CN104249719B - Self-identification fine correction and continuous control method for corresponding peak slip rate of road surface - Google Patents

Self-identification fine correction and continuous control method for corresponding peak slip rate of road surface Download PDF

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CN104249719B
CN104249719B CN201410321344.2A CN201410321344A CN104249719B CN 104249719 B CN104249719 B CN 104249719B CN 201410321344 A CN201410321344 A CN 201410321344A CN 104249719 B CN104249719 B CN 104249719B
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road
deceleration
self
correction
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CN104249719A (en
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屠炳录
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    • 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
    • B60T8/1763—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to the coefficient of friction between the wheels and the ground surface
    • B60T8/17636—Microprocessor-based systems
    • 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
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
    • B60T8/17616—Microprocessor-based systems
    • 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
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/06—Hill holder; Start aid systems on inclined road
    • 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
    • B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
    • B60T2210/10—Detection or estimation of road conditions
    • B60T2210/12—Friction

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)

Abstract

The self-recognition fine correction and continuous control method of the corresponding peak slip rate of the road surface is characterized in that the actual peak slip rate S of the flat road is firstly tested 0"make comparison quantity, retest out the reduction of road levelnessSpeed value S and deceleration value S of up-and-down slope DA difference S of BAnd a correction value S CCorrection of S' to S from slider to identify adhesion coefficient S corresponding to the continuously controlled road surface is finely corrected by the recognition of 1+ X-X ≠ 1 or ≠ 1 0By direct control of S 0The experimental numerical control model completes the most reasonable braking force distribution, can save part or all of EBD structures, reduces the cost, realizes the anti-blocking braking with epsilon equal to 1 zero sideslip, and has the function of high-precision self-responsibility determination of traffic accidents.

Description

Self-identification fine correction and continuous control method for corresponding peak slip rate of road surface
Technical Field
The invention relates to a self-identification precise correction and continuous control method for a corresponding peak slip rate of a road surface, which is applied to anti-lock braking of motor vehicles (such as automobiles, motorcycles and electric vehicles) for reducing cost and improving performance, and can also be applied to high-precision self-responsibility determination of traffic accidents.
Background
The existing ABS lacks the corresponding peak value slip rate S for various road surfaces 0"identification, accurate measurement and correction of vehicle body speed, so that the utilization rate of the adhesion coefficient epsilon is still equal to or more than 0.75, namely the adhesion coefficient is qualified, and the sideslip prevention is only about 80%.
Strictly defining the peak slip ratio S 0″：S 0The brake braking force is equal to the maximum road braking force, equal to the adhesion balance value, and the numerical control value can be identified, and S is continuously controlled 0The effect of "should be the shortest stopping distance with zero side slip.
Domestic and foreign data cases consider that the direct control slip rate, especially the corresponding peak slip rate, is quite difficult to control, and the off-loading is as follows:
japan "ABS structure and principle of anti-lock brake system for automobiles", edited by ABS corporation, li dynasty green, 1995.9 edition of mechanical industry press: it is quite difficult to control the slip ratio on the peak value required by different road surfaces, so that the problems that the prior art cannot predict the peak slip ratio of the driving road surface (pages 42, 14 and 15), a means for accurately measuring the vehicle speed is not provided yet (pages 45, last page 46, and 2 lines before page 46), the controlled slip ratio is a specific value and does not always correspond to the peak value on various road surfaces, and the accurate measurement of the stability limit of the wheel is impossible (pages 48, 2 and 3); china < electronic stability control system (ESC) standard test and development tendency >: ESC can reduce side-slip incidents by up to 80%. Automobile & safety 2011-04 (page 58); china & ltautomobile electronic control technology & gt, Zhongyunshan Main edition. Mechanical industry press, beijing 2004.8 version 1: the existing widely applied ABS control (logic control method) is not the best control method, the slip rate-based control method (page 108, lines 10-12) is researched at home and abroad, the further shortening of the braking distance and the directional stability are contradictory, the considerable road braking distance has no obvious advantages compared with the conventional brake, even no advantages (page 126, lines 1-7) exist, and the logic control algorithm is still generally adopted (page 86, lines 13-14) under the condition that the vehicle speed sensing technology is not broken through; "automobile chassis electric control principle and maintenance work" Liu YingKai edition, Beijing university Press, 1 st edition 1 month 2012: the new generation of ABS, with the addition of electronically controlled ESP and EBD systems, still does not solve the problem fundamentally.
Disclosure of Invention
The invention provides a self-identification precise correction and continuous control method for the corresponding peak slip rate of a road surface, aiming at the technical problem that the control on the peak slip rate in the prior art is lack of accuracy and the utilization rate of the road surface adhesion coefficient is insufficient. The purpose of the invention is as follows: the corresponding peak value slip rate is controlled, so that the safety problem of sideslip or braking distance increased by epsilon < 1 caused by excessive or insufficient braking force is actively solved, the structure can be simplified, and the cost can be reduced.
