CN220904952U - Anti-roll control system of automobile and new energy automobile - Google Patents
Anti-roll control system of automobile and new energy automobile Download PDFInfo
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- CN220904952U CN220904952U CN202322350446.4U CN202322350446U CN220904952U CN 220904952 U CN220904952 U CN 220904952U CN 202322350446 U CN202322350446 U CN 202322350446U CN 220904952 U CN220904952 U CN 220904952U
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Abstract
The disclosure relates to the field of automobile control, and relates to an automobile anti-roll control system and a new energy automobile. The control system comprises an inclination detection module, a vehicle state detection module, a CAN control module, a suspension control module and a vehicle motor control module, wherein the CAN control module is respectively connected with the inclination detection module, the vehicle state detection module, the suspension control module and the vehicle motor control module; the inclination detection module is used for collecting inclination information of the vehicle and triggering the CAN control module to work when judging that the inclination value reaches a threshold value; the CAN control module controls the suspension control module to adjust the suspension height of the chassis of the automobile and controls the vehicle motor control module to adjust the power of the motor of the automobile based on the speed information and steering wheel angle information acquired by the vehicle state detection module so as to prevent the automobile from rolling. The CAN control module is used as the integrated control of the control center, the rolling of the vehicle is prevented, and the safety and the comfort of the vehicle are improved.
Description
Technical Field
The embodiment of the disclosure relates to the field of automobile control, in particular to an automobile anti-roll control system and a new energy automobile.
Background
The automobile is inclined due to the fact that centrifugal force exists when the automobile turns over, wheels and a road surface are kept relatively static in the turning direction, the gravity center of the automobile body is deviated, the automobile body tends to turn outwards around the length direction, the suspension stress on the outer side of a curve is larger, and the automobile body is inclined outwards. In addition to the over-bending condition, the automobile is more prone to roll under the influence of severe weather such as strong wind, heavy rain and the like, and the overload of the automobile.
The prior automobile anti-rolling mode mainly comprises two modes, wherein the first mode is realized by installing mechanical structures such as a transverse stabilizer bar and the like on an automobile chassis, but when the automobile rolling angle reaches a certain limit, the rolling factors such as the automobile speed and the like cannot be effectively controlled by a simple mechanical structure.
The second mode is realized by an anti-roll control system, wherein the automobile state information is collected first, and then execution control units such as BCM (Body Control Module, automobile body controller), ECU (ElectronicControl Unit ) and the like are used for respectively realizing control on components such as an automobile chassis suspension, an automobile engine and the like, and changing the automobile state to prevent the roll of the automobile. The method can control the roll factors such as the speed of the vehicle, but the number of the chip processors is large, so that the internal circuit connection of the automobile is complex, the information transfer among the control units of the automobile is inconvenient, and the modularized design of the vehicle is not facilitated.
Disclosure of utility model
Embodiments of the present disclosure provide an automotive anti-roll control system and a new energy automobile that aim to address one or more of the above problems, as well as other potential problems.
In order to achieve the above object, the following technical scheme is provided:
According to a first aspect of the present disclosure, there is provided an anti-roll control system for an automobile, including a tilt detection module, a vehicle state detection module, a CAN control module, a suspension control module, and a vehicle motor control module, the CAN control module being connected to the tilt detection module, the vehicle state detection module, the suspension control module, and the vehicle motor control module, respectively; the inclination detection module is used for collecting inclination information of the vehicle and triggering the CAN control module to work when judging that the inclination value reaches a threshold value; the CAN control module receives the information sent by the inclination detection module, also receives the vehicle speed information and the steering wheel corner information collected by the vehicle state module, and outputs an inclination control instruction to control the suspension control module to adjust the suspension height of the chassis of the automobile and control the vehicle motor control module to adjust the power of the vehicle motor so as to prevent the automobile from rolling.
