CN109941246A - A kind of integrated form line traffic control brake fluid system and its vehicle stability control method - Google Patents
A kind of integrated form line traffic control brake fluid system and its vehicle stability control method Download PDFInfo
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- CN109941246A CN109941246A CN201910314463.8A CN201910314463A CN109941246A CN 109941246 A CN109941246 A CN 109941246A CN 201910314463 A CN201910314463 A CN 201910314463A CN 109941246 A CN109941246 A CN 109941246A
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Abstract
The invention discloses a kind of integrated form line traffic control brake fluid system and its vehicle stability control methods, the system uses hierarchical control framework, the layer-stepping control framework includes yaw moment control layer, braking torque distribution layer, execution level, according to vehicle driving state parameter, actual braking force square control is carried out to single wheel, implement blower operations, the wheel cylinder of remaining wheel keeps pressure constant, guarantees vehicle stabilization.The system realizes active brake, greatly improves security performance when vehicle braking, improves the accuracy of control for brake.
Description
Technical field
The present invention relates to field of automobile control, in particular to a kind of integrated form line traffic control brake fluid system and its vehicle stabilization
Property control method.
Background technique
Vehicle stabilization control is always the hot spot of vehicle active safety research, it is however generally that, braking system can be passed through
System or steering system control the pro-active intervention of vehicle yaw motion and roll motion vehicle movement stability, reach raising master
The purpose of dynamic safety.Automobile stability control system is in steering procedure, according to turning for the operation judges driver of driver
To intention, and combine the state of current running car judge vehicle whether have already appeared unstability state or it is possible that
The state of unstability.By adjusting the brake force or driving force distribution on wheel, so that the weaving of automobile is adjusted, raising automobile
Control stability.
Foreign countries are more early to the research of Vehicle Stability Control, and the companies such as Bosch, Continental have grasped vehicle
The key technology of stability control.China starts late to vehicle stabilization control, not thorough enough to the understanding of key technology, away from
From industrialization is realized, there are also very long roads.
Simultaneously with this, with the fast development of automotive engineering and the improvement of road traffic facility, so that traffic safety is asked
Topic becomes increasingly urgent, and braking system guarantees the important component of automotive safety the most, for promoting vehicle active safety
Property has very important status.And Conventional braking systems make it be difficult to meet actively system due to being limited in structure and principle
Dynamic requirement.With the continuous progress of technology, occur integrated better than Conventional braking systems on hardware configuration and execution performance
Formula line traffic control brake fluid system (IEHB).
Therefore, the research based on integrated form line traffic control brake fluid system (IEHB) and vehicle stability control method is just shown
Especially it is necessary to.
Summary of the invention
The present invention is exactly in order to solve the problems, such as that conventional vehicular brake system is difficult to meet active brake, using hierarchical control
Framework is realized to vehicle stabilization control.
For achieving the above object, the present invention takes following technical scheme:
A kind of vehicle stability control method of integrated form line traffic control brake fluid system, using hierarchical control framework,
According to vehicle driving state parameter, actual braking force square control is carried out to the wheel cylinder of single wheel, implements blower operations, remaining vehicle
The wheel cylinder of wheel keeps pressure constant, guarantees vehicle stabilization.
Preferably, the layer-stepping control framework includes three layers, respectively yaw moment control layer, braking torque distribution
Layer, execution level；The yaw moment control layer controls inclined with Nonlinear compensation control automobile yaw velocity with linear scale
Difference, and target braking force square is transferred to middle layer control；The braking torque distribution layer is known according to vehicle driving state parameter
The steering intention and vehicle's running state of other driver formulates corresponding braking torque distribution strategy with this, and to independent vehicle
Wheel carries out braking moment control, to generate active target yaw moment, and actual braking force square is transferred to lower layer's control；It is described
Execution level is responsible for controlling tyre skidding rate, and tracks target braking force square, and then guarantees vehicle driving quality.
Preferably, the yaw moment control layer includes control rate computation layer, target value computation layer and calculated with actual values
Layer, the control rate computation layer calculate active yaw moment comprehensively control rate M with nonlinear compensation with linear scale controlS；
Active brake torque target value is calculated according to the active yaw moment comprehensively control rate in the target value computation layer；It is described
Calculated with actual values layer is modified the active brake torque target value, obtains the actual braking force square of wheel cylinder.
