and the downhill start reliability signal.
Additionally or alternatively to the above, in the above apparatus, the determining device further includes: a third calculation unit for calculating a third weight of the acceleration estimation value determined from the dynamics model when determining the reference vehicle speed, based on the downhill start signal and the downhill start reliability signal.
Additionally or alternatively to the above, in the above apparatus, the receiving means includes: a receiving unit for receiving an image signal in front of the vehicle from the camera sensor and/or the radar sensor; and a determining unit configured to determine a downhill start signal and a downhill start reliability signal based on the image signal.
According to yet another aspect of the invention, there is provided a computer storage medium comprising instructions which, when executed, perform a method as described above.
According to a further aspect of the invention there is provided a computer program product comprising a computer program which, when executed by a processor, implements a method as described above.
According to a further aspect of the invention, there is provided a body stabilization system ESP comprising an apparatus as described above.
The control scheme of the traction control system TCS of an embodiment of the present invention determines the current operating condition of the vehicle (i.e., whether it is a downhill operating condition and how high the reliability is) based on the signal related to the downhill operating condition, thereby adaptively determining the reference vehicle speed for traction control. The scheme optimizes the accuracy of the calculated reference vehicle speed in the traction control system TCS on the basis of no additional hardware cost, and is beneficial to improving the performance of the traction control system TCS.
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The above and other objects and advantages of the present invention will become more fully apparent from the following detailed description taken in conjunction with the accompanying drawings, in which identical or similar elements are designated by the same reference numerals.
FIG. 1 illustrates a flow chart diagram of a control method of a traction control system TCS according to one embodiment of the invention; and
fig. 2 shows a schematic structural diagram of a control device of the traction control system TCS according to an embodiment of the present invention.
Detailed Description
Hereinafter, a control scheme of the traction control system TCS according to various exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.
Fig. 1 shows a flow diagram of a control method 1000 of a traction control system TCS according to an embodiment of the present invention. As shown in fig. 1, the control method 1000 of the traction control system TCS includes the steps of:
in step S110, a signal relating to a downhill condition is received; and
in step S120, a reference vehicle speed is determined for traction control based on the signal related to the downhill operating condition.
In the context of the present invention, the "traction control system TCS" (Traction Control System), also referred to as the drive anti-slip system ASR (Acceleration Slip Regulation), is intended to prevent slipping of the drive wheels during starting and acceleration of a vehicle, especially a high horsepower vehicle, in order to maintain stability of the vehicle running direction. The traction control system relies on electronic sensors to detect a slip characteristic (e.g., driven wheel speed is lower than the drive wheel) and issue a corresponding control signal to control the slip rate of the vehicle within a desired range by adjusting ignition timing, reducing valve opening, reducing throttle, downshifting, or braking the wheels, etc.
For example, traction control systems may achieve control of vehicle traction by reducing throttle opening to reduce engine power or controlling wheel slip by a brake. On vehicles equipped with traction control systems, the mechanical connection from the accelerator pedal to the throttle valve (diesel engine oil injection pump lever) of the petrol engine is replaced by an electronically controlled accelerator device, when the sensor transmits the position and wheel speed signals of the accelerator pedal to the control unit, the control unit generates control voltage signals, the servo motor readjusts the position of the throttle valve (or the position of the diesel engine lever) according to the signals, and then the position signals are fed back to the control unit so as to adjust the brake in time. When the vehicle runs on a slippery road surface, the driving wheels are easy to slip when the vehicle without a traction control system accelerates, the vehicle is easy to spin off the tail if the rear driving wheels slip, and the vehicle direction is easy to run away if the front driving wheels slip. With traction control systems, the vehicle does not or can mitigate this phenomenon while accelerating. When cornering, if a slip of the drive wheels occurs, this may cause the entire vehicle to shift to one side, which may cause the vehicle to turn along the correct path when there is a traction control system. In summary, the traction control system can maximize the use of the drive torque of the engine/motor, ensuring stability during vehicle launch, acceleration, and steering.
