WO2019119945A1 - 一种汽车底盘集成控制方法及系统 - Google Patents

一种汽车底盘集成控制方法及系统 Download PDF

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Publication number
WO2019119945A1
WO2019119945A1 PCT/CN2018/110541 CN2018110541W WO2019119945A1 WO 2019119945 A1 WO2019119945 A1 WO 2019119945A1 CN 2018110541 W CN2018110541 W CN 2018110541W WO 2019119945 A1 WO2019119945 A1 WO 2019119945A1
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Prior art keywords
torque
engine
manager
request
limit
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Ceased
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PCT/CN2018/110541
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English (en)
French (fr)
Inventor
王敷玟
陈振文
陈强
黄秀成
刘双
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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Priority to US16/336,118 priority Critical patent/US11305646B2/en
Publication of WO2019119945A1 publication Critical patent/WO2019119945A1/zh
Anticipated expiration legal-status Critical
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/119—Conjoint control of vehicle sub-units of different type or different function including control of all-wheel-driveline means, e.g. transfer gears or clutches for dividing torque between front and rear axle
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W30/02—Control of vehicle driving stability
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0027—Minimum/maximum value selectors
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/009—Priority selection
    • B60W2050/0091—Priority selection of control inputs
    • B60W2050/0093—Priority selection of control inputs of the engine
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0291—Clutch temperature
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/107—Temperature
    • 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
    • B60W2520/26—Wheel slip
    • B60W2520/263—Slip values between front and rear axle
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/40—Torque distribution
    • B60W2520/403—Torque distribution between front and rear axle
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/40—Torque distribution
    • B60W2720/403—Torque distribution between front and rear axle

Definitions

  • the invention relates to the technical field of automobiles, and in particular to a method and system for integrated control of an automobile chassis.
  • the existing chassis integrated control strategy is generally only for conventional two-wheel drive vehicles or hybrid vehicles, and less consideration is given to controlling the cooperation of various systems, especially the compatibility and matching of the four-wheel drive system torque controller control with other conventional system chassis electronic control systems. It has become a difficult point, resulting in low vehicle power and fuel economy.
  • the technical problem to be solved by the present invention is to provide an integrated control method and system for an automobile chassis to effectively improve vehicle power, fuel economy, passability and steering stability.
  • the present invention provides a vehicle chassis integrated control method, including:
  • the cooperative control unit respectively receives the first engine torque output by the engine management system, the first engine torque limit request output by the four-wheel drive controller, the second engine torque limit request output by the vehicle body stability control system, and the output of the transmission control unit from the CAN bus a third engine limit request;
  • a cooperative control unit cooperatively controls the first engine torque limit request, the second engine torque limit request, the third engine torque limit request, and the first engine torque, and outputs a second engine torque as an engine execution torque .
  • the engine management system outputs the first engine torque according to the accelerator pedal opening degree signal and the vehicle running state signal; the four-wheel drive controller outputs the first engine limit torque according to the torque manager oil temperature signal, the clutch disc temperature signal, and the front and rear axle speed difference signals.
  • the vehicle body stability control system outputs a second engine limit torque request according to the driving mode signal and the vehicle running state signal; the gearbox control unit outputs the third according to the driving mode signal, the accelerator pedal signal, the vehicle running state signal, and the self temperature protection limit torque request.
  • Engine limit torque request is the first engine torque according to the accelerator pedal opening degree signal and the vehicle running state signal
  • the four-wheel drive controller outputs the first engine limit torque according to the torque manager oil temperature signal, the clutch disc temperature signal, and the front and rear axle speed difference signals.
  • the vehicle body stability control system outputs a second engine limit torque request according to the driving mode signal and the vehicle running state signal; the gearbox control unit outputs the third according to the driving mode signal, the accelerator pedal signal, the vehicle running state signal, and the self
  • the four-wheel drive controller obtains the corresponding engine limit torque request according to the torque manager oil temperature signal, the clutch disk temperature signal and the front and rear axle speed difference signals, respectively, and selects the maximum value as the first engine limit torque request transmission.
  • the torque manager oil temperature signal the clutch disk temperature signal and the front and rear axle speed difference signals, respectively.
  • the four-wheel drive manager After the four-wheel drive manager obtains the torque manager oil temperature signal, first determining whether the torque manager oil temperature is greater than the first temperature threshold, and if the torque manager oil temperature is less than the first temperature threshold, outputting the torque manager first target torque; If the torque manager oil temperature is greater than the first temperature threshold, further determining whether the torque manager oil temperature is greater than the second temperature threshold, and if the torque manager oil temperature is less than the second temperature threshold, outputting the first engine limit torque request, if If the torque manager oil temperature is greater than the second temperature threshold, further determining whether the torque manager oil temperature is greater than a third temperature threshold, and if the torque manager oil temperature is less than the third temperature threshold, outputting a second engine limit torque request, if the torque If the manager oil temperature is greater than the third temperature threshold, the third engine limit torque request is output;
  • the four-wheel drive manager After the four-wheel drive manager obtains the clutch disk temperature signal, it is determined whether the clutch disk temperature is greater than a fourth temperature threshold. If the clutch disk temperature is less than the fourth temperature threshold, the torque controller first target torque is output; if the torque manager oil temperature is greater than the first a temperature threshold, the fourth engine limit torque request is output;
  • the torque controller After the four-wheel drive manager obtains the front-rear speed difference signal, it is determined whether the front-rear shaft rotational speed difference is greater than the fifth threshold. If the front-rear shaft rotational speed difference is less than the fifth threshold, the torque controller first target torque is output; if the front-rear shaft rotational speed difference is greater than the fifth The threshold value outputs a fifth engine limit twist request.
  • the cooperative control unit performs cooperative control on the first engine limit torque request, the second engine limit torque request, the third engine limit torque request, and the first engine torque, and specifically includes:
  • a difference is calculated between the maximum value and the first engine torque to obtain a second engine torque as an engine execution torque.
  • the control method further includes:
  • the cooperative control unit acquires the torque controller first target torque output by the four-wheel drive manager and the torque manager intervention torque output by the vehicle body stability control system from the CAN bus, and cooperatively controls the output, and outputs the torque manager to execute the torque.