Preferably, the active yaw moment comprehensively control rate MSIt is calculated by following equation:
S=e1+ke2 (1)
ML=gD(s) (2)
MC=-gC×tanh(s) (3)
gC=gDΔ (4)
MS=ML+MC (5)
Wherein: s indicates sliding-mode surface function；e1Indicate the practical yaw velocity deviation of automobile；e2Indicate automobile side slip angle
Deviation；MLIndicate automobile active yaw moment comprehensively control rate linear scale control rate；MCIndicate that automobile active yaw moment is comprehensive
Control rate Nonlinear compensation control rate；MSIndicate automobile active yaw moment comprehensively control rate；K indicates sliding formwork coefficient；gDIndicate vehicle
Dynamics Controlling gain；gCIndicate that stabiloity compensation controls gain；Δ indicates that yaw velocity deviation controls threshold values.
Preferably, the active brake torque target value Tdb, it is calculated by following formula:
Wherein, TdbIndicate active yaw moment target value, R indicates tire rolling radius, cWIndicate half wheelspan of vehicle.
Preferably, the calculated with actual values layer estimates braked wheel straight skidding rate, to the active brake torque target value
TdbIt is modified, calculation formula is as follows:
By formulaEstimate the straight skidding rate of braked wheel, wherein u is speed, and ω is that wheel speed sensors measure
Wheel angular speed
When by formulaThe braked wheel straight skidding rate value of estimation is less than sabs(1+xm) when, the reality of wheel cylinder
Border braking moment is taken as Tbr=0；
When the braked wheel straight skidding rate value of estimation is greater than sabs(1+xm) and be less thanWhen, wheel cylinder
Actual braking force square be taken as
When the braked wheel straight skidding rate value of estimation is greater than s0_ij(1-xm) and when less than 0, the practical braking of wheel cylinder
Torque is taken as Tbr=Tdb；
Wherein, TbrFor active yaw moment actual value, xmRegulate and control nargin, s for slip rateabs、xij、sij、
Preferably, according to the active yaw moment comprehensively control rate, vehicle driving state parameter, judge motor turning shape
State determines the braked wheel of actual braking force square effect, specific as follows:
D1: active yaw moment comprehensively control rate is positive value, when steering wheel is in left-hand rotation position and is turning left, and
Sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in understeer state to the left, and actual braking force square acts on
Left rear wheel；
D2: active yaw moment comprehensively control rate is positive value, when steering wheel is in right turn position and is turning left, and
Sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the right, and actual braking force square acts on
The near front wheel；
D3: active yaw moment comprehensively control rate is positive value, when steering wheel is in middle position and is turning left, and
Sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in understeer state to the left, and actual braking force square acts on
Left rear wheel；
D4: active yaw moment comprehensively control rate is positive value, when steering wheel is in left-hand rotation position and is turning right, this
When braking system without any pro-active intervention；
D5: active yaw moment comprehensively control rate is positive value, when steering wheel is in right turn position and is turning right, and
Sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the right, and actual braking force square acts on
The near front wheel；
D6: active yaw moment comprehensively control rate is positive value, when steering wheel is in middle position and is turning right, and
Sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the right, and actual braking force square acts on
The near front wheel；
D7: active yaw moment comprehensively control rate is positive value, and steering wheel is in left-hand rotation position and when steering wheel does not rotate, and
Sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in understeer state to the left, and actual braking force square acts on
Left rear wheel；
D8: active yaw moment comprehensively control rate is positive value, and steering wheel is in right turn position and when steering wheel does not rotate, and
Sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the right, and actual braking force square acts on
The near front wheel；
D9: active yaw moment comprehensively control rate is positive value, and steering wheel is in middle position and when steering wheel does not rotate, and
Sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state, and actual braking force square acts on left front
Wheel；
D10: active yaw moment comprehensively control rate is negative value, when steering wheel is in left-hand rotation position and is turning left,
And sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the left, actual braking force square effect
In off-front wheel；
D11: active yaw moment comprehensively control rate is negative value, when steering wheel is in right turn position and is turning left,
Braking system is without any pro-active intervention at this time；
D12: active yaw moment comprehensively control rate is negative value, when steering wheel is in middle position and is turning left,
And sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the left, actual braking force square effect
In off-front wheel；
D13: active yaw moment comprehensively control rate is negative value, when steering wheel is in left-hand rotation position and is turning right,
And sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the left, actual braking force square effect
In off-front wheel；
D14: active yaw moment comprehensively control rate is negative value, when steering wheel is in right turn position and is turning right,
And sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in understeer state to the right, actual braking force square effect
In off hind wheel；
D15: active yaw moment comprehensively control rate is negative value, when steering wheel is in middle position and is turning right,
And sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in understeer state to the right, actual braking force square effect
In off hind wheel；
D16: active yaw moment comprehensively control rate is negative value, and steering wheel is in left-hand rotation position and when steering wheel does not rotate,
And sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the left, actual braking force square effect
In off-front wheel；
D17: active yaw moment comprehensively control rate is negative value, and steering wheel is in right turn position and when steering wheel does not rotate,
And sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the right, actual braking force square effect
In off hind wheel；
D18: active yaw moment comprehensively control rate is negative value, and steering wheel is in middle position and when steering wheel does not rotate,
And sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state, and actual braking force square acts on the right side
Front-wheel.
