CN1332837C - 利用轮胎力特性的车辆稳定性控制增强 - Google Patents

利用轮胎力特性的车辆稳定性控制增强 Download PDF

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CN1332837C
CN1332837C CNB038142201A CN03814220A CN1332837C CN 1332837 C CN1332837 C CN 1332837C CN B038142201 A CNB038142201 A CN B038142201A CN 03814220 A CN03814220 A CN 03814220A CN 1332837 C CN1332837 C CN 1332837C
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tire
vehicle
signal
controller
force
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CN1662407A (zh
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丹尼·R·米洛特
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Kelsey Hayes Co
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Kelsey Hayes Co
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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Regulating Braking Force (AREA)
  • Tires In General (AREA)
  • Compositions Of Macromolecular Compounds (AREA)
  • Vehicle Body Suspensions (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

一种控制先进底盘控制系统，例如影响车辆动态性能和安全性的防抱死制动系统、牵引控制系统、车辆稳定性控制系统或滚动控制系统，的方法。控制单元至少部分地根据对车辆轮胎力产生特性的预测以及司机输入信号控制该先进底盘控制系统的操作。当判定轮胎是充气的时以一种方式控制该先进底盘控制系统，而如果判定轮胎是跑气的则以另一种不同方式控制。在正常驱动下，该底盘控制系统可进行操作，以便在考虑到至少一个轮胎跑气时根据司机的意图控制车辆。在制动期间，该控制器可用于分配制动力以把力从跑气轮胎转换到充气轮胎上。

Description

利用轮胎力特性的车辆稳定性控制增强
相关申请的相互引用
本申请要求2002年5月1日申请的美国临时申请60/376,753的优先权，该申请收录作为参考。
技术领域
本发明一般地涉及车辆电子控制底盘系统。更具体地，本发明涉及具有防抢死制动、牵引控制、后轮操纵等的底盘系统，并且利用该系统中的轮胎力特性提高总性能。
许多当今的车辆装备着先进的底盘系统例如防死制动系统、牵引控制、车辆稳定性控制以及其它提高作为道路状况的函数的车辆性能的电子操作系统。作为许多这样的先进底盘系统的一部分，轮胎传感器安装在车辆轮胎上以得到有关轮胎和路面之间的相互作用的信息，并且进而由控制器处理该信息以通过选择性地保持、加大或减小关联轮胎上的制动或驱动转矩和/或滑动角来调节轮胎力。已知利用车轮转速传感器或力传感器得到控制系统工作所需的数据。
