CN216467746U

CN216467746U - Vehicle rollover prevention control device

Info

Publication number: CN216467746U
Application number: CN202123323166.1U
Authority: CN
Inventors: 张辉; 陈继成
Original assignee: Beihang University
Current assignee: Beihang University
Priority date: 2021-12-27
Filing date: 2021-12-27
Publication date: 2022-05-10
Anticipated expiration: 2031-12-27
Also published as: DE202022107186U1

Abstract

The utility model discloses a vehicle rollover prevention control device, which comprises a vehicle state observation module, a central control unit and a collaborative distributed rollover prevention module; the vehicle state observation module comprises a vehicle sensor and a monitoring component; the central control unit comprises a plurality of controllers; the cooperative distributed rollover prevention module comprises a yaw moment controller, an active steering controller and a differential braking controller; the vehicle sensor and the monitoring component are arranged in parallel and are respectively connected with the controller; the yaw moment controller, the active steering controller and the differential braking controller are arranged in parallel and are respectively connected with the controller N and the vehicle system, and the vehicle system is respectively connected with the vehicle sensor and the monitoring component to form a circuit connecting circuit for preventing the vehicle from turning on one side integrally.

Description

Vehicle rollover prevention control device

Technical Field

The utility model relates to a control system field, concretely relates to controlling means that turns on one's side are prevented to vehicle prevents turning on one's side by vehicle.

Background

In driving scenes such as high-speed turning, obstacle avoidance, sharp turning and lane merging and the like, vehicle rollover is a common traffic accident, and serious damage can be caused to drivers, passengers and pedestrians. The rollover phenomenon of the vehicle is common to vehicles with long wheelbase and high center of gravity, such as heavy trucks, SUVs, pickup trucks and the like. When the vehicle is steered, the transverse acceleration is overlarge, so that the weights of the left tire and the right tire are unbalanced, and once the critical point is exceeded, the vehicle can roll over. Aiming at the type of the major traffic accident, various large automobile manufacturers respectively develop various rollover-prevention control systems, including a Differential braking system (Differential braking), an Active suspension system (Active suspension), an Active steering system (Active steering) and the like, aiming at controlling the lateral acceleration of the automobile within a certain range and preventing rollover. The active steering system and the differential braking system have the characteristics of wide application range and good control effect, and are hot spots of current research. Current active steering systems and differential braking systems are primarily faced with the problem of affecting driver control intent, i.e., the active steering control signal generated may interfere with the driver. Meanwhile, during the running process of the vehicle, the active steering system and the differential braking system may conflict with other vehicle lateral control systems (such as a yaw moment controller), so that potential safety hazards are caused. Therefore, how to effectively cooperate with control signals generated by various vehicle lateral control systems is of great significance for maintaining the lateral stability of the vehicle and improving the driving comfort, and is an important research direction for the chassis integrated control at present. Finally, the factors such as nonlinear dynamic constraint, dynamic obstacle avoidance constraint and state measurement disturbance of the vehicle during sharp turning also provide challenges for the design of vehicle rollover prevention control. In conclusion, on the premise of ensuring the stability of the system, the design structure and the structure of the improved vehicle rollover prevention control device are improved so as to optimize the rollover prevention capability of the current active steering system, and the device has important practical application significance.

SUMMERY OF THE UTILITY MODEL

Problem to prior art existence, the utility model aims to provide a control system that turns on one's side is prevented to vehicle, the effective control vehicle lateral acceleration prevents that the vehicle from turning on one's side.

In order to achieve the purpose, the utility model relates to a vehicle rollover prevention control device, which comprises a vehicle state observation module, a central control unit and a cooperative distributed rollover prevention module; the vehicle state observation module comprises a vehicle sensor and a monitoring component; the central control unit comprises a plurality of controllers; the cooperative distributed rollover prevention module comprises a yaw moment controller, an active steering controller and a differential brake controller;

the vehicle sensor and the monitoring component are arranged in parallel and are respectively connected with the controller; the yaw moment controller, the active steering controller and the differential braking controller are arranged in parallel and are respectively connected with the controller N and the vehicle system, and the vehicle system is respectively connected with the vehicle sensor and the monitoring component to form a circuit connecting circuit for preventing the vehicle from turning on one side integrally.