The real-time conditions under which the wheel generates a slip start signal S 'on the road surface and the relationship of S' to vehicle speed are as follows:
real-time conditions for S' generation:
the wheel speed at which the S' signal is generated is the vehicle speed reference value for calculating the slip start rate.
In the formula: p-brake force;
f-road braking force;
Figure GSB0000183648790000022
-adhesion;
vertical reaction of the Z-road to the wheels;
Figure GSB0000183648790000023
-an adhesion coefficient.
Calculated slip ratio S 0VThe calculation formula of (2) is as follows:
Figure GSB0000183648790000024
when no slip rate exists: v b＝ωr
In the formula: v b-a vehicle speed;
V 0-wheel speed;
omega-wheel rotational angular velocity;
r-effective rolling radius of the wheel.
The reason for the gap: r is dependent on the tyre load (different)
Figure GSB0000183648790000025
Different loads are transferred on front and rear wheels due to different uphill and downhill), the tire pressure, the tire temperature, the tread wear degree and the like, corresponding difference can be generated when any one of the changes is changed, and the difference is sometimes larger due to the difference that the vehicle speed cannot be accurately measured, so that the actual effect is necessarily influenced.
The object of the invention is achieved by the following method: firstly, the actual slippage rate S of the road test 0，S 0The calculation method of (2) is as follows:
Figure GSB0000183648790000031
in the formula: s' A-distance traveled by the wheels with slip;
S Athe driving distance for a pure rolling of the wheel.
The sideslip value b was tested and calculated as follows:
Figure GSB0000183648790000032
peak slip ratio S 0"definition of
Road test with 1
Figure GSB0000183648790000033
In the formula: fmax-maximum road braking force (i.e. Combined resistance of);
fw-wear resistance of the reasonable wear amount Q of the outer circumference of the tire;
S 0"-Fmax has no peak slip rate of sideslip;
S T"-Peak S 0"braking distance (S) TIs the number of multiple tests S T"average value").
Various road surface correspondences S 0"the road test method is performed as defined in formula (5).
According to the sliding friction law and formula (1): the longitudinal direction of the wheel generates a micro-slip rate of more than 0, namely, the wheel proves that the braking force P is equal to the road surface adhesion
Figure GSB0000183648790000035
Can realize epsilon as 1, but can not realize S comprehensively T", because: fmax is adhesion
Figure GSB0000183648790000036
(occlusion resistance of tire tread embedded in uneven road surface) plus combined resistance of wear resistance Fw of reasonable uniform wear amount Q of tire circumference, Q value and frictional heating temperature with S 0Increases with increasing friction speed. Therefore, different road surfaces and vehicle speeds have different reasonable values of Fmax and corresponding S 0S with an ε ═ 1 0"peak range of the sample. And testing S with 1 ∈ on level road 0"as a reference value, testing the uphill and downhill deceleration value S DDifference S from flat road deceleration value S BAnd a correction value S C。
Flat road The instant recognition principle of (1): the deceleration meter is fixed at a proper position on the vehicle, and emergency braking can be realized, so long as the brake functions normally, the formula (1) can be generated
Figure GSB0000183648790000038
The method comprises the following steps: the deceleration meter slider 2 moves leftwards under the guidance of the guide rail 1, and overcomes the elastic force P of the spring 3 WThe distance of movement (S) occurs when-F is balanced with Pw 1) Or (S) 2) … … are provided. Releasing braking: slide 2 in P WReturns to the limit on the right side under the action of (1), and the value of S is equal to 0. The slider movement distance S is proportional to the deceleration (hereinafter referred to as deceleration value). Because of the fact that
Figure GSB0000183648790000039
F-F acts to generate S, so
Figure GSB0000183648790000041
The simultaneous generation, increase, decrease and disappearance of F and-F are used to complete the instant recognition
Figure GSB0000183648790000042
Emergency braking with-F acting on slide 2 to generate S' signal for instant pressure-holding time
Figure GSB0000183648790000043
Calculating S 0VFirstly, identifying various real-time pavements: calculate S 0V＜S 0"an ultra-level road tolerance with S unchanged is downhill; calculate S 0V＞S 0"an ultra-flat road tolerance with S unchanged is uphill; calculate S 0V≈S 0And S is also relatively stable, is
Figure GSB0000183648790000044
Unchanged flat route, by real time value S DDirect conversion to S COr calculating S CCorrecting the S of the up-slope and the down-slope; basis of braking process
Figure GSB0000183648790000045
Figure GSB0000183648790000046
The set or calculated deceleration slope, calculating any time S 0VIncrease or decrease to identify
Figure GSB0000183648790000047
Increase and decrease: calculate S 0VS is changed within the tolerance range, is
Figure GSB0000183648790000048
No significant change; calculate S 0VIncrease the over-tolerance and S also changes from high
Figure GSB0000183648790000049
Enter into low
Figure GSB00001836487900000410