例如在授予Latarnik等的美国专利6,330,496中，公开一种根据从轮胎传感器得到的数据调整车辆的驱动性能的方法。实际上，Latarnik等公开把作用在轮胎上的标称力用作为控制量，控制器利用它调节制动压力或发动机驱动转矩。可以把这些标称力转换成制动压力变化、绝对制动压力、阀致动周期或电流强度，或者可以用于改变发动机驱动转矩以便控制从动轮胎。但是，在Latarnik等的方法中轮胎上感测到的这些力是实际力和实际转矩，并且沿纵、横和垂直方向。其它用来确定标称量的输入例如可以是各轮的转速或者车辆基准速度。
授予Fioravanti的美国专利S,247,831也公开一种根据对轮胎轨迹的估计来优化车辆的行为。具体地，为建立轨迹状况所监视的信号是车辆重心、车轮在垂直面中的转动(驱动力和制动力)、车轮在水平面中的转动(转向角)和车轮的垂直运动的动态特性。处理器计算每个车轮的轨迹并且根据控制参数处理这些数据以便控制车辆的各个传动件、制动件、操纵件和悬挂件从而优化车辆的性能以及安全性。可以连续地进行该处理以检查驱动条件并且优化车轮的操作。
此外，已知如何检测车辆是否具有一个或多个气压低或者跑气的轮胎。可以把该信息传送给司机，从而司机可以采取补救措施。例如，在授予Siekinen等的美国专利5,721,374中，通过利用设置在轮上或制动系统中的传感器比较轮速来进行低轮胎压力的检测。授予Okawa等的美国专利5,591,906公开一种和防爆轮胎(fun-flat tire)一起使用的轮胎压力下降检测部件。通常防爆轮胎设计成在“跑气轮胎”事件下运行，即使速度减小和距离有限。在这种运行下，Okawa设想一种检测这样的压力下降并且通知司机的机制，从而不会超过防爆轮胎的速度和距离限制并且提高安全性。
尽管上面描述的系统以及其它现有系统有效地管理车辆控制系统的操作，但是希望利用检测轮胎状态的传感器更整体地控制车辆而且根据感测到的数据操作控制系统。
发明内容
本发明涉及一种控制车辆的先进底盘控制系统，例如防抱死制动系统、牵引控制系统、后轮操纵系统、车辆稳定性控制系统、滚动控制系统或者其它影响车辆动态性能或总体安全性的系统，的方法。电子控制单元(ECU)至少部分地根据对车辆轮胎力产生特性的预测来控制该先进底盘控制系统的操作。如果判定轮胎是充气的以一种方式控制该先进底盘控制系统，如果判定轮胎是跑气的则以另一种不同方式控制。
本发明的第一方面提供一种车辆稳定性控制系统，包括：多个传感器，用于提供关于车辆对司机输入的响应的信息；以及估计器，接收由传感器提供的信息，以便估计轮胎力；轮胎状态检测器，用于确定轮胎是否至少为充气状态和跑气状态中之一；以及车辆稳定性控制器，其中该控制器按照基于轮胎为充气的第一方式和基于轮胎为跑气的第二方式，并且基于从估计器所估计的轮胎力来激励，以便控制施加到轮胎上的力；其中，该检测器适用于确定是否至少一个轮胎处于充气状态和跑气状态中至少之一，以及，该车辆稳定性控制器适用于基于轮胎为充气和跑气中之一，并且基于从估计器所估计的轮胎力来控制施加到至少一个轮胎上的力，并且当达到激励准则时，该车辆稳定性控制器适于产生主动修正，以改变转向角、制动转矩、驱动转矩中的至少之一，其中当车辆稳定性控制器接收到轮胎状态检测器的轮胎处于跑气状态的判断时，该激励准则被调整成更灵敏的设定，并且主动修正基于估计器所估计的轮胎力。
本发明的第二方面提供一种控制车辆稳定性的方法，包括：a)确定车辆对司机输入的响应；b)估计车辆的轮胎力；c)确定至少一个车辆轮胎的充气状态；d)在控制器中处理充气状态数据和估计的轮胎力；e)基于轮胎的充气状态和轮胎力激励该控制器输出控制信号，以便调节施加到车辆上该轮胎的驱动力和制动力中至少之一，以及e1)当达到激励准则时，产生主动修正，以改变转向角、制动转矩、驱动转矩中的至少之一，其中主动修正基于所估计的轮胎力，并且基于该至少一个轮胎的充气状态，该激励准则被设定成更灵敏的设定。
