CN115158282B - 一种降低车辆高速行驶中横摆失控风险的主动安全*** - Google Patents

一种降低车辆高速行驶中横摆失控风险的主动安全*** Download PDF

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CN115158282B
CN115158282B CN202210747264.8A CN202210747264A CN115158282B CN 115158282 B CN115158282 B CN 115158282B CN 202210747264 A CN202210747264 A CN 202210747264A CN 115158282 B CN115158282 B CN 115158282B
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vehicle
controller
yaw
risk
safety system
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CN115158282A (zh
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邹利军
毕思刚
王建勋
刘彦博
蒋瀚颉
张悦
王润锦
齐晓明
沙磊
郑煜
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FAW Bestune Car Co Ltd
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FAW Bestune Car Co Ltd
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B60W10/22—Conjoint control of vehicle sub-units of different type or different function including control of suspension systems
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    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
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  • Engineering & Computer Science (AREA)
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Abstract

本发明涉及一种降低车辆高速行驶中横摆失控风险的主动安全***，由2个侧向加速度传感器、轮速传感器、2个悬架位置传感器、电磁减振器、电动防倾杆、转向助力电机、安全带卷轴器、座椅侧翼、车辆控制器、5个控制器构成。本发明能在车辆静态载荷增加时同步调整悬架刚度和阻尼，在车辆进入动态钟摆状态前及时提升悬架刚度和阻尼，减少载荷转移时间并将车辆固有横摆频率提升至驾驶员操作频率以上，降低驾驶员主动干预导致车辆失控的概率，在车辆横摆发生时通过约束***的调整让驾驶员更准确感知车辆姿态并对驾驶员提供更多约束保护；转向助力调整能让驾驶员更准确感知前轮与地面附着力情况并让紧张状态下的驾驶员做出准确而不过度的转向输入操作。