Preferably, when integrated form line traffic control brake fluid system works, pressurization only is implemented to the wheel cylinder of single target wheel
Operation, the wheel cylinder of remaining wheel keeps pressure constant, specific as follows:
(1) if PdESC11>=K, PdESC12<K, PdESC21<K, PdESC22<K,
Then Pd11=PdESC11, Pd12=P12, Pd21=P21, Pd22=P22；
(2) if PdESC11<K, PdESC12>=K, PdESC21<K, PdESC22<K,
Then Pd11=P11, Pd12=PdESC12, Pd21=P21, Pd22=P22；
(3) if PdESC11<K, PdESC12<K, PdESC21>=K, PdESC22<K,
Then Pd11=P11, Pd12=P12, Pd21=PdESC21, Pd22=P22；
(4) if PdESC11<K, PdESC12<K, PdESC21<K, PdESC22>=K,
Then Pd11=P11, Pd12=P12, Pd21=P21, Pd22=PdESC22；
When integrated form line traffic control brake fluid system stops working, the wheel cylinder of each wheel is performed both by release order,
That is Pd11=0, Pd12=0, Pd21=0, Pd22=0；
Wherein, PdESCij indicates control pressure, and Pdij indicates target control pressure, and Pij indicates wheel cylinder actual pressure,
I, j indicates specific wheel cylinder；K indicates pressure control threshold.
Further, the present invention takes following technical scheme:
A kind of integrated form line traffic control brake fluid system, including pedal travel simulator, electronic master cylinder, hydraulic regulation unit,
Pedal position sensor, master cylinder pressure sensor, controller.The pedal travel simulator is used for according to pedal position sensor
The braking intention of signal identification driver passes through pedal simulator simulating brake pedal sense；The electronic master cylinder is for accurate
Adjust output pressure；The hydraulic regulation unit includes solenoid valve and scavenge oil pump, monitors each wheel using master cylinder pressure sensor
The brake fluid pressure of cylinder, and so that actual braking force square is tracked target value by adjusting pressure of wheel braking cylinder,；The pedal position sensor
With master cylinder pressure sensor for acquiring brake pedal position and master cylinder pressure respectively；The controller uses hierarchical control
Framework is implemented to control according to vehicle driving state parameter to braking system.
Preferably, the hydraulic regulation unit includes solenoid valve and scavenge oil pump.
Preferably, the system comprises pressure maintaining operating mode, pressurization operating mode, decompression operating mode, it is respectively as follows:
When being pressurized operating mode, permanent magnet synchronous motor (PMSM) the input control torque of electronic master cylinder is Tm, liquid feed valve
Control instruction be 0, the control instruction of liquid valve is 0, and the control instruction of scavenge oil pump is 0；
In pressure maintaining operating mode, permanent magnet synchronous motor (PMSM) the input control torque of electronic master cylinder is 0, liquid feed valve
Control instruction is Upc, the control instruction of liquid valve is 0, and the control instruction of scavenge oil pump is 0；
When depressurizing operating mode, permanent magnet synchronous motor (PMSM) the input control torque of electronic master cylinder is -0.2N/m,
The control instruction of liquid feed valve is Upc, the control instruction of liquid valve is Upc, the control instruction of scavenge oil pump is Upc。
Compared with prior art, the invention has the benefit that
Integrated form line traffic control brake fluid system of the invention realizes active brake using heterarchical architecture, improves
Control precision accelerates response speed, and is easy to integrated with other control functions, greatly improves safety when vehicle braking
Performance.
Further, using the strategy for carrying out braking moment control to single wheel, the accuracy of control for brake is improved.
Detailed description of the invention
Fig. 1 is the brake system structure schematic diagram of vehicle stability control method of the present invention；
Fig. 2 is the whole control frame construction schematic diagram of vehicle stability control method of the present invention；
Fig. 3 is the hierarchical control frame construction schematic diagram of vehicle stability control method of the present invention；
Fig. 4 is the yaw moment control schematic diagram of a layer structure of vehicle stability control method of the present invention.