  • the cooperatively controlling the first target torque of the torque manager and the torque intervention torque of the torque manager comprises:
  • the torque manager intervention torque is used as the torque manager to execute the torque, otherwise the torque manager first target torque is used as the torque manager execution torque.
  • the invention also provides an automobile chassis integrated control system, comprising:
  • An engine management system for outputting a first engine torque
  • a four-wheel drive controller for outputting a first engine torque limit request
  • a vehicle body stability control system for outputting a second engine limit torque request
  • a gearbox control unit for outputting a third engine limit torque request
  • a cooperative control unit configured to cooperatively control the first engine torque, the first engine torque limit request, the second engine torque limit request, and the third engine torque limit request respectively received from the CAN bus,
  • the second engine torque is output as the engine execution torque.
  • the four-wheel drive controller obtains a corresponding engine limit torque request according to the torque manager oil temperature signal, the clutch disk temperature signal, and the front and rear axle speed difference signals, respectively, and selects the maximum value thereof as the first engine limit torque.
  • the request is sent to the CAN bus.
  • the four-wheel drive manager After the four-wheel drive manager obtains the torque manager oil temperature signal, it first determines whether the torque manager oil temperature is greater than the first temperature threshold, and if the torque manager oil temperature is less than the first temperature threshold, the output torque manager first target Torque; if the torque manager oil temperature is greater than the first temperature threshold, further determining whether the torque manager oil temperature is greater than the second temperature threshold, and if the torque manager oil temperature is less than the second temperature threshold, outputting the first engine limit torque request If the torque manager oil temperature is greater than the second temperature threshold, further determining whether the torque manager oil temperature is greater than a third temperature threshold, and if the torque manager oil temperature is less than the third temperature threshold, outputting a second engine limited torque request, If the torque manager oil temperature is greater than the third temperature threshold, outputting a third engine limit torque request;
  • the four-wheel drive manager After the four-wheel drive manager obtains the clutch disk temperature signal, it is determined whether the clutch disk temperature is greater than a fourth temperature threshold, and if the clutch disk temperature is less than the fourth temperature threshold, the torque manager first target torque is output; if the torque manager oil temperature is greater than a first temperature threshold, the fourth engine limit torque request is output;
  • the four-wheel drive manager After the four-wheel drive manager obtains the front-rear axis rotational speed difference signal, it is determined whether the front-rear shaft rotational speed difference is greater than a fifth threshold, and if the front-rear shaft rotational speed difference is less than the fifth threshold, the torque controller first target torque is output; if the front-rear shaft rotational speed difference is greater than The fifth threshold outputs a fifth engine limit twist request.
  • the cooperative control unit is specifically configured to select a maximum value of the first engine limit torque request, the second engine limit torque request, and the third engine limit torque request; and the maximum value
  • the first engine torque is calculated as a difference, and the second engine torque is obtained as the engine execution torque.
  • the four-wheel drive manager is further configured to output a torque manager first target torque
  • the vehicle body stability control system is further configured to output a torque manager intervention torque
  • the coordinated control unit is further configured to acquire the a torque manager first target torque and the torque manager intervening torque and using a torque manager intervention torque as a torque manager execution torque upon receiving a torque manager intervention torque output by the vehicle stability control system, otherwise the torque manager
  • the first target torque acts as a torque manager to perform the torque.
  • the control system further includes a continuous damping control system for adjusting the damping mode in real time according to the driving mode signal and the vehicle dynamic control signal, and interacting the related information to the CAN bus.
  • the beneficial effects of the embodiments of the present invention are: effectively improving the fuel economy, power, and steering stability of the vehicle through the cooperation of the systems; implementing multi-parameter, hierarchical, multi-level torque limiting control strategies, and according to the oil
  • the characteristics of temperature, disk temperature and speed difference are properly stratified and properly graded to ensure the overall performance of the vehicle and component life.
  • FIG. 1 is a schematic flow chart of a method for integrated control of an automobile chassis according to an embodiment of the present invention.
  • FIG. 2 is a schematic flow chart showing a method for integrally controlling a chassis of an automobile according to an embodiment of the present invention.
  • FIG. 3 is a flow chart showing the output of the first engine limit torque request by the four-wheel drive manager in the first embodiment of the present invention.
  • FIG. 4 is a schematic structural view of an automobile chassis integrated control system according to a second embodiment of the present invention.
  • a first embodiment of the present invention provides a vehicle chassis integrated control method, including:
  • the cooperative control unit respectively receives the first engine torque output by the engine management system, the first engine torque limit request output by the four-wheel drive controller, the second engine torque limit request output by the vehicle body stability control system, and the output of the transmission control unit from the CAN bus a third engine limit request;
  • a cooperative control unit cooperatively controls the first engine torque limit request, the second engine torque limit request, the third engine torque limit request, and the first engine torque, and outputs a second engine torque as an engine execution torque .
  • the vehicle electrical and electronic equipment such as the vehicle speed sensor, the driving mode knob position sensor, the accelerator pedal sensor, the brake pedal sensor, the steering wheel angle, and the wheel speed sensor are in a power supply preparation state and transmit the collected information to the CAN bus, and Keep updating your information.
  • the driver manipulates the driving mode knob, the accelerator pedal, the brake pedal and the steering wheel through the operating mechanism to implement different driving intentions.
  • the CAN bus transmits signals such as driving mode signal, accelerator pedal signal, brake pedal signal, steering wheel angle signal, and vehicle running status to each control unit as the decision basis of each control unit.
  • the four-wheel drive controller (i-4WD) is based on the driving mode signal, the accelerator pedal opening signal, the steering wheel angle signal, the engine speed signal, the engine torque signal, the vehicle speed signal, the wheel speed signal, and the ESP request limit.
  • Signal, etc. intelligently decides that the rear axle outputs the first target torque; at the same time, according to the torque manager oil temperature signal, the clutch disc temperature signal and the front and rear axle speed difference signals, the torque output of the first engine is requested and interacts with the CAN bus.
  • the upper limit twist request value changes with temperature. Generally speaking, the higher the temperature, the more severe the limit torque.
