CN103879401A - Coordinated control technology capable of effectively controlling automobile steering/braking system - Google Patents
Coordinated control technology capable of effectively controlling automobile steering/braking system Download PDFInfo
- Publication number
- CN103879401A CN103879401A CN201210563059.2A CN201210563059A CN103879401A CN 103879401 A CN103879401 A CN 103879401A CN 201210563059 A CN201210563059 A CN 201210563059A CN 103879401 A CN103879401 A CN 103879401A
- Authority
- CN
- China
- Prior art keywords
- braking
- automobile
- wheel
- control
- steering
- Prior art date
- Legal status (The legal status 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 status listed.)
- Pending
Links
- 238000005516 engineering process Methods 0.000 title claims abstract description 9
- 238000000034 method Methods 0.000 claims abstract description 5
- 238000013461 design Methods 0.000 claims description 25
- 230000001133 acceleration Effects 0.000 claims description 4
- 230000006978 adaptation Effects 0.000 claims description 3
- 238000004364 calculation method Methods 0.000 claims description 3
- 238000006243 chemical reaction Methods 0.000 claims description 2
- 238000011160 research Methods 0.000 claims description 2
- 230000008878 coupling Effects 0.000 abstract 2
- 238000010168 coupling process Methods 0.000 abstract 2
- 238000005859 coupling reaction Methods 0.000 abstract 2
- 239000000853 adhesive Substances 0.000 description 10
- 230000001070 adhesive effect Effects 0.000 description 10
- 230000003044 adaptive effect Effects 0.000 description 7
- 238000004422 calculation algorithm Methods 0.000 description 7
- 230000006870 function Effects 0.000 description 6
- 239000011159 matrix material Substances 0.000 description 4
- 238000010586 diagram Methods 0.000 description 2
- 238000005259 measurement Methods 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 238000006467 substitution reaction Methods 0.000 description 2
- 238000009941 weaving Methods 0.000 description 2
- 238000004458 analytical method Methods 0.000 description 1
- 238000012937 correction Methods 0.000 description 1
- 238000012938 design process Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000005312 nonlinear dynamic Methods 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
Images
Classifications
-
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
- B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
-
- 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
- B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
-
- 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
- B60W40/105—Speed
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention relates to a coordinated control technology capable of effectively controlling automobile steering/braking system, aiming to solve the problems that an existing automobile steering/braking system is not subjected to coordination control through subsystems, no consideration is given to laterodeviation and vertical load parameters of tires, nonlinear uncertain changes of ground adhesion and coupling interference between the steering/braking system, and force closed-loop control is omitted. The steering/braking consistency coordinated control system is designed by defining coordinated errors. The problems about uncertainty changes of tire parameters and coupling interference can be well solved through development designed on the basis of events, nonlinear robust self-adaption and a force and position double closed-loop control technique. Braking force of wheels is well allocated, so that uniformity of tracking errors can rapidly decay to zero. An automobile can be always steered and braked according to expected yaw velocity, laterodeviation and sideslip never occur, and steering capability never loses; the coordinated control technology is good in the robust self-adaption and is applicable to various dynamic stability control system of different types of automobiles.
Description
Technical field: the present invention relates to the unify Collaborative Control technology of brake system of a kind of new automotive steering.Adopt based on the two Closed loop Control in event design, Robust Adaptive Control technology, power and position.Belong to automobile technical field.
Background technology: the control of existing motor turning/ABS (Anti-lock Braking System) does not have consistent Collaborative Control, lacks the total tune to subsystems.Can not distribute the lock torque of each wheel, each wheel braking force unbalance.Automobile usually produces lateral deviation moment of torsion, makes vehicle body occur to break away and loses insensitivity.The nonlinear uncertain that braking force and side direction adhesive ability are longitudinally adhered in cornering behavior parameter, vertical load parameter, the ground of not considering tire changes, can not high precision control.What turn to/braking control system of existing design adopted is that two degrees of freedom linearity turns to definite model, single wheel brake model and tire linearization to determine model.Only have position or speed to follow the tracks of and control, there is no power closed loop control.Do not consider motor tire strong nonlinearity uncertainty, do not study and consider to act on the interrelation between braking force and the longitudinal adhesive ability of tire, side direction adhesive ability and the yaw moment on tire.Turning efficiency and the deceleration and stopping performance impact of these power relations on automobile is very large.
