WO2017025042A1 - 用于四轮驱动电动车辆的稳定控制系统、方法及电动车辆 - Google Patents

用于四轮驱动电动车辆的稳定控制系统、方法及电动车辆 Download PDF

Info

Publication number
WO2017025042A1
WO2017025042A1 PCT/CN2016/094461 CN2016094461W WO2017025042A1 WO 2017025042 A1 WO2017025042 A1 WO 2017025042A1 CN 2016094461 W CN2016094461 W CN 2016094461W WO 2017025042 A1 WO2017025042 A1 WO 2017025042A1
Authority
WO
WIPO (PCT)
Prior art keywords
signal
electric vehicle
braking force
wheel
stability control
Prior art date
Application number
PCT/CN2016/094461
Other languages
English (en)
French (fr)
Inventor
廉玉波
凌和平
孟繁亮
熊焱飞
石明川
Original Assignee
比亚迪股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to US15/751,763 priority Critical patent/US10543818B2/en
Priority to EP16834666.6A priority patent/EP3348444B1/en
Publication of WO2017025042A1 publication Critical patent/WO2017025042A1/zh

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17551—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17554—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for enhancing stability around the vehicles longitudinal axle, i.e. roll-over prevention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/741—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on an ultimate actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17552—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve responsive to the tire sideslip angle or the vehicle body slip angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1769—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS specially adapted for vehicles having more than one driven axle, e.g. four-wheel drive vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
    • B60T8/30—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels responsive to load
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/3205—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/02—Control of vehicle driving stability
    • B60W30/04—Control of vehicle driving stability related to roll-over prevention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B60L2240/16—Acceleration longitudinal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B60L2240/18—Acceleration lateral
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/22—Yaw angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/24—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
    • B60T2230/02—Side slip angle, attitude angle, floating angle, drift angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
    • B60T2230/03—Overturn, rollover
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2240/00—Monitoring, detecting wheel/tire behaviour; counteracting thereof
    • B60T2240/06—Wheel load; Wheel lift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/30—ESP control system
    • B60T2270/302—ESP control system for all-wheel drive vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B60T2270/613—ESP features related thereto
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/107—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/109—Lateral acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/112—Roll movement
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present application relates to the field of vehicles, and more particularly to a stability control system for a four-wheel drive electric vehicle, a stability control method for a four-wheel drive electric vehicle, and a four-wheel drive electric vehicle.
  • the present application is intended to address at least one of the technical problems existing in the prior art.
  • the present application provides a stability control system for a four-wheel drive electric vehicle, a stability control method for a four-wheel drive electric vehicle, and a four-wheel drive electric vehicle.
  • a stability control system for a four-wheel drive electric vehicle includes a vehicle controller and a signal detection sensor.
  • the vehicle controller includes a first stability control unit and a second stability control unit.
  • the signal detecting sensor is for detecting a lateral acceleration signal.
  • the first stability control unit is configured to determine whether the lateral acceleration is less than a preset acceleration threshold, and when determining that the lateral acceleration is less than the acceleration threshold, continue to determine whether the lateral acceleration is less than the acceleration threshold. .
  • the first stability control unit is further configured to: when determining that the lateral acceleration is equal to or greater than the acceleration threshold, calculate a lateral load transfer rate according to the lateral acceleration signal, and determine a vehicle state according to the lateral load transfer rate; Obtaining at least one of a first braking force signal, a second braking force signal, a first logic signal, and a second logic signal.
  • the second stability control unit is configured to control the electric vehicle body to remain stable when the first logic signal is acquired.
  • the first stability control unit is further configured to control, by the motor controller of the electric vehicle, a motor of the electric vehicle to the electric vehicle when the first braking force signal and the second logic signal are obtained
  • the outer front wheel applies a braking force.
  • the first stability control unit is further configured to control, by the motor controller of the electric vehicle, a motor of the electric vehicle to the electric vehicle when the second braking force signal and the second logic signal are obtained.
  • the outer front wheel and the inner rear wheel of the electric vehicle apply a braking force.
  • a stability control method for a four-wheel drive electric vehicle includes: S1: detecting a lateral acceleration signal; S2: determining whether the lateral acceleration is less than a preset acceleration threshold; S3: if the lateral acceleration is less than Returning to the acceleration threshold, returning to S2; S4: if the lateral acceleration is equal to or greater than the acceleration threshold, calculating a lateral load transfer rate according to the lateral acceleration signal, and determining a vehicle state according to the lateral load transfer rate Obtaining at least one of a first braking force signal, a second braking force signal, a first logic signal, and a second logic signal; S5: controlling the electric vehicle body to remain stable if the first logic signal is acquired; S6 : if the first braking force signal and the second logic signal are obtained, controlling a motor of the electric vehicle to apply a braking force to an outer front wheel of the electric vehicle; and S7: if the second braking force is obtained a signal and the second logic signal, controlling an electric motor of the electric vehicle to
  • a four-wheel drive electric vehicle comprising the stability control system for a four-wheel drive electric vehicle according to the above embodiment; a motor controller; and a motor, wherein the motor controller is respectively connected to the motor and the stability control system.
  • the first stability control unit adopts corresponding stable vehicle measures according to different states of the vehicle, in particular, when the vehicle has a tendency to roll over or is dangerous, the first stability control unit can apply the outer front wheel of the vehicle through the motor. Braking force, or applying braking force to the outer front and inner rear wheels of the vehicle to stabilize the body.
  • FIG. 1 is a schematic diagram of a stability control system for a four-wheel drive electric vehicle according to an embodiment of the present application
  • 2 is a two degree of freedom linear model of a vehicle of an embodiment of the present application for calculating additional yaw torque
  • FIG. 3 is a schematic diagram of a force situation when a vehicle is tilted according to an embodiment of the present application, for calculating a lateral load transfer rate
  • FIG. 4 is a schematic diagram of a process for stably controlling a vehicle in an emergency avoidance of a front obstacle or a striking steering wheel according to an embodiment of the present application;
  • FIG. 5 is a control schematic diagram of a stability control system for a four-wheel drive electric vehicle according to an embodiment of the present application.
  • FIG. 6 is a flow chart of a stabilization control method for a four-wheel drive electric vehicle according to an embodiment of the present application.
  • connection In the description of the present application, it should be noted that the terms “installation”, “connected”, and “connected” are to be understood broadly, and may be fixed or detachable, for example, unless otherwise specifically defined and defined. Connected, or integrally connected; may be mechanically connected, or may be electrically connected or may communicate with each other; may be directly connected or indirectly connected through an intermediate medium, may be internal communication of two elements or interaction of two elements relationship.
  • Connected, or integrally connected may be mechanically connected, or may be electrically connected or may communicate with each other; may be directly connected or indirectly connected through an intermediate medium, may be internal communication of two elements or interaction of two elements relationship.
  • the specific meanings of the above terms in the present application can be understood on a case-by-case basis.
  • the anti-rollover methods which are more common and can effectively improve the stability of the vehicle include: differential brake control technology, active/semi-active Suspension control technology, active lateral stabilizer technology, active steering technology, active braking, etc.
  • each method has certain limitations.
  • the differential torsional braking control depends largely on the vertical load of the outer wheel. When the wheel is about to leave the ground, it is difficult to effectively brake the outer wheel.
  • Active suspension control technology and active lateral stabilizers can increase the rollover threshold and suppress vehicle rollover, but they cannot meet the rapid response to rollover resistance; while large angle steering control changes the expected trajectory of the vehicle, resulting in The problem of understeering the vehicle.
  • an embodiment of the present application provides a stability control system 100 (hereinafter referred to as a stability control system) for a four-wheel drive electric vehicle.
  • the stability control system 100 is suitable for use on a four-wheel independently driven electric vehicle.
  • the electric vehicle may include four motor controllers 2, four motors 6 and a battery pack 4.
  • Each motor controller 2 can individually control the corresponding motor 6.
  • Each motor 6 is used to control the operation of the corresponding wheel 9, for example to generate a driving or braking force to the wheel 9.
  • the motor 6 can be a wheel-side motor, and the wheel-side motor is connected to the corresponding wheel 9 through the transmission 7 and the transmission shaft 8.
  • the electric machine 6 can be an in-wheel motor, in which case the electric vehicle can dispense with the transmission 7 to facilitate component placement of the vehicle.
  • the battery pack 4 is connected to the motor controller 2 through a high voltage line.
  • the stability control system 100 includes a vehicle controller 1 and a signal detection sensor (not shown).
  • the vehicle controller 1 is responsible for controlling the operation of the electric vehicle.
  • the vehicle controller 1 includes a first stability control unit (not shown) and a second stability control unit (not shown).
  • the first stability control unit, the second stability control unit, the signal detection sensor, and the motor controller 2 can communicate via a CAN (Controller Area Network) bus of the entire vehicle.
  • the second stability control unit may be an electronic body stability control unit of the vehicle.
  • the battery pack 4 and the vehicle controller 1 communicate with each other.
  • a signal detection sensor is used to detect the lateral acceleration signal.
  • the signal detecting sensor is further configured to detect a wheel speed signal, a vehicle speed signal, a steering wheel angle signal, a yaw angular velocity signal, and a longitudinal acceleration signal.
  • the signal detecting sensor includes a wheel speed sensor 11, a vehicle speed sensor 5A, a steering wheel angle sensor 3, and a yaw rate sensor 5.
  • the wheel speed sensor 11 is used to detect the wheel speed signal.
  • the vehicle speed sensor 5A is used to detect a vehicle speed signal.
  • the steering wheel angle sensor 3 is used to detect the steering wheel angle signal.
  • the yaw rate sensor 3 includes a longitudinal acceleration sensor, a lateral acceleration sensor, and a yaw rate sensor.
  • the yaw rate sensor is used to detect the yaw rate signal.
  • a longitudinal acceleration sensor is used to detect the longitudinal acceleration signal.
  • a lateral acceleration sensor is used to detect the lateral acceleration signal. It can be understood that the longitudinal acceleration sensor, the lateral acceleration sensor and the yaw rate sensor can be integrated.
  • the first stability control unit is configured to determine whether the lateral acceleration is less than a preset acceleration threshold.
  • the preset acceleration threshold can be set to 0.4 g, where g is the gravitational acceleration.
  • the first stability control unit is configured to continue to determine whether the lateral acceleration is less than the acceleration threshold.
  • the first stability control unit is configured to calculate a lateral load transfer rate according to the lateral acceleration signal, and determine the vehicle state according to the lateral load transfer rate to obtain the first braking force signal and the second braking force. At least one of a signal, a first logic signal, and a second logic signal.
  • the second stability control unit is configured to control the electric vehicle body to remain stable when the first logic signal is acquired.
  • the first stability control unit is further configured to control a motor of the electric vehicle to apply a braking force to an outer front wheel of the electric vehicle by the motor controller of the electric vehicle when the first braking force signal and the second logic signal are obtained.
  • the first stability control unit is further configured to control the electric motor of the electric vehicle to control the outer front wheel of the electric vehicle and the inner rear wheel of the electric vehicle by the motor controller of the electric vehicle when the second braking force signal and the second logic signal are obtained. power.
  • the first stability control unit obtains the first logic signal, it is determined that the electric vehicle has the first trend. At this time, the first stabilization control unit outputs the first logic signal to the second stability control unit.
  • the second stability control unit is configured to control the body of the electric vehicle to remain stable according to the first logic signal.
  • the first stability control unit obtains the first braking force signal and the second logic signal, and determines that the electric vehicle has a second tendency. At this time, the second stability control unit acquires the second logic signal, but does not output the control.
  • the first stability control unit obtains the second braking force signal and the second logic signal, and determines that the electric vehicle has a third tendency. At this time, the second stability control unit acquires the second logic signal, but does not output the control.
  • the second stability control unit is used to control the body of the electric vehicle to remain stable.
  • the first stability control unit is configured to apply a braking force to the outer front wheel of the electric vehicle by controlling the motor by the motor controller.
  • the first stability control unit may generate and transmit a first braking force signal to the motor controller, and the motor controller controls the motor to apply a braking force to the outer front wheel of the electric vehicle according to the first braking force signal.
  • the first stability control unit is configured to apply a braking force to the outer front wheel of the electric vehicle and the inner rear wheel of the electric vehicle by the motor controller control motor.
  • the first stability control unit may generate and transmit a second braking force signal to the motor controller, and the motor controller controls the motor to apply to the outer front wheel and the inner rear wheel of the electric vehicle according to the second braking force signal. Braking force.
  • the outer wheel is the right wheel 9, the inner wheel is the left wheel 9, the outer front wheel is the upper right wheel 9, and the inner rear wheel is the lower left.
  • Square wheel 9 If the vehicle is turned to the right side of Fig. 1, the outer wheel is the left wheel 9, the inner wheel is the right wheel 9, the outer front wheel is the upper left wheel 9, and the inner rear wheel is the lower right wheel 9.
  • the first transfer rate threshold, the second transfer rate threshold, and the third transfer rate threshold are preset in the first stability control unit.
  • the first transfer rate threshold is greater than zero
  • the second transfer rate threshold is greater than the first transfer rate threshold
  • the third transfer rate threshold is greater than the second transfer rate threshold and less than one.
  • the first stability control unit obtains the first logic signal to determine that the electric vehicle has a first trend, for example, the electric vehicle has a side slip tendency.
  • the first stability control unit obtains the first braking force signal and the second logic signal to determine that the electric vehicle has a second tendency, for example, the electric vehicle has a tendency to roll over.
  • the first stability control unit obtains the second braking force signal and the second logic signal to determine that the electric vehicle has the third tendency, for example, the electric vehicle has a risk of rollover.
  • LTR represents the lateral load transfer rate
  • ⁇ LTR ⁇ represents the absolute value of the lateral load transfer rate
  • L1 represents the first transfer rate threshold
  • L2 represents the second transfer rate threshold
  • L3 represents the third transfer rate threshold.
  • the electric vehicle has a side slip tendency
  • the second stability control unit controls the electric vehicle body to remain stable.
  • the second stability control unit can be controlled.
  • the brake actuator (not shown) of the electric vehicle brakes the corresponding wheel 9, reducing side slip to keep the electric vehicle body stable.
  • the brake actuator includes a brake master cylinder, a wheel cylinder, a brake disc, and a brake caliper.
  • the brake disc is mounted on the hub and rotates with the wheel 9.
  • the pusher that connects the brake pedal to the brake master cylinder causes the brake master cylinder to generate hydraulic pressure.
  • the brake master cylinder generates hydraulic pressure to the wheel cylinder, and the wheel cylinder applies pressure to the brake caliper to generate friction against the brake disc, thereby achieving braking of the corresponding wheel 9.
  • the second stability control unit controls the brake actuator to brake the corresponding wheel 9, for example, when the electric vehicle turns left, there is a tendency to skid, and the second stability control unit is used to control the inner side of the inner rear wheel 9 corresponding to the brake caliper
  • the rear wheel 9 performs braking; when the electric vehicle turns right, there is a tendency to skid, and the second stability control unit is used to control the brake caliper corresponding to the outer front wheel 9 to brake the outer front wheel 9.
  • the first stability control unit performs the feedback braking mode on the outer wheels by the wheel motor 6. Additional yaw torque is generated to reduce the yaw rate of the electric vehicle.
  • the increase in braking force causes the longitudinal speed of the electric vehicle to decrease.
  • the tire force is usually in a saturated state. Due to the nonlinear characteristics of the tire, it is known from the attachment ellipse of the electric vehicle that when the longitudinal force (braking force) increases, the lateral force of the ground to the wheel (braking force) ) will be correspondingly reduced, so that the lateral velocity is also reduced.
  • the feedback of the brake means that the motor 6 is no longer the driving motor, but the generator.
  • the wheel 9 is powered by the motor 6.
  • the magnetic induction line of the motor rotor cutting stator generates reverse resistance, hindering the rotation of the wheel 9 and slowing down.
  • the effect, meanwhile, is that the motor 6 produces recyclable electrical energy.
  • the vehicle controller 1 is used to store the electric energy generated by the motor 6 in the battery pack 4.
  • the lateral load transfer rate is relatively large (this is generally caused by high-speed slamming of the steering wheel or lateral wind).
  • the left and right wheel load of the electric vehicle is seriously transferred.
  • the wheel motor 6 assists the inner wheel feedback brake while feeding the outer wheel, and the inner and outer wheels feed back the braking torque.
  • the size of the vehicle is distributed in real time according to the condition of the vehicle. The principle of distribution is as follows. When the road surface attachment limit is attached, the tire force is usually in a saturated state.
  • the attachment ellipse of the electric vehicle is known as the longitudinal force (braking force).
  • the lateral force will decrease accordingly.
  • Table 1 is the statistical result of braking the respective wheels at a certain corner, where "+” indicates that the yaw torque generated by the wheel coincides with the desired direction of vehicle motion, whereas "-" indicates the yaw torque generated by the wheel and the desired vehicle. The direction of motion is reversed.
  • the first stability control unit mainly performs braking intervention on the outer front wheel, or the outer front wheel and the inner rear wheel, thereby generating a more reasonable and sufficient additional yaw torque, The yaw rate and lateral acceleration are reduced, and the body roll attitude is corrected to make the vehicle reach a steady state quickly.
  • the additional yaw torque is outside