  • determining whether the clutch disk temperature is greater than a fourth temperature threshold if the clutch disk temperature is less than the fourth temperature threshold, the torque manager is not executed to limit the engine torque, and the torque controller first target torque is output;
  • a fourth engine limit torque request (Engine_limiting a4) is output.
  • the upper limit twist request value changes with temperature. Generally speaking, the higher the temperature, the more severe the limit torque.
  • the four-wheel drive controller selects the maximum value as the first engine limit redirection request (Engine limiting Req1) and sends it to the CAN bus, that is, max(Engine_limiting a1, Engine_limiting a2, Engine_limiting a3, Engine_limiting a4 , Engine_limiting a5).
  • the engine management system outputs a first engine torque (Engine Torque1) based on the accelerator pedal opening signal, the vehicle operating state signal, and interacts with the CAN bus.
  • the vehicle body stability control system outputs a torque manager intervention torque and a second engine limit torque request based on the driving mode signal, the vehicle speed signal, the lateral acceleration signal, the wheel speed signal, the yaw rate, and the four-wheel drive rear axle torque signal ( Engine limiting Req2) and interacting with the CAN bus.
  • the transmission control unit outputs a third engine limit reversal request (Engine limiting Req3) according to the driving mode signal, the accelerator pedal opening signal, the vehicle speed, the acceleration, and the self temperature protection limit request, and executes the shift control logic, and The relevant information is handed over to the CAN bus.
  • Engine limiting Req3 engine limit reversal request
  • the Continuous Damping Control System adjusts the damping mode (Soft, Normal, Hard) in real time based on the driving mode signal and the Vehicle Dynamics Control (VDC) signal, and interacts with the relevant information to the CAN bus.
  • the cooperative control unit acquires the first engine limit torque request, the second engine limit torque request, and the third engine limit torque request from the CAN bus, and performs cooperative control thereof, specifically: selecting the largest one.
  • the value is calculated by calculating a difference from the first engine torque output by the engine management system to obtain a second engine torque (Engine Torque2) as the engine execution torque, namely:
  • Engine Torque2 Engine Torque1-max(Engine limiting Req1,Engine limiting Req2,Engine limiting Req3)
  • the cooperative control unit also obtains the torque controller first target torque output by the four-wheel drive manager and the torque manager intervention torque output by the vehicle body stability control system from the CAN bus, and performs cooperative control thereof, specifically: if the vehicle body is received stably The torque manager output torque of the control system intervenes the torque, then the torque manager intervention torque is used as the torque manager to execute the torque, otherwise the torque manager first target torque is used as the torque manager to perform the torque.
  • the driving mode signals include four types: a normal driving mode signal, a comfortable driving mode signal, a driving driving mode signal, and an off-road driving mode signal. After each electronic control unit obtains different driving mode signals from the CAN bus, the corresponding driving is performed by itself. The adjustments are as follows:
  • Regular driving mode In this mode, the vehicle has better fuel economy.
  • the Continuous Damping Control (CDC) is adaptively adjusted to the Normal mode, and the i-4WD is adaptively adjusted to the Auto mode.
  • the TCU is adaptively tuned to ECO mode.
  • VDC Vehicle Dynamics Control
  • ESP preferentially execute the engine torque limiting strategy to reduce energy consumption;
  • the cooperative control unit integrates i-4WD, VDC, and TCU.
  • Comfortable driving mode At this time: CDC adaptively adjusts to Soft mode, i-4WD adaptively adjusts to Auto mode, and TCU adaptively adjusts to normal mode.
  • the VDC and ESP simultaneously execute the engine limit torque and brake braking strategy to improve the comfort;
  • the synergistic layer integrates the i-4WD, VDC, and TCU to perform the maximum torque request to ensure The best performance of each system;
  • Control driving mode The vehicle has good handling characteristics in this mode. At this time: CDC adaptively adjusts to Hard mode, i-4WD adaptively adjusts to Lock mode, and TCU adaptively adjusts to Sport mode. When the vehicle is unstable/slip, the i-4WD preferentially transmits the maximum torque to the rear axle, improving the vehicle handling characteristics and improving the steering performance. Then, the VDC and ESP perform the cross-wheel braking as needed; when the EMS is limited, the coordination layer Integrated i-4WD, VDC, and TCU perform maximum torque request to ensure the best performance of each system;
  • Off-road driving mode The vehicle has good off-road performance in this mode. At this time: CDC adaptively adjusts to Hard mode, raises chassis clearance, improves vehicle passability, and i-4WD adaptively adjusts to Full Lock mode.
  • the TCU is adaptively adjusted to the Sport mode. When the vehicle is unstable/slip, the i-4WD preferentially transmits the maximum torque to the rear axle to improve the off-road capability of the vehicle. Then, the VDC and ESP perform cross-wheel braking as needed; when the EMS is limited, the coordination layer integrates i-4WD, The VDC and TCU perform the maximum torque request to ensure the best performance of each system.
  • the second embodiment of the present invention provides a vehicle chassis integrated control system, including:
  • An engine management system for outputting a first engine torque
  • a four-wheel drive controller for outputting a first engine torque limit request
  • a vehicle body stability control system for outputting a second engine limit torque request
  • a gearbox control unit for outputting a third engine limit torque request
  • a cooperative control unit configured to cooperatively control the first engine torque, the first engine torque limit request, the second engine torque limit request, and the third engine torque limit request respectively received from the CAN bus,
  • the second engine torque is output as the engine execution torque.
  • the four-wheel drive controller obtains a corresponding engine limit torque request according to the torque manager oil temperature signal, the clutch disk temperature signal, and the front and rear axle speed difference signals, respectively, and selects the maximum value thereof as the first engine limit torque.
  • the request is sent to the CAN bus.