Calculate S 0VThe tolerance is reduced and S is more stable, i.e. from low
Figure GSB00001836487900000411
Enter high By increasing or decreasing pressure
Figure GSB00001836487900000413
Time is S 0″+S 0-S 0＝S 0"OR ≠ S 0Identifying epsilon as 1 or not equal to 1 (namely 1+ X-X is 1 or not equal to 1), and when the 1+ X-X is not equal to 1 super-tolerance, correspondingly correcting the S value according to the size of the difference not equal to 1 until the difference 1+ X-X is not equal to 1 is converted into S within the tolerance 0"constant value output of value, so that the electronic controller makes a fine correction S, S based on S' self-identification 0"and persistenceControl S 0The output anti-lock braking of the automobile, the motorcycle and the electric vehicle is realized. Various road surfaces and working conditions are checked S 0"maximum interval time tmax of out-of-tolerance or not, should be selected within the limits of test time in which no side slip occurs or within the limits of maximum wheel rotation angle, so that S is achieved 0"active anti-skid antilock braking with timely discovery and correction of over-tolerance. The steering brake is identified by wheel speed on one side < wheel speed on the other side with no effect on the pressure reduction correction. Production in each wheel due to S
Figure GSB00001836487900000414
Of the resultant force of (A), so according to S' the fine correction S, S 0"different for front, rear, left and right wheels
Figure GSB00001836487900000415
Can be applied to both level roads and uphill and downhill.
Compared with the new generation ABS, the structure can be simplified, the cost can be reduced, and the performance can be improved: since the S value is corrected according to the difference between ≠ 1, within the time limit where no sideslip occurs, S can be enabled 0"super-tolerance is found and corrected in time, and S is controlled 0The continuous output can fully utilize the adhesive force, reasonably distribute the braking force and realize the active sideslip prevention without sideslip, so that the whole or partial structure and corresponding program of the electronic braking force distribution system EBD can be correspondingly saved, and the corresponding fixed valve group with partial or whole pressure variable amplitude can be saved. Using energy to correct S 0"and continuous control S 0The unique condition of the traffic accident can create the high-precision self-responsibility-determining condition of the traffic accident.
The invention is further illustrated by the following examples and by the accompanying drawings.
Different road surfaces and different vehicle speeds Reasonable value Fmax of the resultant resistance and corresponding S 0″：
Drawings
FIG. 1 is a structural view of a brake apparatus of the present invention;
FIG. 2 is a graph of slope in conversion to ramp angle;
FIG. 3 is the actual deceleration S of the vehicle on an uphill slope DDifference S from deceleration BAnd the corresponding correction value S CSchematic diagram of the relationship between;
FIG. 4 is the actual deceleration S of the vehicle on a downhill slope DDifference S from deceleration BAnd the corresponding correction value S CSchematic diagram of the relationship between;
fig. 5 is a schematic diagram of self-measurement of the initial braking speed and the distance from the braking start point to the accident occurrence point.
Detailed Description
Example 1: smooth ice road surface: the occlusion resistance and the Q value are small, and when the friction temperature is S 0When the humidity of the contact surface of the tire and the ice is increased or the contact surface is dissolved into a water layer,
Figure GSB0000183648790000052
i.e. a corresponding decrease, a deterioration of the directional stability, a braking distance S TIncrease so that S 0"is lower, so that the S of the ice road is 0"the micro-slip ratio slightly larger than 0 should be selected to realize S with peak performance epsilon equal to 1 T″；
Example 2: for a road surface with large occlusion resistance and Q value: the friction temperature is required to follow S 0The roughness of the contact surface of the tire and the road can be reduced only by dissolving the wear of the tire tread from powder particles into viscose and pasting the glue on the road surface,
Figure GSB0000183648790000053
reduction of S TIncreasing the critical value of the tread melting 0S far greater than critical value of ice surface melting 0", so S 0"higher threshold, higher S should be selected 0"to achieve peak performance ε ≧ 1 (i.e. ) S of T″；
Example 3, wet mud road surface: the slip rate reaches a certain valueThe surface will be thinned into mud-like lubricant so that Decrease of S TIncrease so that S 0"are also different.
The above 3 cases are different S on different road surfaces 0"any road surface has its reasonable value Q (F) W) Corresponding critical value S 0"and S T", the greater the slip ratio above the critical value, the poorer the directional stability, and the differences tested by the method of equation (5)
Figure GSB0000183648790000056
V bCritical value S 0"the slope of the peak is controlled, S of the peak performance can be fully realized T″。
Example 1 is a road planing
Figure GSB0000183648790000057
The instant recognition principle of (1).