According to the anti-roll control system for the automobile, the CAN control module is used as a central processing unit, integrated control by taking the CAN control module as a control center is realized, wiring harnesses are saved, the wiring mode of the automobile body is optimized, the receiving and sending of data information of each node in the whole automobile CAN be realized, and the real-time performance of data transmission is high; meanwhile, each execution module is controlled respectively, and the modules are not mutually influenced, so that the follow-up fault diagnosis is facilitated, and the design and expansion of the automobile function are facilitated.
In some embodiments, the CAN control module is integrated in a CAN meter.
In some embodiments, the CAN control module includes a communication interface and a judging circuit, where the communication interface is configured to receive information sent by the inclination detection module and the vehicle state detection module; and the judging circuit outputs a tilting control instruction to control the suspension control module to adjust the suspension height of the chassis of the automobile and controls the vehicle motor control module to adjust the power of the vehicle motor according to the received information.
In some embodiments, the inclination detection module comprises an inclination sensor, an angle controller and a vehicle body controller, wherein the inclination sensor, the angle controller, the vehicle body controller and the CAN control module are sequentially connected; the angle controller is used for receiving the vehicle inclination information acquired by the inclination sensor to generate an inclination value, and sequentially triggering the vehicle body controller and the CAN control module to work when the inclination value is judged to meet a threshold value.
In some embodiments, the vehicle state detection module includes a vehicle speed sensor and a steering wheel angle sensor, the CAN control module is connected with the vehicle speed sensor, the CAN control module is connected with the steering wheel angle sensor through the suspension control module, and the vehicle speed sensor and the steering wheel angle sensor respectively acquire vehicle speed information and steering wheel angle information of the vehicle and send the vehicle speed information and the steering wheel angle information to the CAN control module.
In some embodiments, the CAN control module is connected to the suspension control module and the vehicle motor control module via a vehicle gateway, respectively.
In some embodiments, the suspension control module includes a chassis suspension controller and an airbag height solenoid valve, the chassis suspension controller is respectively connected to the vehicle gateway and the airbag height solenoid valve, and the chassis suspension controller is configured to control the airbag height solenoid valve to inflate and deflate the airbag to adjust the chassis airbag height.
In some embodiments, the vehicle motor control module includes a vehicle controller and a driving motor, the vehicle controller is respectively connected to the vehicle gateway and the driving motor, and the vehicle controller controls the driving motor to reduce power so as to adjust the vehicle speed.
In some embodiments, the CAN control module is connected with an accelerator pedal locking switch, and after the CAN control module is triggered to work, the CAN control module is communicated with the accelerator pedal locking switch to turn off the accelerator pedal.
According to a second aspect of the present disclosure, a new energy vehicle is provided with an anti-roll control system for a vehicle as described above.
Drawings
The above, as well as additional purposes, features, and advantages of embodiments of the present disclosure will become readily apparent from the following detailed description when read in conjunction with the accompanying drawings. In the accompanying drawings, several embodiments of the present disclosure are shown by way of example, and not by way of limitation.
FIG. 1 illustrates a block diagram of an anti-roll control system for an automobile in accordance with an embodiment of the present disclosure;
Fig. 2 shows a schematic structural diagram of an anti-roll control system for an automobile according to an embodiment of the present disclosure.
Detailed Description
Preferred embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While the preferred embodiments of the present disclosure are illustrated in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.
The term "comprising" and variations thereof as used herein means open ended, i.e., "including but not limited to. The term "or" means "and/or" unless specifically stated otherwise. The term "based on" means "based at least in part on". The terms "one example embodiment" and "one embodiment" mean "at least one example embodiment. The term "another embodiment" means "at least one additional embodiment". The terms "front," "back," "left," "right," and the like, as used herein, refer to an orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are merely for convenience in describing the principles of the present disclosure, and do not refer to or imply that the elements referred to must have a particular orientation, be configured or operated in a particular orientation, and therefore should not be construed as limiting the present disclosure.
Aiming at the problem of automobile side-tipping, the existing control system is solved by utilizing a mode of controlling and executing by a single control unit, but the number of chip processors is large, and the circuit connection is complex. For this reason, the embodiments of the present disclosure implement functions using existing controllers and execution units, reduce the number of chip processors, and improve on the line structure. The judging process mentioned in the present disclosure is an existing judging process, and only exemplary description is made in the present disclosure.