  • the four-wheel drive manager After the four-wheel drive manager obtains the torque manager oil temperature signal, it first determines whether the torque manager oil temperature is greater than the first temperature threshold, and if the torque manager oil temperature is less than the first temperature threshold, the output torque manager first target Torque; if the torque manager oil temperature is greater than the first temperature threshold, further determining whether the torque manager oil temperature is greater than the second temperature threshold, and if the torque manager oil temperature is less than the second temperature threshold, outputting the first engine limit torque request If the torque manager oil temperature is greater than the second temperature threshold, further determining whether the torque manager oil temperature is greater than a third temperature threshold, and if the torque manager oil temperature is less than the third temperature threshold, outputting a second engine limited torque request, If the torque manager oil temperature is greater than the third temperature threshold, outputting a third engine limit torque request;
  • the four-wheel drive manager After the four-wheel drive manager obtains the clutch disk temperature signal, it is determined whether the clutch disk temperature is greater than a fourth temperature threshold, and if the clutch disk temperature is less than the fourth temperature threshold, the torque manager first target torque is output; if the torque manager oil temperature is greater than a first temperature threshold, the fourth engine limit torque request is output;
  • the four-wheel drive manager After the four-wheel drive manager obtains the front-rear axis rotational speed difference signal, it is determined whether the front-rear shaft rotational speed difference is greater than a fifth threshold, and if the front-rear shaft rotational speed difference is less than the fifth threshold, the torque controller first target torque is output; if the front-rear shaft rotational speed difference is greater than The fifth threshold outputs a fifth engine limit twist request.
  • the cooperative control unit is specifically configured to select a maximum value of the first engine limit torque request, the second engine limit torque request, and the third engine limit torque request; and the maximum value
  • the first engine torque is calculated as a difference, and the second engine torque is obtained as the engine execution torque.
  • the four-wheel drive manager is further configured to output a torque manager first target torque
  • the vehicle body stability control system is further configured to output a torque manager intervention torque
  • the coordinated control unit is further configured to acquire the a torque manager first target torque and the torque manager intervening torque and using a torque manager intervention torque as a torque manager execution torque upon receiving a torque manager intervention torque output by the vehicle stability control system, otherwise the torque manager
