TW202017783A - Method for tire force reserve estimation - Google Patents

Method for tire force reserve estimation Download PDF

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TW202017783A
TW202017783A TW107139966A TW107139966A TW202017783A TW 202017783 A TW202017783 A TW 202017783A TW 107139966 A TW107139966 A TW 107139966A TW 107139966 A TW107139966 A TW 107139966A TW 202017783 A TW202017783 A TW 202017783A
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wheel
longitudinal
lateral
force
grip
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TW107139966A
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Chinese (zh)
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TWI672235B (en
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顧迪
陳元駿
陳柏全
林育民
陳偉杰
游雅勻
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華創車電技術中心股份有限公司
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Abstract

An estimating method of tire grip allowance is used to estimate the tire grip allowance of a vehicle. The estimating method of tire grip allowance is to continuously detect the dynamic information of vehicle, including the longitudinal acceleration, the lateral acceleration, the change of wheel rotation angle at different times, the change of yaw angle at different times, the steering angle of the steering wheel, etc., so as to estimate the current normal force, current longitudinal force, and current lateral force of each wheel one by one. Finally, the current normal force, the road friction coefficient of the tire relative to the road, the current longitudinal force, and the current lateral force are applied to obtain a longitudinal grip allowance and a lateral grip allowance of each tire.

Description

車輪抓地力裕度估測方法Method for estimating wheel grip margin

本發明有關於車輛行駛動態之監控，特別是關於一種車輪抓地力裕度估測方法。The invention relates to the monitoring of vehicle driving dynamics, in particular to a method for estimating the wheel grip margin.

車輛於轉彎過程中，需要車輪側向力維持車輛在車道中，使得車輛不會因離心力偏離車道。此時部分的車輪力會被側向力占用，使得剩餘最大可用車輪縱向力下降，而使得車輪可能出現打滑空轉。另外，在轉彎車道中，加減速期間會需要更多側向力以應付不同路況，此時，必須適度降低縱向力以滿足側向需求，否則可能發生車輪側向打滑飄移。現有先進駕駛輔助系統(Advanced Driver Assistance Systems；ADAS)大多是在感知到打滑現象發生時，才發出警示並介入進行車輪力調整分配，包含介入煞車系統對個別車輪進行煞車減速，或重新分配各車輪的輸出）。During the turning of the vehicle, the lateral force of the wheels is required to maintain the vehicle in the lane, so that the vehicle will not deviate from the lane due to centrifugal force. At this time, part of the wheel force will be occupied by the lateral force, so that the remaining maximum longitudinal force of the wheel decreases, and the wheel may slip and spin. In addition, in turning lanes, more lateral force is required during acceleration and deceleration to cope with different road conditions. In this case, the longitudinal force must be moderately reduced to meet the lateral demand, otherwise the wheel may slip sideways. Most of the existing Advanced Driver Assistance Systems (ADAS) only issue warnings and intervene in wheel force adjustment and distribution when they sense slippage, including intervening in the brake system to brake the individual wheels to slow down, or redistribute each wheel Output).

若能估測剩餘最大可用車輪力（包含縱向力及側向力），則ADAS系統將可提早發出警示，甚至直接介入對個別車輪的控制，就能夠避免打滑現象發生。上述估測也能應用於自動駕駛系統，讓自動駕駛在剩餘最大可用車輪力足夠的情況下，對車輛進行較為激烈的操作（快速轉向或快速變換車道）。If the remaining maximum available wheel force (including longitudinal force and lateral force) can be estimated, the ADAS system will be able to issue a warning early, and even directly intervene in the control of individual wheels to avoid slipping. The above estimation can also be applied to automatic driving systems, allowing automatic driving to perform more drastic operations on the vehicle (fast steering or rapid lane changes) when the remaining maximum available wheel force is sufficient.

鑑於上述問題，本發明提出一種車輪抓地力裕度估測方法，透過車輛動態資訊的偵測，估測各車輪的抓地力裕度。In view of the above problems, the present invention proposes a wheel grip margin estimation method, which estimates the grip margin of each wheel through the detection of vehicle dynamic information.

為了達成上述目的，本發明提出一種車輪抓地力裕度估測方法，用於估測一車輛的車輪抓地力裕度；其中車輛具有一車身質量、一重心與多個車輪，且該些車輪至少包含一對轉向輪；重心具有一離地高，輪胎的滾動指向定義為一縱向，且於一水平面上垂直於滾動指向的方向定義為一側向；車輪抓地力裕度估測方法包含：得到各車輪對一地面的一初始正向力；依據車輛的一縱向加速度、一側向加速度、車身質量、各車輪的一車輪質量，以及各車輪與重心的相對位置，得到對各車輪的縱向負載轉移以及側向負載轉移；以縱向負載轉移以及側向負載轉移修正初始正向力，得到各車輪的一當前正向力；依據各車輪的一車輪輪速、一車輪扭矩、一車輪滾動有效半徑、一車輪轉動慣量以及一車輪旋轉角度隨時間的變化，得到各車輪的一當前縱向力；依據車輛的側向加速度、車輛的一偏航角加速度、轉向輪相對於縱向的一轉向角，各車輪的當前縱向力以及各車輪的當前正向力，得到車輪的側向力總和；取得各車輪的一當前側向力；以及依據各車輪當前正向力、各車輪相對於道路的一道路摩擦係數、當前縱向力以及當前側向力，得到各車輪的一縱向抓地力裕度以及一側向抓地力裕度。In order to achieve the above object, the present invention proposes a wheel grip margin estimation method for estimating the wheel grip margin of a vehicle; wherein the vehicle has a body mass, a center of gravity and a plurality of wheels, and the wheels have at least Contains a pair of steering wheels; the center of gravity has a height above the ground, the rolling direction of the tire is defined as a longitudinal direction, and the direction perpendicular to the rolling direction on a horizontal plane is defined as a lateral direction; the method for estimating the wheel grip margin includes: An initial positive force of each wheel to a ground; based on a longitudinal acceleration of the vehicle, a lateral acceleration, body mass, a wheel mass of each wheel, and the relative position of each wheel and the center of gravity, the longitudinal load on each wheel is obtained Transfer and lateral load transfer; correct the initial forward force by longitudinal load transfer and lateral load transfer to obtain a current positive force of each wheel; according to each wheel's wheel speed, wheel torque, and wheel rolling effective radius , A wheel's moment of inertia and a wheel's rotation angle change with time to obtain a current longitudinal force of each wheel; according to the lateral acceleration of the vehicle, a yaw angle acceleration of the vehicle, and a steering angle of the steering wheel relative to the longitudinal direction, each The current longitudinal force of the wheels and the current forward force of each wheel to obtain the sum of the lateral forces of the wheels; obtain a current lateral force of each wheel; and according to the current forward force of each wheel and a road friction of each wheel relative to the road The coefficient, the current longitudinal force and the current lateral force yield a longitudinal grip margin and lateral grip margin for each wheel.