The term "signal related to downhill conditions" refers to signals directed to the traction control system indicating that the current vehicle is in downhill conditions, which may include: a downhill start signal and a downhill start confidence signal. In one embodiment, the "signal related to downhill conditions" may be received from a DA (drive assist) electronic control unit. Specifically, the DA electronic control unit ECU receives an image signal in front of the vehicle from the camera sensor and/or the radar sensor, and then determines a downhill start signal and a downhill start reliability signal based on the image signal. In another embodiment, the traction control system TCS may directly receive an image signal in front of the vehicle from an existing sensor of an ADAS (advanced driving assistance system) and then analyze based on the image signal to determine whether the vehicle is currently in a downhill condition.
The "reference vehicle speed" may also be simply referred to as a reference vehicle speed, indicating the speed of the vehicle body relative to the ground. In the traction control system TCS, the reference vehicle speed is a parameter for calculating the slip ratio. Thus, the accuracy of the reference vehicle speed will affect the control effect and performance of the traction control system TCS.
In one embodiment, step S110 includes: receiving an image signal in front of the vehicle from a camera sensor and/or a radar sensor; and determining a downhill start signal and a downhill start confidence signal based on the image signal. In one embodiment, the downhill start signal may take a continuous value between 0 and 1, where 0 indicates no downhill slope and 1 indicates a very steep downhill slope. The downhill start confidence signal may take a continuous value between 0 and 1, where 0 indicates that the 'downhill start' signal is not trusted and 1 indicates that the 'downhill start' signal is fully trusted. In one embodiment, upon receipt of the above 2 signals by the traction control system TCS, the vehicle state estimation VSE logic therein can immediately identify if there is a sudden downhill slope when the various sensors are too vibrating to be used. The accuracy of the reference vehicle speed can then be ensured by calibrating appropriate parameters.
In one embodiment, step S120 includes: the reference vehicle speed is determined based on the downhill start signal, the downhill start reliability signal, an acceleration sensor signal, and a wheel speed sensor signal. Specifically, both the downhill start signal and the downhill start confidence signal may be used to determine the current operating conditions of the vehicle. After determining the current operating condition of the vehicle, the reference vehicle speed may be determined based on the acceleration sensor signal, the wheel speed sensor signal, and the like. For example, in a first condition (e.g., where the vehicle is not slipping), the reference vehicle speed may be determined directly from the wheel speed sensor signal uv. In a second condition (e.g., in the presence of slip), the acceleration sensor signal a may be sensed by x Integration is performed to determine the reference vehicle speed v. Under a third condition (e.g. in case of slip and road bump), the acceleration a can be estimated by the dynamics model f=ma est (traction force F and body mass m are known) and a reference vehicle speed v is determined based on the estimated acceleration.
In one or more embodiments, the reference vehicle speed may be determined based on yaw rate, steering wheel angle, etc. signals in addition to the downhill start signal, the downhill start reliability signal, the acceleration sensor signal, and the wheel speed sensor signal.
In a further embodiment, in order to more accurately determine the reference vehicle speed v, and considering the conditions of abrupt downhill and bumpy road, step S120 may include: and respectively calculating a first weight and a second weight of the acceleration sensor signal and the wheel speed sensor signal when determining the reference vehicle speed according to the downhill start signal and the downhill start reliability signal. Specifically, in this embodiment, the reference vehicle speed v=w1×g (a x ) +w2×f (v), where w1 represents a first weight of the acceleration sensor signal when calculating the reference vehicle speed, and w2 represents a second weight of the wheel speed sensor signal when calculating the reference vehicle speed. That is, the first weight w1 and the second weight w2 may be set according to the downhill start signal and the downhill start reliability signal. In one example, the first weight w1 and the second weight w2 may be determined from the downhill start signal and the downhill start confidence signal by means of a look-up table.
In a further embodiment, step S120 further includes: a third weight of the acceleration estimation value determined from the dynamics model in determining the reference vehicle speed is calculated from the downhill start signal and the downhill start reliability signal. Specifically, in this embodiment, the reference vehicle speed v=w1×g (a x ) + w2*f(v) + w3*h(a est ) Wherein w1 represents the acceleration sensor signal being calculated as a referenceFirst weight at vehicle speed, w2 represents second weight of wheel speed sensor signal at calculation of reference vehicle speed, and w3 represents acceleration estimation value a determined from dynamics model est A third weight when calculating the reference vehicle speed v. That is, the first weight w1, the second weight w2, and the third weight w3 may be set according to the downhill start signal and the downhill start reliability signal. In one example, the first weight w1, the second weight w2, and the third weight w3 may be determined from the downhill start signal and the downhill start confidence signal by means of a look-up table.