  • the first target torque acts as a torque manager to perform the torque.
  • the control system further includes a continuous damping control system for adjusting the damping mode in real time according to the driving mode signal and the vehicle dynamic control signal, and interacting the related information to the CAN bus.
  • the beneficial effects of the present invention are that the various systems work together to effectively improve the fuel economy, power, and steering stability of the vehicle; and implement multi-parameter, hierarchical, multi-level torque limiting control.
  • the strategy according to the characteristics of oil temperature, disk temperature and speed difference, is appropriately stratified and properly graded to ensure the overall performance of the vehicle and component life is optimal.

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Abstract

一种汽车底盘集成控制方法及系统，其中，控制方法包括：协同控制单元从CAN总线分别接收发动机管理系统输出的第一发动机扭矩、四驱控制器输出的第一发动机限扭请求、车身稳定控制系统输出的第二发动机限扭请求、变速箱控制单元输出的第三发动机限扭请求；协同控制单元对第一发动机限扭请求、第二发动机限扭请求、第三发动机限扭请求以及第一发动机扭矩进行协同控制，输出第二发动机扭矩作为发动机执行扭矩。该系统的有益效果在于：通过各系统协同工作，有效提升车辆燃油经济性，动力性，操纵稳定性等各项性能；根据油温、盘温和转速差的特点，实施多参数、分层、多级限扭控制策略，以保证整车性能与零部件寿命综合最优。

Description

一种汽车底盘集成控制方法及系统
本申请要求于2017年12月28日提交中国专利局、申请号为201711363619.9、发明名称为“一种汽车底盘集成控制方法及系统”的中国专利申请的优先权，上述专利的全部内容通过引用结合在本申请中。
技术领域
本发明涉及汽车技术领域，尤其涉及一种汽车底盘集成控制方法及系统。
背景技术
随着现代控制理论、多传感器信息融合、大规模集成电路等先进技术的快速发展以及人类社会对汽车产品的完美追求，以提高车辆乘坐舒适性、主动安全性和操纵稳定性为控制目标的底盘集成控制已成为车辆工程领域中的一个研究热点。通过对底盘相关子系统控制功能的协调工作，可以充分挖掘各控制模块的功能潜力，实现底盘一体化全局控制，提高车辆综合使用性能。然而在整车开发过程中，各关键电控关键系统大多由各个零部件厂商单独设计开发，没有考虑与其它电控系统的相互影响和耦合，各个控制装置间的在一定的车辆行驶工况下存在潜在的相互干涉和影响。现有底盘集成控制策略一般只针对常规两轮驱动汽车或者混合动力汽车，并且较少考虑控制各系统协同工作，特别是四驱系统扭矩管理器控制与其他常规系统底盘电控系统的兼容与匹配成为难点，导致整车动力性、燃油经济性等均不高。
发明内容
本发明所要解决的技术问题在于，提供一种汽车底盘集成控制方法及系统，以有效提高整车动力性、燃油经济性、通过性及操纵稳定性。
为了解决上述技术问题，本发明提供一种汽车底盘集成控制方法，包括：
协同控制单元从CAN总线分别接收发动机管理系统输出的第一发动机扭矩、四驱控制器输出的第一发动机限扭请求、车身稳定控制系统输出的第二发动机限扭请求、变速箱控制单元输出的第三发动机限扭请求；
协同控制单元对所述第一发动机限扭请求、所述第二发动机限扭请求、所述第三发动机限扭请求以及所述第一发动机扭矩进行协同控制，输出第二发动机扭矩作为发动机执行扭矩。
其中，发动机管理系统根据油门踏板开度信号和车辆运行状态信号输出第一发动机扭矩；四驱控制器根据扭矩管理器油温信号、离合器盘温信号以及前后轴转速差信号输出第一发动机限扭请求；车身稳定控制系统根据驾驶模式信号和车辆运行状态信号输出第二发动机限扭请求；变速箱控制单元根据驾驶模式信号、油门踏板信号、车辆运行状态信号以及自身温度保护限扭要求输出第三发动机限扭请求。
其中，四驱控制器分别根据扭矩管理器油温信号、离合器盘温信号以及前后轴转速差信号获得相应的发动机限扭子请求，并选取其中的最大值作为所述第一发动机限扭请求发送至CAN总线。
其中，四驱管理器获取扭矩管理器油温信号后，首先判断扭矩管理器油温是否大于第一温度阈值，如果扭矩管理器油温小于第一温度阈值，输出扭矩管理器第一目标扭矩；如果扭矩管理器油温大于第一温度阈值，则进一步判断扭矩管理器油温是否大于第二温度阈值，如果扭矩管理器油温小于第二温度阈值，则输出第一发动机限扭子请求，如果扭矩管理器油温大于第二温度阈值，则进一步判断扭矩管理器油温是否大于第三温度阈值，如果扭矩管理器油温小于第三温度阈值，则输出第二发动机限扭子请求，如果扭矩管理器油温大于第三温度阈值，则输出第三发动机限扭子请求；
四驱管理器获取离合器盘温信号后，判断离合器盘温是否大于第四温度阈值，如果离合器盘温小于第四温度阈值，输出扭矩管理器第一目标扭矩；如果扭矩管理器油温大于第一温度阈值，则输出第四发动机限扭子请求；
四驱管理器获取前后轴转速差信号后，判断前后轴转速差是否大于第五阈值，如果前后轴转速差小于第五阈值，输出扭矩管理器第一目标扭矩；如果前后轴转速差大于第五阈值，则输出第五发动机限扭子请求。
其中，所述协同控制单元对所述第一发动机限扭请求、所述第二发动机限扭请求、所述第三发动机限扭请求以及所述第一发动机扭矩进行协同控制，具体包括：