本发明的第三方面提供一种用于带有轮胎的车辆的底盘控制系统，包括：用于确定轮胎状态特性的机构；轮胎状态检测器，基于轮胎状态特性确定轮胎是否至少为充气状态和跑气状态之一；利用轮胎状态特性来估计轮胎力产生特性的估计器；以及电子控制单元，用于基于估计的轮胎力产生特性来控制该底盘控制系统的操作；其中，基于从估计器估计的轮胎力，如果确定轮胎是充气的，以一种方式控制车辆的该底盘控制系统，而如果确定至少一个轮胎是跑气的，则以另一种不同方式控制该底盘控制系统，并且其中，当达到激励准则时，产生主动修正，以改变转向角、制动转矩、驱动转矩中的至少之一，其中主动修正基于所估计的轮胎力，并且基于该至少一个轮胎的充气状态，该激励准则被设定成更灵敏的设定。
本发明的第四方面提供一种车辆稳定性控制系统，包括：用于确定司机命令的驱动力、制动力和转向角的司机输入信号检测器；用于确定轮胎处于充气状态还是处于跑气状态的轮胎状态检测器：多个适用于测量对操作条件和司机输入信号中至少之一的车辆响应的传感器；以及车辆稳定性控制器，该控制器利用来自各传感器和轮胎状态检测器的输入信号以及司机输入信号来输出控制信号，从而根据司机命令操作车辆；其中该车量控制基于所检测到的轮胎状态以及所检测到的轮胎力，并且其中，当达到激励准则时，产生主动修正，以改变转向角、制动转矩、驱动转矩中的至少之一，其中主动修正基于估计器所估计的轮胎力，并且基于该至少一个轮胎的充气状态，该激励准则被设定成更灵敏的设定。本发明的各种目的和优点会在本领域技术人员借助各附图阅读下面的对优选实施例的详细说明下变得清楚。
附图说明
图1是示出感测部件、算法部件和控制部件之间的总体信息流的方块图。
图2是示出本发明中采用的各个数据处理阶段的顶层方块图。
具体实施方式
本发明涉及一种通过利用已知的轮胎力特性增强车辆稳定性控制的算法。实际上，可以和该算法一起操作的车辆稳定性控制系统是防抱死制动系统(ABS)，牵引控制系统，偏航稳定性控制系统，后轮操纵系统，主动前轮操纵系统，双通道主动滚动控制(ARC)。通过基于轮胎压力和温度传感器的估计或者通过间接测量来接收轮胎力特性，通常，车辆稳定性控制(VSC)系统不具有任何关于实际轮胎特性的知识，从而，通过增加轮胎力特性，可以改进车辆状态估计，从而对车辆稳定性控制算法提供更准确的信息。
本发明的一个应用和轮胎可用性扩充技术(extended mobility tiretechnology)(例如防爆轮胎)有关，在该技术中监视轮胎压力以便识别跑气状态。在跑气轮胎状态下，该轮胎技术仍使轮胎具有工作能力，即使其操作范围是有限的。可以理解本发明能用任何车辆轮胎系统实现。已经确定，当可动性扩充轮胎跑气或者处于充气减少状态时，会明显改变车辆的驾驶特性和稳定性特性。在给出用于充气跑气轮胎二种情况的已知轮胎特性时，车辆稳定性控制系统可以通过检测何时轮胎部分或全部跑气来改变它的操作模式从而提高安全性。该系统还可以用于在当多于一个的轮胎气压减小或跑气时自动调整车辆稳定性控制系统。由于当一个或多个轮胎跑气时车辆的驾驶和稳定性明显改变，基于充气轮胎标准操作车辆稳定性控制会对车辆的安全驾驶造成负面影响。此外，跑气轮胎可向控制器发送信号以指示它以与正常充气轮胎不同的方式工作。当轮胎实际欠充气或跑气时，这会造成为了修正过度车辆偏航、过度轮胎滑动或其它状态错误地激励VSC系统。从而，监视轮胎压力和轮胎力可以根据轮胎跑气来防止车辆稳定性控制的错误激励。
现参照附图，图1中示出概括地用10表示的车辆稳定性控制系统中的信号流方块图。最初，从车辆22的司机13输入信号。司机13最少可以控制所施加的的制动转矩Tb、驱动转矩Td和前轮转向角δf(对于前轮驱动车辆)。可以理解，司机可能能够控制后轮转向角(在后轮驱动车轮中)，或者其它车辆控制输入。这些输入信号接着施加到轮胎上。车辆22随后根据对轮胎施加的输入作出响应。通过位于车轮上或围绕车轮(未示出)的各传感器12感测司机的输入。这些传感器12还可以用于检测车轮上安装的轮胎的气压、轮胎温度以及施加到轮胎上的间接力。接着把从这些传感器12收集的信息反馈到估计器14(另参见图2中的部分A)以分别获得纵向和横向上的估计轮胎力Fx和Fy。感测出的数据还由充气/跑气(I/D)逻辑指示器16使用以便判定轮胎处于充气状态还是处于跑气状态。应理解，传感器12以及估计器14、16还可用于判定轮胎是否处于完全充气和完全跑气之间的中间状态。