Summary of the invention: the object of the invention is coupled interference and uncertain parameter perturbation problem for motor tire strong nonlinearity, steering swivel system and brake system, design real-time is good, robust adaptive is good, the two closed loops in strong and position of high conformity turn to/brake non-linear consistent cooperative control system based on event design vehicle.
The present invention is divided into the non-linear consistent cooperative control system of two turn to/ABS (Anti-lock Braking System) of step design vehicle.
One, the motor turning of first step research and design based on event design/brake consistent Collaborative Control algorithm, the good non linear robust adaptive control system of design real-time.
Motor turning/brake consistent cooperative control system as shown in Figure 1.β
d, γ
dby expecting turning track
obtain.Wherein to be that true value is determined known for each parameter, δ
dit is the deflection angle that is input to front-wheel by steering handwheel.Automobile in figure in braking procedure is expected car load vehicle velocity V
dchanging Pattern is by based on event design calculation out.
1, based on event design calculation V
d
First choose motion reference variable s and be defined as the stopping distance of passing by automobile barycenter place.
The model of each wheel on time t territory can be write as:
By converting acquisition speed and acceleration/accel about the function expression v=V (s) in distance domain, a=A (s).Definition:
W=v
2and
Can obtain:
Wherein above formula meets following constraint: | w|≤w
lim, | a|≤a
lim, | u|≤u
lim.
Control based on event knows that fundamental point is exactly to seek to meet the v=V of above-mentioned constraint (s), a=A (s).In braking procedure control, performance index function is to make stopping distance the shortest.That is:
Wherein start braking, s (0)=s when t=0
0.T=t
ftime braking stops, s (t
f)=s.
In the time using control technology based on event to problem solving, be defined as follows:
x
1=w,x
2=a,c
1=x
1-w
lim,c
2=-x
1-w
lim,c
3=x
2-a
lim,c
4=-x
2-a
lim
The equation of state that can draw system is:
Wherein:
C=[
c1 c
2c
3c
4]
tand meet constraint C≤0.Initial condition (IC): X (s
0)=X
0.Braking terminal: X (s)=0.By greatly-minimal principle, problem is solved.Hamiltonian function about s is:
Wherein: λ=[λ
1λ
2]
t,
Optimal solution is:
Wheel velocity v can be by
formula is obtained.Concerning each wheel of vehicle, as long as measure in real time formula above the distance s substitution that wheel passes by and can obtain the desired speed V of each wheel
lf, V
lr, V
rf, V
rr.Concerning car load, as long as measure in real time formula above the distance s substitution that barycenter passes by and can obtain the desired speed V of car load
d.V
dcan regard the functional of s (t) as.
2, the consistent cooperative control system design of Vehicle Nonlinear robust adaptive
Motor turning/braking is controlled and is subject to Wheel slip parameter k
1, k
2longitudinally adhere to braking force F
xithe factor such as nonlinear uncertain variation, coupled interference affect greatly.Disturb the consistent collaborative controller of design non linear robust self adaptation in order to compensate these.The good steering swivel system of Collaborative Control and brake system, accurate tracking turning track, the desired braking speed of a motor vehicle.Allow tracking error conformability rapidly decay to zero.
Specific design process is as follows:
Consider two front-wheel steering car models, the comprehensive non-linear dynamic model of automobile three degree of freedom automobile is as follows:
Vehicle complete vehicle braking longitudinal force equation of equilibrium is:
The transverse mechanical equation of equilibrium of car load is:
The weaving mechanical balance equation of car load is:
In formula, m is complete vehicle quality.F
xifor being subject to ground, each wheel longitudinally adheres to braking force, F
yifor the side direction adhesive ability that is subject to ground of each wheel.Subscript i=1,2,3,4 represent left front, right front, left back, right back wheel.V is the speed at automobile barycenter place.δ is front-wheel active steering angle.Automobile side slip angle β.γ is vehicle complete vehicle yaw velocity.A be barycenter to front wheel spindle distance, b is that barycenter is to hind axle distance.W is the wheelspan of lateral direction of car left and right two wheels, and I is car load rotation around center of mass inertia.
