CN110588615A - Coordination control strategy based on electromechanical brake integrated system - Google Patents
Coordination control strategy based on electromechanical brake integrated system Download PDFInfo
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- CN110588615A CN110588615A CN201910802159.8A CN201910802159A CN110588615A CN 110588615 A CN110588615 A CN 110588615A CN 201910802159 A CN201910802159 A CN 201910802159A CN 110588615 A CN110588615 A CN 110588615A
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Classifications
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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
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
- B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
- B60T1/067—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels employing drum
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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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/741—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on an ultimate actuator
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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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/746—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive and mechanical transmission of the braking action
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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
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention relates to a layered-supervised integrated system coordination control strategy based on an automobile electronic mechanical brake, which comprises a vehicle system, a linear two-degree-of-freedom reference model, a vehicle running state identification unit, a system coordination controller and an EMB control execution mechanism, wherein the system utilizes an Electronic Mechanical Brake (EMB) to replace a traditional hydraulic brake to realize rapid braking response, utilizes the vehicle running state identifier to evaluate and monitor the current vehicle state and provides a judgment basis for the coordinator; the system coordination controller controls the start, the close and the coordination work of the ABS, the EBD and the ESP system according to the vehicle state identified by the upper layer, and the EMB control executing mechanism generates corresponding braking force according to the middle layer command. The electronic mechanical brake integrated system provided by the invention has high function integration level, the integral structure of the chassis is greatly simplified, the decoupling between the systems is realized by coordinating the control strategy, and the system reliability is high.
Description
Technical Field
The invention belongs to the field of automobile brake control, and particularly relates to a layered-supervised integrated system coordination control strategy based on an automobile electronic mechanical brake.
Background
Electrification is a future development trend of automobiles, wherein an Electro Mechanical Brake (EMB) system is used as a linear control system, the system has the advantages of timely braking response, more compact structure, easy integration of an electronic communication network of the whole automobile, convenience in combination with control modes such as ABS, ESP and the like, and the advantages become a new direction for researching the braking system.
ABS, EBD mainly when the car brakes, through the control to the front and rear axle wheel slip rate, prevent that the wheel from locking, ESP mainly plays a role when the car will lose stability, guarantees the stability of car. When the automobile is braked under the complex working conditions of different road surface adhesion coefficients of left and right wheels or curve braking and the like, ABS and EBD are required to control the wheel slip rate so as to ensure the braking efficiency of the automobile, and ESP is also required to control the vehicle state so as to ensure that the automobile is not unstable, so that the coordination control between the two systems is involved.
Application number 201610746008.1 discloses an automobile ABS/ASR/ACC integrated control system, which can meet the functional requirements of various subsystems by modifying a brake hydraulic system and a throttle control device of an original automobile; the master control program of the integrated system sets the control priority of each subsystem of the ABS, the ASR and the ACC, thereby realizing information and resource sharing and ensuring that the control functions of the ABS, the ASR and the ACC are relatively independent and do not interfere with each other. However, the invention is limited to the traditional hydraulic brake, the systems are relatively independent and do not interfere with each other, and the problem of coordination between the two systems when the two systems work together is not involved.
Application number 201210290849.8 discloses an electronic mechanical brake system based on an automobile bus and an automobile, wherein a central control unit and an electric brake execution control unit in the brake system replace a hydraulic control unit and a hydraulic regulating valve in a traditional hydraulic brake system, and the brake system also has an anti-lock function, so that the brake performance of the automobile and the running stability of the automobile during braking are improved, but the system only has a single ABS system, and the coordination problem between the two systems during the joint working of the two systems is not involved.
Disclosure of Invention
In order to solve the problems in the background technology, the invention aims to provide a layered-supervised integrated system coordination control strategy based on an automotive electromechanical brake, which adopts the electromechanical brake to replace a hydraulic brake, integrates an ABS (anti-lock brake system), an EBD (electronic brake system) and an ESP (electronic stability program) system, realizes the switching and different intervention forces among the systems by designing the coordination control strategy, and solves the problem of mutual coupling of multi-system integration.