  • the yaw torque generated by the front wheel is the sum of the yaw torque generated by the outer front wheel and the yaw torque generated by the inner rear wheel.
  • Table 1 shows the statistical results of braking the respective wheels at a certain corner.
  • ⁇ M1, ⁇ M2, ⁇ M3, and ⁇ M4 are the yaw moments generated by the four wheels on the vehicle when the wheels are braked.
  • the stability control system 100 employs the lateral load transfer rate and the lateral acceleration as the stable control targets of the electric vehicle.
  • the Lateral Load Transfer Ratio (LTR) is defined as the ratio of the difference between the vertical load of the left and right tires and the vertical total load of the vehicle.
  • F L represents the vertical load on the left tire, including the left front wheel and the left rear wheel
  • F R represents the vertical load on the right tire, including the right front wheel and the right rear wheel.
  • first trend, the second trend and the third trend corresponding to the state of the electric vehicle can be adjusted according to the implementation situation.
  • the vertical load of the left and right tires shifts, that is, the range of the LTR is [-1, 1].
  • the lateral load transfer rate is not easy to measure directly, and the LTR index can be linearly transformed according to the built vehicle model to be indirectly measured.
  • the stability control system 100 monitors the lateral acceleration of the electric vehicle in real time through the lateral acceleration sensor, calculates the vertical load of each wheel according to the vehicle parameters, and simultaneously formulas the lateral load transfer rate algorithm. Pre-written into the first stable control unit.
  • the additional yaw torque can be compared by the actual lateral load transfer rate LTR and the ideal lateral load transfer rate LTRd, and then calculated by the vehicle model and a certain control algorithm.
  • the additional yaw torque means that in order to maintain the stability of the vehicle body and prevent rollover, the additional torque value M RSC calculated from the vehicle model is generated by applying an additional braking force on one or more wheels.
  • the ideal lateral load transfer rate that is, the preset lateral load transfer rate is a rollover warning threshold artificially set in the first stability control unit, such as a value smaller than the first transfer rate threshold.
  • an additional yaw moment M RSC is calculated using a two degree of freedom linear model and a synovial variable structure control algorithm as an example.
  • the additional yaw torque M RSC can also be calculated by other known algorithms, such as "Automotive Dynamics” by Tsinghua University Press, “Vehicle Dynamics and Control” by Machinery Industry Press, and PhD thesis. Research on GPS-based vehicle stability control systems, etc., has mentioned this additional yaw torque algorithm. Among them, the synovial variable structure control algorithm is used more.
  • the foreign research on synovial variable structure control is: Drakunow, et.al (2000), Gematsu and Gerdes (2002), Yi, et.al.
  • the influence of the steering system, the effect of the suspension, the effect of the aerodynamics, and the lateral deflection characteristics of the tire are neglected. It is considered that the speed of the vehicle along the axis is constant, and only the lateral motion and the yaw motion around the shaft are two. The degree of freedom, so that the actual vehicle is simplified into a two-wheel two-degree-of-freedom vehicle model. According to Newton's law, the dynamic equation of the two-degree-of-freedom vehicle model is as follows.
  • the component of the vehicle's centroid absolute acceleration on the Y-axis is:
  • FIG. 3 shows the force applied when the vehicle turns to the left. Assuming that the vehicle sprung mass is equal to the total mass and the centroid position is the same, the following equation can be established to calculate the lateral load transfer rate LTR.
  • the roll angle can be calculated from equation (5):
  • the LTR is directly related to the lateral acceleration and the roll angle, and the reduction of the lateral acceleration or the roll angle also reduces the LTR.
  • ⁇ d is the ideal yaw rate, and the ideal yaw rate is obtained according to equations (10) and (11):
  • the sliding mode controller is designed according to the two-degree-of-freedom vehicle model.
  • the centroid side yaw angle and the yaw rate should be considered together when selecting the stability control target.
  • the switching function that defines the sliding mode control is:
  • L is the wheelbase of the vehicle
  • l f and l r are vehicle model parameters, which are the distance from the front and rear axles of the vehicle to the center of mass of the vehicle.
  • the lateral forces F yf and F yr of the front and rear wheels are calculated by the supplementary formula below (4).
  • ⁇ f is the front wheel angle
  • the steering wheel angle sensor can detect the steering wheel angle signal, and then the ratio relationship between the steering wheel angle and the front wheel angle can be obtained.
  • I Z is the vehicle's inertia around the Z axis, which is a vehicle when the vehicle is manufactured. Fixed value.
  • the stability control system 100 of the present embodiment further includes four motor resolver sensors 10, and the four resolver sensors 10 detect the corresponding motor 6 speed signal, and the first stability control unit can also be calculated according to the motor speed signal.
  • the ideal speed Moreover, the wheel speed sensor and the revolving sensor can be mutually verified. The advantage is that if a set of sensors fails, another set of sensors can be used as the basis for determining the first stable control unit, thereby improving the calculation speed accuracy. Of course, other algorithms can be used to find the ideal speed.
  • the LTR d can be set by itself for the desired lateral load transfer rate, for example, set to 0.5.
  • t is the wheelbase
  • e is the distance between the center of mass and the center of the roll
  • ⁇ is the roll angle of the body
  • K ⁇ is the body roll stiffness.
  • a y vehicle centroid absolute acceleration is on the vertical axis Y, which is The rate of change of the component representing the absolute acceleration of the vehicle's center of mass on the vertical axis Y, Indicates the lateral acceleration of the body Rate of change, where the lateral acceleration of the body And body longitudinal acceleration All can be read directly by the acceleration sensor.
  • the rate of change of lateral acceleration Can be applied to the lateral acceleration of the body
  • the numerical value is numerically processed to indirectly calculate the rate of change of the lateral acceleration of the vehicle body.
  • Lateral acceleration of the body The value of the matrix is fitted to a linear function of time t For the constant of the fit, the time t is obtained. Bring in and get it ⁇ is read by the yaw rate sensor
  • ⁇ is a constant
  • ⁇ is the centroid of the centroid, which can be measured by the GPS device.
  • ⁇ d ideal centroid side angle It can be calculated from ⁇ d below (17).
  • the vehicle speed v x is used as a variable to derive, and the others are constant.
  • the formula includes the vehicle speed v x and the longitudinal acceleration.
  • the vehicle speed v x can be obtained by the vehicle speed signal detected by the vehicle speed sensor 5A, the longitudinal acceleration is obtained by the longitudinal acceleration signal detected by the longitudinal acceleration sensor, and the v x is the vehicle speed in the X direction (longitudinal) component.
  • the vehicle speed in the Y (lateral) direction component is very small and negligible, so the X-direction (longitudinal) vehicle speed v x and the vehicle speed are basically equal, and the vehicle speed sensor can be used. 5A detection.
  • the additional yaw moment M RSC can be calculated only by detecting the steering wheel angle signal, the wheel speed signal, the vehicle speed signal, the lateral acceleration signal, the longitudinal acceleration signal and the yaw rate signal.
  • the first stability control unit determines whether the braking force is applied to the outer front wheel or the outer front wheel and the inner rear wheel based on the magnitude of the lateral load transfer rate LTR. The specific judgment is based on the reference table 2.
  • the preset acceleration threshold a yd 0.4 g
  • the first transfer rate threshold L1 0.5
  • the second transfer rate threshold L2 0.6
  • the third transfer rate threshold L3 0.9.
  • the second stability control unit controls the electric vehicle body to remain stable, for example, the second stable
  • the control unit can brake the corresponding wheel 9 by controlling the brake brake of the electric vehicle, reducing the side slip to keep the vehicle body stable, and the first stability control unit does not need to start the motor controller 6 to control the motor 2, that is, at this time, The first stability control unit does not interfere with the wheel 9.
  • the first stability control unit determines that the electric vehicle has a rollover tendency, and calculates an additional yaw torque according to the collected sensor signal and the preset lateral load transfer rate, and applies a braking force to the outer front wheel, and the braking force is F1.
  • F1 is the braking force applied to the outer front wheel
  • M RSC is the additional yaw moment
  • R 1 is the tire rolling radius of the outer front wheel.
  • the first stability control unit transmits a first braking force signal to the motor controller 2 corresponding to the outer front wheel according to the magnitude of the braking force, and the motor controller 2 controls the motor 6 to apply a braking force to the outer front wheel according to the first braking force signal. Therefore, the vehicle generates a certain yaw torque to correct the vehicle body posture and maintain stable driving.
  • the first stability control unit controls the corresponding motor 6 to apply a braking force to the inner wheel through the motor controller 2, and according to Table 1, the statistical result of braking the respective wheels at a certain rotation angle, the internal rear wheel application system should be applied.
  • Power the amount of braking force applied Wherein F2 is the braking force applied by the motor to the inner rear wheel.
  • the first stability control unit forms a reasonable yaw torque for both the outer front wheel and the inner rear wheel, and reduces the lateral load transfer rate LTR to a desired lateral load transfer rate, thereby maintaining stable running of the entire vehicle.
  • the first stability control unit sends the second braking force signal to the motor controller 2 corresponding to the outer front wheel and the motor controller 2 corresponding to the inner rear wheel, so that the motor controller 2 controls the corresponding motor 6 to the outer front wheel and the inner side.
  • the rear wheel applies a braking force.
  • the following example is used to analyze the stability control process when the vehicle avoids the front obstacle or slams the steering wheel when going straight on the high speed.
  • FIG. 4 is a schematic diagram of a stable control process when an emergency obstacle or a steering wheel is urgently avoided.
  • FIG. 5 is a schematic diagram of the stability control.
  • the first stability control unit is based on the steering wheel angle sensor 3, the yaw rate sensor 5, the vehicle speed sensor 5A, and the wheel speed sensor 11 (or The signal of the resolver sensor 10) calculates the lateral load transfer rate LTR in real time.
  • the first stability control unit calculates the additional yaw torque M RSC in real time using the vehicle model and the corresponding control algorithm, and feedbacks the brakes.
  • the form applies a braking force to the outer front wheel through the motor controller 2 and the wheel motor 6, so that
  • the first stability control unit calculates the additional yaw torque M RSC ' in real time using the vehicle model and the corresponding control algorithm, and adopts the feedback system.
  • the dynamic form applies a braking force to the outer front wheel and the inner rear wheel through the motor controller 2 and the wheel motor 6. Therefore, the outer front wheel assists the inner rear wheel feedback brake while feeding back the brake, forming a stronger differential twist, reducing the yaw angular velocity and the lateral acceleration, correcting the body rollover attitude in time, reducing the LTR value, and maintaining the vehicle. Stable driving.
  • the first stability control unit adopts corresponding stable vehicle measures according to different states of the vehicle, especially when the vehicle has a tendency to roll over or is dangerous, the first stability control unit can The outer front wheel applies a braking force or applies a braking force to the outer front wheel and the inner rear wheel of the vehicle to stabilize the vehicle body.
  • an embodiment of the present application provides a stability control method for a four-wheel drive electric vehicle. Control method).
  • This stabilization control method can be implemented by the stability control system 100 of the above embodiment.
  • the stability control method includes:
  • the signal detecting sensor detects the lateral acceleration signal.
  • the first stability control unit determines whether the lateral acceleration is less than a preset acceleration threshold.
  • the first stability control unit calculates a lateral load transfer rate according to the lateral acceleration signal, and determines the vehicle state according to the lateral load transfer rate to obtain the first braking force signal and the second braking force. At least one of a signal, a first logic signal, and a second logic signal.
  • the first stability control unit controls the motor to apply a braking force to the outer front wheel of the electric vehicle through the motor controller.
  • the first stability control unit controls the motor to apply a braking force to the outer front wheel of the electric vehicle and the inner rear wheel of the electric vehicle by the motor controller.
  • the yaw rate sensor 5 of the signal detecting sensor detects the lateral acceleration signal.
  • the signal detection sensor includes a wheel speed sensor, a vehicle speed sensor, a steering wheel angle sensor, and a yaw rate sensor.
  • the wheel speed sensor detects the wheel speed signal.
  • the vehicle speed sensor detects the vehicle speed signal.
  • the steering wheel angle sensor detects the steering wheel angle signal.
  • the yaw rate sensor also detects the yaw rate signal and the longitudinal acceleration signal for subsequent calculations.
  • the preset acceleration threshold is 0.4 g.
  • the first stability control unit calculates the lateral load transfer rate as a basis for the vehicle state determination. Further, the first stability control unit is pre-set with a first transfer rate threshold, a second transfer rate threshold, and a third transfer rate threshold. The first transfer rate threshold is greater than zero, the second transfer rate threshold is greater than the first transfer rate threshold, and the third transfer rate threshold is greater than the second transfer rate threshold and less than one.
  • ⁇ LTR ⁇ L1
  • a first logic signal is obtained, and the first stability control unit determines that the electric vehicle has a first trend, for example, the electric vehicle has a side slip tendency.
  • the first stability control unit determines that the electric vehicle has a second tendency, for example, the electric vehicle has a tendency to roll over.
  • the first stability control unit determines that the electric vehicle has a third tendency, for example, the electric vehicle has a risk of rollover.
  • LTR represents the lateral load transfer rate
  • ⁇ LTR ⁇ represents the absolute value of the lateral load transfer rate
  • L1 represents the first transfer rate threshold
  • L2 represents the second transfer rate threshold
  • L3 represents the third transfer rate threshold.
  • L1 0.5
  • L2 0.6
  • L3 0.9.
  • the second stability control unit can brake the corresponding wheel 9 by, for example, controlling a brake brake (not shown) of the vehicle, reducing side slip to keep the vehicle body stable.
  • the first stability control unit is based on the collected sensor signals (wheel speed signal, vehicle speed signal, steering wheel angle signal, yaw rate signal, longitudinal acceleration signal, and lateral acceleration signal) and
  • the preset lateral load transfer rate calculates the additional yaw torque, and applies a braking force to the outer front wheel.
  • the RSC is the additional yaw torque and R 1 is the tire rolling radius of the outer front wheel.
  • the first stability control unit transmits a first braking force signal to the motor controller 2 corresponding to the outer front wheel according to the magnitude of the braking force, and the motor controller 2 controls the motor 6 to apply the outer front wheel according to the first braking force signal. power. Therefore, the vehicle generates a certain yaw torque to correct the vehicle body posture and maintain stable driving.
  • the vehicle has a risk of rollover.
  • the first stability control unit controls the corresponding motor 6 to apply a braking force to the inner wheel through the motor controller 2, and according to Table 1, the statistical result of braking the respective wheels at a certain rotation angle, the internal rear wheel application system should be applied.
  • Power the amount of braking force applied
  • F2 is the braking force applied by the motor to the inner rear wheel
  • M RSC is the additional yaw moment
  • R 2 is the rolling radius of the inner rear wheel
  • F zi is the vertical load of the inner wheel
  • ⁇ is the road surface adhesion coefficient.
  • the first stability control unit forms a reasonable yaw torque for both the outer front wheel and the inner rear wheel, and reduces the lateral load transfer rate LTR to a desired lateral load transfer rate, thereby maintaining stable running of the entire vehicle.
  • the first stability control unit sends the second braking force signal to the motor controller 2 corresponding to the outer front wheel and the motor controller 2 corresponding to the inner rear wheel, so that the motor controller 2 controls the corresponding motor 6 to the outer front wheel and the inner side.
  • the rear wheel applies a braking force.
  • the first stability control unit adopts corresponding stable vehicle measures according to different states of the vehicle, especially when the vehicle has a tendency to roll over or is dangerous, the first stability control unit can The outer front wheel applies a braking force or applies a braking force to the outer front wheel and the inner rear wheel of the vehicle to stabilize the vehicle body.
  • Embodiments of the present application provide a four-wheel drive electric vehicle.
  • the electric vehicle includes the stability control system 100 for a four-wheel drive electric vehicle as described above; a motor controller and a motor, wherein the motor controller is coupled to the motor and the stability control system, respectively. Therefore, the first stability control unit of the electric vehicle adopts corresponding stable vehicle measures according to different states of the vehicle, in particular, when the vehicle has a tendency to roll over or is dangerous, the first stability control unit can apply a braking force to the outer front wheel of the vehicle. Or apply a braking force to the outer front and inner rear wheels of the vehicle to stabilize the body.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” or “second” may include at least one of the features, either explicitly or implicitly.
  • the meaning of "a plurality” is at least two, such as two, three, etc., unless specifically defined otherwise.
  • a "computer-readable medium” can be any apparatus that can contain, store, communicate, propagate, or transport a program for use in an instruction execution system, apparatus, or device, or in conjunction with the instruction execution system, apparatus, or device.
  • computer readable media include the following: electrical connections (electronic devices) having one or more wires, portable computer disk cartridges (magnetic devices), random access memory (RAM), Read only memory (ROM), erasable editable read only memory (EPROM or flash memory), fiber optic devices, and portable compact disk read only memory (CDROM).
  • the computer readable medium may even be a paper or other suitable medium on which the program can be printed, as it may be optically scanned, for example by paper or other medium, followed by editing, interpretation or, if appropriate, other suitable The method is processed to obtain the program electronically and then stored in computer memory.
  • portions of the application can be implemented in hardware, software, firmware, or a combination thereof.
  • multiple steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system.
  • a suitable instruction execution system For example, if implemented in hardware, as in another embodiment, it can be implemented by any one or combination of the following techniques well known in the art: having logic gates for implementing logic functions on data signals Discrete logic circuits, application specific integrated circuits with suitable combinational logic gates, programmable gate arrays (PGAs), field programmable gate arrays (FPGAs), and the like.
  • each functional unit in each embodiment of the present application may be integrated into one processing module, or each unit may exist physically separately, or two or more units may be integrated into one module.
  • the above integrated modules can be implemented in the form of hardware or in the form of software functional modules.
  • the integrated modules, if implemented in the form of software functional modules and sold or used as stand-alone products, may also be stored in a computer readable storage medium.
  • the above mentioned storage medium may be a read only memory, a magnetic disk or an optical disk or the like. While the embodiments of the present application have been shown and described above, it is understood that the above-described embodiments are illustrative and are not to be construed as limiting the scope of the present application. The embodiments are subject to variations, modifications, substitutions and variations.