In fig. 1, the dotted line on the right shows the reaction force-F of the flat road F acting on the slider (2)
Figure GSB0000183648790000058
Schematic diagram, the dashed line left is a prior art example reference diagram.
Flat road
Figure GSB0000183648790000062
The instant recognition principle of (1): emergency braking, as long as the brake functions normally, will produce the formula (1)
Figure GSB0000183648790000063
The method comprises the following steps: the slide (2) of the deceleration meter moves leftwards under the guidance of the guide rail (1) and overcomes the elastic force P of the spring (3) Wwhen-F and P wAt equilibrium, a movement distance (S) is generated 1) Or (S) 2) … … are provided. Releasing braking: sliding devicePart (2) is in P WReturns to the limit on the right side under the action of (1), and the value of S is equal to 0. The slider movement distance S is proportional to the deceleration. Because of the fact that
Figure GSB0000183648790000064
F-F acts to generate S, so that the reaction force of F is tested and derived
Figure GSB0000183648790000065
Figure GSB0000183648790000066
The instant identification basis of the flat road deceleration value S is as follows: according to Newton's third law, the simultaneity of the acting force and the reaction force simultaneously generated, simultaneously decreased and increased, and simultaneously disappeared is identified, wherein the road surface braking force is acting force F; slider (2) overcoming spring force P WMove to the left (S) 1) Or (S) 2) … … is the reaction force-F.
In fig. 1: (A) the direction of the arrow is the direction of the force F, (B) the direction of the arrow is the direction of the reaction force-F (i.e. the direction of travel), -F is the proportional derivative of F:
namely to
Figure GSB0000183648790000067
In the formula: g, the weight of the whole vehicle; m-slider weight.
Speed of vehicle body is controlled by
Figure GSB0000183648790000068
Is operative to generate an S' value to effect instantaneous recognition:
Figure GSB00001836487900000610
in the formula:
Figure GSB00001836487900000611
acting on the slide m to move S to the left 1Or S 2… of-F and P WThe balance force of (a);
s' -P and
Figure GSB00001836487900000612
initial equilibrium between-F and P wBalancing the distance the start signal slide moves.
Generating instantaneous V of S' start signal 0I.e. real-time road surface calculation S 0VV of bReference value, i.e.
Figure GSB00001836487900000613
V according to instantaneous reference value bPush-button
Figure GSB00001836487900000614
The set deceleration slope can calculate S at any time 0V。
Ensuring the instantaneous wheel speed at S' as the instantaneous identification of the vehicle speed reference value by the simultaneity of F and-F, and carrying out the real-time identification on various vehicle speed reference values
Figure GSB0000183648790000071
Different on the upper and lower slopes and at the left and right wheels The road surface and the turning brake are both applicable.
At this time: s' ≠ S; s' ≠ S ";
s 'is a correction value for S'.
Since S 'is a value generated before the difference between the level road and the ascending/descending slope is not recognized and corrected, S' is not equal to S
Figure GSB0000183648790000073
So that the correction S is correct
The S' is generated from various waysPeak value S of face after identification and correction 0"so that S" is equal to or better than S. Because of the continuous control of S 0"equal to continuous control Fmax equal to control S T″。
The substitution formula (5) is as follows:
Figure GSB0000183648790000075
embodiment 2 is a method for identifying, testing and correcting an uphill and downhill deceleration value S and a level difference.
Fig. 2 is a graph of the slope i in conversion to the slope angle.
The slope angle is 45 degrees, the corresponding i is 100 degrees, and the actual slope angle of the road is far less than 45 degrees.
The basic principle is as follows: gravity component force P of slope road jIts S value is different from the level road by S BWherein: the upslope can act on S and has extra virtual reduction compared with the flat road; the downhill slope acts on the S road with an additional virtual increase compared with the level road, and the increase and decrease of the gap increase and decrease along with the increase and decrease of the slope i.
Figure GSB0000183648790000076
In the formula: h is the slope height and l is the horizontal line length.
FIG. 3: is the effect of an uphill slope on the S value from the solid line S CThe virtual reduction is to the dotted line S DSchematic representation.
FIG. 4: is that the downhill slope acts on the S value from the solid line S CVirtual addition to the dotted line S DSchematic representation.
Difference S BS and S on level road 0"make comparison quantities to identify and correct:
the identification of the uphill slope and the correction method of the S value are as follows:
setting an ascending slope + i: the gravity acts on the S value and has an additional virtual reduction value S compared with the flat road BThe corresponding correction value to be added is S C. Additional gap S BNamely:
S C-S D＝S B
S C＝S D+S B(11)
test method and determination of correction value of uphill gap
Push button
Figure GSB0000183648790000077
And + i, road test or simulation bench test: s of, for example, 5 ℃ … … 50 ℃ … was tested DCorrection value S to be added for comparison with flat road S CCalculating and determining the slope according to the test data Corresponding to-be-increased correction value S of different gradients C1、S C2… …, making S DCorresponds to S CThe value-added correction table is used as software, and the electronic controller completes correction.