Specific embodiment
Integrated form line traffic control brake fluid system is as shown in Figure 1, include pedal travel simulator 9, executing agency and IEHB control
Device processed, the executing agency include electrodynamic braking master cylinder 7, hydraulic regulation unit (1,4,5,10), sensor 6, motor 8, wheel cylinder
Pressure sensor 2, low-pressure liquid storing tank 3, wherein pedal travel simulator 9 is responsible for driving by pedal displacement sensor signal identification
The braking intention for the person of sailing passes through pedal simulator simulating brake pedal sense；Electrodynamic braking master cylinder 7 is responsible for realizing hydraulic power source output
Pressure fine-tunes；Hydraulic regulation unit (1,4,5,10) is responsible for the brake fluid pressure of each wheel cylinder of monitoring, and passes through adjusting
Pressure of wheel braking cylinder actual braking force square tracks target value；Sensor 6 is responsible for the displacement of acquisition brake pedal and master cylinder pressure；IEHB control
Device is responsible for according to pilot control and vehicle motion requirement, using hierarchical control mode, implements to control to braking system.
The vehicle stability control method of integrated form line traffic control brake fluid system uses hierarchical control framework, such as Fig. 2 institute
Show, including yaw moment control layer, braking torque distribution layer and execution level.Its course of work is as follows:
(1), the yaw moment control layer is with linear scale control and Nonlinear compensation control automobile yaw velocity
Deviation；The braking torque distribution layer identifies the steering intention and running car of driver according to vehicle driving state parameter
Characteristic formulates corresponding braking torque distribution strategy with this, and carries out braking moment control to independent wheel, to generate active mesh
Mark yaw moment；The execution level is responsible for controlling tyre skidding rate, and tracks target braking force square, and then guarantees vehicle
Ride quality.
The yaw moment control layer includes control rate computation layer, target value computation layer and calculated with actual values layer, such as Fig. 3 institute
Show.
(1) the control rate computation layer obtains active yaw moment control with Nonlinear compensation control with linear scale control
Rate M processedS, and it is transmitted to the target value computation layer.
The active yaw moment comprehensively control rate MS, it is calculated by following equation:
S=e1+ke2 (1)
ML=gD(s) (2)
MC=-gC×tanh(s) (3)
gC=gDΔ (4)
MS=ML+MC (5)
Wherein: s indicates sliding-mode surface function；e1Indicate the practical yaw velocity deviation of automobile；e2Indicate automobile side slip angle
Deviation；MLIndicate automobile active yaw moment comprehensively control rate linear scale control rate；
MCIndicate automobile active yaw moment comprehensively control rate Nonlinear compensation control rate；MSIndicate automobile active sideway power
Square comprehensively control rate；K indicates sliding formwork coefficient；gDIndicate Study on Vehicle Dynamic Control gain；gCIndicate that stabiloity compensation controls gain；
Δ indicates that yaw velocity deviation controls threshold values.
(2) target value computation layer is according to active yaw moment comprehensively control rate MS, according to formula:The target value of active brake torque is calculated, wherein TdbFor active yaw moment target value；
R is tire rolling radius；cWFor half wheelspan of vehicle.
(3) calculated with actual values layer estimates braked wheel straight skidding rate Sij, and as needed to active brake torque target value
It is modified, specifically:
(3.1) when the braked wheel straight skidding rate value of estimation is less than sabs(1+xm) when, the actual braking force square of wheel cylinder
It is taken as Tbr=0；
(3.2) when the braked wheel straight skidding rate value of estimation is in sabs(1+xm) to s0_ij(1-xm) between when, wheel cylinder
Actual braking force square be taken as
(3.3) when the braked wheel straight skidding rate value of estimation is greater than s0_ij(1-xm) and when less than 0, the reality of wheel cylinder
Border braking moment is taken as Tbr=Tbd。
In the above formulas, TbrFor active yaw moment actual value, xmRegulate and control nargin for slip rate.