An embodiment of the present disclosure provides an anti-roll control system for an automobile, and fig. 1 shows a block diagram of an anti-roll control system for an automobile according to an embodiment of the present disclosure. The control system comprises an inclination detection module, a vehicle state detection module, a CAN control module, a suspension control module and a vehicle motor control module, wherein the CAN control module is respectively connected with the inclination detection module, the vehicle state detection module, the suspension control module and the vehicle motor control module; the inclination detection module is used for collecting inclination information of the vehicle and triggering the CAN control module to work when judging that the inclination value reaches a threshold value; the CAN control module receives the information sent by the inclination detection module, also receives the vehicle speed information and the steering wheel corner information collected by the vehicle state module, outputs an inclination control instruction to control the suspension control module to adjust the suspension height of the chassis of the automobile and controls the vehicle motor control module to adjust the power of the vehicle motor so as to prevent the automobile from rolling.
The embodiment of the disclosure adopts the CAN control module as a central processing unit to process data and issue an inclination control instruction, realizes system connection by using a CAN bus technology, and has simple circuit and high data transmission efficiency. Preferably, the CAN control module is integrated in a CAN instrument, namely, control hardware in the existing device is utilized, and other devices or circuits do not need to be independently opened up in an automobile, so that space is saved, and wiring of the automobile is optimized.
The CAN control module comprises a communication interface and a judging circuit, wherein the communication interface is used for receiving information sent by the inclination detection module and the vehicle state detection module; and the judging circuit outputs a tilting control instruction to control the suspension control module to adjust the suspension height of the chassis of the automobile and controls the vehicle motor control module to adjust the power of the vehicle motor according to the received information.
The existing CAN instrument comprises a controller, a CAN communication circuit, a display screen and other devices, the communication interface is an existing interface in the CAN communication circuit, the judging circuit takes the controller of the CAN instrument as core hardware, the controller is usually a singlechip, the display screen CAN display received information to a driver, the driver CAN manually adjust according to vehicle information, and later fault diagnosis is convenient.
Specifically, after the communication interface receives the information sent by the inclination detection module and the vehicle state detection module, the judgment circuit compares the speed signal with a zero value through a numerical comparator or an existing singlechip of the CAN instrument.
When the vehicle speed is equal to zero, the vehicle is in a static state, and the chassis suspension is controlled to be lowered by the chassis suspension control module according to the inclination angle value, and kneels at the same time towards the side opposite to the inclination angle. For example: when the left inclination angle of the vehicle is larger than 12 degrees and smaller than or equal to 20 degrees, the whole chassis suspension is lowered by 5cm, the left side suspension is raised by 2.5cm, and the right side suspension is lowered by 2.5cm; when the left inclination angle of the vehicle is larger than 20 degrees and smaller than or equal to 28 degrees, the whole chassis suspension is lowered by 7cm, the left side suspension is lifted by 3cm, and the right side suspension is lowered by 3cm; when the vehicle is inclined to the left by an angle greater than 28 degrees; the whole chassis suspension is lowered by 9cm, the left side suspension is raised by 3.5cm, and the right side suspension is lowered by 3.5cm. When the forward inclination angle of the vehicle is larger than 18 degrees and smaller than 25 degrees, the whole chassis suspension is lowered by 5cm, the front side suspension is raised by 2.5cm, and the rear side suspension is lowered by 2.5cm; when the forward inclination angle of the vehicle is more than 25 degrees and less than or equal to 32 degrees, the whole chassis suspension is lowered by 7cm, the front side suspension is lifted by 3cm, and the rear side suspension is lowered by 3cm; when the forward inclination angle of the vehicle is larger than 32 degrees; the whole chassis suspension is lowered by 9cm, the front side suspension is raised by 3.5cm, and the rear side suspension is lowered by 3.5cm.