The identification method of the uphill slope comprises the following steps:
on the uphill slope, S is calculated by the formula (2) 0V＞S 0"ultra-flat road tolerance to identify:
extra imaginary reduction of S value
Figure GSB0000183648790000082
Corresponding decrease of ═ V bAnd S 0VWhen calculating S 0V
＞S 0When the tolerance is set on an ultra-flat road, the condition proves that the road is an uphill slope, S 0V＞S 0"the larger the value, the larger the gradient of the uphill slope, and vice versa, so that the self-identification of the uphill slope is completed.
The method for correcting the additional difference of the upslope comprises the following steps:
when an uphill slope proves to be: direct operation of S according to S value-added correction table D1、S D2… … into corresponding S C1、S C2… …, so that self-identifying self-correcting S values for different + i are completed.
The identification of the downhill slope and the correction method of the S value are as follows:
the downhill identification method comprises the following steps:
downhill is calculated by equation (2) S 0V＜S 0"ultra-flat road tolerance to identify:
downhill-i: the component force of gravity acts on the S value and has an additional virtual increase value compared with the flat road, and the virtual increase value of the S value is equal to the virtual increase value
Figure GSB0000183648790000083
Corresponding virtual increase of (V) bAnd S 0VIs reduced when S is calculated 0V＜S 0"supercharging correction when setting allowance on super level road, S is not changed, i.e. it is proved that it is downhill, S 0V＜S 0The larger the value of "the greater the downhill grade. Otherwise: the less so that the self-identification of the downhill slope is completed.
If the S value is added to the S value when the downhill acts on the road, the S value is added to the normal road BThe corresponding correction value to be decreased is S CExtra gap S BNamely:
S D-S C＝S B(11)；
S C+S B＝S D(12)；
the method for correcting the additional difference of the downhill comprises the following steps:
the correction value for a downhill slope is opposite to an uphill slope, when it turns out to be a downhill slope: direct operation of S according to correction table D1、S D2… … to S C1、S C2… …, so that self-identification of different-i self-correcting S values is completed.
The test method and determination of the correction value of the downhill difference are the same as those of the uphill.
Example 3 direct control of S with ∈ 1 0"anti-lock braking method and self-recognition self-correction method ≠ 1
The anti-lock braking method of directly controlling the epsilon as 1 comprises the following steps: the deceleration instrument adopts the principle of self-recording brake instrument that the moving distance S of the weight is in direct proportion to the deceleration, the weight can be moved by a rigid guide rail or a spring balance force suspension or a magnetic rail, the deceleration instrument is fixed at a proper position on the vehicle, the weight of the deceleration instrument overcomes the elastic force to move forwards during flat road braking to be a deceleration reference value, and different deceleration instruments are used
Figure GSB00001836487900000915
Proportional forward movement distance (S) during road braking 1) Or (S) 2) … … is inputted to the electronic controller (5) by a voltage signal, the electronic controller (5) is based on real time (S) 1) Or (S) 2) … … signal and
Figure GSB0000183648790000091
or
Figure GSB0000183648790000092
… … is set in order to calculate and control S at any time according to deceleration gradient set by epsilon-1 0", the command pressure (hydraulic or pneumatic) regulator is according to S 0"required adjustment braking force:
the fine recognition refinement method is given by the self-recognition self-refinement method with epsilon ≠ 1 as follows:
the self-recognition self-correction method of the plain road epsilon ≠ 1 comprises the following steps: defining test S by various flat paths according to formula (5) 0"reference value for slip ratio 1, command pressure regulator (4) boost for set time, test S 0″+X(S 0) The value is converted into reduced pressure-X (S) 0) Value, time of testing for + X-X or-X + X, respectively
Figure GSB00001836487900000916
And then
Figure GSB00001836487900000917
Is a reference value of time, and is carried out according to set interval time after any S value is changed and fixed
Figure GSB00001836487900000918
Increase and decrease of pressure with time, verification S 0"increase or decrease X (S) accordingly 0) Value to identify
Figure GSB00001836487900000919
Whether the fixed value is accurate, at this time: such as S 0″+S 0-S 0＝S 0Is to
1+X-X＝1 (13)
That is, it proves that the real-time road surface is level road, and the deceleration self-set value S is accurate, after that, it is turned into S 0"is constant, thusThe anti-lock braking that the actual effect epsilon of the road leveling is 1 is realized;
if 1+ X-X ≠ 1 (14)
That is, the difference between the self-determined values of S is larger or smaller than or less than the tolerance of ± or more, S should be increased or decreased accordingly, and the correction should be performed until 1+ X-X ≠ 1 or ≠ 1 falls within the tolerance, and thus: proving that the anti-lock braking of the self-recognition self-correction S value of the level road epsilon ≠ 1 is realized;