Its flow chart is as shown in figure 4, include the following steps:
B1, beginning
B2, input Sij、S0_ij、Xij、XmValue；
B3, judge sijWhether≤0 is true, such as invalid, then is non-brake operating condition, does not execute vehicle stabilization control；Such as
It sets up, performs the next step；
B4, judge sij≤sabs(1+xm) whether true, it such as sets up, performs the next step；It is such as invalid, then execute B6；
B5, output Tbr_ij=0, turn B9；
B6, judge sij≤sabs(1-xm) whether true, it such as sets up, performs the next step；It is such as invalid, then execute B8；
B7, outputTurn B9；
B8, output Tbr_ij=Tdb_ij；
B9, end
(2) the braking torque distribution layer driving status parameter different according to automobile, such as steering wheel angle, yaw angle
The vehicle running states parameter such as speed identifies the steering intention and motor turning characteristic of driver, such as oversteering or insufficient turn
To, to different operating conditions use corresponding braking control strategy, to single target wheel carry out wheel cylinder pressure, that is, braking moment control
System.Including following control method:
(1.1) when active yaw moment comprehensively control rate is positive value, steering wheel is in left-hand rotation position and is turning left
When, and sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in understeer state to the left, braking moment effect
In left rear wheel；
(1.2) when active yaw moment comprehensively control rate is positive value, steering wheel is in right turn position and is turning left
When, and sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the right, braking moment effect
In the near front wheel；
(1.3) when active yaw moment comprehensively control rate is positive value, steering wheel is in middle position and is turning left
When, and sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in understeer state to the left, braking moment effect
In left rear wheel；
(1.4) when active yaw moment comprehensively control rate is positive value, steering wheel is in left-hand rotation position and is turning right
When, braking system is without any pro-active intervention at this time；
(1.5) when active yaw moment comprehensively control rate is positive value, steering wheel is in right turn position and is turning right
When, and sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the right, braking moment effect
In the near front wheel；
(1.6) when active yaw moment comprehensively control rate is positive value, steering wheel is in middle position and is turning right
When, and sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the right, braking moment effect
In the near front wheel；
(1.7) when active yaw moment comprehensively control rate is positive value, steering wheel is in left-hand rotation position and steering wheel does not rotate
When, and sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in understeer state to the left, braking moment effect
In left rear wheel:
(1.8) when active yaw moment comprehensively control rate is positive value, steering wheel is in right turn position and steering wheel does not rotate
When, and sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the right, braking moment effect
In the near front wheel；
(1.9) when active yaw moment comprehensively control rate is positive value, steering wheel is in middle position and steering wheel does not rotate
When, and sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state, and braking moment acts on a left side
Front-wheel；
(1.10) when active yaw moment comprehensively control rate is negative value, steering wheel is in left-hand rotation position and is turning left
When, and sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the left, braking moment effect
In off-front wheel；
(1.11) when active yaw moment comprehensively control rate is negative value, steering wheel is in right turn position and is turning left
When, braking system is without any pro-active intervention at this time；
(1.12) when active yaw moment comprehensively control rate is negative value, steering wheel is in middle position and is turning left
When, and sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the left, braking moment effect
In off-front wheel；
(1.13) when active yaw moment comprehensively control rate is negative value, steering wheel is in left-hand rotation position and is turning right
When, and sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the left, braking moment effect
In off-front wheel；
(1.14) when active yaw moment comprehensively control rate is negative value, steering wheel is in right turn position and is turning right
When, and sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in understeer state to the right, braking moment effect
In off hind wheel；
(1.15) when active yaw moment comprehensively control rate is negative value, steering wheel is in middle position and is turning right
When, and sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in understeer state to the right, braking moment effect
In off hind wheel；
(1.16) when active yaw moment comprehensively control rate is negative value, steering wheel is in left-hand rotation position and steering wheel does not rotate
When, and sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the left, braking moment effect
In off-front wheel；
(1.17) when active yaw moment comprehensively control rate is negative value, steering wheel is in right turn position and steering wheel does not rotate
When, and sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the right, braking moment effect
In off hind wheel；
(1.18) when active yaw moment comprehensively control rate is negative value, steering wheel is in middle position and steering wheel does not rotate
When, and sliding-mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state, and braking moment acts on the right side
Front-wheel.
Under (1.4) a operating condition and (1.11) a operating condition, system will without any pro-active intervention, to avoid with drive
The manipulation for the person of sailing is intended to conflict.
And at other 16 kinds, it may be summarized to be when identification automobile is the exhausted of understeer characteristics and sliding-mode surface
When being greater than 0.1rad/s to value, interior rear wheel active brake；When the absolute value that identification automobile is oversteering characteristic and sliding-mode surface
When greater than 0.1rad/s, outer front-wheel active brake.