本發明可以有效估測個別車輪的縱向抓地力裕度以及側向抓地力裕度，在裕度不足時，及早發出警示讓駕駛人改變對車輛的操作，甚至讓先進駕駛輔助系統(Advanced Driver Assistance Systems；ADAS)在車輪打滑發生前提早介入，可以有效提昇行車安全。車輪抓地力裕度估測方法更可進一步應用於自駕車系統，對行駛策略進行估測，並免自駕車系統做出可能造成打滑的行使決策。The invention can effectively estimate the longitudinal grip margin and lateral grip margin of individual wheels. When the margin is insufficient, an early warning is issued to let the driver change the operation of the vehicle, and even advanced driver assistance system (Advanced Driver Assistance) Systems; ADAS) Early intervention before wheel slip occurs can effectively improve driving safety. The wheel grip margin estimation method can be further applied to the self-driving system to estimate the driving strategy and prevent the self-driving system from making exercise decisions that may cause skidding.

請參閱圖1所示，為一種車輛控制系統，適用於執行本發明實施例所揭露的車輪抓地力裕度估測方法，以在安全範圍內執行車輛的轉向作業。車輛控制系統包含有一微處理器110、一儲存裝置120、一縱向加速規130、一側向加速規140、一車輪轉角感測器150、一煞車壓力感應器160、一扭矩感應器170、一偏航角感應器180以及一轉向角感應器190。Please refer to FIG. 1, which is a vehicle control system, which is suitable for performing the wheel grip margin estimation method disclosed in the embodiment of the present invention to perform the steering operation of the vehicle within a safe range. The vehicle control system includes a microprocessor 110, a storage device 120, a longitudinal acceleration gauge 130, a lateral acceleration gauge 140, a wheel angle sensor 150, a brake pressure sensor 160, a torque sensor 170, a A yaw angle sensor 180 and a steering angle sensor 190.

請參閱圖1以及圖2所示，基於上述車輛控制系統，本發明實施例提出一種車輪抓地力裕度估測方法，用於估測車輛的抓地力裕度，避免車輪在轉向時發生打滑現象。車輛具有一車身質量

Figure 02_image001
、一重心以及多個車輪。車身質量
Figure 02_image001
、重心的位置可事先透過實際量測或由車輛規格書取得。車輪一般為四個，分別為右前輪
Figure 02_image003
、左前輪
Figure 02_image005
、右後輪
Figure 02_image007
以及左後輪rl 。其中，右前輪
Figure 02_image003
、左前輪
Figure 02_image005
通常為車輛的一對轉向輪。車輪本身也有其車輪質量
Figure 02_image009
以及車輪滾動有效半徑
Figure 02_image011
，而可據以計算車輪轉動慣量
Figure 02_image013
。車輪抓地力裕度估測方法係可分別以四個車輪為各車輪，分別判斷各車輪的抓地力是否足夠。Please refer to FIG. 1 and FIG. 2. Based on the above vehicle control system, an embodiment of the present invention proposes a method for estimating the wheel grip margin, which is used to estimate the vehicle’s grip margin to avoid wheel slip during steering. . The vehicle has a body mass
Figure 02_image001
, A center of gravity and multiple wheels. Body mass
Figure 02_image001
The position of the center of gravity can be obtained through actual measurement in advance or from the vehicle specification. There are generally four wheels, the right front wheel
Figure 02_image003
Front left wheel
Figure 02_image005
, Right rear wheel
Figure 02_image007
And the left rear wheel rl . Among them, the right front wheel
Figure 02_image003
Front left wheel
Figure 02_image005
Usually a pair of steering wheels of a vehicle. The wheel itself also has its wheel quality
Figure 02_image009
And the effective radius of the wheel rolling
Figure 02_image011
, And the wheel moment of inertia can be calculated accordingly
Figure 02_image013
. The wheel grip margin estimation method can use four wheels as the wheels to determine whether each wheel has sufficient grip.

前述抓地力裕度，係指車輪所承受的水平力與車輪對地面最大抓地力之間的差距；車輪對地面最大抓地力（即為車輪能到達的最大車輪力）需要大於車輪目前所提供的車輪力（即為車輪所承受的水平力，包含縱向力

Figure 02_image015
以及側向力
Figure 02_image017
），才能避免車輪打滑。The aforementioned grip margin refers to the difference between the horizontal force received by the wheel and the maximum grip force of the wheel to the ground; the maximum grip force of the wheel to the ground (that is, the maximum wheel force that the wheel can reach) needs to be greater than that currently provided by the wheel Wheel force (that is, the horizontal force that the wheel bears, including longitudinal force
Figure 02_image015
And lateral force
Figure 02_image017
) To avoid wheel slip.

前述車輛的重心具有一離地高

Figure 02_image019
，車輛輪胎的滾動指向定義為一縱向，且於一水平面上垂直於輪胎滾動指向的方向定義為一側向。The center of gravity of the aforementioned vehicle has a height above the ground
Figure 02_image019
The rolling direction of the vehicle tire is defined as a longitudinal direction, and the direction perpendicular to the rolling direction of the tire on a horizontal plane is defined as a lateral direction.

首先，微處理器110依據車身質量

Figure 02_image001
、車輪與重心的相對位置，分別得到各車輪對地面的初始正向力
Figure 02_image021
，如步驟S110所示。First, the microprocessor 110 depends on the body mass
Figure 02_image001
, The relative position of the wheel and the center of gravity, to obtain the initial positive force of each wheel to the ground
Figure 02_image021
, As shown in step S110.