When the vehicle speed is greater than zero, the vehicle is in a running state, and when the inclination is judged to occur in the left-right direction of the vehicle, the existing singlechip of the CAN instrument or the numerical comparator is used for comparing whether the steering wheel angle meets the angle threshold value or not, and then the chassis suspension is controlled to be lowered by the chassis suspension control module based on the inclination angle value, and meanwhile kneel to the side of the direction opposite to the inclination angle. For example: when the left inclination angle of the vehicle is more than 12 degrees and less than or equal to 20 degrees and the steering wheel angle is less than 15 degrees, the whole chassis suspension is lowered by 5cm, the left suspension is raised by 2.5cm, and the right suspension is lowered by 2.5cm. When the left inclination angle of the vehicle is more than 12 degrees and less than or equal to 20 degrees and the steering wheel rotation angle is more than or equal to 15 degrees, the steering wheel turns left, the whole chassis suspension is lowered by 4cm, the left suspension is raised by 2cm, and the right suspension is lowered by 2cm; the steering wheel turns right, the whole chassis suspension is lowered by 6cm, the left side suspension is lifted by 3cm, and the right side suspension is lowered by 3cm. When the inclination is judged to occur in the front-rear direction of the vehicle, whether the accelerator pedal signal and the brake pedal signal are zero or not is judged through a numerical comparator or an existing singlechip of the CAN instrument, and then the chassis suspension is controlled to be lowered by the chassis suspension control module based on the inclination angle value, and meanwhile kneeling is conducted towards the side opposite to the inclination angle. For example: when the forward inclination angle of the vehicle is greater than 18 degrees and less than or equal to 25 degrees, the signal of an accelerator pedal is equal to zero, the signal of a brake pedal is greater than zero, the whole chassis suspension is lowered by 6cm, the front side suspension is raised by 3cm, and the rear side suspension is lowered by 3cm; when the forward inclination angle of the vehicle is greater than 18 degrees and less than or equal to 25 degrees, the accelerator pedal signal is greater than zero, the brake pedal signal is equal to zero, the whole chassis suspension is lowered by 4cm, the front side suspension is raised by 2cm, and the rear side suspension is lowered by 2cm. Wherein the vehicle inclination occurs in the left-right direction and the front-rear direction, and is determined based on the detected angle value of each wheel.
When the vehicle speed is greater than zero, the existing singlechip of the numerical comparator or the CAN instrument is used for comparing whether the vehicle speed meets the set value of the vehicle speed or not, and then the vehicle motor control module is used for controlling the driving motor to reduce the power. For example: when the speed of the vehicle is less than 45km/h, the power of the driving motor is reduced by 50 percent, and when the speed of the vehicle is greater than or equal to 45km/h, the power of the driving motor is reduced by 80 percent. The values and the set number can be adjusted according to specific conditions.
As shown in fig. 2, the inclination detection module comprises an inclination sensor, an angle controller and a vehicle body controller, wherein the inclination sensor, the angle controller, the vehicle body controller and the CAN control module are sequentially connected; the angle controller is used for receiving the vehicle inclination information acquired by the inclination sensor to generate an inclination value, and sequentially triggering the vehicle body controller and the CAN control module to work when the inclination value is judged to meet a threshold value.
The angle controller acquires coordinates of the inclination sensor relative to a horizontal plane according to zero of an installation position of the inclination sensor to obtain a front inclination value, a rear inclination value and a left inclination value, wherein the angle controller judges that the left inclination value and the right inclination value of a vehicle are smaller than or equal to 12 degrees, and the vehicle body controller is not triggered when the front inclination value and the rear inclination value of the vehicle are smaller than or equal to 18 degrees; when the left-right inclination angle value of the vehicle is larger than 12 degrees or the front-back inclination angle value of the vehicle body is larger than 18 degrees, the angle controller triggers the vehicle body controller, and then triggers the CAN control module. The values can be adjusted according to actual conditions.
The vehicle state detection module comprises a vehicle speed sensor and a steering wheel corner sensor, the CAN control module is connected with the vehicle speed sensor, the CAN control module is connected with the steering wheel corner sensor through the suspension control module, and the vehicle speed sensor and the steering wheel corner sensor respectively acquire vehicle speed information and steering wheel corner information of an automobile and send the vehicle speed information and the steering wheel corner information to the CAN control module.