接着把估计出的力和充气/跑气(I/D)状态信息发送到车辆稳定性控制(VSC)处理器18。另外，基于车辆22对司机13在轮胎上的输入的实际响应向VSC处理器反馈来自车辆22的信号。VSC处理器18根据感测到的轮胎数据以及车辆实际响应向致动器20输出信号。从而，该VSC处理器可以判定车辆22是否正在正确响应司机输入。如果车辆22未按司机指示那样响应，该处理器可以对该致动器输出主动修正信号以补充司机的输入从而使车辆22按期望方式运行。具体地，致动器20最好对前、后轮胎转向角δf、δr以及制动转距Tb和驱动转距Td输出主动修正信号。通常，如果在驱动、加速或转向期间轮胎处于滑动状态，VSC系统可作出响应以便控制该滑动状态。VSC系统可以利用节流控制以减小通过发动机施加的并且传送到轮胎上的驱动转矩Td。替代地，为了减小轮胎相对于驱动表面的滑动，可以减小对轮胎的制动转矩Tb。致动器20输出这些信号以便增添司机输入信号(用于前轮驱动车辆的后转向角修正除外，其中该修正不是由司机输入来补充的)。把这些和司机输入组合的修正信号施加到各轮胎，轮胎转而控制车辆22。
为了获得附加的反馈并且从而获得增强的控制，还测量轮胎转速ω、前转向角δf、后转向角δr、横向加速度ay、车辆偏航率r等，并将它们从车辆22通信到车辆稳定性控制处理器18。这是和也反馈到VSC18的制动转矩Tb和驱动转矩Td有关的，并且一起分解以便提供一个基于施加到轮胎(组)上的力的连续积分信号。
图2中示出顶层方块图30，其表示本发明中采用的各个数据处理阶段。估计阶段用部分“A”表示。首先，利用偏航基准模型32根据司机的前转向角输入和估计的车速确定车辆的期望偏航率。还根据实时力特性估计车速34和车辆侧滑36。在常规车辆稳定性控制系统中，通常把轮胎力特性假定成是一个未知的因素。从而在本发明中利用Fx和Fy提高所示的各种估计的准确性，从而不那么严重地依赖于常规采用的自适应测量。概言之，普遍采用的自适应测量是基于根据可使用的感测手段所得到的有限信息。由于这些限制，必需做出有关车辆的标称特性的假设。例如对于偏航基准模型，这样的假设是基于新车特性并且没有考虑到车辆老化带来的变化而且也不考虑轮胎的磨损。因此，需要根据车辆的使用时间调整车辆控制机制。对于车辆速度估计，该模型必须考虑动态滚动半径改变以及其它因素，尽管以前某些自适应测量是满足要求的，但是更准确的方法会是有好处的。从而，如果能得到某种形式的准确轮胎力测量或估计，如用本系统示出那样，则可以用比基于假定值或自适应值的模型的精度更高的精度来估计其它车辆状态。
当轮胎特性上发生离散改变时，利用充气/跑气(I/D)逻辑指示器16提高估计。特别地，利用来自各传感器12的数据以及纵向和横向上的估计轮胎力Fx和Fy来判定给定轮胎是在充气状态还是在跑气状态下工作。监视轮胎中的离散变化能使控制系统18保证不产生不适当的激励命令，从而不会由于不适当的激励造成车辆不稳定。
尤其，当跑气轮胎位于同一车轴上时(例如左右轮胎)，不对正常充气轮胎(例如右前轮胎)激励车辆制动是有好处的。当同一车轴上相对的轮胎跑气时对充气轮胎施加全需求制动量会在车辆上造成过度偏航量，从而使司机无法控制，即车辆不稳定。于是，本发明的控制系统10可以按考虑到给定车轴上相对轮胎上作用着可能不相等的力的方式控制车辆制动。为了达到希望的制动量，可以把希望的制动力改向到其它车辆制动上。尽管本发明的这个方面是针对控制施加到同一车轴上的给定轮胎以及相对轮胎上的制动来说明的，可以理解，能通过制动其它轮胎组合并且控制转向(例如后轮转向)来实现偏航控制。可以根据车辆负载、车辆是前轮驱动还是后轮驱动或者任何其它车辆设计方案，改变限制制动和全部制动的组合模式。