Abstract

一种用于四轮驱动电动车辆的稳定控制系统，其包括整车控制器（1）和信号检测传感器，信号检测传感器用于检测侧向加速度信号。在侧向加速度小于加速度阈值时，继续判断侧向加速度是否小于加速度阈值；在侧向加速度等于或大于加速度阈值时，得到第一制动力信号、第二制动力信号、第一逻辑信号和第二逻辑信号中的至少一个。在获取到第一逻辑信号时，控制电动车辆车身保持稳定；在得到第一制动力信号和第二逻辑信号时，控制电机对外侧前轮施加制动力；在得到第二制动力信号和第二逻辑信号时，控制电机对外侧前轮及内侧后轮施加制动力。还公开一种用于四轮驱动电动车辆的稳定控制方法以及四轮驱动电动车辆。

Description

用于四轮驱动电动车辆的稳定控制系统、方法及电动车辆
相关申请的交叉引用
本申请要求中国专利申请号201510487943.6、申请日为2015年8月11日的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本申请涉及车辆领域，更具体而言，涉及一种用于四轮驱动电动车辆的稳定控制系统、一种用于四轮驱动电动车辆的稳定控制方法及一种四轮驱动电动车辆。
背景技术
随着人们生活水平的提高，车辆作为出行工具被广泛地使用。因此，车辆的行驶安全性不容忽视。例如，在车辆正常行驶过程中，如果车辆突然要紧急避让前方障碍物或司机猛打方向盘时，车辆容易发生侧翻事故。
发明内容
本申请旨在至少解决现有技术中存在的技术问题之一。
为此，本申请提供了一种用于四轮驱动电动车辆的稳定控制系统、一种用于四轮驱动电动车辆的稳定控制方法及一种四轮驱动电动车辆。
一种用于四轮驱动电动车辆的稳定控制系统，包括整车控制器和信号检测传感器。所述整车控制器包括第一稳定控制单元及第二稳定控制单元。所述信号检测传感器用于检测侧向加速度信号。所述第一稳定控制单元用于判断所述侧向加速度是否小于预设的加速度阈值，当判断所述侧向加速度小于所述加速度阈值时，继续判断所述侧向加速度是否小于所述加速度阈值。所述第一稳定控制单元还用于当判断所述侧向加速度等于或大于所述加速度阈值时，根据所述侧向加速度信号计算横向载荷转移率，并根据所述横向载荷转移率判断车辆状态以得到第一制动力信号、第二制动力信号、第一逻辑信号和第二逻辑信号中的至少一个。所述第二稳定控制单元用于在获取到所述第一逻辑信号时，控制所述电动车辆车身保持稳定。所述第一稳定控制单元还用于在得到所述第一制动力信号和所述第二逻辑信号时，通过所述电动车辆的电机控制器控制所述电动车辆的电机对所述电动车辆的外侧前轮施加制动力。所述第一稳定控制单元还用于在得到所述第二制动力信号和所述第二逻辑信号时，通过所述电动车辆的电机控制器控制所述电动车辆的电机对所述电动车辆的 所述外侧前轮及所述电动车辆的内侧后轮施加制动力。
一种用于四轮驱动电动车辆的稳定控制方法，包括：S1：检测侧向加速度信号；S2：判断所述侧向加速度是否小于预设的加速度阈值；S3：如果所述侧向加速度小于所述加速度阈值，则返回S2；S4：如果所述侧向加速度等于或大于所述加速度阈值，则根据所述侧向加速度信号计算横向载荷转移率，并根据所述横向载荷转移率判断车辆状态以得到第一制动力信号、第二制动力信号、第一逻辑信号和第二逻辑信号中的至少一个；S5：如果获取到所述第一逻辑信号，则控制所述电动车辆车身保持稳定；S6：如果得到所述第一制动力信号和所述第二逻辑信号，则控制所述电动车辆的电机对所述电动车辆的外侧前轮施加制动力；及S7：如果得到所述第二制动力信号和所述第二逻辑信号，则控制所述电动车辆的电机对所述电动车辆的所述外侧前轮及所述电动车辆的内侧后轮施加制动力。
一种四轮驱动电动车辆，包括上述实施例所述的用于四轮驱动电动车辆的稳定控制系统；电机控制器；和，电机，其中电机控制器分别与电机和稳定控制系统连接。
根据上述技术方案，第一稳定控制单元根据车辆的不同状态，采取对应的稳定车辆措施，特别是当车辆有侧翻趋势或危险时，第一稳定控制单元能够通过电机对车辆的外侧前轮施加制动力，或对车辆的外侧前轮及内侧后轮施加制动力，以稳定车身。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
本申请的上述和/或附加的方面和优点从结合下面附图对实施方式的描述中将变得明显和容易理解，其中：
图1是本申请实施方式的用于四轮驱动电动车辆的稳定控制系统的示意图；
图2是本申请实施方式的车辆的二自由度线性模型，用于计算附加的横摆扭矩；
图3是本申请实施方式的车辆侧倾时受力情况示意图，用于计算横向载荷转移率；
图4是本申请实施方式的车辆紧急避让前方障碍物或猛打方向盘时稳定控制过程示意图；
图5是本申请实施方式的用于四轮驱动电动车辆的稳定控制系统的控制原理图；及
图6是本申请实施方式的用于四轮驱动电动车辆的稳定控制方法的流程图。
具体实施方式
下面详细描述本申请的实施方式，所述实施方式的示例在附图中示出，其中自始至终 相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施方式是示例性的，仅用于解释本申请，而不能理解为对本申请的限制。
在本申请的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接或可以相互通信；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请中的具体含义。
下文的公开提供了许多不同的实施方式或例子用来实现本申请的不同结构。为了简化本申请的公开，下文中对特定例子的部件和设定进行描述。当然，它们仅仅为示例，并且目的不在于限制本申请。此外，本申请可以在不同例子中重复参考数字和/或参考字母，这种重复是为了简化和清楚的目的，其本身不指示所讨论各种实施方式和/或设定之间的关系。此外，本申请提供了的各种特定的工艺和材料的例子，但是本领域普通技术人员可以意识到其他工艺的应用和/或其他材料的使用。
在本申请实施例中，为提高车辆抗侧翻能力，进一步改善车辆的主动安全性，目前较为普遍且能有效改善车辆稳定的抗侧翻方法包括：差动制动控制技术、主动/半主动悬架控制技术、主动横向稳定器技术、主动转向技术，主动刹车等。实际上每种方法都存在一定的局限性，例如差扭制动控制很大程度上取决于外侧车轮的垂向载荷，当车轮即将离地时仅仅对外侧轮制动就难以起到有效的作用；主动悬架控制技术和主动横向稳定器可以提高侧翻门槛值和抑制车辆侧翻，但是其无法满足抗侧翻的响应快速性要求；而大角度转向控制则会改变车辆预期行驶轨迹，造成车辆转向不足的问题。
另外，随着车辆新能源的开拓，独立四轮驱动的电动车辆随之诞生。因独立四轮驱动的电动车辆利用四个电机独立地对四个车轮进行控制，且电机的响应速度快(约为20毫秒)，相较于传统液压制动响应时间(约为200毫秒)有很大优势，因此，如何利用独立四轮驱动的电动车辆作稳定控制的手段成为亟待解决的问题。
请参阅图1，本申请实施方式提供一种用于四轮驱动电动车辆的稳定控制系统100(下称稳定控制系统)。稳定控制系统100适用于四轮独立驱动的电动车辆上。电动车辆可包括4个电机控制器2、4个电机6及电池包4。每个电机控制器2可单独控制对应的电机6。每个电机6用于控制对应的车轮9运转，例如对车轮9产生驱动力或制动力。具体地，本实施方式中，电机6可为轮边电机，轮边电机通过变速器7及传动轴8连接到对应的车轮9。在其它实施方式中，电机6可为轮毂电机，在这种情况下，电动车辆可以省掉变速器7，有利于车辆的部件布局。电池包4通过高压线与电机控制器2连接。
稳定控制系统100包括整车控制器1和信号检测传感器(图中未示出)。整车控制器1负责控制电动车辆的运行。本实施方式中，整车控制器1包括第一稳定控制单元(图中未示出)及第二稳定控制单元(图中未示出)。第一稳定控制单元、第二稳定控制单元、信号检测传感器及电机控制器2可通过整车的CAN(Controller Area Network,控制器局域网络)总线进行通信。第二稳定控制单元可为车辆的电子车身稳定控制单元。电池包4与整车控制器1互相通信。
信号检测传感器用于检测侧向加速度信号。在本申请的实施例中，信号检测传感器还用于检测轮速信号、车速信号、方向盘转角信号、横摆角速度信号及纵向加速度信号。
具体地，信号检测传感器包括轮速传感器11、车速传感器5A、方向盘转角传感器3及偏航率传感器5。轮速传感器11用于检测轮速信号。车速传感器5A用于检测车速信号。方向盘转角传感器3用于检测方向盘转角信号。
偏航率传感器3包括纵向加速度传感器、侧向加速度传感器及横摆角速度传感器。横摆角速度传感器用于检测横摆角速度信号。纵向加速度传感器用于检测纵向加速度信号。侧向加速度传感器用于检测侧向加速度信号。可以理解，纵向加速度传感器、侧向加速度传感器及横摆角速度传感器可集成在一起。
第一稳定控制单元用于判断侧向加速度是否小于预设的加速度阈值。作为一个例子，预设的加速度阈值可设定为0.4g，其中g为重力加速度。
当判断侧向加速度小于加速度阈值，第一稳定控制单元用于继续判断侧向加速度是否小于加速度阈值。
当判断侧向加速度大于或等于加速度阈值，第一稳定控制单元用于根据侧向加速度信号计算横向载荷转移率，并根据横向载荷转移率判断车辆状态以得到第一制动力信号、第二制动力信号、第一逻辑信号和第二逻辑信号中的至少一个。
第二稳定控制单元用于在获取到第一逻辑信号时，控制电动车辆车身保持稳定。
第一稳定控制单元还用于在得到第一制动力信号和第二逻辑信号时，通过电动车辆的电机控制器控制电动车辆的电机对电动车辆的外侧前轮施加制动力。
第一稳定控制单元还用于在得到第二制动力信号和第二逻辑信号时，通过电动车辆的电机控制器控制电动车辆的电机对电动车辆的外侧前轮及电动车辆的内侧后轮施加制动力。
也就是说，第一稳定控制单元得到第一逻辑信号时，判断电动车辆具有第一趋势。此时，第一稳定控制单元将第一逻辑信号输出至第二稳定控制单元。第二稳定控制单元用于根据第一逻辑信号控制电动车辆的车身保持稳定。
第一稳定控制单元得到第一制动力信号和第二逻辑信号，判断电动车辆具有第二趋势。 此时，第二稳定控制单元获取到第二逻辑信号，但是不输出控制。
第一稳定控制单元得到第二制动力信号和第二逻辑信号，判断电动车辆具有第三趋势。此时，第二稳定控制单元获取到第二逻辑信号，但是不输出控制。
若电动车辆具有第一趋势，第二稳定控制单元用于控制电动车辆的车身保持稳定。
若电动车辆具有第二趋势，第一稳定控制单元用于通过电机控制器控制电机对电动车辆的外侧前轮施加制动力。例如，在这种状态下，第一稳定控制单元可生成并发送第一制动力信号至电机控制器，电机控制器根据第一制动力信号控制电机对电动车辆的外侧前轮施加制动力。
若电动车辆具有第三趋势，第一稳定控制单元用于通过电机控制器控制电机对电动车辆的外侧前轮及电动车辆的内侧后轮施加制动力。例如，在这种状态下，第一稳定控制单元可生成并发送第二制动力信号至电机控制器，电机控制器根据第二制动力信号控制电机对电动车辆的外侧前轮及内侧后轮施加制动力。
例如，请参考图1，如果车辆朝图1的左侧转向，外侧轮为右侧的车轮9，内侧轮为左侧的车轮9，外侧前轮为右上方的车轮9，内侧后轮为左下方的车轮9。如果车辆朝图1的右侧转向，外侧轮为左侧的车轮9，内侧轮为右侧的车轮9，外侧前轮为左上方的车轮9，内侧后轮为右下方的车轮9。
本实施方式中，第一稳定控制单元中预设有第一转移率阈值、第二转移率阈值及第三转移率阈值。第一转移率阈值大于零，第二转移率阈值大于第一转移率阈值，第三转移率阈值大于第二转移率阈值且小于1。
当│LTR│＜L1时，第一稳定控制单元得到第一逻辑信号以确定电动车辆具有第一趋势，例如，电动车辆有侧滑趋势。
当L1≤│LTR│＜L2时，第一稳定控制单元得到第一制动力信号和第二逻辑信号以确定电动车辆具有第二趋势，例如，电动车辆有侧翻趋势。
当L2≤│LTR│≤L3时，第一稳定控制单元得到第二制动力信号和第二逻辑信号以确定电动车辆具有所述第三趋势，例如，电动车辆有侧翻危险。
其中，LTR表示横向载荷转移率，│LTR│表示横向载荷转移率的绝对值，L1表示第一转移率阈值，L2表示第二转移率阈值，L3表示第三转移率阈值。
本实施方式中，作为一个例子，L1＝0.5，L2＝0.6，L3＝0.9，其中，将横向载荷转移率的极限取值L3设置为0.9是为了保证车辆行驶安全。
因此，在稳定控制系统的稳定控制第一阶段，即│LTR│＜L1时，电动车辆有侧滑趋势，第二稳定控制单元控制电动车辆车身保持稳定，例如，第二稳定控制单元可通过控制 电动车辆的制动执行机构(图未示)对相应的车轮9进行制动，减少了侧滑以保持电动车辆车身稳定。例如，制动执行机构包括制动主缸、轮缸、制动盘及制动卡钳。制动盘安装在轮毂上并随车轮9一起转动。当制动踏板被踏下时，连接制动踏板与制动主缸的推杆会使制动主缸产生液压。制动主缸产生液压传递到轮缸，由轮缸向制动卡钳施压以对制动盘产生摩擦力，进而实现对相应的车轮9制动。
第二稳定控制单元控制制动执行机构对相应的车轮9制动，例如，当电动车辆左转时有侧滑趋势，第二稳定控制单元用于控制内侧后轮9对应的制动卡钳对内侧后轮9进行制动；当电动车辆右转时有侧滑趋势，第二稳定控制单元用于控制外侧前轮9对应的制动卡钳对外侧前轮9进行制动。
在稳定控制系统的稳定控制第二阶段，即L1≤│LTR│＜L2，第一稳定控制单元利用轮边电机6对外侧轮执行回馈制动方式。产生附加的横摆扭矩以减小电动车辆的横摆角速度。同时，制动力的增加使得电动车辆纵向速度减小。在轮胎附着极限附时，轮胎力通常处于饱和状态，由于轮胎的非线性特性，由电动车辆的附着椭圆可知，当纵向力(制动力)增加时，地面对车轮的侧向力(制动力)就会相应的减小，从而侧向速度也减小。所以侧向加速度减小，可以防止侧翻的发生。回馈制动的意思是，此时电机6不再是驱动电机，而是发电机，车轮9带着电机6发电，电机转子切割定子的磁感线产生反向阻力，阻碍车轮9转动，达到减速效果，同时，电机6产生可回收的电能。进一步地，整车控制器1用于将电机6产生的电能储存在电池包4中。