Further, as described above, the reference vehicle speed may be determined from the yaw rate, the steering wheel angle, and the like, in addition to the downhill start signal, the downhill start reliability signal, the acceleration sensor signal, and the wheel speed sensor signal. Thus, in the one or more embodiments, the fourth weight of the yaw rate when calculating the reference vehicle speed, the fifth weight of the steering wheel angle when calculating the reference vehicle speed, etc. may also be determined according to the downhill start signal and the downhill start reliability signal, and will not be described herein.
When the vehicle is traveling on rough road, there is a large oscillation of the wheels and the vehicle body, which causes a large variation in the sensor signals by the acceleration sensor and the wheel speed sensor, which would result in the sensor signals being unreliable and thus unusable for immediately and accurately detecting sudden downhill slopes. The existing cameras and/or radar sensors of the vehicle are multiplexed, so that the traction control system TCS can be effectively assisted in rapidly identifying the current working condition, the reference vehicle speed is calculated according to the current working condition, and the problem of inaccurate reference vehicle speed is solved under the condition that the performance (including but not limited to ice road performance) of the traction control system TCS under other working conditions is not required to be sacrificed.
In addition, one skilled in the art will readily appreciate that one or more of the above-described embodiments of the present invention may be implemented by a computer program to provide a control method of a traction control system TCS. For example, the computer program is embodied in a computer program product that when executed by a processor implements the control method of the traction control system TCS of one or more embodiments of the present invention. For another example, when a computer storage medium (e.g., a usb disk) storing the computer program is connected to a computer, the control method of the traction control system TCS according to one or more embodiments of the present invention may be executed by running the computer program.
Referring to fig. 2, fig. 2 shows a schematic structural diagram of a control apparatus 2000 for a traction control system TCS according to an embodiment of the present invention. As shown in fig. 2, the control apparatus 2000 includes: a receiving device 210 and a determining device 220, wherein the receiving device 210 is configured to receive a signal related to a downhill condition; and determining means 220 for determining a reference vehicle speed for traction control based on the signal related to the downhill operating condition.
In the context of the present invention, the "traction control system TCS" (Traction Control System), also referred to as the drive anti-slip system ASR (Acceleration Slip Regulation), is intended to prevent slipping of the drive wheels during starting and acceleration of a vehicle, especially a high horsepower vehicle, in order to maintain stability of the vehicle running direction. The traction control system relies on electronic sensors to detect a slip characteristic (e.g., driven wheel speed is lower than the drive wheel) and issue a corresponding control signal to control the slip rate of the vehicle within a desired range by adjusting ignition timing, reducing valve opening, reducing throttle, downshifting, or braking the wheels, etc.
The term "signal related to downhill conditions" refers to signals directed to the traction control system indicating that the current vehicle is in downhill conditions, which may include: a downhill start signal and a downhill start confidence signal. In one embodiment, the "signal related to downhill conditions" may be received by the receiving means 210 from a DA (driving assistance) electronic control unit. Specifically, the DA electronic control unit ECU receives an image signal in front of the vehicle from the camera sensor and/or the radar sensor, and then determines a downhill start signal and a downhill start reliability signal based on the image signal. In another embodiment, the receiving device 210 may directly receive an image signal in front of the vehicle from an existing sensor of an ADAS (advanced driving assistance system) and then analyze based on the image signal to determine whether the vehicle is currently in a downhill condition.
The "reference vehicle speed" may also be simply referred to as a reference vehicle speed, indicating the speed of the vehicle body relative to the ground. In the traction control system TCS, the reference vehicle speed is a parameter for calculating the slip ratio. Thus, the accuracy of the reference vehicle speed will affect the control effect and performance of the traction control system TCS.
In one embodiment, the receiving apparatus 210 includes: a receiving unit for receiving an image signal in front of the vehicle from the camera sensor and/or the radar sensor; and a determining unit configured to determine a downhill start signal and a downhill start reliability signal based on the image signal. In particular, the downhill start signal may take a continuous value between 0 and 1, where 0 indicates no downhill and 1 indicates a very steep downhill. The downhill start confidence signal may take a continuous value between 0 and 1, where 0 indicates that the 'downhill start' signal is not trusted and 1 indicates that the 'downhill start' signal is fully trusted. In one embodiment, when the receiving device 210 receives the above 2 signals, the determining device 220 can immediately identify whether there is a sudden downhill slope when various sensors are too large to be used due to vibration, thereby ensuring the accuracy of the reference vehicle speed.