The vehicle state monitoring module is used for collecting vehicle speed information and steering wheel corner information of a vehicle in real time, and the vehicle speed information and the steering wheel corner information are sent to the suspension control module and the vehicle motor control module in addition to the CAN control module. The suspension control module and the vehicle motor control module both comprise a vehicle speed comparator and a steering wheel angle comparator, compare the vehicle speed information acquired from the vehicle speed sensor with the vehicle speed information in the inclination control instruction, and also compare the steering wheel angle information acquired from the steering wheel angle sensor with the steering wheel angle information in the inclination control instruction to judge whether the inclination control instruction is correct or not, so that the possibility of misoperation is reduced.
And the CAN control module is respectively connected with the suspension control module and the vehicle motor control module through the whole vehicle gateway. The whole vehicle gateway is used as a data interaction hub of the whole vehicle network, CAN route network data such as CAN, LIN and the like in different networks, realizes the synchronization of the internal data of the whole vehicle network system, CAN convert the data on the local area network into ACKII codes which are convenient to identify, and is beneficial to subsequent manual operation.
The suspension control module comprises a chassis suspension controller and an airbag height electromagnetic valve, wherein the chassis suspension controller is respectively connected with the whole vehicle gateway and the airbag height electromagnetic valve, and the chassis suspension controller is used for controlling the airbag height electromagnetic valve to inflate and deflate the airbag so as to adjust the height of the chassis airbag.
Specifically, the air bag height electromagnetic valve charges air to the chassis air bag, the pressure of the chassis air bag is increased, and the automobile chassis is lifted; the air bag height electromagnetic valve discharges the air in the chassis air bag, the pressure of the chassis air bag is reduced, the height of the automobile chassis is reduced, and in the embodiment, the number of the air bag height electromagnetic valves is 4, and the heights of the chassis air bags in different directions are respectively controlled. The chassis suspension control module can be provided with a position sensor for collecting the ascending or descending height value of the chassis suspension, and the value comparator is used for comparing the height value of the chassis suspension required by the inclination control instruction with the height value of the chassis suspension, so that the chassis suspension controller can timely control the inflation and deflation process of the air bag height electromagnetic valve.
The vehicle motor control module comprises a vehicle controller and a driving motor, wherein the vehicle controller is respectively connected with the vehicle gateway and the driving motor, and controls the driving motor to reduce power so as to adjust the speed of the vehicle.
The CAN control module is connected with the accelerator pedal locking switch, and is communicated with the accelerator pedal locking switch after being triggered to work so as to turn off the accelerator pedal. Preventing driver acceleration and increasing centrifugal force when the vehicle is tilted aggravates the vehicle center of gravity shift. After the CAN control module is triggered to work, the acquisition of the accelerator pedal position signal CAN be directly stopped, and the opening degree of a throttle valve of an engine motor CAN be controlled to control the engine power. In addition, the CAN control module is respectively connected with sensors arranged on an accelerator pedal and a brake pedal, and the two sensors respectively acquire an accelerator pedal signal and a brake pedal signal and send the signals to the CAN control module.
The embodiment of the disclosure also provides a new energy automobile, and the automobile anti-roll control system in the embodiment is installed.
While several specific implementation details are included in the above discussion, these should not be construed as limiting the scope of the disclosure. Certain features that are described in the context of separate embodiments can also be implemented in combination in a single implementation. Conversely, various features that are described in the context of a single implementation can also be implemented in multiple implementations separately or in any suitable subcombination.
Although the subject matter has been described in language specific to structural features and/or methodological acts, it is to be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are example forms of implementing the claims.
The foregoing description of the embodiments of the present disclosure has been presented for purposes of illustration and description, and is not intended to be exhaustive or limited to the embodiments disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the various embodiments described. The terminology used herein was chosen in order to best explain the principles of the embodiments, the practical application, or the technical improvements in the marketplace, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein.