在稳定控制系统的稳定控制第三阶段，即L2≤│LTR│≤L3时，横向载荷转移率比较大(这一般是高速猛打方向盘或横向风所引起的)。此时，电动车辆左右轮载荷严重转移，如果外侧轮不足以提供相应的横摆扭矩，轮边电机6对外侧轮回馈制动的同时辅助内侧轮回馈制动，内、外侧轮回馈制动扭矩的大小根据车辆的状况实时分配，其分配原则如下，在路面附着极限附时，轮胎力通常处于饱和状态，由于轮胎的非线性特性，由电动车辆的附着椭圆可知，当纵向力(制动力)增加时，侧向力就会相应的减小。但电动车辆上的每个车轮的车轮纵、侧向力的变化所产生的横摆扭矩的方向是不同的。表1为在一定转角下对各个车轮制动的统计结果，其中“+”表示车轮产生的横摆扭矩与期望的车辆运动方向一致，反之“-”表示车轮产生的横摆扭矩与期望的车辆运动方向相反。
由表1可见，只有对外侧前轮和内侧后轮制动时，纵、侧向力变化所产生的横摆扭矩是同向的。故在第二阶段及第三阶段中，第一稳定控制单元主要对外侧前轮，或外侧前轮及内侧后轮进行制动干预，从而产生更合理的、足够的附加的横摆扭矩，减小了横摆角速度和侧向加速度，纠正车身侧翻姿态，使车辆快速达到稳定状态。附加的横摆扭矩是外侧 前轮产生的横摆扭矩，或是外侧前轮产生的横摆扭矩与内侧后轮产生的横摆扭矩之和。
表1在一定转角下对各个车轮制动的统计结果，ΔM1、ΔM2、ΔM3及ΔM4为车轮制动时，四个车轮对车辆所产生的横摆扭矩。
表1 横摆扭矩
轮胎力 内侧前轮 外侧前轮 内侧后轮 外侧后轮
制动力增加 +ΔM1 -ΔM2 +ΔM3 -ΔM4
侧向力减少 -ΔM1 -ΔM2 +ΔM3 +ΔM4
因此，稳定控制系统100采用横向载荷转移率和侧向加速度作为电动车辆稳定的控制目标。横向载荷转移率(Lateral load Transfer Ratio，LTR)定义为左、右侧轮胎垂向载荷之差与整车垂向总载荷之比，即
Figure PCTCN2016094461-appb-000001
FL表示左侧轮胎所受的垂直载荷，包括左前轮和左后轮，FR表示右侧轮胎所受的垂直载荷，包括右前轮和右后轮。
可以理解，上述第一趋势，第二趋势及第三趋势对应于电动车辆的状态可根据实现情况有所调整。
电动车辆侧倾时，左、右轮胎垂直载荷发生转移，即LTR的取值范围为[-1，1]。当LTR＝0时，不产生侧倾；当0<LTR<1或-1<LTR<0时，部分侧倾；当LTR＝±1时，一侧轮胎离地，发生侧翻危险。横向载荷转移率不易直接测量，可根据所建整车模型对LTR指标进行线性变换从而间接测量。
稳定控制系统100通过侧向加速度传感器实时监测电动车辆的侧向加速度，在根据整车参数计算出各轮垂直载荷，同时横向载荷转移率算法公式
Figure PCTCN2016094461-appb-000002
预编写到第一稳定控制单元中。
附加的横摆扭矩可通过实际的横向载荷转移率LTR和理想的横向载荷转移率LTRd作比较，然后通过整车模型和一定的控制算法计算。附加的横摆扭矩指，为了维持车身稳定，防止侧翻，根据整车模型计算出来的附加扭矩值MRSC，通过施加在某一轮或多轮上额外的制动力而产生。理想的横向载荷转移率，即预设的横向载荷转移率是人为在第一稳定控制单元内设定的侧翻预警阈值，如小于上述第一转移率阈值的数值。
以下结合图2，利用二自由度线性模型和滑膜变结构控制算法为例子来计算附加的横摆扭矩MRSC。需要指出的是，附加的横摆扭矩MRSC还可以通过其它已知的算法计算，例如清华大学出版社的《汽车动力学》、机械工业出版社的《车辆动力学及控制》、博士论文《基于GPS的汽车稳定性控制系统研究》等都有提到这种附加的横摆扭矩的算法。其中，滑膜 变结构控制算法用得比较多，国外研究滑膜变结构控制的有：Drakunow，et.al(2000)、Gematsu和Gerdes(2002)，Yi，et.al.(2003)以及Yoshioka，et.al(1998)、Slotine、Li(1991)等人文章中对滑膜变结构控制算法有详细的介绍，这种控制方法的优点在于能满足系统的非线性、时变性和不确定性。
图2及下公式中，各字母表示含义：
m-----车辆质量；
kf、kr-----前、后车轴的侧偏刚度；
δf-----前轮转角；
Iz-----车辆绕Z轴的转动惯量；
lf、lr----车辆前、后轴至车辆质心的距离；
Vx-----纵向速度；
Vy-----侧向速度；
Figure PCTCN2016094461-appb-000003
γd----横摆角速度、横摆角加速度、理想的横摆角速度；
β-----质心侧偏角；
Fyf、Fyr----车辆前轮侧向力、后轮侧向力；
MRSC------附加的横摆扭矩。
在建立模型时，忽略转向系统的影响、悬架的作用、空气动力的作用以及轮胎的侧偏特性，认为车辆沿轴的速度不变，只有侧向运动与绕轴的横摆运动这样两个自由度，这样实际车辆简化成一个两轮二自由度车辆模型。根据牛顿定律得出二自由度车辆模型的动力学方程如下。
车辆质心绝对加速度在Y轴上的分量为：
Figure PCTCN2016094461-appb-000004
沿Y轴合力：
Figure PCTCN2016094461-appb-000005
绕质心的力矩：
Figure PCTCN2016094461-appb-000006
为维持车身，附加的横摆扭矩为MRSC，此时绕质心的力矩平衡方程为：
Figure PCTCN2016094461-appb-000007
其中前、后轮胎侧向力：
Figure PCTCN2016094461-appb-000008
由(3)式可知，只需要知道横摆角加速度
Figure PCTCN2016094461-appb-000009
便可计算附加的横摆扭矩MRSC。
以下作进一步分析。
请结合图3，图3表示车辆左转侧倾时受力情况。假定车辆簧载质量与总质量相等，且质心位置相同，可建立如下方程计算横向载荷转移率LTR。
图3及下列公式中，各字母表示含义：
h-----质心高度；
hR-----侧倾中心高度；
e-----质心与侧倾中心间距离；
t-----轮距；
a-----质心侧向加速度；
Fzi，Fzo-----内侧车轮的垂直载荷、外侧车轮的垂直载荷；
KΦ-----车身侧倾刚度。
根据侧倾力矩平衡：
KΦ-mgeΦ＝maye                        (5)
Figure PCTCN2016094461-appb-000010
可由(5)式计算侧倾角：
Figure PCTCN2016094461-appb-000011
横向载荷转移率LTR：
Figure PCTCN2016094461-appb-000012
结合(6)、(7)、(8)式可得：
Figure PCTCN2016094461-appb-000013
由(9)式可看出，LTR与侧向加速度、侧倾角直接相关，降低侧向加速度或侧倾角也会减小LTR。在计算保持车辆稳定性的附加横摆扭矩MRSC之前，首先要确定横向载荷转移率的阈值LTRd和侧向加速度阈值ayd，也即是期望的横向载荷转移率和侧向加速度，这里设置LTRd＝0.5，ayd＝0.4g，将期望的LTRd和ayd代入(9)式得：
Figure PCTCN2016094461-appb-000014
如果存在期望的车速vxd，根据运动学关系，结合(1)式，车辆理想的侧向加速度可 表示为：
Figure PCTCN2016094461-appb-000015
γd为理想的横摆角速度，根据(10)式和(11)式得到理想的横摆角速度：
Figure PCTCN2016094461-appb-000016
根据二自由度车辆模型设计滑模控制器。选取稳定性控制目标时应同时考虑质心侧偏角和横摆角速度。定义滑模控制的切换函数为：
s＝γ-γd+ζ(β-βd)                       (13)
其中ζ为常数。
对s求导得
Figure PCTCN2016094461-appb-000017
当状态量到达滑膜面时，系统趋于稳定，
Figure PCTCN2016094461-appb-000018
即
Figure PCTCN2016094461-appb-000019
由(4)式可得
Figure PCTCN2016094461-appb-000020
将
Figure PCTCN2016094461-appb-000021
代入(15)式得：
Figure PCTCN2016094461-appb-000022
由(16)式可求得附加的横摆扭矩MRSC：
Figure PCTCN2016094461-appb-000023
其中
Figure PCTCN2016094461-appb-000024
其中L为车辆轴距；
稳定性因素
Figure PCTCN2016094461-appb-000025
(17)式中，其中lf及lr为车型参数，分别为车辆前、后轴至车辆质心的距离，前后轮侧向力Fyf及Fyr由(4)式下面的补充公式计算得，δf为前轮转角，可由方向盘转角传感器检测方向盘转角信号，再由方向盘转角和前轮转角的比值关系可求得，IZ为整车绕Z轴转动惯量，是车辆制造出来时的一个固定数值。
Figure PCTCN2016094461-appb-000026
为理想的横摆角加速度，可结合(10)式
Figure PCTCN2016094461-appb-000027
和公式(11)
Figure PCTCN2016094461-appb-000028
得到(期望)理想的横摆角速度
Figure PCTCN2016094461-appb-000029
即(12)式，求导得到
Figure PCTCN2016094461-appb-000030
其中分母vxd为理想(期望)车速，可由轮速传感器11检测的轮速信号求得四轮轮速，取平均值求得理想车速vxd。需要指出的是，本实施方式的稳定控制系统100还包括4个电机旋变传感器10，该4个旋变传感器10检测对应的电机6转速信号，第一稳定控制单元也可根据电机转速信号计算理想车速。而且轮速传感器与旋变传感器之间可以相互校验，好处是如出现一套传感器失效时，则以另一套传感器可作为第一稳定控制单元的判断依据，提高计算车速准确性。当然，也可以用其它算法求得理想车速。
LTRd为期望的横向载荷转移率可自行设定，例如设置为0.5。t为轮距，e为质心与侧倾中心间距离；Φ为车身侧倾角，
Figure PCTCN2016094461-appb-000031
KΦ为车身侧倾刚度。
由上可知，只需要知道
Figure PCTCN2016094461-appb-000032
和
Figure PCTCN2016094461-appb-000033
就能求得
Figure PCTCN2016094461-appb-000034
其中ay车辆质心绝对加速度在纵轴Y上的分量，
Figure PCTCN2016094461-appb-000035
即
Figure PCTCN2016094461-appb-000036
Figure PCTCN2016094461-appb-000037
表示车辆质心绝对加速度在纵轴Y上的分量的变化率，
Figure PCTCN2016094461-appb-000038
表示车身侧向加速度
Figure PCTCN2016094461-appb-000039
的变化率，其中车身侧向加速度
Figure PCTCN2016094461-appb-000040
和车身纵向加速度
Figure PCTCN2016094461-appb-000041
都可以通过加速度传感器直接读取。
进一步地，侧向加速度的变化率
Figure PCTCN2016094461-appb-000042
可以对车身侧向加速度
Figure PCTCN2016094461-appb-000043
的数值做数值处理，间接计算车身侧向加速度的变化率
Figure PCTCN2016094461-appb-000044
车身侧向加速度
Figure PCTCN2016094461-appb-000045
的数值用matlab拟合成对时间t的线性函数
Figure PCTCN2016094461-appb-000046
为拟合的常数，对时间t求导即得
Figure PCTCN2016094461-appb-000047
带入即可求得
Figure PCTCN2016094461-appb-000048
γ由横摆角速度传感器读取，从而求得
Figure PCTCN2016094461-appb-000049
接下来，ζ为常数，β为质心侧偏角，可由GPS装置测得，求导后
Figure PCTCN2016094461-appb-000050
为零，理想质心侧偏角
Figure PCTCN2016094461-appb-000051
可由(17)式下面βd求导算得，
Figure PCTCN2016094461-appb-000052
其中以车速vx为变量求导，其它为常量。求导后
Figure PCTCN2016094461-appb-000053
的公式包含车速vx及纵向加速度，车速vx可由车速传感器5A检测的车速信号获取，纵向加速度由纵向加速度传感器检测的纵向加速度信号获取，vx是指整车速度在X方向(纵向)分量，相比于X向(纵向)车速，整车车速在Y(横向)向分量非常小，可忽略不计，所以X向(纵向)车速vx大小和整车速度大小基本相等，即可用车速传感器5A检测。
由上可知，只需要检测到方向盘转角信号、轮速信号、车速信号、侧向加速度信号、 纵向加速度信号及横摆角速度信号就可以算出附加的横摆扭矩MRSC。
