CN116151031A - Acceleration sensor simulation method applied to IBC system - Google Patents
Acceleration sensor simulation method applied to IBC system Download PDFInfo
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Abstract
The embodiment of the invention discloses an acceleration sensor simulation method applied to an IBC system, which comprises the following steps: under the condition that the vehicle runs on a slope, acquiring vehicle signals of each moment of an in-vehicle controller through a CAN bus, and acquiring the angular speeds of wheels of each moment through a wheel speed sensor; calculating the vehicle speed and the vehicle acceleration along the ramp at each moment according to the angular speeds of the wheels at each moment; according to vehicle parameters, wheel angular speeds, vehicle speeds along the ramp and vehicle accelerations corresponding to the vehicle signals at each moment, calculating the ramp resistance at each moment in real time: according to the ramp resistance at each moment, the vehicle acceleration along the ramp at each moment is decomposed to obtain the vehicle acceleration along the horizontal direction and the vertical direction at each moment so as to simulate the function of an acceleration sensor. According to the embodiment, the accurate calculation of acceleration in all directions can be realized without an external IMU, an external RTK, an inertial navigation module or other sensors.
Description
Technical Field
The embodiment of the invention relates to the technical field of intelligent sensing of vehicles, in particular to an acceleration sensor simulation method applied to an IBC system.
Background
Vehicle speed and acceleration are important information for the automatic driving of the vehicle. Current vehicle acceleration information is mainly obtained by an ESC (Electronic StabilityController, body electronic stability control) system. The acceleration of the vehicle in the horizontal direction and the vertical direction is output by an inertial module directly connected or configured on the ESC.
However, with the development of vehicle technology, more and more vehicles use an IBC (Integrated Brake Control, electronic stability control) system to replace an ESC system, and the IBC system is mechanically and directly connected (fail-safe) by an electrical signal when a driver brakes, so that a brake pipeline from the driver end to the ESC end and a vacuum booster are eliminated, and the purpose of reducing the cost is achieved. Since the IBC system is mechanically and directly connected to the driver's brake pedal, mechanical vibrations are transmitted to the IBC, and therefore the IBC system is not equipped with an inertial module, and accurate acceleration in the horizontal and vertical directions cannot be directly obtained.
In view of the above, the existing high-end vehicle type acquires acceleration information through advanced equipment support such as an external IMU (Inertial Measurement Unit ) or RTK (Real Time Kinematic, real-time dynamic measurement), and the acquisition cost is greatly increased.
Disclosure of Invention
The embodiment of the invention provides an acceleration sensor simulation method applied to an IBC system, which can realize accurate calculation of acceleration in all directions without an external IMU, an RTK, an inertial navigation module or other sensors.
In a first aspect, an embodiment of the present invention provides an acceleration sensor simulation method applied to an IBC system, including:
under the condition that the vehicle runs on a slope, acquiring vehicle signals of each moment of an in-vehicle controller through a CAN bus, and acquiring the angular speeds of wheels of each moment through a wheel speed sensor;
calculating the vehicle speed and the vehicle acceleration along the ramp at each moment according to the angular speeds of the wheels at each moment;
according to vehicle parameters, wheel angular speeds, vehicle speeds along the ramp and vehicle accelerations corresponding to the vehicle signals at each moment, calculating the ramp resistance at each moment in real time by adopting a formula (3):
wherein ,F i indicating the resistance of the ramp,T d which represents the torque of the engine,T m represents the friction resistance of the engine and,J e representing the moment of inertia of the engine,
indicating the angular acceleration of the crankshaft of the engine,i 0 represents the main reduction ratio of the engine,i 0 representing the transmission ratio of the gearbox>
Representing the mechanical efficiency of the drive train,J front part Indicating the moment of inertia of the front wheel>
Indicating the angular velocity of the front left wheel,/->
Indicating the angular velocity of the front right wheel,P front part Represents the braking pressure of the front wheel cylinder wheel,S front part Representing the piston area of the front wheel cylinder wheel,/>
Represents the friction factor of the friction plate of the front wheel cylinder,r front part The effective acting radius of the friction plate of the front wheel cylinder is represented by m, the mass of the whole vehicle is represented by g, the gravitational acceleration is represented by +.>
Representing the centroid to rear axis distance,h g representing the height of the centroid,vindicating the speed of the vehicle along the ramp,f r the coefficient of rolling resistance is represented by,R front part Which represents the radius of the front wheel,b front part Representing the centroid to front axis distance,R rear part (S) Represents the radius of the rear wheel, L represents the wheelbase,P back and left Represents the braking pressure of the left rear wheel cylinder wheel,S rear part (S) Represents the piston area of the rear wheel cylinder wheel, < > and->
Represents the friction factor of the friction plate of the rear wheel cylinder,r rear part (S) Indicating the effective acting radius of the friction plate of the rear wheel cylinder,P rear right Represents the brake pressure of the right rear wheel cylinder wheel,J rear part (S) Indicating the moment of inertia of the rear wheel of the vehicle,/->
Indicating left rear wheel angular velocity,/>
Indicating the angular velocity of the rear right wheel,C D the wind resistance coefficient is represented by the number of the wind resistance coefficients,Athe area of the wind facing the wind is indicated,arepresenting vehicle acceleration along a ramp;
according to the ramp resistance at each moment, the vehicle acceleration along the ramp at each moment is decomposed to obtain the vehicle acceleration along the horizontal direction and the vertical direction at each moment so as to simulate the function of an acceleration sensor.