Braking torque distribution strategy such as the following table 1 of braking torque distribution layer:
When integrated form line traffic control brake fluid system is in running order, system only implements pressurization behaviour to single target wheel
Make, remaining wheel keeps pressure constant, including following situation:
(2.1) if PdESC11>=K, PdESC12<K, PdESC21<K, PdESC22<K,
Then Pd11=PdESC11, Pd12=P12, Pd21=P21, Pd22=P22；
(2.2) if PdESC11<K, PdESC12>=K, PdESC21<K, PdESC22<K,
Then Pd11=P11, Pd12=PdESC12, Pd21=P21, Pd22=P22；
(2.3) if PdESC11<K, PdESC12<K, PdESC21>=K, PdESC22<K,
Then Pd11=P11, Pd12=P12, Pd21=PdESC21, Pd22=P22；
(2.4) if PdESC11<K, PdESC12<K, PdESC21<K, PdESC22>=K,
Then Pd11=P11, Pd12=P12, Pd21=P21, Pd22=PdESC22；
When integrated form line traffic control brake fluid system is in stop working state, to avoid the instruction with driver from generating punching
It is prominent, it is desirable that each wheel cylinder is performed both by release order, i.e. Pd11=0, Pd12=0, Pd21=0, Pd22=0.
In formula, PdESCij indicates control pressure, and Pdij indicates target control pressure, and Pij indicates wheel cylinder actual pressure, i, j
Indicate specific wheel cylinder；K indicates pressure control threshold.
Threshold k is set, integrated form line traffic control brake fluid system caused by fluctuating because of pressure of wheel braking cylinder is avoided mistakenly to enter work
State.
The operating mode of integrated form line traffic control brake fluid system includes pressure maintaining operating mode, pressurization operating mode, decompression work
Operation mode, after calculating specific wheel cylinder control pressure, executing agency is worked respectively according to calculated result in different work
Mode.
When being pressurized operating mode, permanent magnet synchronous motor (PMSM) the input control torque of electronic master cylinder is Tm, liquid feed valve
Control instruction be 0, the control instruction of liquid valve is 0, and the control instruction of scavenge oil pump is 0；
In pressure maintaining operating mode, permanent magnet synchronous motor (PMSM) the input control torque of electronic master cylinder is 0, liquid feed valve
Control instruction is Upc, the control instruction of liquid valve is 0, and the control instruction of scavenge oil pump is 0；
When depressurizing operating mode, permanent magnet synchronous motor (PMSM) the input control torque of electronic master cylinder is -0.2N/m,
The control instruction of liquid feed valve is Upc, the control instruction of liquid valve is Upc, the control instruction of scavenge oil pump is Upc。
The above content is combine it is specific/further detailed description of the invention for preferred embodiment, cannot
Assert that specific implementation of the invention is only limited to these instructions.General technical staff of the technical field of the invention is come
It says, without departing from the inventive concept of the premise, some replacements or modifications can also be made to the embodiment that these have been described,
And these substitutions or variant all shall be regarded as belonging to protection scope of the present invention.
Claims (10)
1. a kind of vehicle stability control method of integrated form line traffic control brake fluid system, it is characterised in that: use hierarchical control
Framework carries out actual braking force square control to the wheel cylinder of single wheel, implements blower operations according to vehicle driving state parameter,
The wheel cylinder of remaining wheel keeps pressure constant, guarantees vehicle stabilization.
2. vehicle stability control method according to claim 1, it is characterised in that: the layer-stepping controls framework and includes
Three layers, respectively yaw moment control layer, braking torque distribution layer, execution level；
The yaw moment control layer is controlled with linear scale and Nonlinear compensation control automobile yaw velocity deviation, and
Target braking force square is transferred to middle layer control；
The braking torque distribution layer identifies that the steering intention of driver and running car are special according to vehicle driving state parameter
Property, corresponding braking torque distribution strategy is formulated with this, and braking moment control is carried out to independent wheel, to generate active target
Yaw moment, and actual braking force square is transferred to lower layer's control；
The execution level is responsible for controlling tyre skidding rate, and tracks target braking force square, and then guarantees vehicle driving product
Matter.
3. vehicle stability control method according to claim 2, it is characterised in that: the yaw moment control layer includes
Control rate computation layer, target value computation layer and calculated with actual values layer, the control rate computation layer with linear scale control with
Nonlinear compensation calculates active yaw moment comprehensively control rate MS；The target value computation layer is comprehensive according to the active yaw moment
It closes control rate and active brake torque target value is calculated；The calculated with actual values layer to the active brake torque target value into
Row amendment, obtains the actual braking force square of wheel cylinder.