得到附加的横摆扭矩MRSC后，第一稳定控制单元根据横向载荷转移率LTR的大小，判断是对外侧前轮，还是外侧前轮及内侧后轮施加制动力。具体判断依据参考表2。
表2 判断依据
Figure PCTCN2016094461-appb-000054
本实施方式中，作为例子，预设的加速度阈值ayd＝0.4g，第一转移率阈值L1＝0.5，第二转移率阈值L2＝0.6及第三转移率阈值L3＝0.9。
对于│LTR│＜0.5时，车辆载荷有较小的转移，但不会发生侧翻危险，只是有侧滑趋势，第二稳定控制单元(ESP)控制电动车辆车身保持稳定，例如，第二稳定控制单元可通过控制电动车辆的刹车制动器对相应的车轮9进行制动，减少了侧滑以保持车辆车身稳定，第一稳定控制单元无需启动电机控制器6对电机2进行控制，即此时，第一稳定控制单元不会对车轮9产生干预。
对于0.5≤│LTR│＜0.6时，此时属于电动车辆侧翻预警阶段，左右轮载荷发生了部分转移，车身倾斜，有侧翻的趋势，触发了第一稳定控制单元。第一稳定控制单元判断电动车辆有侧翻趋势，并根据上述采集到的传感器信号及预设的横向载荷转移率计算附加的横摆扭矩，对外侧前轮施加制动力，制动力的大小为F1＝MRSC/R1，其中，F1为对外侧前轮施加的制动力，MRSC为附加的横摆扭矩，R1为外侧前轮的轮胎滚动半径。之后，第一稳定控制单元根据制动力的大小发送第一制动力信号至外侧前轮对应的电机控制器2，电机控制器2根据第一制动力信号控制电机6对外侧前轮施加制动力。因此，车辆产生一定的横摆扭矩修正车身姿态，维持稳定行驶。
对于0.6≤│LTR│≤0.9时，车辆左右轮发生了严重的载荷转移，车身严重向外侧倾斜，(如高速猛打方向盘或横向风引起的侧倾，无论向左还是向右打方向盘，车身都是向外侧倾斜)，载荷减小的内侧轮不足以提供足够的地面制动力，内侧轮垂直载荷Fzi减少。若外侧轮提供最大的地面制动力为
Figure PCTCN2016094461-appb-000055
μ为路面附着系数，计算时，μ为定值且可根据车辆出厂前的参数设计μ的具体数值。Fzo为外侧轮垂直载荷，则第一稳定控制单元判断外侧前轮不足以提供相应的地面制动力。
因此，一方面，第一稳定控制单元通过电机控制器2对外侧前轮施加制动力F1’＝Fzo*μ。
另一方面，第一稳定控制单元通过电机控制器2控制对应的电机6对内侧轮施加制动力，且根据表1为在一定转角下对各个车轮制动的统计结果，应对内侧后轮施加制动力，施加的制动力大小
Figure PCTCN2016094461-appb-000056
其中，F2为电机对该内侧后轮施加的制动力。如此，第一稳定控制单元使外侧前轮及内侧后轮两者形成一个合理的横摆扭矩，以横向载荷转移率LTR减小到期望的横向载荷转移率，进而维持整车稳定行驶。
故，第一稳定控制单元发送第二制动力信号至外侧前轮对应的电机控制器2及内侧后轮对应的电机控制器2，使电机控制器2控制对应的电机6对外侧前轮及内侧后轮施加制动力。
下面结合实例分析车辆在高速上直行时紧急避让前方障碍物或猛打方向盘时稳定控制过程。
请结合图4及图5，图4是紧急避让前方障碍物或猛打方向盘时稳定控制过程示意图，图5是稳定控制原理图。
在车辆高速行驶过程中，车辆突遇前方障碍物，紧急避让过程中司机猛打方向盘，第一稳定控制单元根据方向盘转角传感器3、航偏率传感器5、车速传感器5A、轮速传感器11(或旋变传感器10)的信号实时算出横向载荷转移率LTR。
第一稳定控制单元设定侧向加速度阈值为0.4g，设定第一转移率阈值LTR1＝0.5，第二转移率阈值LTR2＝0.6，第三转移率阈值LTR3＝0.9。
当车辆在中高速或小角度转向使0.5≤│LTR│＜0.6时，第一稳定控制单元利用整车模型和相应的控制算法实时计算出附加的横摆扭矩MRSC，并以回馈制动的形式通过电机控制器2及轮边电机6对外侧前轮施加制动力，使|LTR|回到0.5以内。
当车辆车速较高或紧急大转角转向使0.6≤│LTR│≤0.9时，第一稳定控制单元利用整车模型和相应的控制算法实时计算出附加的横摆扭矩MRSC′，并以回馈制动的形式通过电机控制器2及轮边电机6对外侧前轮和内侧后轮施加制动力。因此，外侧前轮在回馈制动的同时辅助内侧后轮回馈制动，形成更强烈的差扭，减小横摆角速度、侧向加速度，及时纠正车身侧翻姿态，降低LTR值，使车辆维持稳定行驶。
综上所述，上述稳定控制系统100中，第一稳定控制单元根据车辆的不同状态，采取对应的稳定车辆措施，特别是当车辆有侧翻趋势或危险时，第一稳定控制单元能够对车辆的外侧前轮施加制动力，或对车辆的外侧前轮及内侧后轮施加制动力，以稳定车身。
请参图6，本申请实施方式提供一种用于四轮驱动电动车辆的稳定控制方法(下称稳 定控制方法)。该稳定控制方法可由以上实施方式的稳定控制系统100实现。
具体地，该稳定控制方法包括：
S1：信号检测传感器检测侧向加速度信号。
S2：第一稳定控制单元判断侧向加速度是否小于预设的加速度阈值。
S3：如果侧向加速度小于加速度阈值，则返回S2。
S4：如果侧向加速度等于或大于加速度阈值，则第一稳定控制单元根据侧向加速度信号计算横向载荷转移率，并根据横向载荷转移率判断车辆状态以得到第一制动力信号、第二制动力信号、第一逻辑信号和第二逻辑信号中的至少一个。
S5：如果获取到第一逻辑信号，则第二稳定控制单元控制电动车辆车身保持稳定。
S6：如果得到第一制动力信号和第二逻辑信号，则第一稳定控制单元通过电机控制器控制电机对电动车辆的外侧前轮施加制动力。
S7：如果得到第二制动力信号和第二逻辑信号，则第一稳定控制单元通过电机控制器控制电机对电动车辆的外侧前轮及电动车辆的内侧后轮施加制动力。
在S1中，信号检测传感器的偏航率传感器5检测侧向加速度信号。除此之外，信号检测传感器包括轮速传感器、车速传感器、方向盘转角传感器及偏航率传感器。轮速传感器检测轮速信号。车速传感器检测车速信号。方向盘转角传感器检测方向盘转角信号。偏航率传感器还检测横摆角速度信号及纵向加速度信号，以作后续计算使用。
在S2中，本实施方式中，预设的加速度阈值为0.4g。
在S4中，即当侧向加速度等于或大于加速度阈值时，第一稳定控制单元计算横向载荷转移率以作为车辆状态判断的依据。进一步地，第一稳定控制单元预设有第一转移率阈值、第二转移率阈值及第三转移率阈值。第一转移率阈值大于零，第二转移率阈值大于第一转移率阈值，第三转移率阈值大于第二转移率阈值且小于1。
如果│LTR│＜L1，则得到第一逻辑信号，第一稳定控制单元确定电动车辆有第一趋势，例如电动车辆有侧滑趋势。
如果L1≤│LTR│＜L2，则得到第一制动力信号和第二逻辑信号，第一稳定控制单元判断电动车辆有第二趋势，例如电动车辆有侧翻趋势。
如果L2≤│LTR│≤L3，则得到第二制动力信号和第二逻辑信号，第一稳定控制单元判断电动车辆有第三趋势，例如电动车辆有侧翻危险。
其中，LTR表示该横向载荷转移率，│LTR│表示横向载荷转移率的绝对值，L1表示第一转移率阈值，L2表示第二转移率阈值，L3表示第三转移率阈值。
本实施方式中，L1＝0.5，L2＝0.6，L3＝0.9。
在S5中，即车辆有侧滑趋势，第二稳定控制单元例如可通过控制车辆的刹车制动器(图未示)对相应的车轮9进行制动，减少了侧滑以保持车辆车身稳定。
在S6中，即车辆有侧翻趋势，第一稳定控制单元根据上述采集到的传感器信号(轮速信号、车速信号、方向盘转角信号、横摆角速度信号、纵向加速度信号及侧向加速度信号)及预设的横向载荷转移率计算附加的横摆扭矩，对外侧前轮施加制动力，制动力的大小为F1＝MRSC/R1，其中，F1为对该外侧前轮施加的制动力，MRSC为附加的横摆扭矩，R1为该外侧前轮的轮胎滚动半径。之后，第一稳定控制单元根据制动力的大小发送第一制动力信号至外侧前轮对应的电机控制器2，该电机控制器2根据该第一制动力信号控制电机6对外侧前轮施加制动力。因此，车辆产生一定的横摆扭矩修正车身姿态，维持稳定行驶。
在S7中，车辆有侧翻危险，一方面，第一稳定控制单元通过电机控制器2对外侧前轮施加制动力F1＝MRSC/R1。
另一方面，第一稳定控制单元通过电机控制器2控制对应的电机6对内侧轮施加制动力，且根据表1为在一定转角下对各个车轮制动的统计结果，应对内侧后轮施加制动力，施加的制动力大小
Figure PCTCN2016094461-appb-000057
其中，F2为电机对该内侧后轮施加的制动力，MRSC为附加的横摆扭矩，R2为该内侧后轮的滚动半径，Fzi为内侧轮的垂直载荷，μ为路面附着系数。如此，第一稳定控制单元使外侧前轮及内侧后轮两者形成一个合理的横摆扭矩，以横向载荷转移率LTR减小到期望的横向载荷转移率，进而维持整车稳定行驶。
故，第一稳定控制单元发送第二制动力信号至外侧前轮对应的电机控制器2及内侧后轮对应的电机控制器2，使电机控制器2控制对应的电机6对外侧前轮及内侧后轮施加制动力。
本实施方式的稳定控制方法中未展开的其它部分，可参以上实施方式的稳定控制系统100的对应部分，在此不再详细展开。
综上所述，上述稳定控制方法中，第一稳定控制单元根据车辆的不同状态，采取对应的稳定车辆措施，特别是当车辆有侧翻趋势或危险时，第一稳定控制单元能够对车辆的外侧前轮施加制动力，或对车辆的外侧前轮及内侧后轮施加制动力，以稳定车身。
本申请实施方式提供一种四轮驱动电动车辆。电动车辆包括如上所述的用于四轮驱动电动车辆的稳定控制系统100；电机控制器和电机，其中电机控制器分别与电机和稳定控制系统连接。因此，电动车辆的第一稳定控制单元根据车辆的不同状态，采取对应的稳定车辆措施，特别是当车辆有侧翻趋势或危险时，第一稳定控制单元能够对车辆的外侧前轮施加制动力，或对车辆的外侧前轮及内侧后轮施加制动力，以稳定车身。
在本说明书的描述中，参考术语“一个实施方式”、“一些实施方式”、“示意性实施方式”、“示例”、“具体示例”、或“一些示例”等的描述意指结合所述实施方式或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施方式或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施方式或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施方式或示例中以合适的方式结合。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本申请的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
流程图中或在此以其他方式描述的任何过程或方法描述可以被理解为，表示包括一个或更多个用于实现特定逻辑功能或过程的步骤的可执行指令的代码的模块、片段或部分，并且本申请的优选实施方式的范围包括另外的实现，其中可以不按所示出或讨论的顺序，包括根据所涉及的功能按基本同时的方式或按相反的顺序，来执行功能，这应被本申请的实施例所属技术领域的技术人员所理解。
在流程图中表示或在此以其他方式描述的逻辑和/或步骤，例如，可以被认为是用于实现逻辑功能的可执行指令的定序列表，可以具体实现在任何计算机可读介质中，以供指令执行系统、装置或设备(如基于计算机的系统、包括处理器的系统或其他可以从指令执行系统、装置或设备取指令并执行指令的系统)使用，或结合这些指令执行系统、装置或设备而使用。就本说明书而言，"计算机可读介质"可以是任何可以包含、存储、通信、传播或传输程序以供指令执行系统、装置或设备或结合这些指令执行系统、装置或设备而使用的装置。计算机可读介质的更具体的示例(非穷尽性列表)包括以下：具有一个或多个布线的电连接部(电子装置)，便携式计算机盘盒(磁装置)，随机存取存储器(RAM)，只读存储器(ROM)，可擦除可编辑只读存储器(EPROM或闪速存储器)，光纤装置，以及便携式光盘只读存储器(CDROM)。另外，计算机可读介质甚至可以是可在其上打印所述程序的纸或其他合适的介质，因为可以例如通过对纸或其他介质进行光学扫描，接着进行编辑、解译或必要时以其他合适方式进行处理来以电子方式获得所述程序，然后将其存储在计算机存储器中。
应当理解，本申请的各部分可以用硬件、软件、固件或它们的组合来实现。在上述实施方式中，多个步骤或方法可以用存储在存储器中且由合适的指令执行系统执行的软件或固件来实现。例如，如果用硬件来实现，和在另一实施方式中一样，可用本领域公知的下列技术中的任一项或他们的组合来实现：具有用于对数据信号实现逻辑功能的逻辑门电路 的离散逻辑电路，具有合适的组合逻辑门电路的专用集成电路，可编程门阵列(PGA)，现场可编程门阵列(FPGA)等。
本技术领域的普通技术人员可以理解实现上述实施例方法携带的全部或部分步骤是可以通过程序来指令相关的硬件完成，所述的程序可以存储于一种计算机可读存储介质中，该程序在执行时，包括方法实施例的步骤之一或其组合。
此外，在本申请各个实施例中的各功能单元可以集成在一个处理模块中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个模块中。上述集成的模块既可以采用硬件的形式实现，也可以采用软件功能模块的形式实现。所述集成的模块如果以软件功能模块的形式实现并作为独立的产品销售或使用时，也可以存储在一个计算机可读取存储介质中。
上述提到的存储介质可以是只读存储器，磁盘或光盘等。尽管上面已经示出和描述了本申请的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本申请的限制，本领域的普通技术人员在本申请的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (13)