In a second aspect, an embodiment of the present invention further provides an IBC system, including:
one or more processors;
a memory for storing one or more programs,
the one or more programs, when executed by the one or more processors, cause the one or more processors to implement the acceleration sensor simulation method applied to an IBC system as described in any of the embodiments.
In a third aspect, an embodiment of the present invention further provides a computer readable storage medium, where a computer program is stored, where the program is executed by a processor to implement the acceleration sensor simulation method applied to the IBC system according to any of the embodiments.
In a fourth aspect, an embodiment of the present invention further provides a virtual acceleration sensor, including: the system comprises an IBC system, a wheel speed sensor and a CAN bus;
under the condition that the vehicle runs on a slope, the CAN bus is used for acquiring vehicle signals of each moment of an in-vehicle controller, and the wheel speed sensor is used for acquiring the angular speed of the wheel at each moment;
the IBC system is used for calculating the vehicle speed and the vehicle acceleration along the ramp at each moment according to the angular speed of the wheels at each moment; according to vehicle parameters, wheel angular speeds, vehicle speeds along the ramp and vehicle accelerations corresponding to the vehicle signals at each moment, calculating the ramp resistance at each moment in real time by adopting a formula (3); according to the ramp resistance at each moment, decomposing the vehicle acceleration along the ramp at each moment to obtain the vehicle acceleration along the horizontal direction and the vertical direction at each moment so as to simulate the function of an acceleration sensor; wherein, formula (3) is expressed as follows:
wherein ,F i indicating the resistance of the ramp,T d which represents the torque of the engine,T m represents the friction resistance of the engine and,J e representing the moment of inertia of the engine,
indicating the angular acceleration of the crankshaft of the engine,i 0 represents the main reduction ratio of the engine,i 0 representing the transmission ratio of the gearbox>
Representing the mechanical efficiency of the drive train,J front part Indicating the moment of inertia of the front wheel>
Indicating the angular velocity of the front left wheel,/->
Indicating the angular velocity of the front right wheel,P front part Represents the braking pressure of the front wheel cylinder wheel,S front part Representing the piston area of the front wheel cylinder wheel,/>
Represents the friction factor of the friction plate of the front wheel cylinder,r front part The effective acting radius of the friction plate of the front wheel cylinder is represented by m, the mass of the whole vehicle is represented by g, the gravitational acceleration is represented by +.>
Representing the centroid to rear axis distance,h g representing the height of the centroid,vindicating the speed of the vehicle along the ramp,f r the coefficient of rolling resistance is represented by,R front part Which represents the radius of the front wheel,b front part Representing the centroid to front axis distance,R rear part (S) Represents the radius of the rear wheel, L represents the wheelbase,P back and left Represents the braking pressure of the left rear wheel cylinder wheel,S rear part (S) Represents the piston area of the rear wheel cylinder wheel, < > and->
Represents the friction factor of the friction plate of the rear wheel cylinder,r rear part (S) Indicating the effective acting radius of the friction plate of the rear wheel cylinder,P rear right Represents the brake pressure of the right rear wheel cylinder wheel,J rear part (S) Indicating the moment of inertia of the rear wheel of the vehicle,/->
Indicating the angular velocity of the rear left wheel,
indicating the angular velocity of the rear right wheel,C D the wind resistance coefficient is represented by the number of the wind resistance coefficients,Athe area of the wind facing the wind is indicated,arepresenting along a rampIs a vehicle acceleration of the vehicle.
The embodiment of the invention provides an acceleration sensor simulation method which is applied to the condition that a vehicle adopting an IBC system to replace an ESC system runs on a gradient road surface, and can automatically output acceleration along the horizontal direction and the vertical direction in real time through a wheel speed sensor and a calculation method integrated in the IBC system, so that the accurate calculation of the acceleration in each direction can be realized without an external IMU, an RTK, an inertial navigation module or other sensors, and the same purpose as that of an entity acceleration sensor can be achieved under partial working conditions. Specifically, in the embodiment, the wheel angular velocity is measured in real time through the wheel speed sensor, the variable and the vehicle signal in the vehicle are used as reliable data sources, a kinetic equation for calculating the ramp resistance is constructed around the actually measured information, so that the time-varying parameters in the equation only comprise parameters corresponding to the vehicle signal in the vehicle, the motion parameters and the wheel angular velocity, and the operation is ensured to be smoothly carried out by combining the association relation between the motion parameters and the wheel angular velocity.