Here longitudinal adhesive ability F of single tire
xibe treated to nonlinear uncertain variable quantity.And side direction adhesive ability F
yidescribe the friction force between tire and ground, there is strong nonlinear characteristic.It has determined the dynamic property of vehicle body and wheel to adopt non-linear fraction tire model
[57]tyre slip angle and the tyre side characteristic to adhesive ability is described:
Wherein μ is the adhesion value on current road surface, F
zirespectively analysis of wheel vertical load, λ
ifor wheel slip, α
ifor tyre slip angle, other parameters are tire characteristics parameter, and implication is shown in
[57].
Be uncertain processing by above formula non-linear conversion, the side force F of wheel
yican be write as: F
yi=k
iα
i
Wherein:
wheel lateral deviation characteristic parameter, important uncertain variable parameter.And then can obtain:
Car load transverse force equation of equilibrium is:
K in formula
1, k
2respectively front-wheel, trailing wheel lateral deviation characteristic parameter.Consider the impact of steering swivel system and suspension system, k
1, k
2important Parameters and uncertain variation.
Car load weaving moment-equilibrium equation is:
M in formula
zcar load yaw moment.
Vehicle complete vehicle braking longitudinal force equation of equilibrium is:
Control system overall design philosophy is for the uncertain time-varying dynamics model of above-mentioned three degree of freedom automobile multivariable nonlinearity, introduces Liapunov stability function.Under the prerequisite of the consistent Asymptotic Stability convergence of Guarantee control system, controlled input and parameter learning rule.Completely different from the classical adaptive control of real-time extreme difference, just introduce and uncertain parameters k here
1, k
2, F
xicorresponding adjustable parameter, guarantees the dynamic quality of whole closed loop system by this parameter of online correction.The adjustable parameter of sort controller is the state variable of controller.Designed Robust adaptive controller is a kind of dynamic controller, is particularly suitable for the occasion that requirement of real-time is high.
Design procedure:
K in formula
1, k
2becoming attaches most importance to wants uncertain variable parameter.The longitudinal adhesive ability F of tire ground
xialso be important uncertain variable parameter.Getting uncertain variable quantity is designated as:
k
41=k
1+F
x1+F
x2>0
Have:
Get Lyapunov function:
Get:
Self study rule:
Wherein k
e1> 0 constant.
Then design yaw moment controller and car load speed of a motor vehicle brake controller.The collaborative error of definition conformability:
Definition: conformability is worked in coordination with error
Wherein
Had by above-mentioned definition and formula:
Above formula is write as:
In formula: column vector E
c, E
1, E
2, E
3, E
0, U ∈ R
2 × 1, matrix D ∈ R
2 × 2, k
1, k
2, k
41be real number.
∑ F in formula
xifor being subject to total ground, automobile four-wheel adheres to braking force.M
zit is car load yaw rotating torque.
Get Lyapunov function:
Q in formula, the permanent matrix of the R > suitable dimension of 0 positive definite.
it is the estimated valve of true value θ.
respectively true value k
1, k
2, k
41estimated valve.Ф
T=[E
1 E
2 E
3]∈R
2×3
Have in the above and in formula, to get control inputs amount and be:
Self study rule:
Have:
In formula: positive definite diagonal angle constant feedback gain matrix K
e0=diag[λ
1λ
2], λ
i> 0.
Under formula (4), (5), (6), (7) effect, motor turning error
changing Pattern and speed of a motor vehicle error
changing Pattern meet coherence request and have:
When turning to tracking error
and unanimously collaborative error E
c, there is longitudinal braking error at → 0 o'clock
thereby automobile have simultaneously good have consistent synergisticing performance and good turn to deceleration and stopping performance and stopping distance the shortest.