  1. 一种用于四轮驱动电动车辆的稳定控制系统，其特征在于，包括整车控制器和信号检测传感器，所述整车控制器包括第一稳定控制单元及第二稳定控制单元；
    所述信号检测传感器用于检测侧向加速度信号；
    所述第一稳定控制单元用于判断所述侧向加速度是否小于预设的加速度阈值，当判断所述侧向加速度小于所述加速度阈值时，继续判断所述侧向加速度是否小于所述加速度阈值；
    所述第一稳定控制单元还用于当判断所述侧向加速度等于或大于所述加速度阈值时，根据所述侧向加速度信号计算横向载荷转移率，并根据所述横向载荷转移率判断车辆状态以得到第一制动力信号、第二制动力信号、第一逻辑信号和第二逻辑信号中的至少一个；
    所述第二稳定控制单元用于在获取到所述第一逻辑信号时，控制所述电动车辆车身保持稳定；
    所述第一稳定控制单元还用于在得到所述第一制动力信号和所述第二逻辑信号时，通过所述电动车辆的电机控制器控制所述电动车辆的电机对所述电动车辆的外侧前轮施加制动力；及
    所述第一稳定控制单元还用于在得到所述第二制动力信号和所述第二逻辑信号时，通过所述电动车辆的电机控制器控制所述电动车辆的电机对所述电动车辆的所述外侧前轮及所述电动车辆的内侧后轮施加制动力。
  2. 如权利要求1所述的用于四轮驱动电动车辆的稳定控制系统，其特征在于，所述第一稳定控制单元还用于：
    当│LTR│＜L1时，得到所述第一逻辑信号以确定所述电动车辆具有第一趋势；
    当L1≤│LTR│＜L2时，得到所述第一制动力信号和所述第二逻辑信号以确定所述电动车辆具有第二趋势；
    当L2≤│LTR│≤L3时，得到所述第二制动力信号和所述第二逻辑信号以确定所述电动车辆具有第三趋势；
    其中，LTR表示所述横向载荷转移率，│LTR│表示所述横向载荷转移率的绝对值，L1表示第一转移率阈值，L2表示第二转移率阈值，L3表示第三转移率阈值，所述第一转移率阈值大于零，所述第二转移率阈值大于所述第一转移率阈值，所述第三转移率阈值大于所述第二转移率阈值且小于1。
  3. 如权利要求1或2所述的用于四轮驱动电动车辆的稳定控制系统，其特征在于，所述第一稳定控制单元还用于：
    当得到所述第一制动力信号时，根据以下公式确定对所述外侧前轮施加的制动力：
    F1＝MRSC/R1，
    其中，F1表示对所述外侧前轮施加的制动力，MRSC表示附加的横摆扭矩，R1表示所述外侧前轮的轮胎滚动半径。
  4. 如权利要求1或2所述的用于四轮驱动电动车辆的稳定控制系统，其特征在于，所述第一稳定控制单元还用于：
    当得到所述第二制动力信号时，根据以下公式确定对所述外侧前轮施加的制动力：
    F1’＝Fzo*μ，其中，F1’表示对所述外侧前轮施加的制动力，μ表示路面附着系数，Fzo表示外侧轮垂直载荷；以及
    根据以下公式确定对所述内侧后轮施加的制动力：
    F2＝MRSC/R1-Fzo*μ，其中，F2表示对所述内侧后轮施加的制动力，MRSC表示附加的横摆扭矩，R1为所述外侧前轮的轮胎滚动半径。
  5. 如权利要求3或4所述的用于四轮驱动电动车辆的稳定控制系统，其特征在于，所述信号检测传感器还用于检测轮速信号、车速信号、方向盘转角信号、横摆角速度信号及纵向加速度信号；
    所述第一稳定控制单元还用于根据所述轮速信号、所述车速信号、所述方向盘转角信号、所述横摆角速度信号、所述纵向加速度信号、所述侧向加速度信号及预设的横向载荷转移率计算所述附加的横摆扭矩。
  6. 如权利要求5所述的用于四轮驱动电动车辆的稳定控制系统，其特征在于，所述信号检测传感器包括轮速传感器、车速传感器、方向盘转角传感器及偏航率传感器；
    所述轮速传感器用于检测所述轮速信号；
    所述车速传感器用于检测所述车速信号；
    所述方向盘转角传感器用于检测所述方向盘转角信号；
    所述偏航率传感器用于检测所述横摆角速度信号、所述纵向加速度信号及所述侧向加速度信号。
  7. 一种用于四轮驱动电动车辆的稳定控制方法，其特征在于，包括：
    检测侧向加速度信号；
    判断所述侧向加速度是否小于预设的加速度阈值；
    如果所述侧向加速度小于所述加速度阈值，则返回所述判断所述侧向加速度是否小于预设的加速度阈值的步骤；
    如果所述侧向加速度等于或大于所述加速度阈值，则根据所述侧向加速度信号计算横向载荷转移率，并根据所述横向载荷转移率判断车辆状态以得到第一制动力信号、第二制动力信号、第一逻辑信号和第二逻辑信号中的至少一个；
    如果获取到所述第一逻辑信号，则控制所述电动车辆车身保持稳定；
    如果得到所述第一制动力信号和所述第二逻辑信号，则控制所述电动车辆的电机对所述电动车辆的外侧前轮施加制动力；及
    如果得到所述第二制动力信号和所述第二逻辑信号，则控制所述电动车辆的电机对所述电动车辆的所述外侧前轮及所述电动车辆的内侧后轮施加制动力。
  8. 如权利要求7所述的用于四轮驱动电动车辆的稳定控制方法，其特征在于，所述根据所述横向载荷转移率判断车辆状态以得到第一制动力信号，第二制动力信号，第一逻辑信号和第二逻辑信号中的至少一个包括：
    如果│LTR│＜L1，则得到所述第一逻辑信号以确定所述电动车辆具有第一趋势；
    如果L1≤│LTR│＜L2，则得到所述第一制动力信号和所述第二逻辑信号以确定所述电动车辆具有第二趋势；
    如果L2≤│LTR│≤L3，则得到所述第二制动力信号和所述第二逻辑信号以确定所述电动车辆具有第三趋势；
    其中，LTR表示所述横向载荷转移率，│LTR│表示所述横向载荷转移率的绝对值，L1表示第一转移率阈值，L2表示第二转移率阈值，L3表示第三转移率阈值。
  9. 如权利要求7或8所述的用于四轮驱动电动车辆的稳定控制方法，其特征在于，还包括：
    当得到所述第一制动力信号时，根据以下公式确定对所述外侧前轮施加的制动力：
    F1＝MRSC/R1，
    其中，F1表示对所述外侧前轮施加的制动力，MRSC表示附加的横摆扭矩，R1表示所述外侧前轮的轮胎滚动半径。
  10. 如权利要求7或8所述的用于四轮驱动电动车辆的稳定控制方法，其特征在于， 还包括：
    当得到所述第二制动力信号时，根据以下公式确定对所述外侧前轮施加的制动力：
    F1’＝Fzo*μ，其中，F1’表示对所述外侧前轮施加的制动力，μ表示路面附着系数，Fzo表示外侧轮垂直载荷；以及
    根据以下公式确定对所述内侧后轮施加的制动力：
    F2＝MRSC/R1-Fzo*μ，其中，F2表示对所述内侧后轮施加的制动力，MRSC表示附加的横摆扭矩，R1为所述外侧前轮的轮胎滚动半径。
  11. 如权利要求9或10所述的用于四轮驱动电动车辆的稳定控制方法，其特征在于，还包括：
    检测轮速信号、车速信号、方向盘转角信号、横摆角速度信号及纵向加速度信号；
    根据所述轮速信号、所述车速信号、所述方向盘转角信号、所述横摆角速度信号、所述纵向加速度信号、所述侧向加速度信号及预设的横向载荷转移率计算所述附加的横摆扭矩。
  12. 如权利要求11所述的用于四轮驱动电动车辆的稳定控制方法，其特征在于，所述信号检测传感器包括轮速传感器、车速传感器、方向盘转角传感器及偏航率传感器；
    所述检测轮速信号、车速信号、方向盘转角信号、横摆角速度信号及纵向加速度信号包括：
    通过所述轮速传感器检测所述轮速信号，所述车速传感器检测所述车速信号，所述方向盘转角传感器检测所述方向盘转角信号，所述偏航率传感器检测所述横摆角速度信号、所述纵向加速度信号及所述侧向加速度信号。
  13. 一种四轮驱动电动车辆，其特征在于，包括：
    如权利要求1-6任意一项所述的用于四轮驱动电动车辆的稳定控制系统；
    电机控制器；和
    电机，其中，所述电机控制器分别与所述电机和稳定控制系统连接。
PCT/CN2016/094461 2015-08-11 2016-08-10 用于四轮驱动电动车辆的稳定控制系统、方法及电动车辆 WO2017025042A1 (zh)