In order to achieve the purpose, the invention adopts the following technical scheme:
a layered-supervised integrated system coordination control strategy based on an automobile electronic mechanical brake comprises a signal input unit, an entire automobile dynamic model, an automobile system, an automobile running state identification module, a brake system coordination controller and an EMB control execution mechanism; the signal input unit mainly comprises a brake pedal sensor and a steering wheel corner sensor, the brake pedal sensor is used for collecting pedal displacement and pedal speed signals, the steering wheel corner sensor is used for collecting steering wheel corners, and brake pedal signals and steering wheel corner signals are jointly input into a whole vehicle dynamic model and a vehicle system.
In a preferred embodiment, the whole vehicle dynamics model is a linear two-degree-of-freedom reference model, and the vehicle speed and the front wheel rotation angle of a vehicle system are input into the linear two-degree-of-freedom reference model, so that the ideal centroid yaw angle and yaw rate can be obtained, wherein the vehicle system is a real vehicle.
In a preferred embodiment, the vehicle running state identification module is configured to determine a current vehicle running state, and divide the running state into four running states, i.e., no locking of a stable wheel of the vehicle, no locking of an unstable wheel of the vehicle, and provide a basis for decision making of a coordinated controller of the braking system.
In a preferred embodiment, the brake system coordinator is used for controlling the opening and closing of three systems of ABS, EBD and ESP and the coordination work between the two systems.
In a preferred embodiment, the EMB control actuator is divided into a left front wheel EMB control actuator, a right front wheel EMB control actuator, a left rear wheel EMB control actuator and a right rear wheel EMB control actuator, the EMB control actuator comprises an EMB controller and an EMB actuator, and the EMB actuator is an electromechanical drum brake.
In a preferred embodiment, the electronic mechanical drum brake comprises a brake drum, a brake shoe, a friction lining, a return spring, a brake bottom plate, a disc spring, a connecting rod force-increasing mechanism, a ball screw pair, an electromagnetic clutch, a worm and gear transmission mechanism and a torque motor.
In a preferred embodiment, the ABS/ESP coordinated control strategy in the brake system coordinated controller comprises one axis of "brake force reduction, torque compensation" strategy and the other axis of "low-selection tracking" strategy.
The invention has the beneficial effects that: the brake-by-wire is used for replacing the traditional hydraulic or pneumatic brake, the response time of the system is short, the pollution problem caused by leakage of hydraulic oil is avoided, and the system is energy-saving and environment-friendly; in the EMB system, the ABS, the EBD and the ESP are integrated together, the functions are highly integrated, the overall structure of the chassis is greatly simplified, the cost and the assembly difficulty are reduced, the problem of mutual coupling in multi-system integration is solved through a coordination control strategy, the respective advantages are furthest exerted, and the reliability of the system is improved.
Drawings
FIG. 1 is a schematic diagram of the coordination control strategy of the layered-supervised integrated system based on the electromechanical brake of the automobile.
FIG. 2 is a flow chart of the ABS/EBD coordination control of the present invention.
Fig. 3 is a flow chart of ESP control according to the present invention.
FIG. 4 is a flow chart of the ABS/ESP coordination control of the present invention.
Fig. 5 is a flowchart of EMB system braking force estimation control according to the present invention.
Fig. 6 is a schematic view of the overall structure of the electronic mechanical drum brake of the present invention.
Fig. 7 is a side view of the electromechanical drum brake of the present invention.
Fig. 8 is a schematic structural view of the ball screw pair and the link force-increasing mechanism in the electronic mechanical drum brake according to the present invention.
Fig. 9 is a sectional view of a brake spider top end mechanism of the electronic mechanical drum brake of the present invention.