Two, second step is for motor tire strong nonlinearity ambiguous model problem, the non-linear consistent cooperative control system of the motor turning of the strong and position pair closed loops that design real-time is good/brake.
Fig. 2 is the non-linear consistent cooperative control system of motor turning/brake of the two closed loops in power and position.Different from Fig. 1, control automobile steering system, brake system and four tires together with the two closed loops of the feedforward of employing power here, force feedback and position feedback.The power closed loop accurate tracking of interior ring is expected to rotate yaw moment, is expected longitudinally to adhere to braking force.The position closed loop accurate tracking of outer shroud is expected turning track and is expected the car load braking speed of a motor vehicle.Tracking error conformability rapidly decays to zero.Keep automobile to have and well turn to and deceleration and stopping performance, stopping distance is short as far as possible.Control inputs amount comprises active front steering angle sigma and is applied to the braking force F on each wheel
bi.
The design of brakig force distribution controller is divided into three aspects.
1, power feedforward and Force Feedback Controller design
Due to the very strong kinetics relation that has between longitudinal adhesive ability, side direction adhesive ability and the yaw moment of the braking force on motor tire strong nonlinearity uncertainty and tire, sideslip angle and tire, their turning efficiency and deceleration and stopping performancies to automobile play a part very crucial.So must design the two closed loop mixture controls in power and position, accurate tracking car load expects to rotate yaw moment M
zdadhere to braking force ∑ F with expectation ground
xid.Wherein M
zd, ∑ F
xidcalculated by formula (6) (7).
The controlling quantity of power feedforward controller is M
zdwith ∑ F
xid.
As the car load yaw moment M expecting
zadhere to braking force F with the ground of expecting
xiwhen unequal with corresponding actual value, produce error delta M
z, Δ ∑ F
xi.Force Feedback Controller produces control inputs amount by control algorithm, four wheel braking force F of fine adjustment
bieliminate error.Making vehicle complete vehicle yaw moment and ground adhere to braking force is all expectation value.
The Force Feedback Controller control algorithm of interior ring adopts good PI or the pid control algorithm of real-time.
2, F is set up in real-time online identification
xiand F
bibetween relation
F
xi(i=1,2,3,4) are that braking force is longitudinally adhered on the ground on each tire, with the braking force F applying on each tire
bi(i=1,2,3,4) difference.Braking force F is longitudinally adhered on the ground of each tire
xibe subject to the impact of the serious nonlinear uncertainty of tire, determined by tire vertical loading and ground attaching coefficient, usually uncertain variation.And braking force F
bibeing applied on each tire by stop mechanism, is control inputs amount.Therefore in order to obtain imposing on the braking force F of each wheel
bi, first set up F
biwith F
xibetween interrelation.
F
xiand F
bibetween have corresponding nonlinear uncertain relation.Here each tire being got to real-time estimation model is:
F
bi=k
xiF
xi+k
xi0 (8)
F in formula
biit is the braking force that drg actuating unit produces.K
xi, k
xi0be that nonlinear uncertain changes, count for much from the condition of road surface of different roads and the vertical load of each wheel.Brake model for each wheel has:
Calculate this wheel angular acceleration in measurement
act on lock torque T on wheel
b, after tire radius r, braking force F is adhered on longitudinal ground that can obtain this wheel
xiestimated valve
wherein act on braking force on wheel
Due to k
xi, k
xi0that nonlinear uncertain changes.Need on-line identification.(8) formula is converted into down and is established an equation: y (k)=Ф
1 t(k) θ
1+ η (k) (10)
In formula: y (k)=F
bi(k), θ
1=[k
xik
xi0]
t, η (k) measures noise, Ф
1 t=[F
xi1].
Parameter identification adopts the good band dead band projection algorithm of real-time
[50]:
α in formula (k)=diag{ α
i, i=1,2.C
0> 0 prevents the non-existent constant of inverse matrix.
it is the estimated valve of the θ in k+1 moment.Δ permissible error.Can estimate k corresponding to this moment of each wheel with above-mentioned algorithm
xi, k
xi0.