Further, one or a plurality of controllers are selected from the controllers to be connected with the vehicle system to form a multi-control connection line.

Further, the vehicle sensors include an IMU sensor, a steering wheel sensor, an accelerator pedal sensor, and a brake pedal sensor.

Further, the monitoring component comprises a camera and a laser radar.

Further, the yaw moment controller is connected with the driving wheels, and generates the yaw moment by controlling the driving moments of the left and right wheels.

Further, the active steering controller is connected with a dynamic steering actuator of the vehicle, the steering angle of the steering system by the active steering actuator is controlled to be applied to a steering column through a planetary gear, and the rotating angles of a driver steering angle disc and the active steering actuator are superposed on a steering shaft through a planetary gear mechanism, so that the active front wheel rotating angle is the sum of the front wheel rotating angle generated by the double planetary gear mechanism and the front wheel rotating angle generated by the servo motor through the steering mechanism.

Further, the differential brake controller is connected with the driving wheels, and changes the motion state of the automobile by applying braking force to each wheel individually.

Further, the IMU sensor comprises a combined unit consisting of 3 accelerometers and 3 gyroscopes, which are mounted on mutually perpendicular measuring axes.

The utility model discloses a brand-new structural design has optimized the vehicle and has prevented the relation of connection of controlling means's internal control circuit and each part of turning on one's side, provides the security of vehicle, prevents effectively that the vehicle from turning on one's side.

Drawings

Fig. 1 is a schematic structural view of a vehicle rollover prevention control device according to an embodiment of the present invention;

fig. 2 is a schematic structural diagram of a control system of a vehicle rollover prevention control device according to an embodiment of the present invention.

Detailed Description

The technical solution of the present invention will be described clearly and completely with reference to the accompanying drawings, and obviously, the described embodiments are some, but not all embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.

In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

The following detailed description of the embodiments of the present invention will be made with reference to the accompanying drawings. It is to be understood that the description of the embodiments herein is for purposes of illustration and explanation only and is not intended to limit the invention.

As shown in fig. 1 and 2, one embodiment of the present invention discloses a vehicle rollover prevention control device based on cooperative distributed optimization. The main dynamic parameters related to the vehicle motion attitude control comprise yaw angular velocity, mass center side deviation angle, roll angle and the like, and the steering angle input is a direct reason for the yaw motion and the lateral motion of the vehicle, so that the yaw motion and the roll motion of the vehicle can be directly adjusted by adjusting the steering angle of the vehicle, and the vehicle motion attitude keeping control is realized.

According to the utility model discloses a controlling means that turns on one's side can fall into the three according to the function of system for the vehicle: the system comprises a vehicle state observation module 100, a central control unit 200, a cooperative distributed rollover prevention module 300 and an actuator 400.

The vehicle state observation module 100 includes a vehicle sensor 101 and a monitoring part 102; the central control unit 200 includes several controllers, such as a first controller 201 …, a controller N202(N is a number, which may be set to a specific number according to specific use requirements); the cooperative distributed rollover prevention module 300 comprises a yaw moment controller 301, an active steering controller 302 and a differential brake controller 303; the vehicle sensor 101 and the monitoring component 102 are arranged in parallel and are respectively connected with the first controller 201; the plurality of controllers are arranged in series, the yaw moment controller 301, the active steering controller 302 and the differential brake controller 303 are arranged in parallel and are respectively connected with the controller N202 and the vehicle system, and the vehicle system is respectively connected with the vehicle sensor 101 and the monitoring component 102 to form a circuit connecting line for vehicle rollover prevention control integrally. In practical application, one or more controllers are selected from the controllers to be connected with a vehicle system to form a multi-path control connection line so as to achieve the purpose of quick and accurate control.