e.g. 1+ X-X ═ 1 but S 0< or > S 0If the tolerance is beyond plus or minus tolerance, the explanation is that the braking force is larger or smaller, and the pressure should be increased or reduced to correct until S 0＝S 0"OR ≠ S 0"until within tolerance, this is done: the braking force self-recognition and self-correction of epsilon ≠ 1 is proved to be realized;
from low to low
Figure GSB0000183648790000093
Enter high
Figure GSB0000183648790000094
Self-recognition self-correction self-verification method with epsilon ≠ 1
From low to low
Figure GSB0000183648790000095
Enter high
Figure GSB0000183648790000096
S 0Necessarily exceed '-' tolerance: for example from
Figure GSB0000183648790000097
Enter into
Figure GSB0000183648790000098
At the same time
Figure GSB0000183648790000099
Has already been got from
Figure GSB00001836487900000910
Is/are as follows
Figure GSB00001836487900000911
Is increased to
Figure GSB00001836487900000912
Is/are as follows But P is still in
Figure GSB00001836487900000914
Is not increased, so S is also at S 1The value of (d) is not incremented, at which time: since P is not increased, therefore
Figure GSB0000183648790000101
S 0＜S 0"inevitably exceed" - "tolerance;
in contrast: such as S 0Without exceeding tolerance, i.e. proving high or low
Figure GSB0000183648790000102
The difference is within a negligible tolerance range.
Characteristic identification, voltage regulation and correction: when calculating S 0V＜S 0"override, i.e. command boost, is achieved by increasing the value of S simultaneously from low
Figure GSB0000183648790000103
Enter high
Figure GSB0000183648790000104
The only manifestation of the characteristic proves that the characteristic is from low
Figure GSB0000183648790000105
Enter high
Figure GSB0000183648790000106
Should be continuously pressurized until the corresponding S 'appears' 7Namely, the pressure is maintained, and simultaneously: instruction transfer-in press
Figure GSB0000183648790000107
Is 1, calculating and controlling any time of deceleration slope
Figure GSB0000183648790000108
Corresponding S 0"is checked and corrected, so far from low
Figure GSB0000183648790000109
Enter high
Figure GSB00001836487900001010
Self-identification, self-voltage regulation and self-correction of corresponding S 0"is finished;
fine correction and verification: checking the corrected S 0S1-real-time road surface 0If the two signals are consistent, then the straight control S of the level road is followed 0″+S 0-S 0Whether or not to become S 0And performing fine identification and fine correction on the comparison amount until 1+ X-X is 1 or not equal to 1 within the tolerance.
Thus from low to low Enter high
Figure GSB00001836487900001012
The anti-lock braking of which the epsilon is equal to 1 is realized through precise identification, precise correction and self verification;
from high
Figure GSB00001836487900001013
Enter into low
Figure GSB00001836487900001014
Self-recognition self-correction self-verification method with epsilon ≠ 1
From high
Figure GSB00001836487900001015
Enter into low
Figure GSB00001836487900001016
S 0Inevitably exceeding '+' tolerance: example (b)Such as from
Figure GSB00001836487900001017
Enter into
Figure GSB00001836487900001018
At the same time
Figure GSB00001836487900001019
Namely from
Figure GSB00001836487900001020
Is/are as follows Reduced to
Figure GSB00001836487900001022
Is/are as follows
Figure GSB00001836487900001023
The S value is also simultaneously followed
Figure GSB00001836487900001024
Reduced to automatically slave S 7Is reduced to S 1But P is still at
Figure GSB00001836487900001025
Is not decreased, at which time: since P is not reduced, therefore
Figure GSB00001836487900001026
S 0＞S 0"inevitably will exceed '+' tolerance;
in contrast: if not exceeding tolerance, i.e. high, low
Figure GSB00001836487900001027
With a negligible tolerance range.
Characteristic identification, voltage regulation and correction: the automatic reduction of the S value is from high
Figure GSB00001836487900001028
Enter into low
Figure GSB00001836487900001029
The only manifestation of the characteristic proves that the characteristic is high
Figure GSB00001836487900001030
Enter into low
Figure GSB00001836487900001031
Procedure, i.e. commanding snubbing to reduce S to S 1', when S is reduced to appear S 1When, then, the order is shifted to press
Figure GSB00001836487900001032
Is 1, calculating and controlling any time of deceleration slope
Figure GSB00001836487900001033
Corresponding S 0"is checked and the voltage regulation is corrected, so far from high
Figure GSB0000183648790000111
Enter into low
Figure GSB0000183648790000112
Self-identification, self-voltage regulation and self-correction of corresponding S 0"completed;
fine correction and verification: checking the adjusted S 0S1-real-time road surface 0If the two signals are consistent, then the straight control S of the level road is followed 0″+S 0-S 0Whether or not to become S 0And performing fine identification and fine correction on the comparison amount until 1+ X-X is 1 or not equal to 1 within the tolerance.