在用“B”指示的第二阶段期间发生控制激励38。利用I/D逻辑指示器16，从而当识别出跑气轮胎条件时使用于VSC系统18的激励准则变得更加敏感。这增强了性能，因为车辆22的动态稳定性特性通常对由轮胎的跑气状态造成的偏航稳定性更敏感。
最后，在阶段“C”，激励轮胎控制逻辑40。利用I/D逻辑指示器16确定用于控制的正确轮胎。如果一个通常会选择的轮胎是跑气的，则必须采用替代控制机制。并且，可以利用哪个轮胎或者哪些轮胎跑气的消息在制动期间使特定轮胎偏离致动，从而跑气的轮胎或轮胎组不会被要求执行它们不能实现的功能。
依据本发明的另一个方面，当存在快速轮胎气压下降时，例如当存在轮胎“突然漏气”时，该控制系统操作以便进一步保持车辆稳定性。预料会利用ABS系统以基于从胎压传感器接收的信息来限制或者控制向具有跑气轮胎的车轮或车轴发送的制动压力。可以使用任何适当的装置检测快速跑气或跑气状态。具体地，可使用上面说明的使感器组12，或者补充地，噪声或振动传感器或者轮胎内的应变片可以检测轮胎的跑气状态。
已在优选实施例中解释并说明了本发明的原理和操作方式。但是，必须理解，在不背离它的精神和范围下本发明可不同于上面特定解释和说明那样实现。

Claims (19)

1.一种车辆稳定性控制系统，包括：
多个传感器，用于提供关于车辆对司机输入的响应的信息；以及
估计器，接收由传感器提供的信息，以便估计轮胎力；
轮胎状态检测器，用于确定轮胎是否至少为充气状态和跑气状态中之一；以及
车辆稳定性控制器，其中该控制器按照基于轮胎为充气的第一方式和基于轮胎为跑气的第二方式，并且基于从估计器所估计的轮胎力来激励，以便控制施加到轮胎上的力；
其中，该检测器适用于确定是否至少一个轮胎处于充气状态和跑气状态中至少之一，以及
该车辆稳定性控制器适用于基于轮胎为充气和跑气中之一，并且基于从估计器所估计的轮胎力来控制施加到至少一个轮胎上的力，并且当达到激励准则时，该车辆稳定性控制器适于产生主动修正，以改变转向角、制动转矩、驱动转矩中的至少之一，其中当车辆稳定性控制器接收到轮胎状态检测器的有关轮胎处于跑气状态的判断时，该激励准则被调整成更灵敏的设定，并且主动修正基于估计器所估计的轮胎力。
2.如权利要求1所述的车辆稳定性控制系统，其中，该控制器的所述第一力控制方式根据对该控制系统的输入信号发送驱动力信号和制动力信号，以便控制施加到轮胎上的驱动力和制动力。
3.如权利要求2所述的车辆稳定性控制系统，其中，所述第二力控制方式包括：
该控制器接收输入的驱动力信号并且发送加大的和减小的驱动力信号之一；以及
该控制器接收输入的制动力信号并且发送加大的和减小的制动力信号之一。
4.如权利要求1所述的车辆稳定性控制系统，其中，所述第一力控制方式包括：
该控制器接收输入的驱动力信号并且发送加大的和减小的驱动力信号之一，以便分别加大和减小至少一个充气轮胎的驱动力：
该控制器接收输入的制动力信号并且发送加大的和减小的制动力信号之一，以便分别加大或减小至少一个充气轮胎的制动力；以及
其中，所述第二力控制方式包括：
该控制器接收输入的驱动力信号并且发送加大的和减小的驱动力信号之一，以便分别加大和减小跑气轮胎的驱动力；以及
该控制器接收输入的制动力信号并且发送加大的和减小的制动力信号之一，以便分别加大和减小跑气轮胎的制动力。
5.如权利要求1所述的车辆稳定性控制系统，还包括至少一个车辆响应传感器，其中所述车辆响应传感器检测轮胎转速、前轮胎转向角、后轮胎转向角、横向加速度和车辆偏航率中至少之一。
6.如权利要求5所述的车辆稳定性控制系统，其中，把车辆响应传感器检测的响应输入到车辆稳定性控制器，并且其中，该控制器响应该输入输出主动修正信号。
7.一种控制车辆稳定性的方法，包括：
a)确定车辆对司机输入的响应；
b)估计车辆的轮胎力；
c)确定至少一个车辆轮胎的充气状态；