Longitudinally adhere to braking force F by each wheel ground of known expectation
xi, calculate the braking force F of the drg actuating unit generation of obtaining expectation from formula (8)
bi.
3, wheel braking force distributing box
The car load yaw moment controlling quantity M being obtained by (6), (7) formula
zneed to be reasonably allocated to each wheel, be realized by the brake actuator on each wheel.Concerning car load, have:
∑F
xi=F
x1+F
x2+F
x3+F
x4 (11)
If four wheel braking forces are F
bi(i=1,2,3,4).First select master and slave brake wheel according to following principle.
In practice due to friction circle, front-wheel and trailing wheel apply respectively equate that braking force produces will have a great difference around barycenter yaw moment.In the time of oversteer, outside front-wheel apply braking force to correct oversteer the most effective.In like manner, on inner rear wheel, apply braking force for correcting the most effectively [25] of understeering.Therefore in the time of automobile oversteer, select two front-wheels of automobile as main brake wheel, two rear wheels are from brake wheel.In the time of automobile understeering, select two trailing wheels of automobile as main brake wheel, two front vehicle wheels are from brake wheel.If two front vehicle wheels are centre brake drum, two rear wheels are during from brake wheel, and braking force F is longitudinally adhered on the ground on two front vehicle wheels (main brake wheel)
xiobtain formula below by separating (11) formula.:
Two rear wheels (from brake wheel) F
x3, F
x4respectively by M
zand F
xiforce feedback PI control algorithm provide.Wherein: M
zwith ∑ F
xiobtained by formula (6) (7).δ can be obtained by actual measurement.Wheelspan w and a are constant.Wherein side force of tire F
yicalculated by estimator:
and
corresponding wheel longitudinally adheres to braking force F this moment
xireal-time estimator, can obtain by estimating in formula (9).Finally calculate the braking force F on each tire by formula (8), (10) again
bi.
Accompanying drawing explanation:
Fig. 1 is the consistent cooperative control system schematic diagram of motor turning of the present invention/brake.
Fig. 2 is the consistent cooperative control system composition diagram of motor turning/brake of the two closed loops in the power of having of the present invention and position.
Fig. 3 is automobile hardware system of the present invention
The control of turn in Fig. 3/ABS (Anti-lock Braking System) shares same hardware system.This is a distributed and multi-layer control structure.Between the industrial computer execution design of one, upper strata and multi-controller, coordinate.Five one-chip computers of lower floor complete the Robust Adaptive Control to four wheels and a steering wheel angle.Brake actuator utilizes vehicle existing installation additional motor drg again.Steering wheel angle actuating unit is that additional motor speed reduction gearing drives.The sensor photoelectric code disk that tests the speed, the gyro inertial navigation combination of measuring speed and car body yaw velocity, induction type angular velocity sensor, acceleration pick-up, distance measuring sensor, power and torque sensor etc.
The real-time performance of the controller of design meets automobile control requirement.In all controlling quantitys, quantity of state all can be measured in real time or calculate.Thereby whole control system can realize completely.
Claims (3)
1. the desired braking speed based on automobile in event design calculation braking procedure.
First choose motion reference variable s and be defined as the stopping distance of passing by automobile barycenter place.Model on the time t territory of automobile speed is obtained to speed and acceleration/accel about the function expression v=V (s) on distance domain s, a=A (s) by conversion.Then get optimal performance index stopping distance the shortest, utilize the Hamiltonian function about s, solve optimal solution by greatly-minimal principle, can solve and expect vehicle complete vehicle braking desired speed.
2. in technical foundation according to claim 1, define conformability tracking error, the consistent cooperative control system of design vehicle non linear robust self adaptation.
Motor turning/braking is controlled and is subject to Wheel slip parameter k
1, k
2longitudinally adhere to braking force F
xithe factor such as nonlinear uncertain variation, coupled interference affect greatly.Disturb in order to compensate these, the present invention defines conformability tracking error and designs the consistent collaborative controller of non linear robust self adaptation.The good steering swivel system of Collaborative Control and brake system, accurate tracking turning track, the desired braking speed of a motor vehicle.Allow tracking error conformability rapidly decay to zero.