选取所述第一发动机限扭请求、所述第二发动机限扭请求、所述第三发动机限扭请求中的最大值；
将所述最大值与所述第一发动机扭矩做差值计算，获得第二发动机扭矩，作为发动机执行扭矩。
其中，所述控制方法还包括：
协同控制单元从CAN总线获取四驱管理器输出的扭矩管理器第一目标扭矩和车身稳定控制系统输出的扭矩管理器干预扭矩，并对其进行协同控制，输出扭矩管理器执行扭矩。
其中，所述对扭矩管理器第一目标扭矩和扭矩管理器干预扭矩进行协同控制，具体包括：
如果有收到车身稳定控制系统输出的扭矩管理器干预扭矩，则将扭矩管理器干预扭矩作为扭矩管理器执行扭矩，否则将扭矩管理器第一目标扭矩作为扭矩管理器执行扭矩。
本发明还提供一种汽车底盘集成控制系统，包括：
发动机管理系统，用于输出的第一发动机扭矩；
四驱控制器，用于输出第一发动机限扭请求；
车身稳定控制系统，用于输出第二发动机限扭请求；
变速箱控制单元，用于输出第三发动机限扭请求；
协同控制单元，用于对从CAN总线分别接收的所述第一发动机扭矩、所述第一发动机限扭请求、所述第二发动机限扭请求、所述第三发动机限扭请求进行协同控制，输出第二发动机扭矩作为发动机执行扭矩。
其中，所述四驱控制器分别根据扭矩管理器油温信号、离合器盘温信号以及前后轴转速差信号获得相应的发动机限扭子请求，并选取其中的最大值作为所述第一发动机限扭请求发送至CAN总线。
其中，所述四驱管理器获取扭矩管理器油温信号后，首先判断扭矩管理器油温是否大于第一温度阈值，如果扭矩管理器油温小于第一温度阈值，输出扭矩管理器第一目标扭矩；如果扭矩管理器油温大于第一温度阈值，则进一步判断扭矩管理器油温是否大于第二温度阈值，如果扭矩管理器油温小于第二温度阈值，则输出第一发动机限扭子请求，如果扭矩管理器油温大于第 二温度阈值，则进一步判断扭矩管理器油温是否大于第三温度阈值，如果扭矩管理器油温小于第三温度阈值，则输出第二发动机限扭子请求，如果扭矩管理器油温大于第三温度阈值，则输出第三发动机限扭子请求；
所述四驱管理器获取离合器盘温信号后，判断离合器盘温是否大于第四温度阈值，如果离合器盘温小于第四温度阈值，输出扭矩管理器第一目标扭矩；如果扭矩管理器油温大于第一温度阈值，则输出第四发动机限扭子请求；
所述四驱管理器获取前后轴转速差信号后，判断前后轴转速差是否大于第五阈值，如果前后轴转速差小于第五阈值，输出扭矩管理器第一目标扭矩；如果前后轴转速差大于第五阈值，则输出第五发动机限扭子请求。
其中，所述协同控制单元具体用于选取所述第一发动机限扭请求、所述第二发动机限扭请求、所述第三发动机限扭请求中的最大值；并将所述最大值与所述第一发动机扭矩做差值计算，获得第二发动机扭矩，作为发动机执行扭矩。
其中，所述四驱管理器还用于输出扭矩管理器第一目标扭矩，所述车身稳定控制系统还用于输出扭矩管理器干预扭矩，所述协同控制单元还用于从CAN总线获取所述扭矩管理器第一目标扭矩和所述扭矩管理器干预扭矩，并在接收到车身稳定控制系统输出的扭矩管理器干预扭矩时将扭矩管理器干预扭矩作为扭矩管理器执行扭矩，否则将扭矩管理器第一目标扭矩作为扭矩管理器执行扭矩。
其中，所述控制系统还包括连续减震控制系统，用于根据驾驶模式信号和车辆动态控制信号实时调整减震模式，并将相关信息交互至CAN总线。
本发明实施例的有益效果在于：通过各系统协同工作，有效提升车辆燃油经济性，动力性，操纵稳定性等各项性能；实施多参数，分层、多级限扭控制策略，同时根据油温、盘温和转速差的特点，对其进行适当分层、适当分级以保证整车性能与零部件寿命综合最优。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲， 在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是本发明实施例一一种汽车底盘集成控制方法的流程示意图。
图2是本发明实施例一一种汽车底盘集成控制方法的具体流程示意图。
图3是本发明实施例一中四驱管理器输出第一发动机限扭请求的流程示意图。
图4是本发明实施例二一种汽车底盘集成控制系统的构成示意图。
具体实施方式
以下各实施例的说明是参考附图，用以示例本发明可以用以实施的特定实施例。
请参照图1所示，本发明实施例一提供一种汽车底盘集成控制方法，包括：
协同控制单元从CAN总线分别接收发动机管理系统输出的第一发动机扭矩、四驱控制器输出的第一发动机限扭请求、车身稳定控制系统输出的第二发动机限扭请求、变速箱控制单元输出的第三发动机限扭请求；
协同控制单元对所述第一发动机限扭请求、所述第二发动机限扭请求、所述第三发动机限扭请求以及所述第一发动机扭矩进行协同控制，输出第二发动机扭矩作为发动机执行扭矩。
具体地，启动车辆后，车速传感器、驾驶模式旋钮位置传感器、油门踏板传感器、制动踏板传感器、方向盘转角、轮速传感器等车辆电子电器设备处于供电预备状态并将采集信息传至CAN总线，并不断更新信息。驾驶员通过操纵机构操纵驾驶模式旋钮、油门踏板、制动踏板及方向盘，实施不同的驾驶意图。CAN总线将驾驶模式信号、油门踏板信号、制动踏板信号、方向盘转角信号、车辆运行状态等信号传至各控制单元，作为各控制单元的决策依据。
请结合图2所示，四驱控制器(i-4WD)根据驾驶模式信号、油门踏板开度信号、方向盘转角信号、发动机转速信号、发动机扭矩信号、车速信号、轮速信号、ESP请求限值信号等，智能决策出后桥输出第一目标扭矩；同时根据扭矩管理器油温信号、离合器盘温信号以及前后轴转速差信号输出扭矩第一发动机限扭请求，并交互至CAN总线。
具体地：
1.获取扭矩管理器油温信号后，首先判断扭矩管理器油温是否大于第一温度阈值，如果扭矩管理器油温小于第一温度阈值，不执行扭矩管理器对发动机限扭，输出扭矩管理器第一目标扭矩；如果扭矩管理器油温大于第一温度阈值，则进一步判断扭矩管理器油温是否大于第二温度阈值，如果扭矩管理器油温小于第二温度阈值，则输出第一发动机限扭子请求(Engine_limiting a1)，如果扭矩管理器油温大于第二温度阈值，则进一步判断扭矩管理器油温是否大于第三温度阈值，如果扭矩管理器油温小于第三温度阈值，则输出第二发动机限扭子请求(Engine_limiting a2)，如果扭矩管理器油温大于第三温度阈值，则输出第三发动机限扭子请求(Engine_limiting a3)。以上限扭请求值随温度变化而变化，一般而言、温度越高、限扭越严重。
2.获取离合器盘温信号后，判断离合器盘温是否大于第四温度阈值，如果离合器盘温小于第四温度阈值，不执行扭矩管理器对发动机限扭，输出扭矩管理器第一目标扭矩；如果扭矩管理器油温大于第一温度阈值，则输出第四发动机限扭子请求(Engine_limiting a4)。以上限扭请求值随温度变化而变化，一般而言、温度越高、限扭越严重。
3.获取前后轴转速差信号后，判断前后轴转速差是否大于第五阈值，如果前后轴转速差小于第五阈值，不执行扭矩管理器对发动机限扭，输出扭矩管理器第一目标扭矩；如果前后轴转速差大于第五阈值，则输出第五发动机限扭子请求(Engine_limiting a5)。