d)在控制器中处理充气状态数据和估计的轮胎力；
e)基于轮胎的充气状态和轮胎力激励该控制器输出控制信号，以便调节施加到车辆上该轮胎的驱动力和制动力中至少之一；以及
e10)当达到激励准则时，产生主动修正，以改变转向角、制动转矩、驱动转矩中的至少之一，其中主动修正基于所估计的轮胎力，并且基于该至少一个轮胎的充气状态，该激励准则被设定成更灵敏的设定。
8.如权利要求7所述的方法，其中，轮胎的充气状态为充气和跑气中至少之一。
9.如权利要求7所述的方法，其中，该控制器适用于调节前轮胎转向角、后轮胎转向角、横向加速度和车辆偏航率中至少之一。
10.如权利要求9所述的方法，其中所述步骤e)和e10)按照如下步骤执行：
f)确定司机输入的驱动力信号、制动力和转向角；
g)把司机的输入信号加到控制器信号上；以及
h)调节轮胎转向角。
11.如权利要求9所述的方法，其中所述步骤e)和e10)按照如下步骤执行；
f)确定驱动力、制动力和转向角中至少之一的司机输入信号；
g)在控制器中比较该司机输入信号和实际车辆响应；以及
h)从该控制器输出至少一个输出信号，用来补偿司机输入信号和实际车辆响应之间的差异，其中，所述至少一个输出信号修改驱动力、制动力和轮胎转向角中的至少一个。
12.如权利要求11所述的方法，其中，通过传感器测量司机输入信号，所述传感器适用于确定轮胎气压、轮胎温度和施加到轮胎上的间接力中至少之一。
13.如权利要求11所述的方法，还包括在步骤g)和h)之间的步骤g1)：
g1)测量轮胎转速、横向加速度和车辆偏航率以确定实际车辆响应。
14.一种用于带有轮胎的车辆的底盘控制系统，包括：
用于确定轮胎状态特性的机构；
轮胎状态检测器，基于轮胎状态特性确定轮胎是否至少为充气状态和跑气状态之一；
利用轮胎状态特性来估计轮胎力产生特性的估计器；以及
电子控制单元，用于基于估计的轮胎力产生特性来控制该底盘控制系统的操作；
其中，基于从估计器估计的轮胎力，如果确定轮胎是充气的，以一种方式控制车辆的该底盘控制系统，而如果确定至少一个轮胎是跑气的，则以另一种不同方式控制该底盘控制系统，并且其中，当达到激励准则时，产生主动修正，以改变转向角、制动转矩、驱动转矩中的至少之一，其中主动修正基于所估计的轮胎力，并且基于该至少一个轮胎的充气状态，该激励准则被设定成更灵敏的设定。
15.如权利要求14所述的底盘控制系统，还包括多个适用于检测司机输入信号的传感器，其中，司机输入信号是驱动力、制动力和转向角中至少之一。
16.如权利要求15所述的底盘控制系统，其中，该电子控制单元处理司机输入信号，并且该底盘控制系统的操作至少部分地基于所述司机输入信号。
17.如权利要求14所述的底盘控制系统，其中，所述轮胎是防爆轮胎。
18.如权利要求17所述的底盘控制系统，其中，当一个防爆轮胎处于跑气状态时，该底盘控制系统进行操作以限制对所述一个防爆轮胎施加的制动力和驱动力；以及
该底盘控制系统进行操作，以便通过对充气的防爆轮胎施加的制动力和驱动力进行增大和减小操作中至少一种来补偿施加到跑气轮胎上的被限制的力。
19.一种车辆稳定性控制系统，包括：
用于确定司机命令的驱动力、制动力和转向角的司机输入信号检测器；
用于确定轮胎处于充气状态还是处于跑气状态的轮胎状态检测器：
多个适用于测量对操作条件和司机输入信号中至少之一的车辆响应的传感器；以及
车辆稳定性控制器，该控制器利用来自各传感器和轮胎状态检测器的输入信号以及司机输入信号来输出控制信号，从而根据司机命令操作车辆；
其中该车量控制基于所检测到的轮胎状态以及所检测到的轮胎力，并且其中，当达到激励准则时，产生主动修正，以改变转向角、制动转矩、驱动转矩中的至少之一，其中主动修正基于估计器所估计的轮胎力，并且基于该至少一个轮胎的充气状态，该激励准则被设定成更灵敏的设定。
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