Claims (10)
1. An anti-roll control system for an automobile, characterized in that: the intelligent control system comprises an inclination detection module, a vehicle state detection module, a CAN control module, a suspension control module and a vehicle motor control module, wherein the CAN control module is respectively connected with the inclination detection module, the vehicle state detection module, the suspension control module and the vehicle motor control module; the inclination detection module is used for collecting inclination information of the vehicle and triggering the CAN control module to work when judging that the inclination value reaches a threshold value; the CAN control module receives the information sent by the inclination detection module, also receives the vehicle speed information and the steering wheel corner information collected by the vehicle state module, and outputs an inclination control instruction to control the suspension control module to adjust the suspension height of the chassis of the automobile and control the vehicle motor control module to adjust the power of the vehicle motor so as to prevent the automobile from rolling.
2. An anti-roll control system for an automobile according to claim 1, wherein: the CAN control module is integrated in a CAN instrument.
3. An anti-roll control system for an automobile according to claim 2, wherein: the CAN control module comprises a communication interface and a judging circuit, wherein the communication interface is used for receiving information sent by the inclination detection module and the vehicle state detection module; and the judging circuit outputs a tilting control instruction to control the suspension control module to adjust the suspension height of the chassis of the automobile and controls the vehicle motor control module to adjust the power of the vehicle motor according to the received information.
4. An anti-roll control system for an automobile according to claim 3, wherein: the inclination detection module comprises an inclination sensor, an angle controller and a vehicle body controller, and the inclination sensor, the angle controller, the vehicle body controller and the CAN control module are sequentially connected; the angle controller is used for receiving the vehicle inclination information acquired by the inclination sensor to generate an inclination value, and sequentially triggering the vehicle body controller and the CAN control module to work when the inclination value is judged to meet a threshold value.
5. An anti-roll control system for an automobile as defined in claim 4, wherein: the vehicle state detection module comprises a vehicle speed sensor and a steering wheel corner sensor, the CAN control module is connected with the vehicle speed sensor, the CAN control module is connected with the steering wheel corner sensor through the suspension control module, and the vehicle speed sensor and the steering wheel corner sensor respectively acquire vehicle speed information and steering wheel corner information of an automobile and send the vehicle speed information and the steering wheel corner information to the CAN control module.
6. An anti-roll control system for an automobile according to claim 1, wherein: and the CAN control module is respectively connected with the suspension control module and the vehicle motor control module through the whole vehicle gateway.
7. An anti-roll control system for an automobile as defined in claim 6, wherein: the suspension control module comprises a chassis suspension controller and an airbag height electromagnetic valve, wherein the chassis suspension controller is respectively connected with the whole vehicle gateway and the airbag height electromagnetic valve, and the chassis suspension controller is used for controlling the airbag height electromagnetic valve to inflate and deflate the airbag so as to adjust the height of the chassis airbag.
8. An anti-roll control system for an automobile as defined in claim 6, wherein: the vehicle motor control module comprises a vehicle controller and a driving motor, wherein the vehicle controller is respectively connected with the vehicle gateway and the driving motor, and controls the driving motor to reduce power so as to adjust the speed of the vehicle.
9. An anti-roll control system for an automobile according to claim 1, wherein: the CAN control module is connected with the accelerator pedal locking switch, and is communicated with the accelerator pedal locking switch after being triggered to work so as to turn off the accelerator pedal.
10. The utility model provides a new energy automobile which characterized in that: use of an anti-roll control system for a vehicle according to one of claims 1-9.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322350446.4U CN220904952U (en) | 2023-08-31 | 2023-08-31 | Anti-roll control system of automobile and new energy automobile |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322350446.4U CN220904952U (en) | 2023-08-31 | 2023-08-31 | Anti-roll control system of automobile and new energy automobile |
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| CN220904952U true CN220904952U (en) | 2024-05-07 |
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| CN202322350446.4U Active CN220904952U (en) | 2023-08-31 | 2023-08-31 | Anti-roll control system of automobile and new energy automobile |
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