Priority Applications (2)

Application Number Priority Date Filing Date Title
US15/751,763 US10543818B2 (en) 2015-08-11 2016-08-10 Stability control system and method for four-wheel drive electric vehicle, and electric vehicle
EP16834666.6A EP3348444B1 (en) 2015-08-11 2016-08-10 Stability control system and method for four-wheel drive electric vehicle, and electric vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201510487943.6 2015-08-11
CN201510487943.6A CN106427957B (zh) 2015-08-11 2015-08-11 基于四轮驱动的电动汽车稳定控制系统及方法及电动汽车

Publications (1)

Publication Number Publication Date
WO2017025042A1 true WO2017025042A1 (zh) 2017-02-16

Family

ID=57983869

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2016/094461 WO2017025042A1 (zh) 2015-08-11 2016-08-10 用于四轮驱动电动车辆的稳定控制系统、方法及电动车辆

Country Status (4)

Country Link
US (1) US10543818B2 (zh)
EP (1) EP3348444B1 (zh)
CN (1) CN106427957B (zh)
WO (1) WO2017025042A1 (zh)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113401114A (zh) * 2021-07-26 2021-09-17 吉林大学 一种半挂汽车横摆稳定性控制方法
US11370502B2 (en) * 2016-10-19 2022-06-28 Kawasaki Motors, Ltd. Tire force estimating device and tire force estimating method
CN114684085A (zh) * 2020-12-28 2022-07-01 本田技研工业株式会社 车辆控制系统