前述初始正向力

Figure 02_image021
中，
Figure 02_image023
分別代表
Figure 02_image005
、
Figure 02_image003
、
Figure 02_image025
與
Figure 02_image007
四個車輪，所謂正向力即為車輪承受車身重量的垂直負載。車身質量
Figure 02_image001
、車輪質量
Figure 02_image009
與重心的相對位置通常為固定不變的數值，因此微處理器110可以經過一次計算後得到各車輪的初始正向力
Figure 02_image021
，而將初始正向力
Figure 02_image021
儲存於儲存裝置120，後續微處理器110重新執行該方法時，直接由儲存裝置120載入初始正向力
Figure 02_image021
即可，不需每次都重新計算。甚至，車身質量
Figure 02_image001
、車輪質量
Figure 02_image009
與重心的相對位置、初始正向力
Figure 02_image021
都可以直接由外部取得，例如針對車型由資料庫下載後直接儲存於儲存裝置120。Initial positive force
Figure 02_image021
in,
Figure 02_image023
Representing
Figure 02_image005
,
Figure 02_image003
,
Figure 02_image025
versus
Figure 02_image007
Four wheels, the so-called forward force is the vertical load that the wheels bear the weight of the body. Body mass
Figure 02_image001
Wheel quality
Figure 02_image009
The relative position with the center of gravity is usually a fixed value, so the microprocessor 110 can obtain the initial forward force of each wheel after a calculation
Figure 02_image021
, And the initial positive force
Figure 02_image021
Stored in the storage device 120, when the subsequent microprocessor 110 re-executes the method, the initial positive force is directly loaded from the storage device 120
Figure 02_image021
That’s it, no need to recalculate every time. Even, body quality
Figure 02_image001
Wheel quality
Figure 02_image009
Relative position to center of gravity, initial positive force
Figure 02_image021
Both can be obtained directly from the outside, for example, after being downloaded from the database for the vehicle model and directly stored in the storage device 120.

依據車輛的移動狀態，縱向加速規130與側向加速規140持續偵測車輛縱向加速度

Figure 02_image027
以及側向加速度
Figure 02_image029
。在車輛移動的狀態下，各車輪的接地正向力不再是初始正向力
Figure 02_image021
，而是受車身質量
Figure 02_image001
加速度的影響產生負載轉移的現象。因此，微處理器110接著依據縱向加速度
Figure 02_image027
、側向加速度
Figure 02_image029
、車身質量
Figure 02_image001
、車輪質量
Figure 02_image009
，以及各車輪與重心的相對位置，得到對各車輪的縱向負載轉移
Figure 02_image031
以及側向負載轉移
Figure 02_image033
,
Figure 02_image035
，如步驟S120所示。縱向負載轉移
Figure 02_image031
以及側向負載轉移
Figure 02_image033
,
Figure 02_image035
的估測方式如下：
Figure 02_image037
(1)
Figure 02_image039
(2)
Figure 02_image041
(3)According to the moving state of the vehicle, the longitudinal acceleration gauge 130 and the lateral acceleration gauge 140 continuously detect the longitudinal acceleration of the vehicle
Figure 02_image027
And lateral acceleration
Figure 02_image029
. When the vehicle is moving, the ground positive force of each wheel is no longer the initial positive force
Figure 02_image021
, But subject to body mass
Figure 02_image001
The effect of acceleration produces load transfer. Therefore, the microprocessor 110 then depends on the longitudinal acceleration
Figure 02_image027
, Lateral acceleration
Figure 02_image029
, Body quality
Figure 02_image001
Wheel quality
Figure 02_image009
, And the relative position of each wheel and the center of gravity to obtain the longitudinal load transfer to each wheel
Figure 02_image031
And lateral load transfer
Figure 02_image033
,
Figure 02_image035
, As shown in step S120. Longitudinal load transfer
Figure 02_image031
And lateral load transfer
Figure 02_image033
,
Figure 02_image035
Is estimated as follows:
Figure 02_image037
(1)
Figure 02_image039
(2)
Figure 02_image041
(3)

其中，

Figure 02_image043
為前軸到後軸的距離，
Figure 02_image009
為各車輪質量，
Figure 02_image045
為車輛重心至前軸的距離，
Figure 02_image047
為車輛重心至後軸的距離。among them,
Figure 02_image043
Is the distance from the front axle to the rear axle,
Figure 02_image009
For the quality of each wheel,
Figure 02_image045
Is the distance from the center of gravity of the vehicle to the front axle,
Figure 02_image047
The distance from the center of gravity of the vehicle to the rear axle.

有了縱向負載轉移

Figure 02_image031
以及側向負載轉移
Figure 02_image033
,
Figure 02_image035
，微處理器110即可依據縱向負載轉移
Figure 02_image031
以及側向負載轉移
Figure 02_image033
,
Figure 02_image035
修正初始正向力
Figure 02_image021
，得到各車輪的一當前正向力
Figure 02_image049
，如步驟S130所示。
Figure 02_image051
(4)
Figure 02_image053
(5)
Figure 02_image055
(6)
Figure 02_image057
(7)With longitudinal load transfer
Figure 02_image031
And lateral load transfer
Figure 02_image033
,
Figure 02_image035
, The microprocessor 110 can transfer according to the longitudinal load
Figure 02_image031
And lateral load transfer
Figure 02_image033
,
Figure 02_image035
Correct the initial positive force
Figure 02_image021
, Get a current positive force for each wheel
Figure 02_image049
As shown in step S130.
Figure 02_image051
(4)
Figure 02_image053
(5)
Figure 02_image055
(6)
Figure 02_image057
(7)

其中，

Figure 02_image023
分別代表
Figure 02_image005
、
Figure 02_image003
、
Figure 02_image025
與
Figure 02_image007
四個車輪。among them,
Figure 02_image023
Representing
Figure 02_image005
,
Figure 02_image003
,
Figure 02_image025
versus
Figure 02_image007
Four wheels.