In one embodiment, the determining means 220 is configured to: the reference vehicle speed is determined based on the downhill start signal, the downhill start reliability signal, an acceleration sensor signal, and a wheel speed sensor signal. Specifically, both the downhill start signal and the downhill start confidence signal may be used to determine the current operating conditions of the vehicle. After determining the current operating condition of the vehicle, the determining means 220 may determine the reference vehicle speed based on the acceleration sensor signal, the wheel speed sensor signal, or the like. For example, under a first operating condition (e.g., where the vehicle is not slipping), the determining device 220 may determine the reference vehicle speed v directly from the wheel speed sensor signal u. In a second operating mode (e.g., in the presence of slip), the determining means 220 may determine the acceleration sensor signal a by applying a signal to the acceleration sensor signal a x Integration is performed to determine the reference vehicle speed v. In the first placeUnder three conditions (e.g. slip conditions and road bumps), the determining means 220 may estimate the acceleration a by means of a kinetic model f=ma est (traction force F and body mass m are known) and a reference vehicle speed v is determined based on the estimated acceleration.
In one or more embodiments, the determining means 220 is configured to determine the reference vehicle speed from the yaw rate, steering wheel angle, etc. signals in addition to the downhill start signal, the downhill start reliability signal, the acceleration sensor signal, and the wheel speed sensor signal.
In a further embodiment, although not shown in fig. 2, in order to more accurately determine the reference vehicle speed v, and considering the conditions of abrupt downhill and road bumps, the determining means 220 may include: a first calculation unit configured to calculate a first weight of the acceleration sensor signal in determining the reference vehicle speed, based on the downhill start signal and the downhill start reliability signal; and a second calculation unit for calculating a second weight of the wheel speed sensor signal in determining the reference vehicle speed, based on the downhill start signal and the downhill start reliability signal. Specifically, in this embodiment, the reference vehicle speed v=w1×g (a x ) +w2×f (v), where w1 represents a first weight of the acceleration sensor signal when calculating the reference vehicle speed, and w2 represents a second weight of the wheel speed sensor signal when calculating the reference vehicle speed. That is, the first weight w1 and the second weight w2 may be set according to the downhill start signal and the downhill start reliability signal. In one example, the first weight w1 and the second weight w2 may be determined from the downhill start signal and the downhill start confidence signal by means of a look-up table.
In a further embodiment, although not shown in fig. 2, the determining means 220 further comprises: a third calculation unit for calculating a third weight of the acceleration estimation value determined from the dynamics model when determining the reference vehicle speed, based on the downhill start signal and the downhill start reliability signal. Specifically, in this embodiment, the reference vehicleVehicle speed v=w1×g (a x ) + w2*f(v) + w3*h(a est ) Wherein w1 represents a first weight of the acceleration sensor signal when calculating the reference vehicle speed, w2 represents a second weight of the wheel speed sensor signal when calculating the reference vehicle speed, and w3 represents an acceleration estimation value a determined from the dynamics model est A third weight when calculating the reference vehicle speed v. That is, the first weight w1, the second weight w2, and the third weight w3 may be set according to the downhill start signal and the downhill start reliability signal. In one example, the first weight w1, the second weight w2, and the third weight w3 may be determined from the downhill start signal and the downhill start confidence signal by means of a look-up table.
Further, as described above, the reference vehicle speed may be determined from the yaw rate, the steering wheel angle, and the like, in addition to the downhill start signal, the downhill start reliability signal, the acceleration sensor signal, and the wheel speed sensor signal. Thus, in the one or more embodiments, the determining means 220 may be further configured to: a fourth weight of the yaw rate when calculating the reference vehicle speed and a fifth weight of the steering wheel angle when calculating the reference vehicle speed are determined based on the downhill start signal and the downhill start reliability signal.
In one or more embodiments, the control apparatus 2000 for the traction control system TCS described above may be integrated in the traction control system TCS or included in the body stabilization system ESP. The "body stabilization system" is also called an electronic stabilization program, a body electronic stabilization system, an ESP (abbreviation of Electronic Stability Program), or the like, and may be called differently depending on the manufacturer. The vehicle body stabilizing system can help the vehicle maintain dynamic balance by analyzing the running state information of the vehicle transmitted from each sensor and then sending deviation correcting instructions to ABS, EBD and the like.