4. vehicle stability control method according to claim 3, it is characterised in that: the comprehensive control of the active yaw moment
Rate M processedSIt is calculated by following equation:
S=e1+ke2 (1)
ML=gD(s) (2)
MC=-gC×tanh(s) (3)
gC=gDΔ (4)
MS=ML+MC (5)
Wherein: s indicates sliding-mode surface function；e1Indicate the practical yaw velocity deviation of automobile；e2Indicate that automobile side slip angle is inclined
Difference；MLIndicate automobile active yaw moment comprehensively control rate linear scale control rate；MCIndicate the comprehensive control of automobile active yaw moment
Rate Nonlinear compensation control rate processed；MSIndicate automobile active yaw moment comprehensively control rate；K indicates sliding formwork coefficient；gDIndicate vehicle
Dynamics Controlling gain；gCIndicate that stabiloity compensation controls gain；Δ indicates that yaw velocity deviation controls threshold values.
5. vehicle stability control method according to claim 4, it is characterised in that: the active brake torque target value
Tdb, it is calculated by following formula:
Wherein, TdbIndicate active yaw moment target value, R indicates tire rolling radius, cWIndicate half wheelspan of vehicle.
6. vehicle stability control method according to claim 5, it is characterised in that: the calculated with actual values layer, estimation
Braked wheel straight skidding rate, to the active brake torque target value TdbIt is modified, calculation formula is as follows:
ByEstimate the straight skidding rate of braked wheel；
When the braked wheel straight skidding rate value of estimation is less than sabs(1+xm) when, the actual braking force square of wheel cylinder is taken as Tbr=
0；
When the braked wheel straight skidding rate value of estimation is greater than sabs(1+xm) and be less thanWhen, the reality of wheel cylinder
Border braking moment is taken as
When the braked wheel straight skidding rate value of estimation is greater than s0_ij(1-xm) and when less than 0, the actual braking force square of wheel cylinder
It is taken as Tbr=Tdb；
Wherein, TbrFor active yaw moment actual value, xmRegulate and control nargin, s for slip rateabs、xij、sij、
7. -6 vehicle stability control method described in any one according to claim 1, it is characterised in that: according to the active
Yaw moment comprehensively control rate, vehicle driving state parameter, judge motor turning state, determine the system of actual braking force square effect
Driving wheel, specific as follows:
D1: active yaw moment comprehensively control rate is positive value, when steering wheel is in left-hand rotation position and is turning left, and sliding formwork
Surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in understeer state to the left, and actual braking force square acts on left back
Wheel；
D2: active yaw moment comprehensively control rate is positive value, when steering wheel is in right turn position and is turning left, and sliding formwork
Surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the right, and actual braking force square acts on left front
Wheel；
D3: active yaw moment comprehensively control rate is positive value, when steering wheel is in middle position and is turning left, and sliding formwork
Surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in understeer state to the left, and actual braking force square acts on left back
Wheel；
D4: active yaw moment comprehensively control rate is that positive value is made at this time when steering wheel is in left-hand rotation position and is turning right
The system of moving is without any pro-active intervention；
D5: active yaw moment comprehensively control rate is positive value, when steering wheel is in right turn position and is turning right, and sliding formwork
Surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the right, and actual braking force square acts on left front
Wheel；
D6: active yaw moment comprehensively control rate is positive value, when steering wheel is in middle position and is turning right, and sliding formwork
Surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the right, and actual braking force square acts on left front
Wheel；
D7: active yaw moment comprehensively control rate is positive value, and steering wheel is in left-hand rotation position and when steering wheel does not rotate, and sliding formwork
Surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in understeer state to the left, and actual braking force square acts on left back
Wheel；
D8: active yaw moment comprehensively control rate is positive value, and steering wheel is in right turn position and when steering wheel does not rotate, and sliding formwork
Surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the right, and actual braking force square acts on left front
Wheel；
D9: active yaw moment comprehensively control rate is positive value, and steering wheel is in middle position and when steering wheel does not rotate, and sliding formwork
Surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state, and actual braking force square acts on the near front wheel；
D10: active yaw moment comprehensively control rate is negative value, when steering wheel is in left-hand rotation position and is turning left, and it is sliding
Mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the left, and actual braking force square acts on the right side
Front-wheel；
D11: active yaw moment comprehensively control rate is negative value, when steering wheel is in right turn position and is turning left, at this time
Braking system is without any pro-active intervention；
D12: active yaw moment comprehensively control rate is negative value, when steering wheel is in middle position and is turning left, and it is sliding
Mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the left, and actual braking force square acts on the right side
Front-wheel；
D13: active yaw moment comprehensively control rate is negative value, when steering wheel is in left-hand rotation position and is turning right, and it is sliding
Mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the left, and actual braking force square acts on the right side
Front-wheel；
D14: active yaw moment comprehensively control rate is negative value, when steering wheel is in right turn position and is turning right, and it is sliding
Mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in understeer state to the right, and actual braking force square acts on the right side
Rear-wheel；
D15: active yaw moment comprehensively control rate is negative value, when steering wheel is in middle position and is turning right, and it is sliding
Mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in understeer state to the right, and actual braking force square acts on the right side
Rear-wheel；
D16: active yaw moment comprehensively control rate is negative value, and steering wheel is in left-hand rotation position and when steering wheel does not rotate, and sliding
Mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the left, and actual braking force square acts on the right side
Front-wheel；
D17: active yaw moment comprehensively control rate is negative value, and steering wheel is in right turn position and when steering wheel does not rotate, and sliding
Mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state to the right, and actual braking force square acts on the right side
Rear-wheel；
D18: active yaw moment comprehensively control rate is negative value, and steering wheel is in middle position and when steering wheel does not rotate, and sliding
Mode surface function value | s | it is more than or equal to 0.1rad/s, then automobile is in oversteering state, before actual braking force square acts on the right side
Wheel.