車輪的縱向力

Figure 02_image015
，主要與車輪本身的轉動動態有關，包含車輪輪速
Figure 02_image059
、車輪角加速度
Figure 02_image061
以及車輪扭矩
Figure 02_image063
。微處理器110係透過車輪轉角感測器150取得車輪旋轉角度
Figure 02_image065
與車輪輪速
Figure 02_image059
，再依據車輪旋轉角度
Figure 02_image065
隨時間的變化，得到車輪角加速度
Figure 02_image061
。
Figure 02_image067
(8)Wheel longitudinal force
Figure 02_image015
, Mainly related to the rotation dynamics of the wheel itself, including the wheel speed
Figure 02_image059
, Wheel angular acceleration
Figure 02_image061
And wheel torque
Figure 02_image063
. The microprocessor 110 obtains the wheel rotation angle through the wheel angle sensor 150
Figure 02_image065
Wheel speed with wheels
Figure 02_image059
, Then according to the wheel rotation angle
Figure 02_image065
Change with time to get the wheel angular acceleration
Figure 02_image061
.
Figure 02_image067
(8)

車輪角加速度

Figure 02_image061
結合車輪滾動有效半徑
Figure 02_image011
、車輪轉動慣量
Figure 02_image013
，可列出與當前縱向力
Figure 02_image015
相關的轉矩平衡公式：
Figure 02_image069
(9)Wheel angular acceleration
Figure 02_image061
Combined with wheel rolling effective radius
Figure 02_image011
, Wheel inertia
Figure 02_image013
, Which can be listed with the current longitudinal force
Figure 02_image015
Related torque balance formula:
Figure 02_image069
(9)

前述車輪扭矩

Figure 02_image063
包含煞車扭力
Figure 02_image071
以及驅動扭力
Figure 02_image073
。其中，微處理器110透過煞車壓力感應器160取得煞車壓力數值後，即可依據煞車規格換算得到煞車扭力
Figure 02_image071
。驅動扭力
Figure 02_image073
可由扭矩感應器170直接量測車輛動力系統對車輪的扭力輸出。
Figure 02_image075
(10)Wheel torque
Figure 02_image063
Including brake torque
Figure 02_image071
And drive torque
Figure 02_image073
. After the microprocessor 110 obtains the brake pressure value through the brake pressure sensor 160, the brake torque can be converted according to the brake specifications
Figure 02_image071
. Driving torque
Figure 02_image073
The torque output of the vehicle power system to the wheels can be directly measured by the torque sensor 170.
Figure 02_image075
(10)

車輪扭矩

Figure 02_image063
也不排除用單一扭矩感應裝置，直接由車輪偵測取得。有了上述數據的估測，則可估測當前縱向力
Figure 02_image015
。估測的方法係將狀態向量定義為
Figure 02_image077
，輸入訊號
Figure 02_image079
，輸出訊號為
Figure 02_image081
，可改寫成如方程式(11)、(12)及(13)所示：
Figure 02_image083
(11)
Figure 02_image085
(12)
Figure 02_image087
(13)Wheel torque
Figure 02_image063
It does not exclude the use of a single torque sensing device, which is directly obtained by wheel detection. With the estimation of the above data, the current longitudinal force can be estimated
Figure 02_image015
. The estimation method defines the state vector as
Figure 02_image077
, Input signal
Figure 02_image079
, The output signal is
Figure 02_image081
, Can be rewritten as shown in equations (11), (12) and (13):
Figure 02_image083
(11)
Figure 02_image085
(12)
Figure 02_image087
(13)

其中

Figure 02_image089
為系統矩陣，
Figure 02_image091
為輸入向量，
Figure 02_image093
為輸出向量。among them
Figure 02_image089
Is the system matrix,
Figure 02_image091
Is the input vector,
Figure 02_image093
Is the output vector.

接著將連續時間下的狀態空間運動模型，轉換為離散時間下的狀態空間方程式，並使用卡爾曼濾波器估測出回饋增益值。轉換成離散方程式(14)如下，再藉由卡爾曼估測器計算出四個車輪的當前縱向力

Figure 02_image095
、
Figure 02_image097
、
Figure 02_image099
和
Figure 02_image101
：
Figure 02_image103
(14)
Figure 02_image105
(15)Then, the state space motion model in continuous time is converted into the state space equation in discrete time, and the feedback gain value is estimated using a Kalman filter. Convert to discrete equation (14) as follows, and then use the Kalman estimator to calculate the current longitudinal forces of the four wheels
Figure 02_image095
,
Figure 02_image097
,
Figure 02_image099
with
Figure 02_image101
:
Figure 02_image103
(14)
Figure 02_image105
(15)

如圖3所示前述車輪滾動有效半徑

Figure 02_image011
、車輪轉動慣量
Figure 02_image013
可事先量測計算，或直接依據車型規格由資料庫下載儲存於儲存裝置120中，並由微處理器110在需要時載入。因此，在取得車輪輪速
Figure 02_image059
、車輪扭矩
Figure 02_image063
及車輪旋轉角度
Figure 02_image065
隨時間的變化之後，微處理器110即可依據各車輪的車輪輪速
Figure 02_image059
、車輪扭矩
Figure 02_image063
、車輪滾動有效半徑
Figure 02_image011
、車輪轉動慣量
Figure 02_image013
以及車輪旋轉角度
Figure 02_image065
隨時間的變化，得到各車輪的當前縱向力
Figure 02_image015
，如步驟S140所示。As shown in Figure 3, the effective radius of the aforementioned wheel rolling
Figure 02_image011
, Wheel inertia
Figure 02_image013
It can be measured and calculated in advance, or downloaded and stored in the storage device 120 from the database directly according to the model specifications, and loaded by the microprocessor 110 when needed. Therefore, after obtaining the wheel speed
Figure 02_image059
, Wheel torque
Figure 02_image063
And wheel rotation angle
Figure 02_image065
After the change with time, the microprocessor 110 can determine the wheel speed of each wheel
Figure 02_image059
, Wheel torque
Figure 02_image063
3. Effective radius of wheel rolling
Figure 02_image011
, Wheel inertia
Figure 02_image013
And the wheel rotation angle
Figure 02_image065
Change with time to get the current longitudinal force of each wheel
Figure 02_image015
As shown in step S140.