Thus from high
Figure GSB0000183648790000113
Enter into low
Figure GSB0000183648790000114
The anti-lock braking of which the epsilon is equal to 1 is realized through precise identification, precise correction and self verification;
the left and right wheels are different
Figure GSB0000183648790000115
The self-recognition self-correction self-verification method of the road surface epsilon ≠ 1 comprises the following steps:
the method for identifying and correcting the road surface is the same as that of a flat road and an up-down slope road of the flat road respectively.
Identification and pressure regulation of steering brake:
when S 'or S' is generated, if the wheel speed of the front wheel and the rear wheel on the two sides is smaller than that of the other side, the pressure reduction correction is invalid, namely, the steering brake is explained, the larger the difference between the wheel speeds on the two sides is, the smaller the steering radius is, and the larger the centrifugal force acting on sideslip and potential safety hazard is.
Peak slip rate of steering brake Calculated values: the inner wheel > the outer wheel should be determined by trial and derivation according to the equations (3), (4) and (5)
Figure GSB0000183648790000117
The optimum range of (c).
When steering braking is identified, the steering is to be pressed
Figure GSB0000183648790000118
The output of the voltage regulation control and the value protection can be converted into high-frequency snubbing for control
Figure GSB0000183648790000119
The snub frequency is determined by experiments. The output method of the killing and maintaining value can also be applied to control S 0"is output.
Embodiment 4 is an application example in which the moving distance of the weight (slider) is proportional to the deceleration: self-recording brake instrument.
Examples 5, 6 are respectively identified by published application numbers: 201110123021.9, examples 1 and 2.
Example 7 is the traffic accident self-liability principle.
Fig. 5 is a schematic diagram of the self-measurement of the braking initial speed and the distance from the braking initial point to the accident occurrence point in the embodiment:
in the figure: (S ') the signal is an effective braking initial point (the real-time wheel speed of the point S' is used as a braking initial speed reference value);
in the opposite sense, the signal of the point of occurrence of an accident (e.g. collision, scratching, etc.);
(S L) The driving distance is that the wheel speed sensor changes voltage for 1 time and the wheel rolls purely;
(n) is the number of voltage changes of the (S') signal to the (, respectively) signal;
(S Tm) Is the driving distance of the (S') signal to the (corresponding) signal.
Figure GSB0000183648790000121
In the formula:
Figure GSB0000183648790000122
the automatic calculation value of (a);
r 1-calculating S LThe tire rolling radius set value of (a);
r 2-real-time actual measurement of the rolling radius of the tyre;
Figure GSB0000183648790000123
-increase of S TmA correction value of the accuracy.
Thus, based on the generated (S') signal and the existing S, (SL) and (n) calculations, the generation and recording of the added (corresponding) signal is calculated according to equation (15): the initial braking speed sum (S) can be completed Tm) ① after the accident happens, the accident vehicle can be timely moved away from the accident site, the traffic jam time is reduced, the accident handling efficiency is improved, ② in the handling and verification process, the difference between two diameters of the tire vertical to the ground and horizontal to the ground is measured by a caliper, and the difference between the two diameters is measured
Figure GSB0000183648790000124
The actual ratio of (c). According to the formula (15), the time difference between the emergency braking of the first vehicle and the second vehicle can be calculated, and the high-precision and high-efficiency self-responsibility determination of the traffic accident is completed.
The practical effect is as follows: according to the Zmax test of the European Commission on economic Commission on automotive braking legislation (ECER 13):
the attachment coefficient is defined by the interest rate epsilon:
Figure GSB0000183648790000125
acceptable definition of ε is as follows:
ε＝Z 1/Z 2≥0.75；
in the formula: z 2The maximum braking factor that can be achieved with the individual axle braking without the wheels locking when the ABS is disengaged;
Z 1working at ABS (test road and brake axle and test Z) 2The same time, but 3 times should be tested) the arithmetic mean of the braking factors.
Peak slip ratio S 0The maximum braking factor Z which can not be identified and is numerically controlled 2(or maximum braking force Fmax) value is improved to be S which can be identified, corrected, verified and numerically controlled 0"value.
Peak slip ratio S 0The maximum value and the minimum value of the average value are S 0"+" tolerance.
Peak braking distance S T", S of Zmax 0"average of the number of times legal for braking distance from initial speed to stop, as S TAntilock braking performance "to ε ═ 1" by continuous control of S 0"experimental numerical control model: the following equations (16) and (17).