The reference signs are: a ideal centroid slip angle, b ideal yaw angular velocity, c actual slip ratio, d actual centroid slip angle, e actual yaw angular velocity, f vehicle speed, g front wheel rotation angle, h left front wheel EMB actuator, i right front wheel EMB actuator, g left rear wheel EMB actuator, k right rear wheel EMB actuator, 1 torque motor, 2 worm, 3 worm wheel, 4 worm wheel output shaft, 5 electromagnetic clutch, 601 magnetoelectric sensor ring gear, 602 screw shaft, 603 screw nut, 604 first boss, 605 ball, 701 tappet, 702 first pin shaft, 703 first link, 704 second pin shaft, 705 second link, 8 disc spring, 901 brake bottom plate, 902 third pin shaft, 903 second boss, 904 limit support caliper body, 1001 connection groove, 1002 first brake shoe 1003, friction lining, 11 first return spring, 12 second return spring, 13 second brake shoe, 14 brake drum.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
As shown in figure 1, when a brake pedal sensor collects the displacement and speed of a brake pedal, a steering wheel corner sensor collects the steering wheel corner, several signals reflecting the intention of a driver are transmitted to a vehicle system through an input unit, the vehicle responds, a linear two-degree-of-freedom reference model calculates an ideal mass center slip angle a and an ideal yaw rate b according to the real-time vehicle speed f and the front wheel corner g of the vehicle system, the vehicle system obtains the actual slip rate c, the actual mass center slip angle d and the yaw rate e of each wheel of the vehicle through a yaw rate sensor, an integrated slip rate estimator and a mass center slip angle estimator and transmits the actual values to a vehicle running state identification unit, the identification unit transmits the ideal value and the actual value of the slip rate (0.18) to a mass center according to a preset rule, judging the real-time state of the vehicle under the operation of the current driver, wherein the real-time state is four operation states of no locking of a stable wheel of the vehicle, no locking of an unstable wheel of the vehicle and locking of an unstable wheel of the vehicle; the system coordination controller controls the start or the close of an ABS system, an EBD system and an ESP system according to the working condition identified by the upper layer, and the corresponding rule is as follows: when the stable wheels of the automobile are not locked, the ABS, the EBD and the ESP systems are all closed, the EMB controls the actuating mechanism to perform conventional braking, and the braking force is determined by the braking intention of a driver; when the stable wheels of the automobile are locked, the ESP system is closed, the ABS system and the EBD system work in a coordinated mode, and the coordination rule is shown in figure 2; when the unstable wheels of the automobile are not locked, the ABS and the EBD systems are closed, the ESP system works independently, and the working process is shown in figure 3; when the unstable wheels of the automobile are locked, the EBD system is closed, the ABS system and the ESP system work in a coordinated mode, and the coordination rule is shown in figure 4. The EMB control actuator is signaled by the ABS, EBD, ESP system to control the electromechanical brakes of the target wheels of the vehicle to adjust the current brake force to the target brake force T.
As shown in FIG. 2, when the ABS/EBD system is turned on, the wheel speed sensors of the wheels in the vehicle system collect the current wheel speed, the current vehicle speed is obtained after the wheel speed processing, the slip rate estimator calculates the slip rate of the wheels, the judgment module monitors whether the slip rate of the wheels is larger than an ideal value or whether the vehicle is on an open road with different road surface adhesion coefficients of the wheels at the left and the right sides, if not, the EBD system is turned on, the EBD controller calculates that S is more than or equal to 0.85 and is more than or equal to SRear end/SFront sideTarget braking force required by less than or equal to 0.95 (the slip ratio of the rear wheel is slightly lower than that of the front wheel); if yes, the ABS system is started, and the difference value between the target slip rate and the current actual slip rate c of the wheels is transmitted toAnd the ABS controller can calculate the target braking force required by the current automobile according to a fuzzy PID algorithm. The EMB controller receives the target braking force calculated by the ABS/EBD system, and controls the motor current of the electronic mechanical brake of the target wheel by combining the actual braking force of the current brake, so that the increase, the decrease and the maintenance of the braking force are realized, and the actions of the pressurization, the decompression and the pressure maintaining of the ABS hydraulic system are the same.
As shown in fig. 3, when the ESP system is turned on, the vehicle system collects a vehicle speed f, a front wheel rotation angle g, the linear two-degree-of-freedom reference model calculates a target yaw rate b and a target centroid yaw angle a according to the two collected values, the two values and an actual value collected by the vehicle system and calculated by the centroid yaw angle estimator are used as controlled objects, the ESP controller calculates an additional yaw moment required by the current vehicle for stabilizing based on a fuzzy PID algorithm, and simultaneously, the differential braking is used for stability control, the outer front wheel and the inner rear wheel with the highest braking efficiency when the vehicle stabilizes are positioned, so as to determine a target braking force required by the outer front wheel or the inner rear wheel according to the required additional yaw moment, the EMB controller compares the braking force required by the target wheel with the actual braking force to adjust the motor current of the EMB actuator of the outer front wheel or the inner rear wheel, the target wheel braking force increase or decrease is achieved.