8. vehicle stability control method according to claim 7, it is characterised in that: when integrated form line traffic control Hydraulic braking system
When system work, blower operations only are implemented to the wheel cylinder of single target wheel, the wheel cylinder of remaining wheel keeps pressure constant, specifically
It is as follows:
(1) if PdESC11>=K, PdESC12<K, PdESC21<K, PdESC22<K,
Then Pd11=PdESC11, Pd12=P12, Pd21=P21, Pd22=P22；
(2) if PdESC11<K, PdESC12>=K, PdESC21<K, PdESC22<K,
Then Pd11=P11, Pd12=PdESC12, Pd21=P21, Pd22=P22；
(3) if PdESC11<K, PdESC12<K, PdESC21>=K, PdESC22<K,
Then Pd11=P11, Pd12=P12, Pd21=PdESC21, Pd22=P22；
(4) if PdESC11<K, PdESC12<K, PdESC21<K, PdESC22>=K,
Then Pd11=P11, Pd12=P12, Pd21=P21, Pd22=PdESC22；
When integrated form line traffic control brake fluid system stops working, the wheel cylinder of each wheel is performed both by release order,
That is Pd11=0, Pd12=0, Pd21=0, Pd22=0；
Wherein, PdESCij indicates control pressure, and Pdij indicates target control pressure, and Pij indicates wheel cylinder actual pressure,
I, j indicates specific wheel cylinder；K indicates pressure control threshold.
9. a kind of integrated form line traffic control brake fluid system, it is characterised in that: including pedal travel simulator, electronic master cylinder, hydraulic
Adjust unit, pedal position sensor, master cylinder pressure sensor, controller.The pedal travel simulator is used for according to pedal
Position sensor signal identifies the braking intention of driver, passes through pedal simulator simulating brake pedal sense；The electronic master
Cylinder is for accurately adjusting output pressure；The hydraulic regulation unit includes solenoid valve and scavenge oil pump, utilizes master cylinder pressure sensor
The brake fluid pressure of each wheel cylinder is monitored, and so that actual braking force square is tracked target value by adjusting pressure of wheel braking cylinder；The pedal
Position sensor and master cylinder pressure sensor for acquiring brake pedal position and master cylinder pressure respectively；The controller is adopted
Braking system is implemented to control according to vehicle driving state parameter with hierarchical control framework.
10. vehicle stability control method according to claim 9, it is characterised in that: the system comprises pressure maintaining work
Mode, pressurization operating mode, decompression operating mode, are respectively as follows:
When being pressurized operating mode, permanent magnet synchronous motor (PMSM) the input control torque of electronic master cylinder is Tm, the control of liquid feed valve
Instruction is 0, and the control instruction of liquid valve is 0, and the control instruction of scavenge oil pump is 0；
In pressure maintaining operating mode, permanent magnet synchronous motor (PMSM) the input control torque of electronic master cylinder is 0, the control of liquid feed valve
Instruction is Upc, the control instruction of liquid valve is 0, and the control instruction of scavenge oil pump is 0；
When depressurizing operating mode, permanent magnet synchronous motor (PMSM) the input control torque of electronic master cylinder is -0.2N/m, liquid feed valve
Control instruction be Upc, the control instruction of liquid valve is Upc, the control instruction of scavenge oil pump is Upc。
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