Description

一种降低车辆高速行驶中横摆失控风险的主动安全***
技术领域
本发明属于汽车技术领域，具体涉及一种降低车辆高速行驶中横摆失控风险的主动安全***。
背景技术
目前，ESP车身电子稳定***是防止车辆失控的主要手段，但在车辆速度过高或者失去抓地力情况下，ESP就无能为力了。高速行驶的车辆为避让障碍物急打方向会导致车辆发生钟摆并失控，分析其原因为：车辆固有横摆频率随速度提升而降低。高速行驶中车辆固有横摆频率从低速时的10Hz以上降低至1Hz以下，而驾驶员能够做出有效应对的频率区间不超过1Hz，与高速行驶车辆的固有横摆频率非常接近。并且，普通驾驶员从感知车态到做出修正动作会存在零点几秒的滞后，其对转向的输入不仅不能正确抑制车辆横摆，反而其输入频率与车辆固有横摆频率共振放大了车辆横摆，随后车辆进入逐渐恶化的钟摆状态，如果此时驾驶员再进行制动操作导致车辆载荷前移，后轮与地面附着力下降，车辆还会发生甩尾，失控的车辆对车内乘员的生命安全构成极大威胁。
现有技术中，可用来提升车辆固有横摆频率的方式包括：降低车辆载荷，降低重心高度，提升悬架刚度和阻尼，但均不具备普遍适应性。与此同时，现有技术公开了根据路况或车辆实时状态对悬架刚度和阻尼参数进行实时调节的方案，但并无预防车辆发生横摆失控和车辆已生横摆失控时降低损失的***性解决方案。
发明内容
本发明的目的就在于提供一种具有普遍适用性的降低车辆高速行驶中横摆失控风险的主动安全***，以解决预防车辆发生横摆失控和车辆已生横摆失控时如何降低损失的问题。
本发明的目的是通过以下技术方案实现的：
一种降低车辆高速行驶中横摆失控风险的主动安全***，由侧向加速度传感器g1、侧向加速度传感器g2、轮速传感器v、悬架位置传感器s1、悬架位置传感器s2、电磁减振器、电动防倾杆、转向助力电机、安全带卷轴器、座椅侧翼、车辆控制器M、控制器A、控制器B、控制器C、控制器D、以及控制器E构成；
所述控制器A与电磁减振器控制连接；所述控制器B与电动防倾杆控制连接；所述控制器C与转向助力电机控制连接；所述控制器D与安全带卷轴器控制连接；所述控制器E与座椅侧翼控制连接；
所述侧向加速度传感器g1、侧向加速度传感器g2、轮速传感器v、悬架位置传感器s1和悬架位置传感器s2分别通过硬线与车辆控制器M相连，车辆控制器M通过车辆动力CAN网络与控制器A、控制器B、控制器C通讯，通过车辆舒适CAN网络与控制器D、控制器E通讯。
进一步地，所述侧向加速度传感器g1和侧向加速度传感器g2用于监测车辆载荷，分别安装在前、后轮轴中间或附近。
进一步地，所述轮速传感器v用于监测车速，安装在车轮轮毂上。
进一步地，所述悬架位置传感器s1和悬架位置传感器s2安装在后悬架左、右下摆臂上。
进一步地，所述控制器A用于控制电磁减振器压缩阻尼的调整。
进一步地，所述控制器B用于控制电动防倾杆刚度的调整。
进一步地，所述控制器C用于控制转向助力电机输出扭矩的调整。
进一步地，所述控制器D用于控制安全带卷轴器进行电动收紧。
进一步地，所述控制器E用于座椅侧翼电动夹紧乘员。
进一步地，所述车辆控制器M通过轮速传感器v得知车速超过预设值后，车辆控制器M一旦检测到前、后轴侧向加速度传感器g1、g2信号至少有一个发生超过预设幅度的突变，立即开始对采集到的加速度信号进行计算，如果信号波形与标定的车辆横摆波形相吻合，并且后悬架左、右下摆臂位置传感器s1、s2信号节拍相反，即判定车辆进入横摆状态，此时车辆控制器M对控制器A、B、C、D、E同时发出工作信号：电磁减振器压缩阻尼调整至最大，防倾杆刚度调整至最高，转向助力电机扭矩降至预设值，电动安全带卷轴器收紧织带，座椅侧翼自动夹紧乘员。
与现有技术相比，本发明的有益效果是：
本发明能在车辆静态载荷增加时同步调整悬架刚度和阻尼，并在车辆进入动态钟摆状态前及时提升悬架刚度和阻尼，减少载荷转移时间并将车辆固有横摆频率提升至驾驶员操作频率以上，能明显降低驾驶员主动干预导致车辆失控的概率，同时，本发明还能在车辆横摆发生时通过约束***的调整让驾驶员更准确感知车辆姿态并对驾驶员提供更多约束保护；而转向助力的调整能让驾驶员更准确感知前轮与地面附着力情况并让紧张状态下的驾驶员做出准确而不过度的转向输入操作。
附图说明
为了更清楚地说明本发明实施例的技术方案，下面将对实施例中所需要使用的附图作简单地介绍，应当理解，以下附图仅示出了本发明的某些实施例，因此不应被看作是对范围的限定，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他相关的附图。
图1降低车辆高速行驶中横摆失控风险的主动安全***示意图。
具体实施方式
下面结合实施例对本发明作进一步说明：
下面结合附图和实施例对本发明作进一步的详细说明。可以理解的是，此处所描述的具体实施例仅仅用于解释本发明，而非对本发明的限定。另外还需要说明的是，为了便于描述，附图中仅示出了与本发明相关的部分而非全部结构。
应注意到：相似的标号和字母在下面的附图中表示类似项，因此，一旦某一项在一个附图中被定义，则在随后的附图中不需要对其进行进一步定义和解释。同时，在本发明的描述中，术语“第一”、“第二”等仅用于区分描述，而不能理解为指示或暗示相对重要性。
如图1所示，本发明降低车辆高速行驶中横摆失控风险的主动安全***，由侧向加速度传感器g1、侧向加速度传感器g2、轮速传感器v、悬架位置传感器s1、悬架位置传感器s2、电磁减振器、电动防倾杆、转向助力电机、安全带卷轴器、座椅侧翼、车辆控制器M、控制器A、控制器B、控制器C、控制器D、以及控制器E构成。
所述侧向加速度传感器g1和侧向加速度传感器g2分别安装在前、后轮轴中间或附近。
所述轮速传感器v安装在车轮轮毂上。
所述悬架位置传感器s1和悬架位置传感器s2安装在后悬架左、右下摆臂上。
所述控制器A与电磁减振器控制连接，电磁减振器阻尼可调。
所述控制器B与电动防倾杆控制连接，电动防倾杆刚度可调。
所述控制器C与转向助力电机控制连接，转向助力电机输出扭矩可变。
所述控制器D与安全带卷轴器控制连接，安全带卷轴器可电动收紧。
所述控制器E与座椅侧翼控制连接，座椅侧翼可电动夹紧乘员。
各传感器通过硬线与车辆控制器M相连，车辆控制器M通过车辆动力CAN网络与控制器A、控制器B、控制器C通讯，通过车辆舒适CAN网络与控制器控制器D、控制器E通讯。
***工作过程：
车辆启动后，车辆控制器M开始监测各传感器信号，后悬架左、右下摆臂位置传感器s1、s2数据均超过预设值后，说明车辆载荷发生较大变化，车辆控制器M向控制器A、B发出工作信号，A、B按照设定值调整减振器压缩阻尼和防倾杆刚度；
车辆控制器M通过轮速传感器v得知车速超过预设值后，车辆控制器M一旦检测到前、后轴侧向加速度传感器g1、g2信号至少有一个发生超过预设幅度的突变，立即开始对采集到的加速度信号进行计算，如果信号波形与标定的车辆横摆波形相吻合，并且后悬架左、右下摆臂位置传感器s1、s2信号节拍相反，即判定车辆进入横摆状态，此时车辆控制器M对控制器A、B、C、D、E同时发出工作信号：电磁减振器压缩阻尼调整至最大，防倾杆刚度调整至最高，转向助力电机扭矩降至预设值，电动安全带卷轴器收紧织带，座椅侧翼自动夹紧乘员。
注意，上述仅为本发明的较佳实施例及所运用技术原理。本领域技术人员会理解，本发明不限于这里所述的特定实施例，对本领域技术人员来说能够进行各种明显的变化、重新调整和替代而不会脱离本发明的保护范围。因此，虽然通过以上实施例对本发明进行了较为详细的说明，但是本发明不仅仅限于以上实施例，在不脱离本发明构思的情况下，还可以包括更多其他等效实施例，而本发明的范围由所附的权利要求范围决定。