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In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are needed in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the present invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of an acceleration sensor simulation method applied to an IBC system according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of an electronic device according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below. It will be apparent that the described embodiments are only some, but not all, embodiments of the invention. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the invention, are within the scope of the invention.
In the description of the present invention, it should be noted that the directions or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it should also be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
Fig. 1 is a flowchart of an acceleration sensor simulation method applied to an IBC system according to an embodiment of the present invention. The method is suitable for the condition that the vehicle adopting the IBC system to replace the ESC system runs on the gradient road surface, and is executed by the IBC system or a control unit thereof in the vehicle. As shown in fig. 1, the method specifically includes the following steps:
s110, when the vehicle runs on the slope, vehicle signals of all moments of the in-vehicle controller are acquired through the CAN bus, and the wheel angular speeds of all moments are acquired through the wheel speed sensor.
The in-vehicle controller according to the present embodiment includes: engine controllers, domain controllers, etc.; the vehicle signals of the required engine controller include an engine torque vehicle signal, an engine frictional resistance vehicle signal, an engine crank angle acceleration signal, etc., and the vehicle signals of the domain controller include wheel cylinder brake pressure vehicle signals. The vehicle signals CAN be periodically acquired from the CAN bus, and the angular speeds of the wheels CAN also be periodically acquired through the wheel speed sensor and are used as data sources for subsequent operation.
S120, calculating the vehicle speed and the vehicle acceleration along the ramp at each moment according to the angular speeds of the wheels at each moment.
Since the rear wheel is a driving wheel, the embodiment indirectly obtains the vehicle speed in the running direction (i.e. the direction parallel to the slope) of the vehicle through the angular velocity of the wheel measured by the wheel speed sensor, and the calculation formula is as follows:
wherein ,vindicating the speed of the vehicle along the ramp,
indicating left rear wheel angular velocity,/>
Indicating the rear right wheel angular velocity.
And after obtaining the vehicle speed along the ramp, determining the vehicle acceleration along the ramp at any two moments by adopting the vehicle speed difference at any two moments. Optionally, when the collected signals are all discrete signals with periodic intervals, in order to avoid the phenomenon that adjacent vehicle speed signal fluctuation causes positive and negative jump of a difference value, the difference is performed on two vehicle speed values separated by a plurality of periods to obtain an acceleration value, and then:
wherein ,arepresent the firstnThe vehicle acceleration along the ramp is cycled,v n represent the firstnThe speed of the vehicle along the ramp for each cycle;v n-k represent the firstn-kThe speed of the vehicle along the ramp for one cycle,Trepresenting an acquisition period;kindicating the number of cycles of separation,kcan be determined according to the fluctuation condition of the vehicle speed signal, and does not haveBody restriction.
It should be noted that hereaFor acceleration along the ramp, the subsequent steps will calculate vehicle acceleration in the horizontal and vertical directions based on the acceleration simulation to implement the functions of the IMU or RTK or inertial navigation module of the prior art.
S130, calculating the ramp resistance at each moment in real time by adopting a formula (3) according to the vehicle parameters, the wheel angular speed, the vehicle speed along the ramp and the vehicle acceleration corresponding to the vehicle signals at each moment.
wherein ,F i indicating the resistance of the ramp,T d which represents the torque of the engine,T m represents the friction resistance of the engine and,J e representing the moment of inertia of the engine,
indicating the angular acceleration of the crankshaft of the engine,i 0 represents the main reduction ratio of the engine,i 0 representing the transmission ratio of the gearbox>
Representing the mechanical efficiency of the drive train,J front part Indicating the moment of inertia of the front wheel>
Indicating the angular velocity of the front left wheel,/->
Indicating the angular velocity of the front right wheel,P front part Represents the braking pressure of the front wheel cylinder wheel,S front part Representing the piston area of the front wheel cylinder wheel,/>
Represents the friction factor of the friction plate of the front wheel cylinder,r front part The effective acting radius of the friction plate of the front wheel cylinder is represented by m, the mass of the whole vehicle is represented by g, the gravitational acceleration is represented by +.>
Representing the centroid to rear axis distance,h g representing the height of the centroid,vindicating the speed of the vehicle along the ramp,f r the coefficient of rolling resistance is represented by,R front part Which represents the radius of the front wheel,b front part Representing the centroid to front axis distance,R rear part (S) Represents the radius of the rear wheel, L represents the wheelbase,P back and left Represents the braking pressure of the left rear wheel cylinder wheel,S rear part (S) Represents the piston area of the rear wheel cylinder wheel, < > and->
Represents the friction factor of the friction plate of the rear wheel cylinder,r rear part (S) Indicating the effective acting radius of the friction plate of the rear wheel cylinder,P rear right Represents the brake pressure of the right rear wheel cylinder wheel,J rear part (S) Indicating the moment of inertia of the rear wheel of the vehicle,/->
Indicating left rear wheel angular velocity,/>
Indicating the angular velocity of the rear right wheel,C D the wind resistance coefficient is represented by the number of the wind resistance coefficients,Athe area of the wind facing the wind is indicated,aindicating vehicle acceleration along the ramp.