要得到各車輪的當前側向力

Figure 02_image017
，需先由車身的側向動態得到該些車輪的側向力總和（由車身在側向上對所有車輪作用的總力）。偏航角感應器180係持續偵測車輛的偏航角
Figure 02_image107
，且轉向角感應器190持續偵測轉向輪相對於縱向的一轉向角
Figure 02_image109
。微處理器110依據車輛的側向加速度
Figure 02_image029
、車輛的一偏航角
Figure 02_image107
隨時間的變化、轉向輪相對於縱向的一轉向角
Figure 02_image109
、各車輪的當前縱向力
Figure 02_image015
以及各車輪的當前正向力
Figure 02_image049
，得到車輪的側向力總和，如步驟S150所示。其中，偏航角
Figure 02_image107
隨時間的變化，主要係用於計算偏航角速度
Figure 02_image111
，以進一步估測偏航角加速度
Figure 02_image113
。To get the current lateral force of each wheel
Figure 02_image017
, The total lateral force of these wheels must be obtained from the lateral dynamics of the vehicle body (the total force exerted by the vehicle body on all wheels in the lateral direction). The yaw angle sensor 180 continuously detects the yaw angle of the vehicle
Figure 02_image107
, And the steering angle sensor 190 continuously detects a steering angle of the steering wheel relative to the longitudinal direction
Figure 02_image109
. The microprocessor 110 depends on the lateral acceleration of the vehicle
Figure 02_image029
1. A yaw angle of the vehicle
Figure 02_image107
Change with time, a steering angle of the steering wheel relative to the longitudinal direction
Figure 02_image109
, The current longitudinal force of each wheel
Figure 02_image015
And the current forward force of each wheel
Figure 02_image049
To obtain the total lateral force of the wheel, as shown in step S150. Among them, the yaw angle
Figure 02_image107
Changes with time, mainly used to calculate yaw rate
Figure 02_image111
To further estimate the yaw angular acceleration
Figure 02_image113
.

側向力總和的取得可以由力平衡建立連立方程式如下：

Figure 02_image115
(16)
Figure 02_image117
(17)The total lateral force can be obtained by establishing a simultaneous equation from the force balance as follows:
Figure 02_image115
(16)
Figure 02_image117
(17)

接著將聯立方程式(16)、(17)化簡後可得到方程式(18)、(19)，進而將數值直接帶入即可：

Figure 02_image119
(18)
Figure 02_image121
(19)Then simplify the simultaneous equations (16), (17) to obtain equations (18), (19), and then directly bring the values into:
Figure 02_image119
(18)
Figure 02_image121
(19)

前述偏航角加速度

Figure 02_image113
可以利用偏航角速度
Figure 02_image111
搭配卡爾曼估測器做估測，偏航角
Figure 02_image107
、偏航角速度
Figure 02_image111
及偏航角加速度
Figure 02_image113
的關係如(20)所示：
Figure 02_image123
(20)Yaw angular acceleration
Figure 02_image113
Yaw rate can be used
Figure 02_image111
Estimation with Kalman Estimator, yaw angle
Figure 02_image107
Yaw rate
Figure 02_image111
Yaw angular acceleration
Figure 02_image113
The relationship is shown in (20):
Figure 02_image123
(20)

由上述方程式，即可獲得在連續時間下狀態空間表示式，如方程式(21)所示：

Figure 02_image125
(21)
Figure 02_image127
(22)From the above equation, the state space expression in continuous time can be obtained, as shown in equation (21):
Figure 02_image125
(twenty one)
Figure 02_image127
(twenty two)

Figure 02_image129
為狀態向量，
Figure 02_image131
輸入。
Figure 02_image129
Is a state vector,
Figure 02_image131
enter.

接著將連續時間下的狀態空間方程式，利用forward rectangular rule轉換為在離散時間下的狀態空間方程式，如(23)與(24)所示：

Figure 02_image133
(23)
Figure 02_image135
(24)Next, the state space equations in continuous time are converted into state space equations in discrete time using forward rectangular rule, as shown in (23) and (24):
Figure 02_image133
(twenty three)
Figure 02_image135
(twenty four)

其中

Figure 02_image129
，
Figure 02_image137
，
Figure 02_image139
為系統的干擾雜訊，T 為取樣時間，
Figure 02_image141
為系統輸出，
Figure 02_image143
為輸出矩陣，而
Figure 02_image145
和
Figure 02_image147
表示如方程式(25)：
Figure 02_image149
(25)among them
Figure 02_image129
,
Figure 02_image137
,
Figure 02_image139
Is the interference noise of the system, T is the sampling time,
Figure 02_image141
For system output,
Figure 02_image143
Is the output matrix, and
Figure 02_image145
with
Figure 02_image147
It is expressed as equation (25):
Figure 02_image149
(25)

利用上述的運動模型，使用卡爾曼濾波器配合回饋增益矩陣，因為

Figure 02_image151
無法量測，將其假設為0，以進行閉迴路狀態估測，如方程式(26)及(27)所示：
Figure 02_image153
(26)
Figure 02_image155
(27)Using the aforementioned motion model, a Kalman filter is used in conjunction with the feedback gain matrix, because
Figure 02_image151
It cannot be measured, and it is assumed to be 0 for closed-loop state estimation, as shown in equations (26) and (27):
Figure 02_image153
(26)
Figure 02_image155
(27)

其中

Figure 02_image157
為估測的系統狀態，
Figure 02_image159
為回饋增益矩陣。among them
Figure 02_image157
To estimate the state of the system,
Figure 02_image159
It is the feedback gain matrix.

微處理器110再以車輪的當前縱向力總和與各車輪的當前縱向力

Figure 02_image015
，分配當前側向力總和，取得各車輪的當前側向力
Figure 02_image017
，如步驟S160所示。微處理器110並依據當前正向力及各車輪相對於道路的道路摩擦係數
Figure 02_image161
，取得各車輪的最大抓地力，如步驟S170所示。The microprocessor 110 then uses the sum of the current longitudinal forces of the wheels and the current longitudinal forces of the wheels
Figure 02_image015
, Distribute the sum of the current lateral forces and obtain the current lateral forces of each wheel
Figure 02_image017
, As shown in step S160. The microprocessor 110 is based on the current forward force and the coefficient of friction of each wheel relative to the road
Figure 02_image161
To obtain the maximum grip of each wheel, as shown in step S170.

最後，微處理器110以最大抓地力

Figure 02_image163
,
Figure 02_image165
、當前縱向力
Figure 02_image015
以及當前側向力
Figure 02_image017
得到各車輪的縱向抓地力裕度
Figure 02_image167
以及側向抓地力裕度
Figure 02_image169
，如步驟S180所示。Finally, the microprocessor 110 maximizes grip
Figure 02_image163
,
Figure 02_image165
, Current longitudinal force
Figure 02_image015
And the current lateral force
Figure 02_image017
Get the longitudinal grip margin of each wheel
Figure 02_image167
And the lateral grip margin
Figure 02_image169
As shown in step S180.