Families Citing this family (39)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017200144B4 (de) * 2016-01-22 2019-05-02 Ford Global Technologies, Llc Rückfallbetriebsmodus für ein Verfahren für das Betreiben eines Kraftfahrzeugs mit einem aktiven Querstabilisator und einer aktiven Lenkung
CN106945652B (zh) * 2017-03-13 2019-07-02 长安大学 一种电机驱动制动系统以及控制方法
CN107089261B (zh) * 2017-03-17 2023-07-18 江苏大学 一种集成eps的分布式驱动汽车转向控制系统及方法
CN108928261B (zh) * 2017-05-26 2021-01-05 华为技术有限公司 一种驱动防滑控制方法及车辆
CN107512256A (zh) * 2017-08-18 2017-12-26 内蒙古大学 轿车辅助电动主动制动系统
CN107806997A (zh) * 2017-10-17 2018-03-16 北京新能源汽车股份有限公司 车辆制动测试试验台
CN108099919B (zh) * 2017-11-09 2019-01-29 珠海格力电器股份有限公司 车辆防侧翻预警方法、装置、存储介质及车辆
CN108162955B (zh) * 2017-12-28 2019-07-09 长沙理工大学 一种具有时滞辨识和补偿功能的车辆主动防侧翻控制系统
CN108248583B (zh) * 2018-02-09 2023-05-12 南京航空航天大学 一种汽车电子稳定控制系统及其分层控制方法
EP3536568B1 (en) * 2018-03-06 2021-01-13 Volvo Car Corporation Method and system for enhanced yaw response for a vehicle
CN108528274B (zh) * 2018-05-08 2021-05-14 昆明理工大学 一种基于树莓派和向心加速度计算汽车电子差速的方法
CN109050658B (zh) * 2018-07-06 2020-09-18 长春工业大学 基于模型预测控制的汽车主动前轮转向自适应调节方法
CN109050659B (zh) * 2018-07-06 2020-09-18 长春工业大学 一种基于时变动力学模型的四轮转向汽车稳定性控制方法
CN108944866B (zh) * 2018-07-06 2021-06-01 长春工业大学 一种改善转向与制动协同控制的自适应模型预测控制算法
JP6983127B2 (ja) * 2018-08-09 2021-12-17 本田技研工業株式会社 駆動力制御装置
CN109305011B (zh) * 2018-11-01 2021-08-17 珠海格力电器股份有限公司 一种车辆防侧翻的控制方法、装置、存储介质及车辆
CN109543256B (zh) * 2018-11-08 2023-01-20 北京电子工程总体研究所 一种过载响应时间计算方法和系统
CN109733382B (zh) * 2018-12-19 2020-07-07 南京航空航天大学 一种基于模型预测控制的汽车防侧翻方法
CN109747435A (zh) * 2019-02-25 2019-05-14 吉利汽车研究院（宁波）有限公司 车辆稳定控制系统、方法及电动汽车
CN110194213B (zh) * 2019-05-09 2023-11-24 上海工程技术大学 汽车防侧翻系统
CN110065488B (zh) * 2019-05-15 2024-02-02 大连华锐重工焦炉车辆设备有限公司 一种重型agv框架运输车智能控制系统及控制方法
CN111027132B (zh) * 2019-08-08 2022-08-23 中国第一汽车股份有限公司 车辆侧倾控制方法、装置、设备和存储介质
CN110466361B (zh) * 2019-08-14 2021-06-01 东风汽车集团有限公司 两轮轮毂电机驱动纯电动汽车整车控制器及控制方法
CN110884363B (zh) * 2019-12-09 2022-08-23 吉林大学 一种应用于汽车电驱动桥的驱动防滑控制方法
CN111645684B (zh) * 2020-04-29 2021-09-17 北汽福田汽车股份有限公司 车辆制动能量回收方法、装置、存储介质及车辆
CN111546907B (zh) * 2020-05-22 2022-04-08 西南交通大学 一种四轮转向轮毂电机驱动车辆的轮速分配方法
CN112477853B (zh) * 2020-11-11 2022-06-28 南京航空航天大学 一种装备非充气车轮的车辆纵-垂集成控制系统及方法
CN112406854B (zh) * 2020-11-25 2022-05-10 东风越野车有限公司 轮毂电机驱动越野车侧倾稳定性控制方法
CN112706756B (zh) * 2020-11-25 2022-03-29 东风越野车有限公司 轮毂电机驱动越野车横摆稳定性控制方法
CN112660108B (zh) * 2020-12-25 2022-11-08 浙江吉利控股集团有限公司 一种四驱扭矩预控方法及装置
CN112947183B (zh) * 2021-02-05 2022-10-18 上海擎度汽车科技有限公司 一种车身稳定性标定系统
CN113147413B (zh) * 2021-05-20 2022-09-20 武汉理工大学 一种轮毂电机差动转向车辆能量回收的方法、装置和系统
CN113246681B (zh) * 2021-06-12 2022-11-25 北华大学 基于空气悬架的机场摆渡车转弯姿态调整方法
CN113320524B (zh) * 2021-06-15 2022-05-17 广汽本田汽车有限公司 汽车的控制方法、汽车、运行控制装置及存储介质
CN113635889A (zh) * 2021-08-13 2021-11-12 的卢技术有限公司 基于四轮独立驱动电动汽车的车身稳定控制方法和系统
CN113682282A (zh) * 2021-09-10 2021-11-23 中国第一汽车股份有限公司 一种车辆稳定性控制方法、系统、车辆和存储介质
CN113665374A (zh) * 2021-09-28 2021-11-19 潍柴动力股份有限公司 车辆速度的控制方法、装置、设备及存储介质
CN115257920B (zh) * 2022-04-25 2024-05-03 长城汽车股份有限公司 一种用于车辆辅助转向控制的方法和装置
US11607952B1 (en) * 2022-05-04 2023-03-21 Dimaag-Ai, Inc. Methods and systems for controlling differential wheel speeds of multi- independent-wheel drive vehicles

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH03143757A (ja) * 1989-10-27 1991-06-19 Nissan Motor Co Ltd 車両の旋回挙動制御装置
CN1439556A (zh) * 2002-02-23 2003-09-03 株式会社万都 车辆行驶稳定性的控制方法
JP2005153716A (ja) * 2003-11-26 2005-06-16 Nissan Motor Co Ltd 自動制動制御装置
CN1966320A (zh) * 2005-11-14 2007-05-23 株式会社爱德克斯 用于车辆的运动控制装置
US20110307129A1 (en) * 2010-06-10 2011-12-15 Ford Global Technologies, Llc Vehicle steerability and stability control via independent wheel torque control
CN103182956A (zh) * 2011-12-28 2013-07-03 比亚迪股份有限公司 电动四轮驱动车辆稳定控制方法和控制系统

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4380253B2 (ja) * 2003-07-23 2009-12-09 株式会社アドヴィックス 車両の運動制御装置
JP4586962B2 (ja) 2004-04-20 2010-11-24 トヨタ自動車株式会社 車両の姿勢制御装置
WO2007044744A2 (en) * 2005-10-11 2007-04-19 Ford Global Technologies, Llc. Enhanced yaw stability control to mitigate a vehicle's abnormal yaw motion due to a disturbance force applied to vehicle body
JP5095953B2 (ja) * 2006-05-08 2012-12-12 本田技研工業株式会社 四輪駆動車両の走行制御装置
US7970512B2 (en) * 2006-08-30 2011-06-28 Ford Global Technologies Integrated control system for stability control of yaw, roll and lateral motion of a driving vehicle using an integrated sensing system with pitch information
US8712639B2 (en) * 2006-08-30 2014-04-29 Ford Global Technologies Integrated control system for stability control of yaw, roll and lateral motion of a driving vehicle using an integrated sensing system to determine longitudinal velocity
JP4412400B2 (ja) * 2007-12-14 2010-02-10 トヨタ自動車株式会社 車両用挙動制御装置
US8453770B2 (en) * 2009-01-29 2013-06-04 Tesla Motors, Inc. Dual motor drive and control system for an electric vehicle
CN102205781B (zh) * 2010-03-31 2015-04-01 日立汽车系统株式会社 悬架控制装置及车辆控制装置
WO2012043683A1 (ja) * 2010-09-28 2012-04-05 日立オートモティブシステムズ株式会社 車両の運動制御装置
TWI471239B (zh) * 2011-10-21 2015-02-01 Automotive Res & Testing Ct Vehicle Yaw Stability Control Method and Its System
US9415657B2 (en) * 2012-01-25 2016-08-16 Nissan Motor Co., Ltd. Vehicle control device and vehicle control method
US9222854B2 (en) * 2013-03-12 2015-12-29 The Goodyear Tire & Rubber Company Vehicle dynamic load estimation system and method
CN104773169B (zh) * 2015-04-28 2017-05-24 吉林大学 一种基于轮胎侧偏角的车辆横摆稳定集成控制方法

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH03143757A (ja) * 1989-10-27 1991-06-19 Nissan Motor Co Ltd 車両の旋回挙動制御装置
CN1439556A (zh) * 2002-02-23 2003-09-03 株式会社万都 车辆行驶稳定性的控制方法
JP2005153716A (ja) * 2003-11-26 2005-06-16 Nissan Motor Co Ltd 自動制動制御装置
CN1966320A (zh) * 2005-11-14 2007-05-23 株式会社爱德克斯 用于车辆的运动控制装置
US20110307129A1 (en) * 2010-06-10 2011-12-15 Ford Global Technologies, Llc Vehicle steerability and stability control via independent wheel torque control
CN103182956A (zh) * 2011-12-28 2013-07-03 比亚迪股份有限公司 电动四轮驱动车辆稳定控制方法和控制系统

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11370502B2 (en) * 2016-10-19 2022-06-28 Kawasaki Motors, Ltd. Tire force estimating device and tire force estimating method
CN114684085A (zh) * 2020-12-28 2022-07-01 本田技研工业株式会社 车辆控制系统
CN114684085B (zh) * 2020-12-28 2024-04-05 本田技研工业株式会社 车辆控制系统
CN113401114A (zh) * 2021-07-26 2021-09-17 吉林大学 一种半挂汽车横摆稳定性控制方法
CN113401114B (zh) * 2021-07-26 2022-03-25 吉林大学 一种半挂汽车横摆稳定性控制方法

Also Published As

Publication number Publication date
CN106427957B (zh) 2019-03-29
CN106427957A (zh) 2017-02-22
EP3348444A4 (en) 2018-10-17
US10543818B2 (en) 2020-01-28
EP3348444B1 (en) 2021-04-28
US20180236989A1 (en) 2018-08-23
EP3348444A1 (en) 2018-07-18

Similar Documents

Publication Publication Date Title
WO2017025042A1 (zh) 用于四轮驱动电动车辆的稳定控制系统、方法及电动车辆
US10322718B2 (en) Vehicle stability control method and system, and vehicle
US10967870B2 (en) Hill descent system for vehicle and control method thereof
JP6506844B2 (ja) 電気車両、電気車両の能動的安全制御システム、及び電気車両の能動的安全制御システムの制御方法、並びにモータコントローラ
CN106608201B (zh) 电动车辆及其主动安全控制系统和方法
CN108248454B (zh) 车身稳定控制系统、方法及汽车
US9014916B2 (en) Vehicle dynamic control apparatus and vehicle dynamic control system using the same
KR101509600B1 (ko) 전동식 액츄에이터 능동댐퍼 시스템
WO2017028788A1 (en) Auxiliary steering system and auxiliary steering method for electric vehicle and electric vehicle
KR101470221B1 (ko) 현가 제어 장치 및 그 방법
US20130211678A1 (en) Vehicle with independently driven multiple axes, and controller which independently drives multiple axles
WO2020043198A1 (zh) 一种车辆控制方法及设备
WO2014054148A1 (ja) 車輪制御装置、車両、車輪制御方法
JP6237933B2 (ja) 制駆動力制御装置及び制駆動力制御方法
US20200207332A1 (en) Method and Apparatus for Controlling a Vehicle
JP2014212614A (ja) 車輪制御装置、車両、車輪制御方法
KR101316862B1 (ko) 차량의 토크 벡터링 시스템 및 그것의 제어방법
JP2009150834A (ja) タイヤ空気圧推定システム
Dong et al. Research for vehicle anti-rollover control based on differential braking
EP4360921A2 (en) Vehicle dynamics system adjustment
JP2009035211A (ja) 自動車の車両制御装置、及び自動車の制動システム
JP6266436B2 (ja) 車両の前後力推定装置
JP2009269573A (ja) 車両挙動制御装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 16834666

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 15751763

Country of ref document: US

NENP Non-entry into the national phase

Ref country code: DE

WWE Wipo information: entry into national phase

Ref document number: 2016834666

Country of ref document: EP