Equation (3) gives a method of calculating the ramp resistance by the angular wheel speed, the specific principle of which will be described in detail in the following examples. Among all variables of equation (3), engine torqueT d Friction resistance of engineT m Angular acceleration of engine crankshaft
Wheel brake pressure of front wheel cylinderP Front part Brake pressure of left rear wheel cylinder wheelP Back and left Are all obtained by corresponding vehicle signals, the front left wheel angular velocity +.>
Front right wheel angular velocity->
Left rear wheel angular velocity->
And rear right wheel angular velocity->
The speed of the vehicle along the ramp is measured by a wheel speed sensorvAnd vehicle accelerationaThe method is obtained through S120 calculation, and the rest variables are known variables and can be obtained through direct measurement or calibration.
And S140, decomposing the vehicle acceleration along the ramp at each moment according to the ramp resistance at each moment to obtain the vehicle acceleration along the horizontal direction and the vertical direction at each moment so as to simulate the function of the acceleration sensor.
After the ramp resistance at each moment is obtained, the gradient at each moment can be solved according to the relationship between the ramp resistance and the gravity of the vehicle
Realizing the real-time calculation of the gradient:
according to the gradient
Acceleration along the ramp at the same timeaDecomposing to obtain the acceleration of the vehicle along the horizontal directiona x And acceleration in the vertical directiona y By the following constitutiona x Anda y together forming the output of the whole method.
For ease of understanding, the basic principle and construction process of equation (3) are described below. The basic principle of the formula (3) is that the angular velocity of the wheel acquired by a wheel speed sensor is used as an actual measurement variable to assist the vehicle signals of all parameters in the vehicle, and the ramp resistance required by calculating the gradient is solved together. Under this basic principle, the construction process comprises the following steps:
step one, overall vehicle dynamics modeling is carried out, and equations including ramp resistance and motion variables but not including gradients are screened out from modeling equations to serve as vehicle dynamics models. Specifically, there are many equations obtained by dynamically modeling the entire vehicle, and this step screens out equations that satisfy the solution relationship of the present embodiment. The solving target of the ramp resistance is needed to be contained in a model equation; the motion variable can be converted through the angular velocity of the wheel, and can also be contained in a model equation; and the gradient is used as a subsequent solving variable of the gradient resistance, and is not allowed to appear in the model equation. According to the principle, the finally screened whole vehicle dynamics model is shown in an equation (5):
wherein ,FLeft front x 、F Front right of x 、F Left after x and FRight after x Represents the ground reaction forces of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel respectively, F w Indicating air resistance.
And secondly, constructing a wheel end dynamics model by taking the angular speed of the wheel as an independent variable. Specifically, the wheel angular velocity is the only actually measured motion variable in the embodiment, and has higher accuracy relative to the calculated motion variable, so that the actually measured motion variable is introduced into the calculation of the ramp resistance through the wheel end modeling in the step to improve the calculation accuracy of the ramp resistance. The final constructed wheel end dynamics model is shown in formulas (6) - (9):
wherein ,T t representing the driving moment on the driving wheel on one side,T b front left 、T b front right 、T b back left 、T b right after Respectively representing the braking moments of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel,T f front left 、T f front right 、T f back left 、T f right after The rolling resistance moments of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are respectively represented.
And thirdly, identifying common variables of the vehicle dynamics model and the wheel end dynamics model. After the whole vehicle modeling and the wheel end modeling are completed, the step establishes the interrelationship between the models through the common variables in the two models. Specifically, common variables of the vehicle dynamics model (5) and the wheel end dynamics models (6) - (9) are identified, including F Left front x 、F Front right of x 、F Left after x and FRight after x 。
And fourthly, dynamically analyzing the variables which are beyond the common variables and change along with time, wherein the analysis form only comprises the motion variables, the variables corresponding to the vehicle signals in the vehicle and the fixed parameters. The purpose of this step is to eliminate the unknown variables other than the common variables, which are typically time-varying variables that cannot be measured directly or calibrated in advance due to their real-time variation, and which need to be further resolved according to kinetic or kinematic theory, converting into resolvable travel. Specifically, the step uses the motion variables solved by the angular velocity of the wheels and the vehicle signals in the vehicle obtained by the CAN bus as intermediate variables, and the variables changing with time are calculatedT t 、T b front left 、T b front right 、T b back left 、T b right after AndT f front left 、T f front right 、T f back left 、
、F w Respectively carrying out dynamic analysis to obtain the following analysis forms: />
Wherein the analysis form only comprises motion variablesvVariable corresponding to vehicle signal in vehicleT d 、T m 、
、P Front left 、
、P Back and left and PRear right, wherein ,P front left AndP front right Cylinder wheel brake pressures for the left and right front wheels, respectively; the remaining variables are fixed parameters.