The values described in the whole text are relatively unchanged, not absolute values, and each control value 1 is an approximate value, and the requirement of realizing the peak performance range is taken as an index.
In summary, the random test, the test methods of embodiments 1, 2, 3, 4, 5 and 6, establishes P-Zmax balance, and numerically controllable S-with the same dynamic equivalent zero-side-slip undistorted 0"+/-0.01 m, self-identification, self-verification and self-correction S 0", continuously controlling S 0"experimental numerical control model:
continuous control of level road S 0"numerical control model:
Figure GSB0000183648790000131
ascending and descending +/-i continuous control S 0"numerical control model:
Figure GSB0000183648790000132
when the formula is as follows: s 0″+X-X＝S 0"OR ≠ S 0While within tolerance, in real time
Figure GSB0000183648790000133
S、V b、S 0All are accurate values, and the anti-lock braking of zero sideslip is realized by numerical control model numerical control epsilon as 1.
The high-precision self-responsibility determination of the traffic accident is completed by data recording of the numerical control model and generation, recording and calculation of signals of an embodiment 7 (a frequency).

Claims (6)

1. A self-identification fine correction and continuous control method for a peak road slip rate is characterized by comprising the following steps:
(1) the road test is performed on a flat road in advance, and the flat road deceleration S and the peak slip ratio S of the vehicle when braking is performed on the flat road with different adhesion coefficients 0"a correspondence between;
(2) testing and deriving at different slopes
Figure FSB0000183648780000011
When braking is performed on the road surface of (2), the actual deceleration S of the vehicle DAnd deceleration on level roadDifference S between S BAnd the corresponding correction value S C
(3) During emergency braking, the inertial motion of the weight generates a slip signal to obtain a calculated deceleration S ', and the calculated deceleration S' and the brake dwell time are based on
Figure FSB0000183648780000018
Obtaining a calculated slip ratio S 0VIf S is 0VAnd S 0When the difference is smaller than the allowance and the actual deceleration value is not changed, the road is judged to be flat; if S 0V＜S 0"and exceeds the tolerance, and the actual deceleration value is not changed, it is determined as a downhill; if S 0V＞S 0"and exceed the allowance, and the actual deceleration value is not changed, it is judged as an uphill slope;
(4) for the uphill and downhill road sections, the target deceleration is determined by the real-time value S DDirectly converted or calculated as corresponding correction values S CTo make a correction; during braking, based on the corresponding relation between the flat road deceleration and the peak slip ratio obtained by the flat road test, the slip ratio S is calculated according to any time 0VTo identify the adhesion coefficient
Figure FSB0000183648780000012
Increase or decrease of (2), calculating the slip ratio S 0VAnd the actual deceleration of the vehicle are changed within the tolerance range, the adhesion coefficient is judged No significant change occurred; if the calculated slip ratio S is calculated 0VIf the increment exceeds the tolerance and the actual deceleration value changes, the judgment is made to be higher
Figure FSB0000183648780000014
Low road surface entering
Figure FSB0000183648780000015
A pavement; if the calculated slip ratio S is calculated 0VThe decrement of (c) exceeds the tolerance without a change in the actual deceleration value,then judge it is from low
Figure FSB0000183648780000016
High road surface entering height
Figure FSB0000183648780000017
A pavement;
(5) in increasing or decreasing the pressure time
Figure FSB0000183648780000019
And judging whether the utilization rate epsilon of the attachment coefficient is 1 or not according to the following control equation: s 0″+S 0-S 0＝S 0"OR ≠ S 0", or 1+ X-X ═ 1 or ≠ 1, where S 0For actual slip rate, X is a control process function; when the positive and negative allowance differences of 1+ X-X ≠ 1 exceed the positive and negative allowance differences, the deceleration value is correspondingly corrected according to the difference of ≠ 1 until the difference of 1+ X-X ≠ 1 is converted into the peak slip rate S within the positive and negative allowance differences 0"fixed value of value" is output.
2. The self-identifying fine correction of road surface peak slip rate and continuous control method according to claim 1, characterized in that the control method is applied to anti-sideslip brake control.
3. The self-identifying fine correction of road surface peak slip ratio and continuous control method according to claim 1, characterized in that the control method is applied to anti-lock brake control.
4. The self-identifying fine correction of road surface peak slip ratio and continuous control method according to claim 1, characterized in that the control method is applied to curve brake control.
5. The method for self-identifying fine correction and continuous control of peak road slip ratio according to claim 1, characterized in that the control method further comprises a recording step for detecting whether the vehicle has an effective braking signal for emergency braking before the traffic accident, and if so, further recording the initial braking speed and the distance between the braking point and the accident point.
6. The method of claim 1, wherein the vehicle deceleration S and the peak slip ratio S are corrected based on the calculated deceleration S 0After the' merging, the peak slip ratio S is controlled by high-frequency voltage variation 0"is output.
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