In the utility model, the vehicle state observation module 100, the vehicle sensor 101, the monitoring component 102, the controllers in the central control unit 200, the coordinated distributed yaw moment controller 301 of the anti-rollover module 300, the active steering controller 302, the differential brake controller 303 and the executing mechanism 400 all adopt the conventional sensors, mechanical components and elements in the prior art, the utility model does not make relevant technical improvements on the sensors, mechanical components and elements, and does not make relevant technical improvements on the intermediate processes such as the detection method, the control instruction, the control form and the decision instruction, and the functions of the components are the basic functions, the functions of the various components recorded below are only described completely, and the various detection technologies, control technologies and control instructions of the present invention all adopt the prior art, which is not the technical invention point of the present invention. The utility model discloses only make relevant technological improvement to the relation of connection, structure and the structure of the original circuit of each sensor, monitoring components, controller, relevant unit part, vehicle to form the interconnecting link and the structure of brand-new vehicle anti-rollover control.

The vehicle state observation module 100 is used to detect vehicle state information including a vehicle speed, a yaw rate, a lateral acceleration, a longitudinal acceleration, and a yaw acceleration, and road state information. The vehicle state observation module 100 sends the vehicle state information and the road state information to the central control unit 200, the central control unit 200 calculates the vehicle state information and the road state information and estimates the rollover probability, generates a rollover prevention path and sends a planned path and speed to the cooperative distributed rollover prevention module 300 when the rollover probability exceeds a preset threshold, so that the vehicle system is controlled to prevent rollover through the execution mechanism 400.

Specifically, the state observation module 100 includes a vehicle sensor 101 and a monitoring component 102, where the vehicle sensor 101 includes an IMU sensor, a steering wheel sensor, an accelerator pedal sensor, a brake pedal sensor, and the like; the monitoring component 102 may employ a camera, a lidar.

The IMU sensor refers to an inertial measurement unit comprising a combined unit consisting of 3 accelerometers and 3 gyroscopes, the accelerometers and gyroscopes being mounted on mutually perpendicular measurement axes. The IMU sensor is capable of measuring linear motion in the direction of each axis, as well as rotational motion about each axis.

The monitoring part 102 acquires images around the vehicle through the camera and analyzes obstacle information, performs obstacle ranging through the laser radar, and sends monitoring information to the central control unit for calculation processing when road state information changes, such as uneven roads or obstacles in front.

The central control unit 200 can adopt a common vehicle control CPU and a single chip microcomputer to meet basic requirements. The coordinated distributed anti-rollover module 300 includes three parts, a yaw moment controller 301, an active steering controller 302, and a differential brake controller 303, to generate control signals that are input to the vehicle.

The yaw moment controller 301 is connected with the driving wheels and used for controlling the transverse motion state of the vehicle, the yaw moment controller generates a yaw moment by controlling the driving moments of the wheels on the left side and the right side, so that the transverse stability of the vehicle body is ensured, the road side obstacles can be avoided by the transverse control of the vehicle, the friction of the side face of the vehicle is prevented, the driving safety of the vehicle is improved, and the occurrence rate of traffic accidents is reduced.

The active steering controller 302 is connected with a dynamic steering actuator of the vehicle, and is used for actively changing the magnitude of a steering angle to adjust the motion posture of the vehicle, and reducing the transverse load transfer rate of the vehicle by changing the yaw velocity and the lateral acceleration of the vehicle, so that the rollover prevention capability of the vehicle is improved. The active steering controller 302 enables steering intervention independent of the driver by controlling the steering angle of the active steering actuator to the steering system to be applied to the steering column through the planetary gear, whereby the steering angle of the driver's steering wheel and the active steering actuator is superimposed to the steering shaft through the planetary gear mechanism, so that the active front wheel steering angle should be the sum of the front wheel steering angle produced by the double planetary gear mechanism and the front wheel steering angle produced by the servo motor through the steering mechanism. The input rotation angle of a driver to the automobile is reduced through active steering, so that the transverse load transfer rate can be reduced, and the rollover prevention performance of the automobile is improved.