And fifthly, constructing the association relation between the motion variable and the angular speed of the wheel. Specifically, the motion variables in equations (10) (11)vThe association relation with the angular velocity of the wheel is shown in formula (1), and the motion variable in formula (5)aAs shown in equation (2).
And step six, combining the vehicle dynamics model (5), the wheel end dynamics models (6) - (9), the dynamics analysis forms (10) - (16) and the association relations (1) (2) to derive a calculation equation of the ramp resistance. The specific deduction process is as follows:
from equation (5):
from formulas (6) - (9):
substituting equations (19) - (22) into equation (18) yields:
substituting the formulas (10) - (17) into the formula (23) to obtain the formula (3), wherein the association relation (1) (2) is used asvAndais a solution approach to (a).
Furthermore, considering that the parameters to be monitored and measured in this embodiment are not all real-time CAN signals, a plurality of signal periods are required for detecting the torque transmission of the power system to the driving force resistance, so before the hill resistance is calculated by using the formulas (1), (2) and (3), time synchronization is required for each variable in the formula (3) to ensure that the variables participating in the calculation at the same time correspond to the same moment, and the real-time calculation of the hill resistance is realized. Optionally, the time synchronization process specifically includes the following steps:
step one, acquiring signal variables with time delay in a formula (3), wherein the signal variables comprise variables corresponding to signals of each vehicle, the angular speed of wheels, the speed of vehicles along a ramp and the acceleration of the vehicles.
Step two, classifying the signal variable with time delay according to a signal source; and calibrating the signal time delay of one variable in various variables to serve as the time delay of the same type of variable. Specifically, the time delay causes of the same signal source are basically similar, so that the step is firstly classified according to the signal source, each class selects a representative signal to determine the time delay, and the determined time delay is applicable to all signals in the same class. In a specific embodiment, signal variables with time delay are classified into the following categories, and different calibration modes are adopted:
the first category is a category of signal variables which are derived from an engine controller and have the same response mechanism, and comprise engine torque and engine friction resistance. For the signal variable, calibrating the engine conduction delay and the engine controller communication delay of any signal variable
Will->
Signal delay as a homogeneous variable.
The second category, another type of signal variable that originates from the engine controller and has the same response mechanism, includes engine crankshaft angular acceleration. For the signal variable, the response time delay and the communication time delay of the angular acceleration of the crankshaft of the engine are calibrated
Will->
Signal delay as a homogeneous variable.
And the third category, namely signal variables which are derived from the domain controller and have the same response mechanism, comprises the braking pressure of each wheel cylinder. For the signal variable, the response time delay and the communication time delay of the braking pressure of any wheel cylinder wheel are calibrated
Will->
Signal delay as a homogeneous variable.
Fourth, signal variables derived from wheel speed sensors include angular velocity of each wheel, vehicle speed along a hill, and vehicle acceleration. For this type of variable, since the wheel angular velocity is the basis for calculation of other variables, the measurement delay and the transmission delay of the wheel angular velocity are calibrated
Will->
Signal delay as a homogeneous variable.
More specifically, the characteristics of the parts of different vehicle types are different, and the signal time delay is different
、/>
、/>
、/>
A targeted real vehicle calibration test is required. In the case of periodic acquisition of signals, +.>
、/>
、/>
、/>
Representing a number of periods of delay.
And step four, according to the signal time delay of various parameters, performing time synchronization on the signal variable with time delay. After considering time synchronization, equation (3) is expressed as:
wherein ,
respectively after time synchronizationF i 、T d 、T m 、/>
、/>
、/>
、P Front part 、v、P Back and left 、P Rear right 、/>
、/>
Anda. And substituting the variables after time synchronization into the ramp resistance calculated by the formula (24) can eliminate errors caused by various delays in signal acquisition and response, and further improve the accuracy of ramp calculation.