As shown in fig. 4, when the vehicle yaw rate and the wheel slip ratio are both out of the desired ranges, the ESP system and the ABS system are simultaneously operated, and the calculation rule of the braking force required for the wheels needs to be newly established as follows: the method comprises the steps that the actual yaw angular velocity and the mass center slip angle of an automobile are acquired by a vehicle system in real time, the target yaw angular velocity b and the mass center slip angle a are calculated by a linear two-degree-of-freedom reference model, and the ESP controller calculates the yaw moment M required for stabilizing the automobile state according to the deviation between the target value and the actual value1To achieve this additional yaw moment M1The braking force required by the target wheel (outer front wheel or inner rear wheel, assuming outer front wheel) is T1The braking force of the outer front wheel is input into a real-time estimation model of the vehicle system, the model is stored in advance in a storage unit searched by an ECU (electronic control Unit), a multi-degree-of-freedom model capable of accurately reflecting the vehicle state under the working condition can be accurately reflected, and the real-time estimation model of the vehicle systemThe model combines the road adhesion coefficient information transmitted by the road surface identification module to calculate the theoretical slip rate of each wheel under the working condition in real time, because an ABS system must apply control to the wheels to keep the wheels near the target slip rate, and an ABS controller combines the theoretical slip rate and the actual slip rate of each wheel to reduce the braking force of the outer front wheel by delta T1The slip ratio of the outer front wheel is made to reach an ideal value, and the additional yaw moment caused by the reduction of the braking force of the wheels is changed to be delta M, so that the yaw moment generated by the braking of the wheels can not meet the requirement of an ESP system, therefore, the braking force of the inner front wheel of the wheel on the coaxial corresponding side is reduced by delta T2Reduced Δ T2The vehicles need to generate the same yaw moment Delta M, so that the braking forces of the wheels corresponding to the left side and the right side of the front axle are reduced simultaneously, and the influences on the additional yaw moment are mutually offset;
the ABS controller executes a low-selection tracking control strategy in rear axle wheel control, namely the maximum value of the slip rates of two wheels of a rear axle is used as a common control signal of the two wheels, the target braking force of the wheel with smaller slip rate tracks the target braking force of the wheel with larger slip rate, and the aim is to ensure that the rear axle does not generate a yaw moment, so that the stability of the automobile can be ensured even under extreme working conditions such as braking on a curve split road surface, and the like.
As shown in fig. 5, the target brake force command from the ABS/EBD/ESP system is transmitted to the EMB controller, which estimates a linear model from the stored EMB actuator brake force: fest_cl＝(Tm，cl+Tm，n)/(2γ)＝KmImThe current of the torque motor of the actuator is adjusted by the/gamma, and the output torque of the torque motor generates braking force through the motion conversion mechanism.
As shown in fig. 6 to 9, two friction linings are respectively adhered to the backs of a first brake shoe 1002 and a second brake shoe 13, the two brake shoes are respectively hinged to a second boss 903 at the bottom of a brake base plate 901 through a third pin 902, a first connecting rod 703 and a second connecting rod 705 are respectively hinged to the second brake shoe 13 and the first brake shoe 1002 through a second pin 704, the first connecting rod 703 and the second connecting rod 705 are respectively hinged to a tappet 701 through a first pin 702, the first connecting rod 703 and the second connecting rod 705 are symmetrically distributed about the axis of a through hole, the included angle between the two connecting rods is 140 °, and the first connecting rod 703, the second connecting rod 705 and the tappet 701 together form a connecting rod force-increasing mechanism.
A lead screw nut 603 of the ball screw pair penetrates through a through hole at the top of a brake bottom plate 901 and can move linearly along the axis of the through hole, limit support clamp bodies 904 are respectively arranged at the upper half circumference and the lower half circumference of the through hole, the bottoms of the two limit support clamp bodies 904 are both welded with the brake bottom plate, a clamp at the head of the clamp body is in a step shape, the large end surface of a disc spring is contacted with the clamp, the small end surface is contacted with the end surface at the top of the lead screw nut 603, the limit support clamp bodies 904 provide support for the disc spring 8 and simultaneously ensure that the lead screw nut 603 moves linearly, a first boss 604 at the top of the lead screw nut 603 penetrates through the center of the disc spring 8 and is contacted with one end of a tappet 701, an electromagnetic clutch 5 is arranged between the lead screw shaft 602 and a worm gear output shaft 4 and is used for transmitting or interrupting power between the two shafts, and, the device is used for collecting an angular velocity signal of the screw shaft 602 when the brake is released and monitoring whether the brake release is finished; the axes of the worm wheel 3 and the worm 2 are mutually staggered, the angle is 90 degrees, the reverse efficiency of a worm wheel and worm transmission mechanism consisting of the single-head worm 2 and the worm wheel 3 is zero, the reverse stroke has self-locking property, the torque motor 1 integrates a controller, a braking force estimation linear model and a rigid contact current critical point identification module are arranged in the controller, and the output shaft of the torque motor 1 is connected with the worm 2 through a key.