3. according to designing the non-linear consistent cooperative control system of the motor turning of the strong and position pair closed loops that real-time is good/brake on control technology basis described in claim 1 or 2.
Existing relevant automotive research only has position control, does not carry out power closed loop control.Turning efficiency and the deceleration and stopping performance impact of tire strong nonlinearity relation on automobile is very large.The present invention utilizes power feedforward, force feedback and the uncertain variation of position feedback double closed-loop control system dynamic compensation tire strong nonlinearity.And the two closed loop hybrid control systems in power and position can improve controller performance better, compensate better the strong nonlinearity uncertainty of tire.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201210563059.2A CN103879401A (en) | 2012-12-24 | 2012-12-24 | Coordinated control technology capable of effectively controlling automobile steering/braking system |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201210563059.2A CN103879401A (en) | 2012-12-24 | 2012-12-24 | Coordinated control technology capable of effectively controlling automobile steering/braking system |
Publications (1)
Publication Number | Publication Date |
---|---|
CN103879401A true CN103879401A (en) | 2014-06-25 |
Family
ID=50948619
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
CN201210563059.2A Pending CN103879401A (en) | 2012-12-24 | 2012-12-24 | Coordinated control technology capable of effectively controlling automobile steering/braking system |
Country Status (1)
Country | Link |
---|---|
CN (1) | CN103879401A (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN106200384A (en) * | 2016-08-10 | 2016-12-07 | 浙江大学 | A kind of dual linear motor cooperative control method being applied to redundant actuation system |
CN109070873A (en) * | 2016-04-12 | 2018-12-21 | 日立汽车***株式会社 | Controller of vehicle and method |
CN110267866A (en) * | 2017-02-28 | 2019-09-20 | 雷诺股份公司 | For controlling the device of track of vehicle |
CN111752150A (en) * | 2020-06-12 | 2020-10-09 | 北京理工大学 | Four-wheel cooperative control method for wheeled-foot robot |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN101066671A (en) * | 2006-05-05 | 2007-11-07 | 福特环球技术公司 | System and method to control hydraulic pump to provide steering and braking assist |
CN201102543Y (en) * | 2007-07-06 | 2008-08-20 | 合肥工业大学 | Anti-lock integration controller of vehicle electric steering, active suspension system and brake |
CN102336189A (en) * | 2011-06-10 | 2012-02-01 | 合肥工业大学 | Decoupling control method applied to automobile AFS (Active Front Steering) and ESP (Electronic Stability Program) integrated system |
CN102822024A (en) * | 2010-03-24 | 2012-12-12 | 克诺尔商用车制动***有限公司 | Method for operating a brake device of a vehicle with a brake pressure difference on an axle adapted as a function of a steer input |
-
2012
- 2012-12-24 CN CN201210563059.2A patent/CN103879401A/en active Pending
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN101066671A (en) * | 2006-05-05 | 2007-11-07 | 福特环球技术公司 | System and method to control hydraulic pump to provide steering and braking assist |
CN201102543Y (en) * | 2007-07-06 | 2008-08-20 | 合肥工业大学 | Anti-lock integration controller of vehicle electric steering, active suspension system and brake |
CN102822024A (en) * | 2010-03-24 | 2012-12-12 | 克诺尔商用车制动***有限公司 | Method for operating a brake device of a vehicle with a brake pressure difference on an axle adapted as a function of a steer input |
CN102336189A (en) * | 2011-06-10 | 2012-02-01 | 合肥工业大学 | Decoupling control method applied to automobile AFS (Active Front Steering) and ESP (Electronic Stability Program) integrated system |
Non-Patent Citations (3)
Title |
---|
李果等: ""汽车转向/防抱死制动***协同误差控制"", 《兵工学报》, vol. 32, no. 9, 30 September 2011 (2011-09-30), pages 1071 - 1076 * |
李果等: ""汽车转向/防抱死制动***的协调控制研究"", 《***仿真学报》, vol. 24, no. 2, 29 February 2012 (2012-02-29), pages 404 - 408 * |