The embodiment provides an acceleration sensor simulation method, which is applied to the condition that a vehicle adopting an IBC system to replace an ESC system runs on a gradient road surface, and can automatically output acceleration along the horizontal direction and the vertical direction in real time through a wheel speed sensor and a calculation method integrated in the IBC system, so that the accurate calculation of the acceleration in each direction can be realized without an external IMU, an RTK, an inertial navigation module or other sensors, and the same purpose as that of an entity acceleration sensor can be achieved under partial working conditions. Specifically, in the embodiment, the wheel angular velocity is measured in real time through the wheel speed sensor, the variable and the vehicle signal in the vehicle are used as reliable data sources, a kinetic equation for calculating the ramp resistance is constructed around the actually measured information, so that the time-varying parameters in the equation only comprise parameters corresponding to the vehicle signal in the vehicle, the motion parameters and the wheel angular velocity, and the operation is ensured to be smoothly carried out by combining the association relation between the motion parameters and the wheel angular velocity. In addition, the embodiment also considers the time delay problem in signal response and transmission, carries out time delay calibration on the signals with delay according to different signal sources, and the calibrated time delay is applicable to all signals with the same source, so that the time cost caused by variable calibration one by one is avoided; the time synchronization signal variable is adopted to calculate the ramp resistance, so that disturbance caused by time errors is avoided, and the accuracy of acceleration calculation is further improved.
Fig. 2 is a schematic structural diagram of an electronic device according to an embodiment of the present invention, and as shown in fig. 2, the device includes a processor 60, a memory 61, an input device 62 and an output device 63; the number of processors 60 in the device may be one or more, one processor 60 being taken as an example in fig. 2; the processor 60, the memory 61, the input means 62 and the output means 63 in the device may be connected by a bus or other means, in fig. 2 by way of example.
The memory 61 is used as a computer readable storage medium for storing software programs, computer executable programs and modules, such as program instructions/modules corresponding to the acceleration sensor simulation method applied to the IBC system in the embodiment of the present invention. The processor 60 performs various functional applications of the device and data processing, i.e. implements the acceleration sensor simulation method described above as applied to IBC systems, by running software programs, instructions and modules stored in the memory 61.
The memory 61 may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system, at least one application program required for functions; the storage data area may store data created according to the use of the terminal, etc. In addition, the memory 61 may include high-speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid-state storage device. In some examples, memory 61 may further comprise memory remotely located relative to processor 60, which may be connected to the device via a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The input means 62 may be used to receive entered numeric or character information and to generate key signal inputs related to user settings and function control of the device. The output 63 may comprise a display device such as a display screen.
The embodiment of the invention also provides a computer readable storage medium, on which a computer program is stored, which when executed by a processor implements the acceleration sensor simulation method of any embodiment applied to an IBC system.
The computer storage media of embodiments of the invention may take the form of any combination of one or more computer-readable media. The computer readable medium may be a computer readable signal medium or a computer readable storage medium. The computer readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples (a non-exhaustive list) of the computer-readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In this document, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.
The computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, either in baseband or as part of a carrier wave. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device.
Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.
Computer program code for carrying out operations of the present invention may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, smalltalk, C ++ and conventional procedural programming languages, such as the C-programming language or similar programming languages. The program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any kind of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or may be connected to an external computer (for example, through the Internet using an Internet service provider).
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the essence of the corresponding technical solutions from the technical solutions of the embodiments of the present invention.
Claims (10)
1. An acceleration sensor simulation method applied to an IBC system, comprising:
under the condition that the vehicle runs on a slope, acquiring vehicle signals of each moment of an in-vehicle controller through a CAN bus, and acquiring the angular speeds of wheels of each moment through a wheel speed sensor;
calculating the vehicle speed and the vehicle acceleration along the ramp at each moment according to the angular speeds of the wheels at each moment;
according to vehicle parameters, wheel angular speeds, vehicle speeds along the ramp and vehicle accelerations corresponding to the vehicle signals at each moment, calculating the ramp resistance at each moment in real time by adopting a formula (3):
wherein ,F i indicating the resistance of the ramp,T d which represents the torque of the engine,T m represents the friction resistance of the engine and,J e representing the moment of inertia of the engine,
indicating the angular acceleration of the crankshaft of the engine,i 0 represents the main reduction ratio of the engine,i g representing the transmission ratio of the gearbox>
Representing the mechanical efficiency of the drive train,J front part Indicating the moment of inertia of the front wheel>
Indicating the angular velocity of the front left wheel,/->
Indicating the angular velocity of the front right wheel,P front part Represents the braking pressure of the front wheel cylinder wheel,S front part Representing the piston area of the front wheel cylinder wheel,/>
Represents the friction factor of the friction plate of the front wheel cylinder,r front part The effective acting radius of the friction plate of the front wheel cylinder is represented by m, the mass of the whole vehicle is represented by g, the gravitational acceleration is represented by +.>
Representing the centroid to rear axis distance,h g representing the height of the centroid,vindicating the speed of the vehicle along the ramp,f r the coefficient of rolling resistance is represented by,R front part Which represents the radius of the front wheel,b front part Representing the centroid to front axis distance,R rear part (S) Represents the radius of the rear wheel, L represents the wheelbase,P back and left Represents the braking pressure of the left rear wheel cylinder wheel,S rear part (S) Represents the piston area of the rear wheel cylinder wheel, < > and->
Represents the friction factor of the friction plate of the rear wheel cylinder,r rear part (S) Indicating the effective acting radius of the friction plate of the rear wheel cylinder,P rear right Represents the brake pressure of the right rear wheel cylinder wheel,J rear part (S) Indicating the moment of inertia of the rear wheel of the vehicle,/->
Indicating the angular velocity of the rear left wheel,
indicating the angular velocity of the rear right wheel,C D the wind resistance coefficient is represented by the number of the wind resistance coefficients,Athe area of the wind facing the wind is indicated,arepresenting vehicle acceleration along a ramp;
according to the ramp resistance at each moment, the vehicle acceleration along the ramp at each moment is decomposed to obtain the vehicle acceleration along the horizontal direction and the vertical direction at each moment so as to simulate the function of an acceleration sensor.