Claims (9)

1.一种降低车辆高速行驶中横摆失控风险的主动安全***，其特征在于：由第一侧向加速度传感器（g1）、第二侧向加速度传感器（g2）、轮速传感器（v）、第一悬架位置传感器（s1）、第二悬架位置传感器（s2）、电磁减振器、电动防倾杆、转向助力电机、安全带卷轴器、座椅侧翼、车辆控制器（M）、第一控制器（A）、第二控制器（B）、第三控制器（C）、第四控制器（D）、以及第五控制器（E）构成；
所第一述控制器（A）与电磁减振器控制连接；所述第二控制器（B）与电动防倾杆控制连接；所述第三控制器（C）与转向助力电机控制连接；所述第四控制器（D）与安全带卷轴器控制连接；所述第五控制器（E）与座椅侧翼控制连接；
所述第一侧向加速度传感器（g1）、第二侧向加速度传感器（g2）、轮速传感器（v）、第一悬架位置传感器（s1）和第二悬架位置传感器（s2）分别通过硬线与车辆控制器（M）相连，车辆控制器（M）通过车辆动力CAN网络与第一控制器（A）、第二控制器（B）、第三控制器（C）通讯，通过车辆舒适CAN网络与第四控制器（D）、第五控制器（E）通讯；
所述车辆控制器（M）通过轮速传感器（v）得知车速超过预设值后，车辆控制器（M）一旦检测到前、后轴第一侧向加速度传感器（g1）、第二侧向加速度传感器（g2）信号至少有一个发生超过预设幅度的突变，立即开始对采集到的加速度信号进行计算，如果信号波形与标定的车辆横摆波形相吻合，并且后悬架左、右下摆臂第一悬架位置传感器（s1）、第二悬架位置传感器（s2）信号节拍相反，即判定车辆进入横摆状态，此时车辆控制器（M）对第一控制器（A）、第二控制器（B）、第三控制器（C）、第四控制器（D）、以及第五控制器（E）同时发出工作信号：电磁减振器压缩阻尼调整至最大，防倾杆刚度调整至最高，转向助力电机扭矩降至预设值，电动安全带卷轴器收紧织带，座椅侧翼自动夹紧乘员。
2.根据权利要求1所述的一种降低车辆高速行驶中横摆失控风险的主动安全***，其特征在于：所述第一侧向加速度传感器（g1）和第二侧向加速度传感器（g2）用于监测车辆载荷，分别安装在前、后轮轴中间或附近。
3.根据权利要求1所述的一种降低车辆高速行驶中横摆失控风险的主动安全***，其特征在于：所述轮速传感器（v）用于监测车速，安装在车轮轮毂上。
4.根据权利要求1所述的一种降低车辆高速行驶中横摆失控风险的主动安全***，其特征在于：所述第一悬架位置传感器（s1）和第二悬架位置传感器（s2）安装在后悬架左、右下摆臂上。
5.根据权利要求1所述的一种降低车辆高速行驶中横摆失控风险的主动安全***，其特征在于：所述第一控制器（A）用于控制电磁减振器压缩阻尼的调整。
6.根据权利要求1所述的一种降低车辆高速行驶中横摆失控风险的主动安全***，其特征在于：所述第二控制器（B）用于控制电动防倾杆刚度的调整。
7.根据权利要求1所述的一种降低车辆高速行驶中横摆失控风险的主动安全***，其特征在于：所述第三控制器（C）用于控制转向助力电机输出扭矩的调整。
8.根据权利要求1所述的一种降低车辆高速行驶中横摆失控风险的主动安全***，其特征在于：所述第四控制器（D）用于控制安全带卷轴器进行电动收紧。
9.根据权利要求1所述的一种降低车辆高速行驶中横摆失控风险的主动安全***，其特征在于：所述第五控制器（E）用于座椅侧翼电动夹紧乘员。
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