由於最大抓地力受限於道路摩擦係數

Figure 02_image161
，以各車輪的當前縱向力
Figure 02_image015
與各車輪的當前側向力
Figure 02_image015
的摩擦圓關係進行各個車輪的車輪抓地力裕度估測，如方程式(28)、(29)所示，係先得到各車輪的最大縱向抓地力
Figure 02_image163
以及最大側向抓地力
Figure 02_image165
。
Figure 02_image171
(28)
Figure 02_image173
(29)Because the maximum grip is limited by the road friction coefficient
Figure 02_image161
, With the current longitudinal force of each wheel
Figure 02_image015
Current lateral force with each wheel
Figure 02_image015
The friction circle relationship is used to estimate the wheel grip margin of each wheel. As shown in equations (28) and (29), the maximum longitudinal grip of each wheel is obtained first
Figure 02_image163
And maximum lateral grip
Figure 02_image165
.
Figure 02_image171
(28)
Figure 02_image173
(29)

其中

Figure 02_image023
分別代表
Figure 02_image005
、
Figure 02_image003
、
Figure 02_image025
、
Figure 02_image175
為各個車輪最大縱向抓地力。
Figure 02_image165
為各個車輪最大側向抓地力。among them
Figure 02_image023
Representing
Figure 02_image005
,
Figure 02_image003
,
Figure 02_image025
,
Figure 02_image175
Maximum longitudinal grip for each wheel.
Figure 02_image165
Maximum lateral grip for each wheel.

接著，以最大縱向抓地力

Figure 02_image163
減去當前縱向力
Figure 02_image177
，即為縱向車輪抓地力裕度
Figure 02_image167
；以最大側向抓地力
Figure 02_image165
減去當前縱向力
Figure 02_image017
，即為側向車輪抓地力裕度
Figure 02_image169
。
Figure 02_image179
(30)Then, with maximum longitudinal grip
Figure 02_image163
Minus the current longitudinal force
Figure 02_image177
, Which is the longitudinal wheel grip margin
Figure 02_image167
; With maximum lateral grip
Figure 02_image165
Minus the current longitudinal force
Figure 02_image017
, Which is the lateral wheel grip margin
Figure 02_image169
.
Figure 02_image179
(30)

Figure 02_image167
為各個車輪的縱向車輪抓地力裕度。
Figure 02_image169
為各個車輪的側向車輪抓地力裕度。
Figure 02_image181
為最大道路摩擦係數，可利用輪胎側滑角與轉向輪回正力矩的估測後，算出輪胎側滑角以及估測的回正力矩的 Timewindow，使用 stateflow 判斷式，先判斷最大道路摩擦系數可能範圍，再求出最大道路摩擦係數，找出最大道路摩擦係數範圍。或，最大道路摩擦系數可採用資料庫記錄，依據車輛所在路段地點以及天候，由資料庫擷取對應的最大道路摩擦系數。
Figure 02_image167
The longitudinal wheel grip margin for each wheel.
Figure 02_image169
The lateral wheel grip margin for each wheel.
Figure 02_image181
For the maximum road friction coefficient, the tire side slip angle and the steering wheel return torque can be used to calculate the tire side slip angle and the estimated return torque of Timewindow. Using the stateflow judgment formula, first determine the maximum road friction coefficient possible range , And then find the maximum road friction coefficient to find the range of maximum road friction coefficient. Or, the maximum road friction coefficient can be recorded in a database, and the corresponding maximum road friction coefficient can be retrieved from the database according to the location of the road section where the vehicle is located and the weather.

有了縱向抓地力裕度

Figure 02_image167
以及側向抓地力裕度
Figure 02_image169
，ADAS系統即可用於介入車輛的行駛，避免車輪在縱向打滑（空轉）或側向打滑（側向飄移）。例如，微處理器110可載入一門檻值，縱向抓地力裕度
Figure 02_image167
或側向抓地力裕度
Figure 02_image169
小於門檻值，產生一車輪打滑警示。前述的車輪打滑警示，可以是單純地以資訊顯示提供給駕駛人，以使駕駛人對車輛操作進行減速或減少轉向角度。或，依據車輪打滑警示，由微處理器110介入煞車或車輪動力分配。於自動駕駛的場合，則由自動駕駛系統依據車輪打滑警示，修正車速以及規劃路徑（特別是變化車道時，車輛在兩車道之間橫向移動的速度）。With longitudinal grip margin
Figure 02_image167
And the lateral grip margin
Figure 02_image169
, ADAS system can be used to intervene in the driving of the vehicle to avoid the wheels slipping in the longitudinal direction (idling) or sideways (sideways drifting). For example, the microprocessor 110 may load a threshold value, the longitudinal grip margin
Figure 02_image167
Or lateral grip margin
Figure 02_image169
Less than the threshold value, a wheel slip warning is generated. The aforementioned wheel slip warning can be simply provided to the driver with an information display, so that the driver decelerates the vehicle operation or reduces the steering angle. Or, according to the wheel slip warning, the microprocessor 110 intervenes in braking or wheel power distribution. In the case of automatic driving, the automatic driving system corrects the vehicle speed and the planned path according to the wheel slip warning (especially when the lane changes, the speed of the vehicle moving laterally between the two lanes).

請參閱圖4、圖5、圖6以及圖7所示，為車輪抓地力裕度估測方法與Mechanical Simulation發行的CarSim（車輛模擬分析軟體）的比較，採用的車輛參數如圖4所示，比較情境一為車輛於直線的加減速，速度變化如圖5所示，車輛以約50km/hr的初速開始加速後再減速至40km/hr，圖中Vx為車輛秒速（公尺/秒）。Please refer to Figure 4, Figure 5, Figure 6 and Figure 7 for a comparison of the wheel grip margin estimation method with CarSim (vehicle simulation analysis software) issued by Mechanical Simulation. The vehicle parameters used are shown in Figure 4. Comparative scenario 1 is the acceleration and deceleration of the vehicle in a straight line. The speed change is shown in Figure 5. The vehicle starts accelerating at an initial speed of about 50km/hr and then decelerates to 40km/hr. Vx in the figure is the vehicle's second speed (meter/second).