2. The method of claim 1, further comprising, prior to said calculating the vehicle speed and the vehicle acceleration along the ramp at each time based on the wheel angular velocity at each time:
carrying out overall vehicle dynamics modeling, and screening out equations including ramp resistance and motion variables but not including gradients as vehicle dynamics models;
taking the angular velocity of the wheel as an independent variable, and constructing a wheel end dynamics model;
identifying common variables of the vehicle dynamics model and the wheel end dynamics model;
dynamically analyzing variables which are outside the public variables and change along with time, wherein the analysis form only comprises the motion variables, the variables corresponding to the vehicle signals in the vehicle and the fixed parameters;
constructing the association relation between the motion variable and the angular speed of the wheel;
and (3) combining the vehicle dynamics model, the wheel end dynamics model, the analysis form and the association relation to obtain a calculation equation (3) of the ramp resistance.
3. The method of claim 2, wherein the modeling of the overall dynamics of the vehicle, screening out equations including the resistance of the ramp but not the gradient as the vehicle dynamics model, comprises: carrying out overall vehicle dynamics modeling to obtain a plurality of dynamics equations; screening equation (5) including the hill resistance and the motion variable but not including the gradient from the plurality of dynamics equations as a vehicle dynamics model:
wherein ,FLeft front x 、F Front right of x 、F Left after x and FRight after x Represents the ground reaction forces of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel respectively, F w Represents air resistance;
the construction of the wheel end dynamics model by taking the angular velocity of the wheel as an independent variable comprises the following steps: building a wheel end dynamics model taking the angular velocity of the wheel as an independent variable:
wherein ,T t representing the driving moment on the driving wheel on one side,T b front left 、T b front right 、T b back left 、T b right after Respectively representing the braking moments of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel,T f front left 、T f front right 、T f back left 、T f right after The rolling resistance moment of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are respectively represented;
the identifying common variables of the vehicle dynamics model and the wheel end dynamics model includes: identifying the common variable F of equation (5) and equation sets (6) (7) (8) (9) Left front x 、F Front right of x 、F Left after x and FRight after x ；
Dynamically resolving variables which are beyond the common variables and change with time, wherein the resolved form only comprises the motion variables, the variables corresponding to vehicle signals in the vehicle and fixed parameters, and the method comprises the following steps: will F Left front x 、F Front right of x 、F Left after x and FRight after x External, time-varying variablesT t 、T b front left 、T b front right 、T b back left 、T b right after AndT f front left 、T f front right 、T f back left 、T f right after 、F w Respectively carrying out dynamic analysis to obtain the following analysis forms:
wherein the analysis form only comprises motion variablesvVariable corresponding to vehicle signal in vehicleT d 、T m 、
、P Front left 、
、P Back and left and PRear right And fixed parameters; wherein,P front left AndP front right Cylinder wheel brake pressures for the left and right front wheels, respectively;
the construction of the association relation between the motion variable and the angular speed of the wheel comprises the following steps: constructing a motion variable based on the driving principle of a vehiclevCorrelation with wheel angular velocity:
4. the method of claim 1, wherein calculating the vehicle speed and the vehicle acceleration along the ramp at each time based on the wheel angular velocity at each time comprises:
calculating the vehicle speed along the ramp at any moment according to the following formulav：
And calculating the vehicle acceleration along the ramp at the moment by adopting the vehicle speed difference at the two moments.
5. The method according to claim 4, further comprising, before calculating the ramp resistance at each time in real time using equation (3) based on the vehicle parameters corresponding to the vehicle signals at each time, the vehicle speed along the ramp, and the vehicle acceleration:
acquiring signal variables with time delay in a formula (3), wherein the signal variables comprise variables corresponding to signals of each vehicle, the angular speed of wheels, the speed of vehicles along a ramp and the acceleration of the vehicles;
classifying the signal variable with time delay according to signal sources and response mechanisms;
calibrating the signal time delay of one variable in various variables to be used as the time delay of the same type of variable;
and according to the signal time delay of various variables, performing time synchronization on the signal variables with time delay.