四驱控制器根据上述五个发动机限扭子请求，选取其中的最大值作为第一发动机限扭请求(Engine limiting Req1)发送给CAN总线，即max(Engine_limiting a1，Engine_limiting a2，Engine_limiting a3，Engine_limiting a4，Engine_limiting a5)。
发动机管理系统(EMS)根据油门踏板开度信号、车辆运行状态信号输出第一发动机扭矩(Engine Torque1)，并交互至CAN总线。
车身稳定控制系统(ESP)根据驾驶模式信号、车速信号、侧向加速度信号、车轮轮速信号、横摆角速度及四驱后桥扭矩信号，输出扭矩管理器干预扭矩和第二发动机限扭请求(Engine limiting Req2)，并将相关信息交互至 CAN总线。
变速箱控制单元(TCU)根据驾驶模式信号、油门踏板开度信号、车速、加速度以及自身温度保护限扭要求，输出第三发动机限扭请求(Engine limiting Req3)，执行换挡控制逻辑，并将相关信息交至CAN总线。
连续减震控制系统(CDC)根据驾驶模式信号和车辆动态控制(Vehicle Dynamics Control，VDC)信号实时调整减震模式(Soft，Normal，Hard)，并将相关信息交互至CAN总线。
请参照图3所示，协同控制单元从CAN总线获取上述第一发动机限扭请求、第二发动机限扭请求和第三发动机限扭请求，并对其进行协同控制，具体是：选取其中的最大值，将其与发动机管理系统输出的第一发动机扭矩做差值计算，获得第二发动机扭矩(Engine Torque2)，作为发动机执行扭矩，即：
Engine Torque2＝Engine Torque1-max(Engine limiting Req1，Engine limiting Req2，Engine limiting Req3)
协同控制单元还从CAN总线获取四驱管理器输出的扭矩管理器第一目标扭矩和车身稳定控制系统输出的扭矩管理器干预扭矩，并对其进行协同控制，具体是：如果有收到车身稳定控制系统输出的扭矩管理器干预扭矩，则将扭矩管理器干预扭矩作为扭矩管理器执行扭矩，否则将扭矩管理器第一目标扭矩作为扭矩管理器执行扭矩。
本实施例中，驾驶模式信号包括四种：常规驾驶模式信号、舒适驾驶模式信号、操控驾驶模式信号、越野驾驶模式信号，各电子控制单元从CAN总线获得不同的驾驶模式信号后，自身相应做出调整，以下分别予以说明：
1.常规驾驶模式：该模式下车辆具有较好的燃油经济性，此时：连续减震控制系统(Continuous Damping Control，CDC)自适应调整至Normal模式，i-4WD自适应调至Auto模式，TCU自适应调至ECO模式。当车辆失稳/打滑时，汽车动态控制系统(Vehicle Dynamics Control，VDC)和ESP优先执行对发动机限扭策略，以降低能耗；EMS限扭时，协同控制单元综合i-4WD、VDC、TCU执行最大限扭请求；
2.舒适驾驶模式：此时：CDC自适应调整至Soft模式，i-4WD自适应调 至Auto模式，TCU自适应调至normal模式。当车辆失稳/打滑时，VDC和ESP同时执行发动机限扭及制动器制动策略，以提高舒适性；EMS限扭时，协同层综合i-4WD、VDC、TCU执行最大限扭请求，以保证各系统性能最佳；
3.操控驾驶模式：该模式下车辆具有很好的操控特性，此时：CDC自适应调整至Hard模式，i-4WD自适应调至Lock模式，TCU自适应调至Sport模式。当车辆失稳/打滑时，i-4WD优先将最大扭矩传至后桥，改善车辆操控特性，提升操控驾驶性能，然后、VDC和ESP根据需要执行交叉轮制动；EMS限扭时，协同层综合i-4WD、VDC、TCU执行最大限扭请求，以保证各系统性能最佳；
4.越野驾驶模式：该模式下车辆具有较好的越野性能，此时：CDC自适应调整至Hard模式、升高底盘离地间隙、提升车辆通过性，i-4WD自适应调至Full Lock模式，TCU自适应调至Sport模式。当车辆失稳/打滑时，i-4WD优先将最大扭矩传至后桥，提升车辆越野能力，然后，VDC和ESP根据需要执行交叉轮制动；EMS限扭时，协同层综合i-4WD、VDC、TCU执行最大限扭请求，以保证各系统性能最佳。
相应于本发明实施例一，本发明实施例二提供本发明还提供一种汽车底盘集成控制系统，包括：
发动机管理系统，用于输出的第一发动机扭矩；
四驱控制器，用于输出第一发动机限扭请求；
车身稳定控制系统，用于输出第二发动机限扭请求；
变速箱控制单元，用于输出第三发动机限扭请求；
协同控制单元，用于对从CAN总线分别接收的所述第一发动机扭矩、所述第一发动机限扭请求、所述第二发动机限扭请求、所述第三发动机限扭请求进行协同控制，输出第二发动机扭矩作为发动机执行扭矩。
其中，所述四驱控制器分别根据扭矩管理器油温信号、离合器盘温信号以及前后轴转速差信号获得相应的发动机限扭子请求，并选取其中的最大值作为所述第一发动机限扭请求发送至CAN总线。
其中，所述四驱管理器获取扭矩管理器油温信号后，首先判断扭矩管理 器油温是否大于第一温度阈值，如果扭矩管理器油温小于第一温度阈值，输出扭矩管理器第一目标扭矩；如果扭矩管理器油温大于第一温度阈值，则进一步判断扭矩管理器油温是否大于第二温度阈值，如果扭矩管理器油温小于第二温度阈值，则输出第一发动机限扭子请求，如果扭矩管理器油温大于第二温度阈值，则进一步判断扭矩管理器油温是否大于第三温度阈值，如果扭矩管理器油温小于第三温度阈值，则输出第二发动机限扭子请求，如果扭矩管理器油温大于第三温度阈值，则输出第三发动机限扭子请求；
所述四驱管理器获取离合器盘温信号后，判断离合器盘温是否大于第四温度阈值，如果离合器盘温小于第四温度阈值，输出扭矩管理器第一目标扭矩；如果扭矩管理器油温大于第一温度阈值，则输出第四发动机限扭子请求；
所述四驱管理器获取前后轴转速差信号后，判断前后轴转速差是否大于第五阈值，如果前后轴转速差小于第五阈值，输出扭矩管理器第一目标扭矩；如果前后轴转速差大于第五阈值，则输出第五发动机限扭子请求。
其中，所述协同控制单元具体用于选取所述第一发动机限扭请求、所述第二发动机限扭请求、所述第三发动机限扭请求中的最大值；并将所述最大值与所述第一发动机扭矩做差值计算，获得第二发动机扭矩，作为发动机执行扭矩。
其中，所述四驱管理器还用于输出扭矩管理器第一目标扭矩，所述车身稳定控制系统还用于输出扭矩管理器干预扭矩，所述协同控制单元还用于从CAN总线获取所述扭矩管理器第一目标扭矩和所述扭矩管理器干预扭矩，并在接收到车身稳定控制系统输出的扭矩管理器干预扭矩时将扭矩管理器干预扭矩作为扭矩管理器执行扭矩，否则将扭矩管理器第一目标扭矩作为扭矩管理器执行扭矩。
其中，所述控制系统还包括连续减震控制系统，用于根据驾驶模式信号和车辆动态控制信号实时调整减震模式，并将相关信息交互至CAN总线。