如圖6所示，前輪為驅動輪而在加速過程中用掉縱向抓地力，因此在10秒前的加速過程中，前輪的縱向抓地力裕度下降；而在10秒後的減速裡，開始減速時有一個向上的響應，而一瞬間增加輪胎力裕度造成前輪的縱向抓地力裕度回升，後續因為各車輪煞車減速，而消耗縱向抓地力裕度，而再消耗縱向抓地力裕度，使縱向抓地力裕度下降。再如圖7所示，由於車輛沒有側向動態，因此側向抓地力裕度主要受到因垂直負載轉移影響，加速過程因垂直負載主要移轉至後輪，而減速時垂直負載主要移轉至前輪，而使得10秒前後有明顯的側向抓地力裕度變化。As shown in Figure 6, the front wheel uses longitudinal grip during acceleration to drive the wheel, so during acceleration 10 seconds ago, the longitudinal grip margin of the front wheel drops; and after 10 seconds of deceleration, the start There is an upward response when decelerating, and an increase in the tire force margin in an instant causes the longitudinal grip margin of the front wheels to rise. Later, because the brakes of each wheel are decelerated, the longitudinal grip margin is consumed, and the longitudinal grip margin is consumed again. The longitudinal grip margin is reduced. As shown in Figure 7, since the vehicle has no lateral dynamics, the lateral grip margin is mainly affected by the vertical load transfer. The vertical load is mainly transferred to the rear wheel during the acceleration process, and the vertical load is mainly transferred to The front wheels make a noticeable change in the lateral grip margin around 10 seconds.

參閱圖8、圖9以及圖10，比較情境二為車輛於變換車道進行超車。如圖9與圖10，0~5秒時為直線運動，因此縱向抓地力裕度

Figure 02_image167
以及側向抓地力裕度
Figure 02_image169
維持不變。接著開始進行轉向之後，前後輪的側向抓地力裕度
Figure 02_image169
都有明顯的變化，而連帶的因為摩擦圓的比例關係，改變縱向抓地力裕度
Figure 02_image167
。最後，當變換車道完成後，縱向抓地力裕度
Figure 02_image167
以及側向抓地力裕度
Figure 02_image169
又回復到初始狀態。Referring to FIG. 8, FIG. 9 and FIG. 10, the comparison scenario 2 is that the vehicle overtakes while changing lanes. As shown in Fig. 9 and Fig. 10, the movement is linear from 0 to 5 seconds, so the longitudinal grip margin
Figure 02_image167
And the lateral grip margin
Figure 02_image169
stay the same. After starting the steering, the lateral grip margin of the front and rear wheels
Figure 02_image169
There are obvious changes, and because of the proportional relationship of the friction circle, the longitudinal grip margin is changed.
Figure 02_image167
. Finally, when the lane change is completed, the longitudinal grip margin
Figure 02_image167
And the lateral grip margin
Figure 02_image169
Reverted back to the initial state.

本發明可以有效估測各別車輪的縱向抓地力裕度

Figure 02_image167
以及側向抓地力裕度
Figure 02_image169
，在裕度不足時，及早發出警示讓駕駛人改變對車輛的操作，甚至讓先進駕駛輔助系統(Advanced Driver Assistance Systems；ADAS)在車輪打滑發生前提早介入，可以有效提昇行車安全。車輪抓地力裕度估測方法更可進一步應用於自駕車系統，對行駛策略進行估測，並免自駕車系統做出可能造成打滑的行使決策。The invention can effectively estimate the longitudinal grip margin of each wheel
Figure 02_image167
And the lateral grip margin
Figure 02_image169
When the margin is insufficient, an early warning is issued to let the driver change the operation of the vehicle, and even Advanced Driver Assistance Systems (ADAS) can intervene before the wheel slip occurs, which can effectively improve driving safety. The wheel grip margin estimation method can be further applied to the self-driving car system to estimate the driving strategy and prevent the self-driving car system from making exercise decisions that may cause skidding.

110:微處理器120:儲存裝置130:縱向加速規140:側向加速規150:車輪轉角感測器160:煞車壓力感應器170:扭矩感應器180:偏航角感應器190:轉向角感應器S140~S180:步驟110: Microprocessor 120: Storage device 130: Vertical acceleration gauge 140: Lateral acceleration gauge 150: Wheel angle sensor 160: Brake pressure sensor 170: Torque sensor 180: Yaw angle sensor 190: Steering angle sensor S140~S180: Steps

圖1為車輛控制系統的系統方塊圖，用於執行車輪抓地力裕度估測方法。 圖2以及圖3為本發明實施例的方法流程圖。 圖4為用於估測的車輛參數。 圖5為用於直線加減速過程的速度變化。 圖6為各車輪的縱向裕度隨時間的變化。 圖7為各車輪的側向裕度隨時間的變化。 圖8為車輛變換車道的示意圖。 圖9為各車輪的縱向裕度隨時間的變化。 圖10為各車輪的側向裕度隨時間的變化。FIG. 1 is a system block diagram of a vehicle control system for performing a wheel grip margin estimation method. 2 and 3 are flowcharts of the method according to an embodiment of the invention. Figure 4 shows the estimated vehicle parameters. Figure 5 shows the speed change used in the linear acceleration and deceleration process. Figure 6 shows the variation of the longitudinal margin of each wheel with time. Fig. 7 is the change of the lateral margin of each wheel with time. 8 is a schematic diagram of a vehicle changing lanes. Figure 9 shows the variation of the longitudinal margin of each wheel with time. Fig. 10 shows the variation of the lateral margin of each wheel with time.