6. The method of claim 5, wherein classifying the time-delayed signal variable according to signal origin and response mechanism comprises:
engine torque and engine frictional resistance from an engine controller with the same response mechanism are classified into one type;
the engine crankshaft angular acceleration from the engine controller, which has the same response mechanism, is classified into one type;
dividing the brake pressures of the wheels with the same response mechanism, which are derived from the domain controller, into one type;
the angular velocity of each wheel from the wheel speed sensor, the vehicle speed along the ramp, and the vehicle acceleration are classified into one category.
7. The method of claim 6, wherein the calibrating the signal delay of one of the variables as the delay of the same class of variables comprises:
for engine torque and engine friction resistance which are derived from an engine controller and have the same response mechanism, the engine conduction delay and the engine controller communication delay of any variable are calibrated
Will->
Signal delays as homogeneous variables;
engine crank angular acceleration of engine controller with same response mechanism, response time delay and communication time delay for calibrating engine crank angular acceleration
Will->
Signal delays as homogeneous variables;
for each wheel cylinder braking pressure which is derived from the domain controller and has the same response mechanism, calibrating the response time delay and the communication time delay of any wheel cylinder braking pressure
Will->
Signal delays as homogeneous variables;
for each wheel angular velocity from the wheel speed sensor, the vehicle speed along the ramp, and the vehicle acceleration, the measurement delay and the transmission delay of the wheel angular velocity are calibrated
Will->
Signal delay as a homogeneous variable.
8. An IBC system, comprising:
one or more processors;
a memory for storing one or more programs,
when the one or more programs are executed by the one or more processors, the one or more processors are caused to implement the acceleration sensor simulation method of any one of claims 1-7 for use in an IBC system.
9. A computer-readable storage medium, on which a computer program is stored which, when executed by a processor, implements the acceleration sensor simulation method applied to an IBC system according to any one of claims 1-7.
10. A virtual acceleration sensor, comprising: the system comprises an IBC system, a wheel speed sensor and a CAN bus;
under the condition that the vehicle runs on a slope, the CAN bus is used for acquiring vehicle signals of each moment of an in-vehicle controller, and the wheel speed sensor is used for acquiring the angular speed of the wheel at each moment;
the IBC system is used for calculating the vehicle speed and the vehicle acceleration along the ramp at each moment according to the angular speed of the wheels at each moment; according to vehicle parameters, wheel angular speeds, vehicle speeds along the ramp and vehicle accelerations corresponding to the vehicle signals at each moment, calculating the ramp resistance at each moment in real time by adopting a formula (3); according to the ramp resistance at each moment, decomposing the vehicle acceleration along the ramp at each moment to obtain the vehicle acceleration along the horizontal direction and the vertical direction at each moment so as to simulate the function of an acceleration sensor; wherein, formula (3) is expressed as follows:
wherein ,F i indicating the resistance of the ramp,T d which represents the torque of the engine,T m represents the friction resistance of the engine and,J e representing the moment of inertia of the engine,
indicating the angular acceleration of the crankshaft of the engine,i 0 represents the main reduction ratio of the engine,i 0 representing the transmission ratio of the gearbox>
Representing the mechanical efficiency of the drive train,J front part Indicating the moment of inertia of the front wheel>
Indicating the angular velocity of the front left wheel,/->
Indicating the angular velocity of the front right wheel,P front part Represents the braking pressure of the front wheel cylinder wheel,S front part Representing the piston area of the front wheel cylinder wheel,/>
Represents the friction factor of the friction plate of the front wheel cylinder,r front part The effective acting radius of the friction plate of the front wheel cylinder is represented by m, the mass of the whole vehicle is represented by g, the gravitational acceleration is represented by +.>
Representing the centroid to rear axis distance,h g representing the height of the centroid,vindicating the speed of the vehicle along the ramp,f r the coefficient of rolling resistance is represented by,R front part Which represents the radius of the front wheel,b front part Representing the centroid to front axis distance,R rear part (S) Represents the radius of the rear wheel, L represents the wheelbase,P back and left Represents the braking pressure of the left rear wheel cylinder wheel,S rear part (S) Represents the piston area of the rear wheel cylinder wheel, < > and->
Represents the friction factor of the friction plate of the rear wheel cylinder,r rear part (S) Indicating the effective acting radius of the friction plate of the rear wheel cylinder,P rear right Represents the brake pressure of the right rear wheel cylinder wheel,J rear part (S) Indicating the moment of inertia of the rear wheel of the vehicle,/->
Indicating the angular velocity of the rear left wheel,
indicating the angular velocity of the rear right wheel,C D the wind resistance coefficient is represented by the number of the wind resistance coefficients,Athe area of the wind facing the wind is indicated,aindicating vehicle acceleration along the ramp. />
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