When a driver steps on a brake pedal during service braking, the torque motor 1 is electrified to rotate positively to output torque, the torque is transmitted to the electromagnetic clutch 5 after being decelerated and torque-increased by the worm gear and worm transmission mechanism, at the moment, the electromagnetic clutch 5 is deenergized, power is directly transmitted to the screw shaft 602, the rotation of the screw shaft 602 is converted into linear motion of the screw nut 603 by the ball screw pair, the screw nut 603 pushes the connecting rod force-increasing mechanism, the force transmitted by the screw nut 603 is amplified by the connecting rod force-increasing mechanism and then acts on a brake shoe, the brake shoe is internally tensioned under the pushing action of the connecting rod and is compressed by the screw nut 603When the disc spring 8 stores elastic potential energy, the motor controller current identification unit monitors current change caused by rigid and flexible contact between the screw nut 603 and the disc spring 8 and current mutation caused by rigid contact between a brake shoe and the brake drum 14, and compares and identifies a rigid contact current critical point; in the brake clearance eliminating stage, when the torque motor 1 works under the working condition of high rotating speed and low load, the rotating speed response needs to be improved so as to reduce the consumed time of the brake clearance eliminating stage, when the identification unit detects that a rigid contact point is reached, the brake clearance between a brake shoe and the brake drum 14 is eliminated, a friction lining on the brake shoe presses the brake drum 14 to generate a braking force through friction, the torque motor 1 is locked to enter a braking force following stage, and the motor controller estimates a linear model according to the stored mechanism braking force: fest_cl＝(Tm，cl+Tm，n)/(2γ)＝KmImAnd/gamma adjusting the current of the torque motor 1 so as to generate the target braking force.
When a driver looses a brake pedal, a signal acquired by a brake pedal sensor is transmitted to a motor controller, the torque motor 1 is powered off, the electromagnetic clutch 5 is powered on, the power between the worm gear output shaft 4 and the screw shaft 602 is interrupted, the first brake shoe 1002 and the second brake shoe 13 are retracted under the action of elastic potential energy released by the return spring, so that the included angle between the first connecting rod 703 and the second connecting rod 705 is reduced, the two connecting rods jointly push the tappet 701 to reset, the whole connecting rod force-increasing mechanism and the disc spring 8 simultaneously push the screw nut 603 to linearly move towards one side close to the screw shaft 602 along the axis thereof, the ball screw pair performs reverse transmission, and the screw shaft 602 reversely rotates under the driving of the ball 605 inside the screw nut 603; when the magnetoelectric sensor monitors that the angular velocity of the gear ring 601 on the screw shaft is zero, the restoration of each structure is completed, and the brake release process is finished.
The points to be finally explained are: first, in the description of the present application, it should be noted that, unless otherwise specified and limited, the terms "mounted," "connected," and "connected" should be understood broadly, and may be a mechanical connection or an electrical connection, or a communication between two elements, and may be a direct connection, and "upper," "lower," "left," and "right" are only used to indicate a relative positional relationship, and when the absolute position of the object to be described is changed, the relative positional relationship may be changed;
secondly, the method comprises the following steps: in the drawings of the disclosed embodiments of the invention, only the structures related to the disclosed embodiments are referred to, other structures can refer to common designs, and the same embodiment and different embodiments of the invention can be combined with each other without conflict;
and finally: the above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that are within the spirit and principle of the present invention are intended to be included in the scope of the present invention.
Claims (7)
1. A layered-supervised integrated system coordination control strategy based on an automobile electronic mechanical brake comprises a signal input unit, an entire automobile dynamic model, an automobile system, an automobile running state identification module, a brake system coordination controller and an EMB control execution mechanism; the signal input unit mainly comprises a brake pedal sensor and a steering wheel corner sensor, the brake pedal sensor is used for collecting pedal displacement and pedal speed signals, the steering wheel corner sensor is used for collecting steering wheel corners, and brake pedal signals and steering wheel corner signals are input into a vehicle system.