To sum up, the control scheme of the traction control system TCS according to the embodiment of the present invention determines the current operating condition of the vehicle (i.e. whether it is a downhill operating condition and how high the reliability is) based on the signal related to the downhill operating condition, so as to adaptively determine the reference vehicle speed for traction control. The scheme optimizes the accuracy of the calculated reference vehicle speed in the traction control system TCS on the basis of no additional hardware cost, and is beneficial to improving the performance of the traction control system TCS.
While the above description describes only some of the embodiments of the present invention, those of ordinary skill in the art will appreciate that the present invention can be embodied in many other forms without departing from the spirit or scope thereof. Accordingly, the present examples and embodiments are to be considered as illustrative and not restrictive, and the invention is intended to cover various modifications and substitutions without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (15)
1. A method of controlling a traction control system TCS, the method comprising:
receiving a signal related to a downhill condition; and
a reference vehicle speed is determined for traction control based on the signal related to the downhill operating condition.
2. The method of claim 1, wherein the signal related to downhill operating conditions comprises: a downhill start signal and a downhill start confidence signal.
3. The method of claim 2, wherein determining a reference vehicle speed based on the signal related to downhill operating conditions comprises:
the reference vehicle speed is determined based on the downhill start signal, the downhill start reliability signal, an acceleration sensor signal, and a wheel speed sensor signal.
4. The method of claim 3, wherein determining a reference vehicle speed based on the signal related to downhill operating conditions comprises:
and respectively calculating a first weight and a second weight of the acceleration sensor signal and the wheel speed sensor signal when determining the reference vehicle speed according to the downhill start signal and the downhill start reliability signal.
5. The method of claim 4, wherein determining a reference vehicle speed based on the signal related to downhill operating conditions further comprises:
a third weight of the acceleration estimation value determined from the dynamics model in determining the reference vehicle speed is calculated from the downhill start signal and the downhill start reliability signal.
6. The method of claim 1, wherein receiving a signal related to a downhill operating condition comprises:
receiving an image signal in front of the vehicle from a camera sensor and/or a radar sensor; and
a downhill start signal and a downhill start confidence signal are determined based on the image signal.
7. A control apparatus of a traction control system TCS, the apparatus comprising:
the receiving device is used for receiving signals related to downhill working conditions; and
and the determining device is used for determining the reference vehicle speed based on the signals related to the downhill working condition so as to carry out traction control.
8. The apparatus of claim 7, wherein the signal related to downhill operating conditions comprises: a downhill start signal and a downhill start confidence signal.
9. The apparatus of claim 8, wherein the determining means is configured to: the reference vehicle speed is determined based on the downhill start signal, the downhill start reliability signal, an acceleration sensor signal, and a wheel speed sensor signal.
10. The apparatus of claim 9, wherein the determining means comprises:
a first calculation unit configured to calculate a first weight of the acceleration sensor signal in determining the reference vehicle speed, based on the downhill start signal and the downhill start reliability signal; and
a second calculation unit for calculating a second weight of the wheel speed sensor signal in determining the reference vehicle speed based on the downhill start signal and the downhill start reliability signal.
11. The apparatus of claim 10, wherein the determining means further comprises:
a third calculation unit for calculating a third weight of the acceleration estimation value determined from the dynamics model when determining the reference vehicle speed, based on the downhill start signal and the downhill start reliability signal.
12. The apparatus of claim 7, wherein the receiving means comprises:
a receiving unit for receiving an image signal in front of the vehicle from the camera sensor and/or the radar sensor; and
and a determining unit configured to determine a downhill start signal and a downhill start reliability signal based on the image signal.
13. A computer storage medium comprising instructions which, when executed, perform the method of any one of claims 1 to 6.
14. A computer program product comprising a computer program which, when executed by a processor, implements the method of any one of claims 1 to 6.
15. A body stabilization system ESP, characterized in that it comprises an apparatus according to any of claims 7-12.
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| CN202111247119.5A CN116022145A (en) | 2021-10-26 | 2021-10-26 | Control method and equipment of traction control system TCS |
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| CN202111247119.5A CN116022145A (en) | 2021-10-26 | 2021-10-26 | Control method and equipment of traction control system TCS |
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