S140~S180:步驟 S140~S180: Steps

Claims (10)

一種車輪抓地力裕度估測方法，用於估測一車輛的車輪抓地力裕度；其中該車輛具有一車身質量、一重心與多個車輪，且該些車輪至少包含一對轉向輪；該重心具有一離地高，該輪胎的滾動指向定義為一縱向，且於一水平面上垂直於該滾動指向的方向定義為一側向；該車輪抓地力裕度估測方法包含： 得到各該車輪對一地面的一初始正向力； 依據該車輛的一縱向加速度、一側向加速度、該車身質量、各該車輪的一車輪質量，以及各該車輪與該重心的相對位置，得到對各該車輪的縱向負載轉移以及側向負載轉移； 以該縱向負載轉移以及該側向負載轉移修正該初始正向力，得到各車輪的一當前正向力； 依據各車輪的一車輪輪速、一車輪扭矩、一車輪滾動有效半徑、一車輪轉動慣量以及一車輪旋轉角度隨時間的變化，得到各該車輪的一當前縱向力； 依據該車輛的該側向加速度、該車輛的一偏航角加速度、該轉向輪相對於該縱向的一轉向角，各該車輪的當前縱向力以及該各車輪的當前正向力，得到車輪的側向力總和； 取得該各車輪的一當前側向力；以及 依據各該車輪當前正向力、各該車輪相對於該道路的一道路摩擦係數、該當前縱向力以及該當前側向力，得到各該車輪的一縱向抓地力裕度以及一側向抓地力裕度。A wheel grip margin estimation method for estimating wheel grip margin of a vehicle; wherein the vehicle has a body mass, a center of gravity, and a plurality of wheels, and the wheels include at least a pair of steering wheels; The center of gravity has a height from the ground, the rolling direction of the tire is defined as a longitudinal direction, and the direction perpendicular to the rolling direction on a horizontal plane is defined as a lateral direction; the method for estimating the wheel grip margin includes: obtaining each wheel An initial positive force on a ground; based on a longitudinal acceleration of the vehicle, a lateral acceleration, the body mass, a wheel mass of each wheel, and the relative position of each wheel and the center of gravity, the Longitudinal load transfer and lateral load transfer of the wheel; the initial positive force is corrected by the longitudinal load transfer and the lateral load transfer to obtain a current positive force of each wheel; according to a wheel speed and a wheel of each wheel The torque, the effective rolling radius of a wheel, the moment of inertia of a wheel, and the change of a wheel's rotation angle with time, obtain a current longitudinal force of each wheel; according to the lateral acceleration of the vehicle, a yaw angle acceleration of the vehicle, A steering angle of the steering wheel relative to the longitudinal direction, the current longitudinal force of each wheel and the current forward force of each wheel to obtain the sum of the lateral forces of the wheels; obtaining a current lateral force of each wheel; and basis The current forward force of each wheel, a road friction coefficient of each wheel relative to the road, the current longitudinal force and the current lateral force obtain a longitudinal grip margin and lateral grip margin of each wheel degree. 如請求項1所述的車輪抓地力裕度估測方法，其中，得到各該車輪對該地面的該初始正向力的步驟包含依據該車身質量、該些車輪與該重心的相對位置，分別得到各該車輪對該地面的該初始正向力。The method for estimating the wheel grip margin as claimed in claim 1, wherein the step of obtaining the initial forward force of each wheel to the ground includes the relative position of the wheels and the center of gravity according to the mass of the body, respectively The initial positive force of each wheel on the ground is obtained. 如請求項1或請求項2所述的車輪抓地力裕度估測方法，其中，該初始正向力儲存於一儲存裝置。The wheel grip margin estimation method according to claim 1 or claim 2, wherein the initial positive force is stored in a storage device. 如請求項1所述的車輪抓地力裕度估測方法，其中，各該車輪與該重心的相對位置包含該車輛的一前軸到一後軸的距離、該重心至該前軸的距離以及該重心至該後軸的距離。The wheel grip margin estimation method according to claim 1, wherein the relative position of each wheel and the center of gravity includes the distance from a front axle to a rear axle of the vehicle, the distance from the center of gravity to the front axle, and The distance from the center of gravity to the rear axle. 如請求項1所述的車輪抓地力裕度估測方法，其中，該車輪旋轉角度隨時間的變化包含一車輪角加速度。The method for estimating a wheel grip margin according to claim 1, wherein the change in the wheel rotation angle with time includes a wheel angular acceleration. 如請求項5所述的車輪抓地力裕度估測方法，其中，該車輪扭矩包含一煞車扭力以及一驅動扭力。The wheel grip margin estimation method according to claim 5, wherein the wheel torque includes a braking torque and a driving torque. 如請求項1所述的車輪抓地力裕度估測方法，其中，得到各該車輪的該縱向抓地力裕度以及該側向抓地力裕度的步驟包含： 依據各該車輪當前正向力及各該車輪相對於道路的道路摩擦係數，取得各該車輪的一最大抓地力；以及 以該最大抓地力、該當前縱向力以及該當前側向力得到各該車輪的該縱向抓地力裕度以及該側向抓地力裕度。The wheel grip margin estimation method according to claim 1, wherein the step of obtaining the longitudinal grip margin and the lateral grip margin of each wheel includes: according to the current forward force of each wheel and The road friction coefficient of each wheel relative to the road, to obtain a maximum grip of each wheel; and to obtain the longitudinal grip margin of each wheel with the maximum grip, the current longitudinal force and the current lateral force and This lateral grip margin. 如請求項7所述的車輪抓地力裕度估測方法，其中，該最大抓地力包含一最大縱向抓地力以及一最大側向抓地力。The wheel grip margin estimation method according to claim 7, wherein the maximum grip includes a maximum longitudinal grip and a maximum lateral grip. 如請求項8所述的車輪抓地力裕度估測方法，其中，得到該縱向抓地力裕度以及該側向抓地力裕度的步驟包含以該最大縱向抓地力減去該當前縱向力以得到該縱向車輪抓地力裕度；以及以該最大側向抓地力減去該當前縱向力，以得到該側向車輪抓地力裕度。The wheel grip margin estimation method according to claim 8, wherein the step of obtaining the longitudinal grip margin and the lateral grip margin includes subtracting the current longitudinal force from the maximum longitudinal grip to obtain The longitudinal wheel grip margin; and subtracting the current longitudinal force from the maximum lateral grip to obtain the lateral wheel grip margin. 如請求項1所述的車輪抓地力裕度估測方法，更包含： 當該縱向抓地力裕度或該側向抓地力裕度小於一門檻值，產生一車輪打滑警示。The method for estimating the wheel grip margin as claimed in claim 1 further includes: when the longitudinal grip margin or the lateral grip margin is less than a threshold, a wheel slip warning is generated.
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