2. The automobile electronic mechanical brake-based hierarchical-supervised integrated system coordination control strategy as claimed in claim 1, wherein: the whole vehicle dynamic model is a linear two-degree-of-freedom reference model, the vehicle speed and the front wheel rotation angle of a vehicle system are input into the linear two-degree-of-freedom reference model, an ideal mass center slip angle and an ideal yaw rate can be obtained, and the vehicle system is a real vehicle.
3. The automobile electronic mechanical brake-based hierarchical-supervised integrated system coordination control strategy as claimed in claim 1, wherein: the vehicle running state recognition module is used for judging the current vehicle running state, dividing the running state into four running states of no locking of a stable wheel of the vehicle, no locking of an unstable wheel of the vehicle and locking of an unstable wheel of the vehicle, and providing basis for decision making of a brake system coordination controller.
4. The automobile electronic mechanical brake-based hierarchical-supervised integrated system coordination control strategy as claimed in claim 1, wherein: the brake system coordinator is used for controlling the opening and closing of the ABS system, the EBD system and the ESP system and the coordination work between the two systems.
5. The automobile electronic mechanical brake-based hierarchical-supervised integrated system coordination control strategy as claimed in claim 1, wherein: the EMB control executing mechanism comprises a left front wheel EMB control executing mechanism, a right front wheel EMB control executing mechanism, a left rear wheel EMB control executing mechanism and a right rear wheel EMB control executing mechanism, the EMB control executing mechanism comprises an EMB controller and an EMB executing mechanism, and the EMB executing mechanism is an electronic mechanical drum brake.
6. The automobile electronic mechanical brake-based hierarchical-supervised integrated system coordination control strategy as claimed in claim 5, wherein: the electronic mechanical drum brake comprises a brake drum, a brake shoe, a friction lining, a return spring, a brake bottom plate, a disc spring, a connecting rod force-increasing mechanism, a ball screw pair, an electromagnetic clutch, a worm and gear transmission mechanism and a torque motor.
7. The automobile electronic mechanical brake-based hierarchical-supervised integrated system coordination control strategy as claimed in claim 4, wherein: the ABS/ESP coordinated control strategy in the brake system coordinated controller comprises a strategy of 'braking force reduction and torque compensation' on one axis, and a 'low-selection tracking' strategy on the other axis.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910802159.8A CN110588615A (en) | 2019-08-28 | 2019-08-28 | Coordination control strategy based on electromechanical brake integrated system |
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| CN201910802159.8A CN110588615A (en) | 2019-08-28 | 2019-08-28 | Coordination control strategy based on electromechanical brake integrated system |
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| CN110588615A true CN110588615A (en) | 2019-12-20 |
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| CN201910802159.8A Pending CN110588615A (en) | 2019-08-28 | 2019-08-28 | Coordination control strategy based on electromechanical brake integrated system |
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| CN (1) | CN110588615A (en) |
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| CN111537241A (en) * | 2020-05-12 | 2020-08-14 | 北京汽车集团越野车有限公司 | Vehicle braking performance evaluation method |
| CN113602242A (en) * | 2021-08-30 | 2021-11-05 | 合肥工业大学 | Electronic hydraulic-electronic mechanical hybrid automobile brake-by-wire control system |
| CN114162098A (en) * | 2021-12-30 | 2022-03-11 | 舜泰汽车有限公司 | Intelligent driving autonomous braking device and vehicle |
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| CN111537241A (en) * | 2020-05-12 | 2020-08-14 | 北京汽车集团越野车有限公司 | Vehicle braking performance evaluation method |
| CN111537241B (en) * | 2020-05-12 | 2023-02-24 | 北京汽车集团越野车有限公司 | Vehicle braking performance evaluation method |
| CN113602242A (en) * | 2021-08-30 | 2021-11-05 | 合肥工业大学 | Electronic hydraulic-electronic mechanical hybrid automobile brake-by-wire control system |
| CN113602242B (en) * | 2021-08-30 | 2022-04-26 | 合肥工业大学 | Electronic hydraulic-electronic mechanical hybrid automobile brake-by-wire control system |
| CN114162098A (en) * | 2021-12-30 | 2022-03-11 | 舜泰汽车有限公司 | Intelligent driving autonomous braking device and vehicle |
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