通过上述说明可知，本发明带来的有益效果在于，通过各系统协同工作，有效提升车辆燃油经济性，动力性，操纵稳定性等各项性能；实施多参数，分层、多级限扭控制策略，同时根据油温、盘温和转速差的特点，对其进行适当分层、适当分级以保证整车性能与零部件寿命综合最优。
以上内容是结合具体的优选实施方式对本发明所作的进一步详细说明，不能认定本发明的具体实施只局限于这些说明。对于本发明所属技术领域的普通技术人员来说，在不脱离本发明构思的前提下，还可以做出若干简单推演或替换，都应当视为属于本发明的保护范围。

Claims (13)

  1. 一种汽车底盘集成控制方法，其中，包括：
    协同控制单元从CAN总线分别接收发动机管理系统输出的第一发动机扭矩、四驱控制器输出的第一发动机限扭请求、车身稳定控制系统输出的第二发动机限扭请求、变速箱控制单元输出的第三发动机限扭请求；
    协同控制单元对所述第一发动机限扭请求、所述第二发动机限扭请求、所述第三发动机限扭请求以及所述第一发动机扭矩进行协同控制，输出第二发动机扭矩作为发动机执行扭矩。
  2. 根据权利要求1所述的控制方法，其中，发动机管理系统根据油门踏板开度信号和车辆运行状态信号输出第一发动机扭矩；四驱控制器根据扭矩管理器油温信号、离合器盘温信号以及前后轴转速差信号输出第一发动机限扭请求；车身稳定控制系统根据驾驶模式信号和车辆运行状态信号输出第二发动机限扭请求；变速箱控制单元根据驾驶模式信号、油门踏板信号、车辆运行状态信号以及自身温度保护限扭要求输出第三发动机限扭请求。
  3. 根据权利要求2所述的控制方法，其中，四驱控制器分别根据扭矩管理器油温信号、离合器盘温信号以及前后轴转速差信号获得相应的发动机限扭子请求，并选取其中的最大值作为所述第一发动机限扭请求发送至CAN总线。
  4. 根据权利要求3所述的控制方法，其中，四驱管理器获取扭矩管理器油温信号后，首先判断扭矩管理器油温是否大于第一温度阈值，如果扭矩管理器油温小于第一温度阈值，输出扭矩管理器第一目标扭矩；如果扭矩管理器油温大于第一温度阈值，则进一步判断扭矩管理器油温是否大于第二温度阈值，如果扭矩管理器油温小于第二温度阈值，则输出第一发动机限扭子请求，如果扭矩管理器油温大于第二温度阈值，则进一步判断扭矩管理器油温是否大于第三温度阈值，如果扭矩管理器油温小于第三温度阈值，则输出第二发动机限扭子请求，如果扭矩管理器油温大于第三温度阈值，则输出第三发动机限扭子请求；
    四驱管理器获取离合器盘温信号后，判断离合器盘温是否大于第四温度阈值，如果离合器盘温小于第四温度阈值，输出扭矩管理器第一目标扭矩； 如果扭矩管理器油温大于第一温度阈值，则输出第四发动机限扭子请求；
    四驱管理器获取前后轴转速差信号后，判断前后轴转速差是否大于第五阈值，如果前后轴转速差小于第五阈值，输出扭矩管理器第一目标扭矩；如果前后轴转速差大于第五阈值，则输出第五发动机限扭子请求。
  5. 根据权利要求1所述的控制方法，其中，所述协同控制单元对所述第一发动机限扭请求、所述第二发动机限扭请求、所述第三发动机限扭请求以及所述第一发动机扭矩进行协同控制，具体包括：
    选取所述第一发动机限扭请求、所述第二发动机限扭请求、所述第三发动机限扭请求中的最大值；
    将所述最大值与所述第一发动机扭矩做差值计算，获得第二发动机扭矩，作为发动机执行扭矩。
  6. 根据权利要求1所述的控制方法，其中，还包括：
    协同控制单元从CAN总线获取四驱管理器输出的扭矩管理器第一目标扭矩和车身稳定控制系统输出的扭矩管理器干预扭矩，并对其进行协同控制，输出扭矩管理器执行扭矩。
  7. 根据权利要求6所述的控制方法，其中，所述对扭矩管理器第一目标扭矩和扭矩管理器干预扭矩进行协同控制，具体包括：
    如果有收到车身稳定控制系统输出的扭矩管理器干预扭矩，则将扭矩管理器干预扭矩作为扭矩管理器执行扭矩，否则将扭矩管理器第一目标扭矩作为扭矩管理器执行扭矩。
  8. 一种汽车底盘集成控制系统，其中，包括：
    发动机管理系统，用于输出的第一发动机扭矩；
    四驱控制器，用于输出第一发动机限扭请求；
    车身稳定控制系统，用于输出第二发动机限扭请求；
    变速箱控制单元，用于输出第三发动机限扭请求；
    协同控制单元，用于对从CAN总线分别接收的所述第一发动机扭矩、所述第一发动机限扭请求、所述第二发动机限扭请求、所述第三发动机限扭请求进行协同控制，输出第二发动机扭矩作为发动机执行扭矩。
  9. 根据权利要求8所述的控制系统，其中，所述四驱控制器分别根据扭 矩管理器油温信号、离合器盘温信号以及前后轴转速差信号获得相应的发动机限扭子请求，并选取其中的最大值作为所述第一发动机限扭请求发送至CAN总线。
  10. 根据权利要求9所述的控制系统，其中，所述四驱管理器获取扭矩管理器油温信号后，首先判断扭矩管理器油温是否大于第一温度阈值，如果扭矩管理器油温小于第一温度阈值，输出扭矩管理器第一目标扭矩；如果扭矩管理器油温大于第一温度阈值，则进一步判断扭矩管理器油温是否大于第二温度阈值，如果扭矩管理器油温小于第二温度阈值，则输出第一发动机限扭子请求，如果扭矩管理器油温大于第二温度阈值，则进一步判断扭矩管理器油温是否大于第三温度阈值，如果扭矩管理器油温小于第三温度阈值，则输出第二发动机限扭子请求，如果扭矩管理器油温大于第三温度阈值，则输出第三发动机限扭子请求；
    所述四驱管理器获取离合器盘温信号后，判断离合器盘温是否大于第四温度阈值，如果离合器盘温小于第四温度阈值，输出扭矩管理器第一目标扭矩；如果扭矩管理器油温大于第一温度阈值，则输出第四发动机限扭子请求；
    所述四驱管理器获取前后轴转速差信号后，判断前后轴转速差是否大于第五阈值，如果前后轴转速差小于第五阈值，输出扭矩管理器第一目标扭矩；如果前后轴转速差大于第五阈值，则输出第五发动机限扭子请求。
  11. 根据权利要求8所述的控制系统，其中，所述协同控制单元具体用于选取所述第一发动机限扭请求、所述第二发动机限扭请求、所述第三发动机限扭请求中的最大值；并将所述最大值与所述第一发动机扭矩做差值计算，获得第二发动机扭矩，作为发动机执行扭矩。
  12. 根据权利要求8所述的控制系统，其中，所述四驱管理器还用于输出扭矩管理器第一目标扭矩，所述车身稳定控制系统还用于输出扭矩管理器干预扭矩，所述协同控制单元还用于从CAN总线获取所述扭矩管理器第一目标扭矩和所述扭矩管理器干预扭矩，并在接收到车身稳定控制系统输出的扭矩管理器干预扭矩时将扭矩管理器干预扭矩作为扭矩管理器执行扭矩，否则将扭矩管理器第一目标扭矩作为扭矩管理器执行扭矩。
  13. 根据权利要求8所述的控制系统，其中，还包括连续减震控制系统， 用于根据驾驶模式信号和车辆动态控制信号实时调整减震模式，并将相关信息交互至CAN总线。
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