The differential brake controller 303 is connected to the driving wheels, and can change the form and posture of the vehicle by changing the dynamic characteristics of the vehicle, and the differential brake means that the braking force is independently applied to each wheel in the vehicle movement process to change the movement state of the vehicle, thereby ensuring the operation stability of the vehicle. The differential braking can change the lateral movement, the yaw movement and the roll movement of the automobile at the same time, so that braking force can be independently applied to each wheel according to the running condition of the automobile. The differential brake controller 303 gives an operation command to the brake force actuator to apply braking to the target wheel (outer front wheel).

The overall work flow of the whole rollover prevention control device is as follows (all the detection technologies, control technologies and control instructions involved in the work flow all adopt the prior art, and the control methods, control instructions and the like involved in the work flow do not serve as limitations to the protection scope of the utility model, which is only an improvement provided for the structure and structure of the product): firstly, in the running process of a vehicle, information acquisition and processing are carried out on the vehicle through a state observation module 100 to obtain the state of the vehicle; then, in the central control unit 200, the probability of vehicle rollover is estimated by the observed vehicle information, and then the corresponding path is calculated according to different probabilities, so as to generate a planned path with rollover prevention and avoid aggressive driving. And the path planning considers the vehicle rollover nonlinear dynamic constraint conditions. And finally, generating a corresponding decision instruction, transmitting the decision instruction to the cooperative distributed rollover prevention module 300, and generating a control instruction acting on the vehicle system in a manner of solving a cooperative distributed optimization problem. The design of the cooperative distributed optimization problem comprises a yaw moment controller 301, an active steering controller 302 and a differential brake controller 303, and the cooperative optimization problem is solved to obtain the optimal output of the three controllers and further obtain the final control instruction.

Finally, only the specific embodiments of the present invention have been described in detail. The invention is not limited to the specific embodiments described above. Equivalent modifications and substitutions by those skilled in the art to the present invention are also within the scope of the present invention. Accordingly, variations and modifications in equivalents may be made without departing from the spirit and scope of the invention, which is intended to be covered by the following claims.

Claims

1. The vehicle rollover prevention control device is characterized by comprising a vehicle state observation module, a central control unit and a cooperative distributed rollover prevention module; the vehicle state observation module comprises a vehicle sensor and a monitoring component; the central control unit comprises a plurality of controllers; the cooperative distributed rollover prevention module comprises a yaw moment controller, an active steering controller and a differential brake controller;

2. The vehicle rollover prevention control apparatus according to claim 1, wherein one or more selected from the controllers are connected to the vehicle system to form a multi-control connection.

3. The vehicle rollover prevention control apparatus according to claim 1, wherein the vehicle sensors include an IMU sensor, a steering wheel sensor, an accelerator pedal sensor, and a brake pedal sensor.

4. The vehicle rollover prevention control apparatus according to claim 1, wherein the monitoring component includes a camera and a lidar.

5. The rollover prevention control apparatus for a vehicle according to claim 1, wherein the yaw moment controller is connected to the driving wheels to generate a yaw moment by controlling the driving moments of the left and right wheels.

6. The rollover prevention control apparatus for a vehicle according to claim 1, wherein the active steering controller is connected to a dynamic steering actuator of the vehicle, and controls a steering assist angle of the active steering actuator to a steering system to be applied to a steering column through a planetary gear, and the rotation angles of the driver's steering wheel and the active steering actuator are superimposed to a steering shaft through a planetary gear mechanism, so that an active front wheel rotation angle should be a sum of a front wheel rotation angle generated by the double planetary gear mechanism and a front wheel rotation angle generated by the servo motor through the steering mechanism.

7. The rollover prevention control apparatus of a vehicle according to claim 1, wherein the differential brake controller is connected to the driving wheels to change the motion state of the vehicle by individually applying a braking force to each wheel.

8. The vehicle rollover prevention control apparatus according to claim 3, wherein the IMU sensor comprises a combined unit of 3 accelerometers and 3 gyroscopes mounted on mutually perpendicular measurement axes.