李果等: ""汽车转向/防抱死制动***的非线性鲁棒协调控制"", 《信息与控制》, vol. 41, no. 2, 30 April 2012 (2012-04-30), pages 256 - 260 * |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN109070873A (en) * | 2016-04-12 | 2018-12-21 | 日立汽车***株式会社 | Controller of vehicle and method |
CN109070873B (en) * | 2016-04-12 | 2022-03-11 | 日立安斯泰莫株式会社 | Vehicle control device and method |
CN106200384A (en) * | 2016-08-10 | 2016-12-07 | 浙江大学 | A kind of dual linear motor cooperative control method being applied to redundant actuation system |
CN110267866A (en) * | 2017-02-28 | 2019-09-20 | 雷诺股份公司 | For controlling the device of track of vehicle |
US11352059B2 (en) * | 2017-02-28 | 2022-06-07 | Renault S.A.S. | Device for controlling the trajectory of a vehicle |
CN111752150A (en) * | 2020-06-12 | 2020-10-09 | 北京理工大学 | Four-wheel cooperative control method for wheeled-foot robot |
CN111752150B (en) * | 2020-06-12 | 2021-07-16 | 北京理工大学 | Four-wheel cooperative control method for wheeled-foot robot |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
Termous et al. | Coordinated control strategies for active steering, differential braking and active suspension for vehicle stability, handling and safety improvement | |
Zhu et al. | Braking/steering coordination control for in-wheel motor drive electric vehicles based on nonlinear model predictive control | |
CN103057436B (en) | Yawing moment control method of individual driven electromobile based on multi-agent | |
CN102107660B (en) | Motion control unit for vehicle based on jerk information | |
CN101298256B (en) | Electric power-assisted steering apparatus and control method thereof | |
CN108107732A (en) | Active front wheel steering and the united Vehicle Stability Control method of direct yaw moment | |
CN105253141A (en) | Wheel longitudinal force regulation-based vehicle handling stability control method | |
CN109291932B (en) | Feedback-based electric vehicle yaw stability real-time control device and method | |
CN108107731A (en) | A kind of Vehicle Stability Control method based on Tire nonlinearity characteristic | |
CN107719372A (en) | Four-drive electric car dynamics multi objective control system based on dynamic control allocation | |
WO2022266824A1 (en) | Steering control method and apparatus | |
Liu et al. | Direct yaw-moment control of electric vehicle with in-wheel motor drive system | |
CN103879401A (en) | Coordinated control technology capable of effectively controlling automobile steering/braking system | |
Koh et al. | Integrated speed and steering control driver model for vehicle–driver closed-loop simulation | |
CN108394413B (en) | A kind of electronic vehicle attitude and parameter correcting method of four motorized wheels and steering | |
Zhao et al. | Vehicle lateral stability control based on sliding mode control | |
Hu et al. | Integrated control of AFS and DYC for in-wheel-motor electric vehicles based on operation region division | |
Rubin et al. | Vehicle yaw stability control using rear active differential via sliding mode control methods | |
Ma et al. | Estimation of road grade and vehicle velocity for autonomous driving vehicle | |
CN114044003B (en) | Tracking control method for front-rear double-axle steering vehicle | |
Su et al. | Active trailer braking control for car-trailer combination based on multi-objective fuzzy algorithm | |
Kulikov et al. | Performance analysis of the vehicle electronic stability control in emergency maneuvers at low-adhesion surfaces | |
Meng et al. | Tire-model-free control for steering of skid steering vehicle | |
Wang et al. | Research on accurate adjustment of braking force and vehicle yaw stability control strategy based on new electro-hydraulic brake system | |
Zhang et al. | Interacting multiple model state observer-based coordination control of electro-hydraulic composite electronic stability program |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
C06 | Publication | ||
PB01 | Publication | ||
C10 | Entry into substantive examination | ||
SE01 | Entry into force of request for substantive examination | ||
C02 | Deemed withdrawal of patent application after publication (patent law 2001) | ||
WD01 | Invention patent application deemed withdrawn after publication |
Application publication date: 20140625 |